DE102021006571A1 - Coupling device for a transmission device of a motor vehicle - Google Patents

Abstract

Coupling device (3) for a transmission device (2) of a motor vehicle (1), which coupling device (3) has a first coupling device (7, 8) designed for selectively coupling a first drive element to a first output element (11, 12) and one for selective coupling a second drive element with a second output element (11, 12) has a second coupling device (7, 8), wherein the first coupling device (7, 8) has an, in particular electromechanical, first actuator (13, 13') that is designed to selectively move a first coupling element (16, 16') of the first coupling device (7, 8) into a coupling state and a decoupling state and that the second coupling device (7, 8) has an, in particular electromechanical, second actuator (13, 13 ') which is designed to, a second coupling element (16, 16') of the second coupling device (7, 8) optionally in a coupling state and a n move to the decoupling state.

Description

The invention relates to a coupling device for a transmission device of a motor vehicle, which coupling device has a first coupling device designed for selectively coupling a first drive element to a first driven element and a second coupling device designed for selectively coupling a second drive element to a second driven element, the first coupling device having a has, in particular, an electromechanical, first actuator which is designed to selectively move a first coupling element of the first coupling device into a coupling state and a decoupling state, and that the second coupling device has a, in particular electromechanical, second actuator which is designed to move a second coupling element of the to move the second coupling device selectively into a coupling state and a decoupling state.

Coupling devices for transmission devices of motor vehicles are basically known from the prior art. Such coupling devices are usually used to selectively couple drive elements to driven elements in order to ensure a power flow or a torque transmission from a drive to an output. For example, an output shaft of an electric machine can be connected or disconnected by the coupling device to an output element, which is coupled to a wheel of the motor vehicle, for example, depending on the operating situation of the motor vehicle or the transmission device.

Such coupling devices are usually actuated in a complex manner, for example by means of electromagnets, which move the coupling elements of the coupling device into certain positions or hold them in certain positions. However, such electromagnets are susceptible to high temperatures, are dependent on the supply voltage provided, require electrical energy for positioning the coupling element and holding a specific position of the coupling element and would have to be inefficient, especially with regard to use in traction drives for motor vehicles due to the high torques to be transmitted be dimensioned large. In particular, the use of an electromagnet cannot be scaled linearly with the torque to be transmitted, since the stroke range of the electromagnets used is extremely limited. If it is also necessary for more than one coupling element to be moved, an electromagnet would have to be provided in each case for moving the coupling elements. A corresponding sensor would therefore have to be assigned to each of the coupling elements, since the electromagnet itself does not permit monitoring of the positioning of the coupling elements.

U.S. 2017/0211675 A1 describes a hybrid powertrain with two traction machines. There is a multi-plate clutch in the axle between the drive point and the wheels. Each multi-plate clutch is assigned its own actuator.

FR2930743A1 discloses an axle with 2 traction machines. These can each be separated from the axle by a coupling. Each clutch is assigned its own actuator.

DE 10 2019 204682 A1 shows an axle with 2 traction machines. The torque is transmitted via a planetary gear. The traction machines can each be separated from the axle by a clutch. Each clutch is assigned its own actuator.
The invention is based on the object of specifying an improved coupling device for a transmission device of a motor vehicle.

The object is achieved by a coupling device having the features of claim 1. Advantageous configurations are the subject matter of the dependent claims.

As described, the invention relates to a coupling device for a transmission device of a motor vehicle. The coupling device is designed to couple a drive element to a driven element or to release the coupling between the drive element and the driven element. For this purpose, the coupling device has a first coupling device and a second coupling device, the first coupling device being provided for selectively connecting a first drive element to a first driven element and the second coupling device being provided for selectively coupling a second drive element to a second driven element. In other words, the coupling device can influence the coupling state of the first coupling device and the second coupling device, so that it can be set whether the first drive element is coupled to the first driven element or the second drive element is coupled to the second driven element.

