DE102017115218B4 - Shift cable unit with an axis of rotation for an internal combustion engine - Google Patents

Abstract

Shift cable unit (1) with a rotation axis (2) for an internal combustion engine (3), having at least the following components:
- A traction means disc (4) for transmitting a torque to or from a traction means (5);
- A shaft connection (6) for rotationally fixed attachment to an output shaft (7);
- A vibration decoupler (8) for decoupling vibrations of the shaft connection (6) from the traction element pulley (4);
- A switchable freewheel (9) for actively switching a torque transmission between the shaft connection (6) and the traction mechanism pulley (4), characterized in that the shaft connection (6) is connected to the vibration decoupler (8) in a switchable torque-transmitting manner via the switchable freewheel (9) is.

Description

The invention relates to a gear shift unit with an axis of rotation for an internal combustion engine, a drive train with a hybrid drive, and a motor vehicle which can be driven by means of such a drive train.

From the prior art, traction units, for example as belt drives, for torque-transmitting connection of a (driving) main assembly, for example an internal combustion engine, with one or more (driven) auxiliary assemblies are known. A central element here is the traction drive pulley, for example a belt pulley, which is driven by the output shaft of the main unit and transmits the torque output as a tensile force to one or more shafts of the one or more auxiliary units via a corresponding traction device, for example a V-belt . For a long time it has been customary in this context to provide the said traction drive pulley for driving auxiliary units with a freewheel in order to prevent the traction drive, which continues to run due to the inertia of the auxiliary units, from the output shaft of the in the event of a sudden decrease in speed, for example when changing gear in a motor vehicle To separate the main unit.

Recently, for example in the field of commercial vehicles, efforts have been made to hybridize a drive train, using a starter generator which, in one embodiment, replaces the classic alternator in motor vehicles. The starter generator is connected to the output shaft of the main unit via a traction drive, whereby the functions of recuperation, starting and e-boosting are to be fulfilled, for example. As a result of the hybridization, a reverse torque curve now also occurs, in which the ancillary units are intended to drive the output shaft. This is the case, for example, when starting the traction mechanism (replacing the ring gear starting) or e-boosting, whereby in the first case the output shaft is accelerated from a standstill by means of the traction mechanism and in the second case the torque output of the output shaft of the main assembly is increased by adding torque from the starter generator. The classic freewheel would prevent transmission to the connected drive train. It is therefore necessary to also enable torque transmission in the previous freewheeling direction.

Furthermore, such hybrid drives should be able to be operated with an automatic start-stop system in order to save fuel consumption or reduce exhaust gas. Due to the start-stop operation, the main unit, which drives the auxiliary units, is often switched off. For example, the air conditioning pump is then no longer operated. Especially in traffic jams, the driver's cab would heat up quickly in strong sunshine. The starter generator can continue to be operated for this purpose, so that the pump is electrically driven when the main unit is switched off. For this, however, it is necessary to be able to separate the torque transmission from the traction drive pulley on the output shaft to the main assembly. The conventional freewheeling direction is still required for this and for the separation described above to prevent inertia influences on the output shaft.

Prior art is in the DE 10 2015 204 687 A1 with regard to a switchable freewheel and in the DE 10 2013 209 640 A1 with regard to an alternative switchable freewheel, in which DE 10 2015 207 794 A1 with regard to an actuator for switching such a freewheel, as well as in the DE 10 2013 207 846 A1 with regard to a pulley with torsional vibration damper disclosed. From the DE 10 2010 054 555 A1 a crankshaft belt pulley with a freewheel is known, which is combined with an electromagnetically actuated clutch. Also shows the post-published DE 10 2017 110 954 A1 a drive pulley device with a clearance angle in the freewheel device.

Due to the increase in the functions of such a shifting cable unit, the mass of such a shifting cable unit increases significantly compared to a classic pulling unit with a fixed freewheel and thus the mass moment of inertia. However, a high mass and a high mass moment of inertia have negative effects on the output shaft of the main assembly. The high mass has the effect, for example, that when an internal combustion engine is started, the output shaft wanders through unfavorable frequency ranges, the amplitude of which increases due to the mass and / or generates a further unfavorable frequency as a result of resonance excitation of the gearshift center unit, especially in connection with a dual mass flywheel (DMF) on the opposite one End of the output shaft. The mass moment of inertia counteracts the torque output of the output shaft and increases the torsional load on the output shaft.