The invention is based on the finding that the first coupling device has a first actuator, in particular an electromechanical one which is designed to selectively move a first coupling element of the first coupling device into a coupling state and a decoupling state, and that the second coupling device has a second actuator, in particular an electromechanical actuator, which is designed to selectively move a second coupling element of the second coupling device into one To move coupling state and a decoupling state. For example, a drive wheel can be understood as a drive element and a driven wheel can be understood as a driven element. The drive wheel and the driven wheel are connected to respective shafts, for example a drive shaft and a driven shaft. The output shaft can, for example, be coupled directly or indirectly to a wheel of the motor vehicle, so that torque that is transmitted to the output wheel via the coupling element can be passed on to the wheel of the motor vehicle. The drive shaft can be coupled directly or indirectly, for example via a pre-transmission, to the output shaft of a drive device, in particular an electric machine.

If the coupling device is closed, the coupling between the drive element and the driven element is established, ie torque can be transmitted from the drive device to the wheel or vice versa. In particular, form-fitting coupling elements can be used as coupling elements, for example claw elements. The coupling device can also be referred to as a so-called “disconnect unit”, since this allows the drive element to be decoupled from the driven element. In this way, it is possible in particular to save CO ₂ and fuel, since the coupling between the drive device and the wheel can be canceled in order to reduce unnecessarily rotating parts in the drive train.

In other words, the drive device and the drive elements assigned to it do not have to be carried along in all operating situations if they are not required. Each of the drive wheels or each of the drive elements can be driven by its own electric machine or generally by its own drive device. The individual coupling devices can thus ultimately be assigned to individual drive devices or individual drive train parts. For example, a first drive device for driving a first wheel can be provided and the coupling state can be set via the first coupling device. A second drive device for driving a second wheel of the motor vehicle can also be provided, it being possible for the second coupling device to set its coupling state.

The use of an electromechanical actuator makes it possible, in particular, to use the sensors of the electric motor to monitor a state of the respective coupling device. The actuator described can have a current sensor and/or speed sensor and/or rotation angle sensor, which are designed to determine information, in particular a speed, a current and a rotation angle, which can be included in the monitoring of the coupling state.

According to one configuration of the coupling device, the first and the second coupling device of the coupling device can be arranged on the same axis of rotation, in particular symmetrically in relation to a center plane arranged between the first and second coupling device. The central plane can, for example, be perpendicular to the two axes of rotation of the first coupling device and the second coupling device. The axes of rotation can be, for example, the axes of rotation of the side shafts of the transmission device, which transmit the rotary movement to the wheels of the motor vehicle. Ultimately, the axis of rotation can also be defined by the output shafts or the drive wheel or output wheel of the respective coupling devices. The coupling devices can thus ultimately be arranged symmetrically with respect to the vehicle axis to which the coupling device is assigned. The output shafts, for example the side shafts, which lead to the wheels can be arranged parallel to the drive shafts of the drive devices, for example the electrical machines.

The first and the second coupling device can also be designed to move the first and second coupling element towards one another during a movement into the coupling state and away from one another during a movement into the decoupling state. When moving into the coupling state, the two coupling elements can thus be moved towards one another, in particular in the direction of a center point which is arranged between the two coupling elements. If the two coupling elements are moved into the decoupling state by the first coupling device or the second coupling device, the two coupling elements move away from one another. The actuators that are used to operate the first and second coupling device or to move the first and second coupling element can here be arranged “outside” in relation to the drive wheels, i.e. arranged further away from the center plane than the coupling elements.

According to a further embodiment of the coupling device, it can be provided that the first and the second coupling device are designed to move the first and the second coupling element independently or in a manner coordinated with one another. In principle, the individual actuators of the two coupling devices can move the coupling elements assigned to them freely from the respective other coupling device. This means that the first coupling element can be moved by the first coupling device, in particular by the first actuator, regardless of how the second coupling element is moved by the second coupling device, in particular by the second actuator, and vice versa.

This ultimately makes it possible to bring the first coupling device into the coupled state or the uncoupled state independently of the second coupling device and also to move the second coupling device into the uncoupled state or the coupled state independently of the first coupling device. This allows the first drive device to be decoupled from or coupled to the first wheel regardless of whether the second drive device is coupled to the second wheel or not. As a result, the individual wheels can thus be decoupled or coupled independently of one another. Alternatively, provision can be made for the two coupling devices to be operated in a manner coordinated with one another. For example, a control device can be designed to move the first actuator and the second actuator in a coordinated manner, for example synchronously.

At least one of the two coupling devices can have a switching device coupled to the associated actuator, in particular a switching sleeve which is coupled via an engagement element to a switching ring coupled to the coupling element. The switching device can thus be designed as a switching sleeve or include one. The switching device can have or be coupled to an engagement element, which engagement element is coupled to a switching ring which is arranged on or connected to the coupling element.

The switch ring and engagement member may be integral with the respective components to which they are coupled. For example, the switching ring can be attached to the coupling element or the engagement element can be attached to the shift sleeve. The switching device can in particular include the switching ring and the engagement element, in particular together with switching plates, a sliding sleeve and the switching sleeve. Ultimately, the actuator can engage in a gearing of the shift sleeve via an output pinion, and thus move the shift sleeve. The shift sleeve is in turn coupled by the engagement element to the shift ring, which can move, for example, a sliding sleeve that is arranged on the coupling element.

According to the invention, it is provided that at least one drive wheel has at least one reach-through section through which at least one reach-through element of a coupling element reaches. The coupling elements, for example the first coupling element or the second coupling element, can thus have reach-through elements that reach through the reach-through sections of the drive wheel. In particular, a first drive wheel can have a first reach-through section or a plurality of first reach-through sections, through which a first reach-through element of the first coupling element can reach. The first coupling element can have any number of first reach-through elements, in which case a first reach-through element can reach through a first reach-through section of the first drive wheel. Likewise, a second drive wheel can have a second reach-through section or a plurality of second reach-through sections, through which a second reach-through element of the second coupling element can reach. The second coupling element can have any number of second reach-through elements, in which case a second reach-through element can reach through a second reach-through section of the second drive wheel.

The reach-through elements are rod-like or finger-like and extend, for example, in the axial direction away from a base body of the coupling element. This allows in particular an actuation "from the outside", so that the movement generated by the respective actuator can be transferred to the switching device, which is in engagement with the reach-through element of the respective coupling element and thus moves it through the reach-through section and thereby shifts the position of the coupling element. As a result, the coupling elements can be brought into or out of engagement with the associated coupling partners in order to adjust the coupling state accordingly.

The coupling device can also have at least one spring device which is designed to build up a restoring force when there is a relative movement between a switching device and a coupling element. For example, the first coupling device has a first spring device and the second coupling device has a second spring device. If in the respective coupling device there is a relative movement between the coupling element and the switching device, for example a relative movement movement between a switching ring and a sliding sleeve or a relative movement between a switching ring and the coupling element, the spring device can be deformed while the restoring force builds up.

In particular, if the coupling element is in a tooth-on-tooth position, i.e. the coupling element cannot be meshed directly because the teeth of the coupling element and the associated coupling partner are in contact with one another with their teeth in the axial direction, the spring device can be deformed. This allows the respective shifting device to be brought directly into its end position, with a relative movement between the shifting device and the coupling element being able to occur in the tooth-on-tooth position, which prestresses the spring device and builds up the restoring force. Thus, no monitoring of the position of the coupling element or a controlled movement of the coupling element has to be taken into account when a tooth-on-tooth position occurs. Instead, the movement can be carried out over the full circumference and the relative movement between the switching device and the coupling element can be generated when a tooth-on-tooth position occurs. Since the spring device is prestressed, when the tooth-on-tooth position is released, the coupling element moves into the end position, with the restoring force being reduced.

The coupling device can also have at least one damping device which is designed to damp a relative movement between a coupling element and a switching device, in particular when the restoring force is reduced. As described, the relative movement can be permitted in order to bring the switching device directly into an end position, so that when the tooth-on-tooth position occurs, the spring device is deformed and exerts a restoring force on the coupling element. If the tooth-on-tooth position is released, the spring force is abruptly reduced, so that this can lead to an abrupt "snapping" of the coupling element.

In this case, the damping device can damp the relative movement, in particular the reduction in the restoring force, so that the “snapping” cannot be perceived as disruptive by users of the motor vehicle. In this case, the damping device provides in particular an air volume which is sealed off by a seal. The damping device has a defined outlet for the air volume, which determines the throughflow of the air from the air volume in the event of a relative movement. Depending on how the damping device is dimensioned, the reduction of the restoring force or the relative movement takes place with more or less damping. In particular, a compromise can be found here between the fastest possible insertion movement and damping of the movement, so that there are no acoustic impairments.