Proceeding from this, the present invention is based on the object of at least partially overcoming the disadvantages known from the prior art. The features according to the invention emerge from the independent claims, for which advantageous configurations are shown in the dependent claims. The features of the claims can be combined in any technically meaningful manner, with the explanations from the following also here Description as well as features from the figures can be drawn on, which include supplementary embodiments of the invention.

• - eine Zugmittelscheibe zum Übertragen eines Drehmoments auf oder von einem Zugmittel;
• - einen Wellenanschluss zum rotationsfesten Befestigen an einer Abtriebswelle;
• - einen Schwingungsentkoppler zum Entkoppeln von Schwingungen des Wellenanschlusses von der Zugmittelscheibe;
• - einen schaltbaren Freilauf zum aktiven Schalten einer Drehmomentübertragung zwischen dem Wellenanschluss und der Zugmittelscheibe. Die Schaltzugmitteleinheit ist vor allem dadurch gekennzeichnet, dass der Wellenanschluss über den schaltbaren Freilauf mit dem Schwingungsentkoppler schaltbar drehmomentübertragend verbunden ist.

The invention relates to a shift means unit with a rotation axis for an internal combustion engine, having at least the following components:

• - A traction means pulley for transmitting a torque to or from a traction means;
• - A shaft connection for rotationally fixed attachment to an output shaft;
• - A vibration decoupler for decoupling vibrations of the shaft connection from the traction sheave;
• - A switchable freewheel for actively switching a torque transmission between the shaft connection and the traction drive pulley. The shifting cable unit is primarily characterized in that the shaft connection is connected to the vibration decoupler in a switchable torque-transmitting manner via the switchable freewheel.

Here, a shift cable unit is proposed, for example a switchable pulley decoupler (RSES), in which the mass moment of inertia acting on the output shaft is very low. In the separated switching state of the freewheel, i.e. with the freewheeling direction switched in the torque direction or complete separation (freewheel is notched in both directions), the vibration decoupler is completely separated from the output shaft. When the freewheel is closed, i.e. with the torque transmission direction switched in the torque direction or torque transmission in both directions (freewheel is latched in both directions), the greater mass fraction and / or the mass fraction with the greater radial distance to the axis of rotation (larger lever) is by means of the elastic energy storage of the vibration decoupler decoupled.

The shift cable unit is a rotating or rotatable component, the axis of rotation of which is aligned with the axis of rotation of the output shaft. If this description speaks of axial, radial or a direction of rotation, reference is made to this common axis of rotation. Depending on the technical context, an axial direction can also denote a parallel to the axis of rotation.

The traction means pulley, for example designed as a belt pulley, is set up to interact with a traction means, for example a belt, preferably a V-belt. Via the traction drive pulley, a torque is transmitted over the radius of the traction drive pulley (lever) as a tensile force to a traction device, subject to friction (in the case of a V-belt as a traction device) and / or positively (in the case of a toothed belt or a chain as a traction device). In the case of an auxiliary unit, this tensile force is converted back into torque in the same way on a shaft of the auxiliary unit.

The shift cable unit has a shaft connection so that the shift cable unit can be connected to an output shaft as a separate component. The shaft connection is set up in such a way that it can be easily connected and correct alignment can be set. A common connection is, for example, a central screw connection or a multiple screw connection that is advantageously attached in a rotationally symmetrical manner. For some applications it is advantageous to design the torque-transmitting connection between the shaft connection and the output shaft as a spline.

The gearshift mechanism unit furthermore comprises a vibration decoupler which is arranged between the traction mechanism disk and the shaft connection in such a way that a transmission of vibrations from the output shaft to the traction mechanism disk and vice versa is excluded or greatly reduced. For this purpose, such a vibration decoupler has one or more elastic energy stores for many applications. Such an elastic energy store is, for example, a bow spring which, due to the inertia of the traction drive pulley and the system driven by it, elastically compresses when accelerating on the output shaft side and passes this elastically stored energy on to the traction drive pulley with a time delay as a result of relaxation. The traction element pulley is thus decoupled from the superimposed torque vibrations by means of the vibration decoupler, without excessive energy being dissipated as thermal energy.

Furthermore, the shift cable means unit comprises a switchable freewheel, by means of which a plurality of, preferably two, switching states can be actively set, ie as a result of a corresponding switching signal input from the outside. In a first switching state, a torque can be transmitted in both directions, that is, with a pawl freewheel, the pawls are latched for both directions and the respective freewheel function is ineffective. This first switching state is also referred to as closed. In a second switching state, no torque can be transmitted, so the pawls of a pawl freewheel are all disengaged. This second switching state is also referred to as disconnected. Furthermore, two further switching states can be set, which enable freewheeling in one direction each. These switching states are mainly for one Pulling device release at speed necessary. In this case, a torque can be transmitted in a switchable manner in one direction of rotation with the opposite freewheeling direction (third switching state) or in the opposite direction with the reverse freewheeling direction (fourth switching state). That is, in the fourth switching state, the direction of torque transmission and the freewheeling direction are swapped with respect to the third switching state. In these switching states, the freewheel has a separating effect in the freewheeling direction. Which switching states can be set depends on the design of the switching element, for example an axially displaceable switch cage, and the switching actuator, both of which can be designed according to the desired operating states. Often the (completely) closed and the (completely) separated switching state are sufficient.

In the gear unit proposed here, the vibration decoupler is not firmly connected to the shaft connection side, that is to say with the output shaft, but on the contrary, starting from the shaft connection to the traction mechanism, it is switchable downstream of the switchable freewheel. This means, on the one hand, that in the case of a separate (second) switching state or a non-transferring direction of rotation (third or fourth switching state), i.e. the switched freewheeling direction, the entire vibration decoupler, which is arranged on the traction device disk side, is not rotated with the output shaft. But even with a closed (first) switching state, the rotating mass is considerably reduced. When torque is output from the output shaft to the traction drive pulley, only the corresponding input side is rotated in this switching state. Only the input side thus forms effective inertial mass. The corresponding output side is decoupled by means of the elastic energy store and thus does not cause any inertia of mass relevant to an overlapping oscillation.

This results in the above-mentioned advantages of a low mass moment of inertia of the components of the shifting cable unit that rotate with the output shaft, that is, they are not decoupled.

According to an advantageous embodiment of the shift cable means unit, the vibration decoupler comprises a flange and a cover, the flange and the cover being connected to one another in a torque-transmitting manner by means of an elastic energy store, and
wherein the flange is connected to the switchable freewheel in a switchable torque-transmitting manner, and the cover is firmly connected to the traction element disk in a torque-transmitting manner.

In this advantageous embodiment, the vibration decoupler is provided with a flange and a cover, the flange extending from the center inward to radially outward. In conventional operation, the flange thus acts on the torque input side against the elastic energy store with a torque output by the output shaft. The cover is arranged radially outside of the elastic energy store and, in conventional operation, acts on the torque output side against the elastic energy store with a torque output by the output shaft.

The cover preferably forms at least part of the housing of the elastic energy store, which is usually provided with a lubricant. In this way, the cover protects the lubricant space that is formed from leakage or contamination of the lubricant.

In a preferred embodiment, the cover simultaneously forms the component for mounting and / or dynamic sealing with respect to a component that can be moved relative thereto. The flange, on the other hand, is preferably completely enclosed in the lubrication space and arranged between the elastic energy store and the freewheel.

The cover is preferably designed in one piece or in several pieces firmly connected to the traction element disk. In the case of a multi-piece design of the cover and the traction mechanism disk, the traction mechanism disk is preferably at the same time a component of the housing of the elastic energy store. In the case of an application with an internal combustion engine with a downstream transmission, the cover is preferably arranged on the engine side and the housing component of the traction element disk is arranged on the transmission side.

When torque is output from the output shaft to the traction drive pulley, the central flange forms the input side. The lid is decoupled. This reduces the mass and the lever even further compared to the reverse version with the cover as the input side.

According to an advantageous embodiment of the shift cable unit, the switchable freewheel has a hub and a flange element, the hub and the flange element being connectable to one another in a torque-transmitting manner by means of movable freewheel elements, and
wherein the hub is formed in one piece with the shaft connection, preferably as a formed sheet metal part.

In this advantageous embodiment, at least one movable freewheel element, preferably a plurality of freewheel elements, is arranged between a hub and a flange element for each freewheeling direction. In a In a preferred embodiment, the flange element is formed in one piece with the flange of the vibration decoupler according to the preceding description. In a further preferred embodiment, the hub is permanently connected to the movable freewheel elements. The movable freewheel elements engage against the respective freewheel direction in a corresponding abutment of the flange element, so that a torque can be transmitted from the hub to the freewheel element in this direction.