In addition, the invention relates to a transmission device that includes a coupling device as described above.

The transmission device can preferably have a toothed wheel, in particular a spur wheel, as the drive element. The transmission device can preferably have a flange to a shaft to a wheel as the output element.

In addition, the invention relates to an electric axle drive that includes a transmission device as described above. Furthermore, the electric axle drive has two electric motors. Each of the electric motors can be connected to a wheel via one of the two coupling devices. In particular, the power flow can go from the electric motor via a gear, in particular a two-stage spur gear and then via the coupling device and further via a drive flange to a shaft. The shaft is then connected or connectable to a wheel.

Because of its configuration, the electric axle drive has a spur gear as the only gear between an electric motor and a wheel, in particular a two-stage spur gear. In other words, the electric axle drive is designed without a differential.

The power flows from the electric motors to the wheels are arranged mechanically independently of one another. Theoretically, one electric motor can transmit the full torque to “its” wheel and the other electric motor can stand still.

The invention further relates to a motor vehicle comprising such a transmission device or such an electric final drive. The motor vehicle has, in particular, two electrical machines which are arranged on the same axis of rotation. The two output shafts of the electrical machines point in particular in opposite directions or the output shaft of the first electrical machine points in the direction of the second electrical machine and the output shaft of the second electrical machine points in the direction of the first electrical machine. The electrical machines are in particular arranged parallel to the coupling devices of the coupling device assigned to them. In this case, the output shafts of the electrical machines can be parallel to the output shafts of the coupling device lines, for example the sideshafts, can be arranged.

All the advantages, details and features that have been described in relation to the coupling device can be fully transferred to the transmission device and the motor vehicle.

• 1 einen Ausschnitt eines Kraftfahrzeugs, umfassend eine Getriebevorrichtung mit einer Kopplungsvorrichtung; und
• 2 die Kopplungsvorrichtung des Kraftfahrzeugs von 1.

The invention is explained below using an exemplary embodiment with reference to the figures. The figures are schematic representations and show:

• 1 a section of a motor vehicle, comprising a transmission device with a coupling device; and
• 2 the coupling device of the motor vehicle from 1 .

1 shows a schematic section of a motor vehicle 1 with a transmission device 2 and a coupling device 3. In this exemplary embodiment, the transmission device 2 has two electrical machines 4, 5, which are arranged on the same axis of rotation 6, with the output shafts of the electrical machine 4, 5 being aligned in this way are that they point to the other electrical machine 4, 5. In the context of the following description, the terms “first” and “second” have been chosen arbitrarily and can therefore also be arbitrarily interchanged or the corresponding description can be transferred. The electrical machine 4 can thus be referred to as the “first electrical machine 4” and the electrical machine 5 as the “second electrical machine 5” or vice versa. The respective components of the coupling device 3 can also be referred to as “first” and “second”. The individual designations are interchangeable.

in the in 1 In the representation shown, the output shafts of the electrical machine 4, 5 are coupled to the coupling device 3 via a pre-transmission. The coupling device 3 basically has a first coupling device 7 and a second coupling device 8 . The first coupling device 7 provides a first drive wheel 9 and the second coupling device 8 provides a second drive wheel 10, which can be driven by the electrical machines 4, 5 via the corresponding pre-transmission. The two coupling devices 7, 8 are arranged symmetrically in this exemplary embodiment, for example on a center plane arranged between the two coupling devices 7, 8. The center plane can, for example, be perpendicular to the axis of rotation 6 or perpendicular to an axis of rotation of the coupling devices 7, 8, which are arranged parallel to the axis of rotation 6 in this exemplary embodiment.

In this exemplary embodiment, the coupling devices 7, 8 are basically designed independently of one another to couple a first output element 11, in the case of the first coupling device 7, or a second output element 12, in the case of the second coupling device 8, or to cancel the coupling. In other words, the first coupling device 7 can establish or separate the coupling with the first output element 11 and the second coupling device 8 can establish or disconnect the coupling with the second output element 12 . The output elements 11, 12 can, for example, each be connected to a side shaft and thus transmit torque to a wheel of the motor vehicle 1.