The hub is arranged radially on the inside of the flange element. A connection between the flange element and the hub is thus supported by the rotational centrifugal forces acting on the freewheel elements. In this configuration, the freewheel elements of the freewheel are designed as normally engaging, preferably for the torque transmission from the output shaft to the traction mechanism pulley.

The at least one freewheeling element for the second torque transmission direction for the previously described second switching state is preferably also, preferably, the corresponding at least one (second) freewheeling element permanently movably suspended on the hub. The second freewheel element is preferably set up as normally engaging for the (opposite) torque transmission direction, supported by the centrifugal force, preferably for the torque transmission from the traction element disk to the output shaft.

The freewheel elements, or at least one of the freewheel elements, are preferably designed as pawls that fold in the radial direction, preferably fold radially outwards to transmit a torque, with the radially outwardly pointing pawl rear side being able to be pushed out of the engaged position in a wedge-like manner by the flange element with relative rotation in the freewheel direction and keyed to the flange member in the direction of torque transmission.

For a particularly cost-effective design, the hub is a formed sheet metal part. For example, the hub is formed from a flat sheet metal material by means of stamping, pressing or deep drawing.

According to an advantageous embodiment of the shift cable unit, the shift cable unit further comprises a torsional vibration damper and the torsional vibration damper is connected to the hub in a torque-transmitting manner.

For some applications, due to the selected rotation quality of the output shaft, it is necessary to provide a torsional vibration damper (TSD) to dampen vibrations of the output shaft. Such a torsional vibration damper is particularly advantageously connected to the hub in a torque-transmitting manner.

For a particularly cost-efficient design, the hub is a formed sheet metal part and / or the connection to the torsional vibration damper is formed by means of a toothing or a frictional connection formed by means of plastic deformation during assembly, for example caulking.

According to an advantageous embodiment of the shift cable means unit, the shift cable means unit is designed to be damping-free.

In a preferred embodiment, the mass moment of inertia is so low that a torsional vibration damper (TSD) customary in the prior art can be dispensed with, provided the output shaft has a sufficient vibration quality. This means that the mass that is firmly coupled to the output shaft has such a low mass that the quality of the output shaft alone is decisive for the need for a torsional vibration damper. In this embodiment, the shift cable center unit is designed to be damping-free. This means that no torsional vibration damper, neither pre-assembled nor as a separate component, is arranged between the output shaft and the traction mechanism disk.

According to an advantageous embodiment of the shift cable unit, the vibration decoupler, preferably the cover according to an embodiment according to the description above, is supported by means of a central bearing on the shaft connection, preferably on the hub according to an embodiment according to the description above.

In this advantageous embodiment, the cover of the vibration decoupler can be supported directly on the shaft connection. For most applications, the shift cable unit will be desired as a preassembled unit. In an alternative embodiment it is possible to mount the cover directly on the drive shaft. The inner ring of the central bearing is preferably designed as the standing bearing ring and is pressed onto the output shaft or the shaft connection, or preferably the hub.

In one embodiment in which the hub for the torsional vibration damper and for the freewheel are formed separately, the central bearing is preferably applied either to the hub of the torsional vibration damper or to the hub of the freewheel.

The cover is particularly advantageously mounted on the hub of the freewheel, the hub preferably being in one piece for the direct reception of the Torsional vibration damper is formed. In this case, the central warehouse is preferably preassembled as part of the shifting cable unit. This results in a small installation space, a small number of individual parts and, under certain circumstances, a low mass. The latter is advantageous because the hub is a permanently rotating component of the output shaft.

According to an advantageous embodiment of the gear unit, the switchable freewheel can be actuated by means of a magnetic switching element, the switching element being axially movable back and forth between a disengaged position and an engaged position by means of a magnetic coil, and thereby the switchable freewheel being actuatable.

In this advantageous embodiment, the freewheel can be switched magnetically, that is, by means of a magnetic coil with an electrical signal. The coil is set up in such a way that the switching element, for example designed as a switching cage, transfers freewheeling elements of the freewheel into the first switching state or into the second switching state according to the description above, depending on the energization of the coil. An elastic antagonist is preferably provided, for example a compression spring, which holds the switch cage in a first position. The first position preferably corresponds to the first switching state, so that the freewheel for torque transmission is closed in both directions, that is, from the output shaft to the traction drive pulley and vice versa. When starting, when e-boosting or during recuperation, the shifting element in this embodiment is deflected against the elastic antagonist, so that no torque transmission is then possible according to the second shifting state.

The magnetic coil is preferably arranged coaxially to the output shaft and on the outside, that is to say, as seen from the output shaft, it is arranged behind the vibration decoupler or axially overlapping with the vibration decoupler. This has the advantage that the magnetic coil can easily be removed for maintenance purposes.

In a preferred embodiment, a freewheel is used in a configuration according to the known prior art, the magnetic switching element, the magnetic coil and / or the elastic antagonist then having a reverse actuation direction. For example, the coil is set up for pushing actuation instead of pulling actuation, as was previously the case, of a coil armature.

According to an advantageous embodiment of the shift cable unit, a flange centering is also provided for the flange of the vibration decoupler, the flange centering being rotationally fixed, preferably directly, connected to the traction mechanism disk, with the flange centering particularly preferably having a friction device for reducing the speed of the change of the stop direction in freewheeling Includes torque reversal.

For a further reduction of the mass that always rotates with the output shaft, it is advantageous to provide a flange centering which is arranged on the decoupled side, preferably on the cover or the traction mechanism disk.

If, due to the oscillations or vibrations present in the individual case, it is necessary to reduce the speed of the change in the stop direction of the freewheeling elements of the freewheel, a friction device is preferably provided on the output shaft side, for example a rubber buffer or pre-damper or a friction device that can be switched as required and is preferably connected to the switching element. If the relative speed between the freewheel element and (due to play) the free flange of the vibration decoupler is high, for example when the pulley is stationary and the output shaft is rotating with high torque (onset), it is useful for some applications to use the friction device to reduce the adjustment of the relative speed via the friction and thus to prevent the freewheel elements from smashing with the resulting rattling.

According to a further aspect, the invention relates to a drive train with a hybrid drive, wherein the drive train comprises an internal combustion engine with an output shaft and a starter generator with a starter shaft, and wherein the output shaft by means of the shifting device according to an embodiment according to the description above and an associated pulling device with the starter shaft is switchable connectable.

According to a further aspect of the invention, a drive train with a hybrid drive is proposed which comprises a (main) drive unit with an output shaft and a starter generator, as well as a gear unit according to an embodiment according to the above description, the output shaft for torque transmission by means of the gear unit with switchable Freewheel direction can be connected to a starter shaft of the starter generator.

The drive train is set up to generate a torque provided by the drive unit, for example an internal combustion engine, and output via its output shaft to transfer at least one consumer. An exemplary consumer is at least one drive wheel of a motor vehicle, an air conditioning system and the starter generator for providing electrical energy. Conversely, it is also possible to absorb inertial energy introduced by, for example, a drive wheel when braking the motor vehicle, that is to say recuperation.

The shift cable unit described here can be used as a central component in a drive train with a mild hybrid or also in a full hybrid. While in a micro-hybrid the starter generator is set up solely for recuperation and comfort starting, in a mild hybrid, e-boosting, starting assistance and a load point increase will also be possible. With a full hybrid, fully electric driving is also possible.

The shifting cable means unit proposed here has a low mass that always rotates with the output shaft of the drive unit. Thus, when the drive unit is started, the output shaft has a low mass moment of inertia and, under certain circumstances, a torsional vibration damper, which was previously mandatory, can be dispensed with.

According to a further aspect, the invention relates to a motor vehicle having at least one drive wheel which can be driven by means of a drive train according to an embodiment according to the description above.

Most motor vehicles nowadays have a front-wheel drive and therefore preferably arrange the drive unit, for example one
Internal combustion engine or an electric drive machine, in front of the driver's cab and across the main direction of travel. The installation space is particularly small with such an arrangement and it is therefore particularly advantageous to use small-sized components.

This problem is exacerbated in the case of passenger cars in the small car class according to the European classification. The functional units used in a passenger car of the small car class are not significantly reduced in size compared to passenger cars of larger car classes. Nevertheless, the space available for small cars is much smaller. But even in commercial vehicles, the installation space is limited due to the increase in desired components and an increasing size of the accumulator for keeping the increased electrical energy demand ready. The drive train described above has a gear shift unit with a low mass moment of inertia on the output shaft, with a particularly small size being achieved at the same time.

Passenger cars are assigned to a vehicle class according to, for example, size, price, weight and performance, this definition being subject to constant change according to the needs of the market. In the US market, vehicles in the subcompact car class are assigned to the subcompact car class according to the European classification, and in the British market they correspond to the supermini class or the city car class. Examples of the small car class are a Volkswagen up! or a Renault Twingo. Examples of the small car class are an Alfa Romeo Mito, Volkswagen Polo, Ford Fiesta or Renault Clio.

• 1: eine konventionelle Schaltzugmitteleinheit im Schnitt;
• 2: eine Schaltzugmitteleinheit mit Torsionsschwingungsdämpfer im Schnitt;
• 3: eine Schaltzugmitteleinheit ohne Torsionsschwingungsdämpfer im Schnitt; und
• 4: ein Antriebsstrang mit Hybridantrieb in einem Kraftfahrzeug.

The invention described above is explained in detail below against the relevant technical background with reference to the accompanying drawings, which show preferred embodiments. The invention is in no way restricted by the purely schematic drawings, it being noted that the drawings are not dimensionally accurate and are not suitable for defining size relationships. It is shown in

• 1 : a conventional shift cable center unit in section;
• 2 : a shift cable center unit with torsional vibration damper in section;
• 3 : a shift cable center unit without torsional vibration damper in section; and
• 4th : a hybrid drive train in a motor vehicle.

1 shows a conventional shift cable unit 33 schematically in section, components which are not essential for an understanding of the invention are not shown. Here is the torque curve or the power transmission curve 41 from the output shaft 7th (only the central screw connection is shown here), for example an internal combustion engine, via the components of the conventional gear shift unit 33 and over the traction drive pulley 4th in the traction mechanism 5 drawn.

The components shown here are related to the axis of rotation 2 arranged rotatably. The conventional shift cable unit 33 includes a vibration decoupler 8th , which with switchable torque transmission direction and thus switchable freewheeling direction via the freewheel 9 with the pulley 4th connected is. There is also a torsional vibration damper 16 provided, which is radially between the vibration decoupler 8th and the traction mechanism 5 is arranged. The vibration decoupler 8th includes a central elastic energy store 12th , indicated here as a bow spring, which (based on the force transmission curve shown 41 ) on the inlet side with the conventional cover 43 and on the output side with the conventional flange 42 for elastic, i.e. vibration-decoupling, transmission between the conventional cover 43 and the conventional flange 42 connected is. The conventional lid 43 is with a drive plate 37 of the torsional vibration damper 16 firmly connected.

The drive plate 37 is about a rubber track 36 with a torsional oscillating mass 35 for damping torsional vibrations starting from the output shaft 7th set up.

The vibration decoupler 8th and the torsional vibration damper 16 are here together via a shaft connection 6th with the output shaft 7th firmly connected. The conventional flange 42 of the vibration decoupler 8th at the same time forms the flange element in one piece 14th of the freewheel 9 and acts in one torque direction, here the torque output from the output shaft 7th , with the one designed here as a pawl with the flange element 14th engaged freewheel element 15th to transmit the torque via the hub 13th on the traction drive pulley 4th together. The freewheel element 15th is designed to be movable, for example pivotable about an axis that is horizontal in the illustration in the area of the illustrated intersection between the hub 13th and the freewheel element 15th . To operate the freewheel 9 here is still the magnetic coil 20th shown, with the associated switch armature 38 is not shown (compare 2 ).

The traction drive pulley 4th is via a central warehouse 18th on the conventional lid 43 and the entire system consists of a vibration decoupler 8th and the torsional vibration damper 16 are with the output shaft 7th always trained to rotate. This system forms the co-rotating mass 34 , which is outlined in this illustration with a dashed box. A torsional vibration damper is just because of this large mass 16 necessary.

In 2 is a shifting cable unit 1 shown in which the vibration decoupler 8th by means of the freewheel 9 from a torque-transmitting connection to the output shaft 7th (Here too, only the central screw connection is shown) can be separated in one direction of rotation, the free and the transferring direction of rotation being reversible. For better understanding, the execution is in 2 as similar as possible to 1 designed, the same or similar components being provided with the same reference numerals and in this respect reference is made to the above description as an alternative. Here is the vibration decoupler 8th by means of a flange 10 about a freewheel 9 with a shaft connection 6th switchably connected, for example completely lockable and completely separable. Here are the shaft connection 6th and the hub 13th of the freewheel 9 in one piece, preferably as a formed sheet metal part.

Via the elastic energy store 12th , which is indicated here again as a bow spring, is applied to the flange 10 transmitted torque to the cover 11 transferred, which in turn with the traction drive pulley 4th is firmly connected. The lid 11 forms together with the traction drive pulley 4th an enclosure for the vibration decoupler 8th . The lid 11 also forms the support at the central warehouse 18th which is here on the shaft connector 6th or on the hub 13th is supported.

Central to the axis of rotation 2 is a magnetic coil 20th provided, by means of which a switch armature 38 the switching element 19th , for example a switch cage, axially in the area of the freewheel element 15th , here also designed as a latch, can be pushed in (here to the right in the illustration). Furthermore, a configuration is shown here in which, for example, by means of a toothing 17th a torsional vibration damper 16 is provided in which a driver plate 37 by means of a rubber track 36 with a torsional oscillating mass 35 for damping the output shaft 7th outgoing torsional vibrations is set up. The torsional vibration damper 16 has a dampening effect on the torque transmission along the secondary torque curve (dashed arrow) in a known manner.

It can be seen here that the co-rotating mass 34 is significantly reduced because of the complete vibration decoupler 8th with separate freewheel from the output shaft 7th does not have to be taken. When the freewheel is closed 9 for a torque transmission according to the power transmission curve shown 41 from the output shaft 7th on the traction device 5 (first switching state according to the example above) the conventional functionality is still completely preserved and most of the inertia of the vibration decoupler is from the output shaft 7th decoupled. In contrast to the conventional shift cable unit 33 according to the 1 is the central warehouse 18th between the shaft connection 6th and the vibration decoupler 8th arranged.

In 3 is a damping-free variant of a shift cable unit 1 shown in which due to the low with the output shaft 7th (Here too, only the central screw connection is shown) always co-rotating mass 34 with an output shaft 7th with high rotation quality on one Torsional vibration damper 16 (compare 2 ) can be dispensed with. The rest of the structure is shown in 2 identical and in this respect reference is made to the above description. There is also a flange centering here 39 , which also in the embodiment according to 2 is necessary with an optional friction device 40 shown. This flange centering 39 which, due to a better clarity in the representations in 1 and 2 has not been shown and which conventionally on an element of the shaft connection 6th is arranged, is here on the lid 11 attached and shown purely schematically. The flange centering 39 centers the flange 10 opposite to the axis of rotation 2 , but allowed between the flange 10 and the lid 11 a relative movement in the direction of rotation. The friction device 40 reduces the speed of a relative movement in the direction of rotation when the direction of the torque transmission is reversed.

In 4th is a powertrain 21 with a hybrid drive 22nd in a motor vehicle 25th shown as an example. The hybrid drive 22nd includes a drive unit 26th , here as an example as a three-cylinder internal combustion engine 3 shown, and a starter generator 23 . The starter wave 24 of the starter generator 23 is by means of the traction mechanism 5 , for example by means of a V-belt, with the output shaft 7th on which the shift cable unit 1 is arranged, the drive unit 26th connected with switchable reversible torque transmission direction and associated freewheeling direction. In one operating state (for example, driving with the drive unit running at full load 26th ) are a left drive wheel 28 and a right drive wheel 29 of the motor vehicle 25th by means of the drive unit 26th directly driven. If necessary, there is also another consumer 27 , which also by means of the traction device 5 is driven, for example the pump of an air conditioning system, and / or the starter generator is driven in generator mode, that is, to generate electrical energy. In another operating state (for example acceleration with additional from the starter generator 23 provided torque, i.e. e-boosting, of the drive unit 26th ) the starter generator consumes 23 electrical energy and gives off a torque. Even with a stationary drive unit, while the drive wheels 28 and 29 standing or rolling freely (idle operation or sailing operation) is the consumer 27 by means of the starter generator 23 can be driven further. The hybrid drive is with its motor axis 32 , which to the axis of rotation 2 the shift cable unit 1 is aligned coaxially, transversely to the longitudinal axis 31 in front of the driver's cab 30th arranged.

By means of the shift cable means unit proposed here, the mass that always rotates with an output shaft is considerably reduced. Under certain circumstances, a torsional vibration damper can be dispensed with.

List of reference symbols

1

Shift cable unit

2

Axis of rotation

3

Internal combustion engine

4th

Traction washer

5

Traction means

6th

Shaft connection

7th

Output shaft

8th

Vibration decoupler

9

Freewheel

10

flange

11

cover

12th

Energy storage

13th

hub

14th

Flange element

15th

Freewheel element

16

Torsional vibration damper

17th

Interlocking

18th

Central warehouse

19th

Switching element

20th

Kitchen sink

21st

Powertrain

22nd

Hybrid drive

23

Starter generator

24

Starter shaft

25th

Motor vehicle

26th

Drive unit

27

consumer

28

left drive wheel

29

right drive wheel

30th

Driver's cab

31

Longitudinal axis

32

Motor axis

33

conventional shift cable unit

34

co-rotating mass

35

Torsional oscillating mass

36

Rubber track

37

Carrier plate

38

Switch armature

39

Flange centering

40

Friction device

41

Power transmission curve

42

conventional flange

43

conventional lid

Claims (10)

Shift cable means unit (1) with an axis of rotation (2) for an internal combustion engine (3), having at least the following components: - a traction means pulley (4) for transmitting a torque to or from a traction means (5); - A shaft connection (6) for rotationally fixed attachment to an output shaft (7); - A vibration decoupler (8) for decoupling vibrations of the shaft connection (6) from the traction element pulley (4); - A switchable freewheel (9) for actively switching a torque transmission between the shaft connection (6) and the traction mechanism pulley (4), characterized in that the shaft connection (6) is connected to the vibration decoupler (8) in a switchable torque-transmitting manner via the switchable freewheel (9) is. Shift cable unit (1) according to Claim 1 , wherein the vibration decoupler (8) comprises a flange (10) and a cover (11), which are connected to each other by means of an elastic energy store (12) to transmit torque, and wherein the flange (10) is connected to the switchable freewheel (9) to transmit torque in a switchable manner is, and the cover (11) is firmly connected to the traction disk (4) to transmit torque. Shift cable unit (1) according to Claim 1 or 2 , wherein the switchable freewheel (9) has a hub (13) and a flange element (14) which can be connected to one another in a torque-transmitting manner by means of movable freewheel elements (15), and wherein the hub (13) is formed in one piece with the shaft connection (6), preferably as a formed sheet metal part. Shift cable unit (1) according to Claim 3 wherein the shift cable unit (1) further comprises a torsional vibration damper (16) and the torsional vibration damper (16) is connected to the hub (13) in a torque-transmitting manner. Schaltzugmitteleinheit (1) according to one of the Claims 1 to 3 , the shift cable unit (1) being designed to be damping-free. Shift cable means unit (1) according to one of the preceding claims, wherein the vibration decoupler (8), preferably the cover (11) after Claim 2 , by means of a central bearing (18) on the shaft connection (6), preferably on the hub (13) Claim 3 or 4th , is supported. Shift cable means unit (1) according to one of the preceding claims, wherein the switchable freewheel (9) can be actuated by means of a magnetic switching element (19), the switching element (19) axially between a disengaged position and an engaged position by means of a magnetic coil (20) and is movable forward, and thereby the switchable freewheel (9) can be actuated. Schaltzugmitteleinheit (1) according to one of the Claims 2 to 7th , furthermore a flange centering (39) for the flange (10) of the vibration decoupler (8) being provided, the flange centering (39) being rotationally fixed, preferably directly, connected to the traction element disc (4), the flange centering (39) being particularly preferred a friction device (40) for reducing the speed of the change of the stop direction in the freewheel (9) when the torque is reversed. Drive train (21) with a hybrid drive (22), wherein the drive train (21) comprises an internal combustion engine (3) with an output shaft (7) and a starter generator (23) with a starter shaft (24), and the output shaft (7) by means of the shift means unit (1) according to one of the preceding claims and an associated traction means (5) is switchably connectable to the starter shaft (24). Motor vehicle (25), having at least one drive wheel (28, 29), which by means of a drive train (21) after Claim 9 is drivable.

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