2 shows a detailed schematic representation of the coupling device 3 according to an embodiment. Basically, the two coupling devices 7, 8 are designed symmetrically, so that the description of the first coupling device 7 can be transferred to the second coupling device 8 and vice versa. The first coupling device 7 has an actuator 13, which is designed as an electromechanical actuator in this exemplary embodiment. The actuator meshes, for example with an output pinion, in a toothing of a shift sleeve 14 which is coupled to a coupling element 16 via a shifting device 15 . The coupling element 16 has, for example, claw teeth and can be positively engaged with the driven element 11 in order to produce the coupling state between the drive wheel 9 and the driven element 11 .

For this purpose, the switching device 15 on the switching sleeve 14 has an engagement element 17 which has switching plates which can be brought into contact with corresponding contact surfaces of a switching ring 18 in order to position the switching ring 18 . The switching ring 18 is in turn engaged with a sliding sleeve 19 which is arranged on the coupling element 16 . The sliding sleeve 19 can also be an integral part of the coupling element 16 or the sliding sleeve 19 can be dispensed with by coupling the switching ring 18 directly to the coupling element 16 . A spring device 20 is arranged between the switching ring 18 and the coupling element 16 or the sliding sleeve 19 . The spring device 20 has at least one spring element that can exert a restoring force on the coupling element 16 . If the actuator 13 moves the shift sleeve 14, for example, in the direction of the coupling state, i.e. to the right in the illustration shown towards the driven element 11, the engagement element 17 moves the shift ring 18, which moves the coupling element 16, for example via the sliding sleeve 19.

If a so-called tooth-on-tooth position occurs between the coupling element 16 and the output element 11, the actuator 13 can still move the shift sleeve 14 or the shift device 15 to its end position. Here, the spring element of the spring device 20 between the switching ring 18 and the coupling element 16, for example between the switching ring 18 and the sliding sleeve 19, before. If the tooth-on-tooth position is released, the coupling element 16 can snap in, reducing the restoring force and relaxing the spring element of the spring device 20 . The coupling device 7 also has a damping device 21 which can dampen the “snapping movement”. In this case, an air volume is provided which is compressed by the snapping-in movement of the sliding sleeve 19 and, depending on which opening the damping device 21 has, the snapping-in movement is limited or damped by the outflowing air flow. This can prevent a negative acoustic effect during the snap-in movement.

Analogously to the first coupling device 7, the second coupling device 8 ultimately has the same components. The second coupling device 8 has an actuator 13', which is designed as an electromechanical actuator in this exemplary embodiment. The actuator 13′ meshes, for example with an output pinion, in a toothing of a shift sleeve 14′, which is coupled to a coupling element 16′ via a shifting device 15′. The coupling element 16 ′ has, for example, claw teeth and can be positively engaged with the driven element 12 in order to produce the coupling state between the drive wheel 10 and the driven element 12 .

For this purpose, the switching device 15' on the switching sleeve 14' has an engagement element 17' which has switching plates which can be brought into contact with corresponding contact surfaces of a switching ring 18' in order to position the switching ring 18'. The switching ring 18' is in turn engaged with a sliding sleeve 19', which is arranged on the coupling element 16'. The sliding sleeve 19' can also be an integral part of the coupling element 16' or the sliding sleeve 19' can be dispensed with. A spring device 20' is arranged between the switching ring 18' and the coupling element 16' or the sliding sleeve 19'. The spring device 20' has at least one spring element which can exert a restoring force on the coupling element 16'. If the actuator 13' moves the switching sleeve 14', for example, in the direction of the coupling state, i.e. to the left in the illustration shown towards the driven element 12, the engagement element 17' moves the switching ring 18', which, for example via the sliding sleeve 19', Coupling element 16 'moves.

If a so-called tooth-on-tooth position occurs between the coupling element 16' and the output element 12, the actuator 13' can still move the shift sleeve 14' or the shift device 15' to its end position. In this case, the spring element of the spring device 20' is prestressed between the switching ring 18 and the coupling element 16, for example between the switching ring 18' and the sliding sleeve 19'. If the tooth-on-tooth position is released, the coupling element 16' can snap in with the restoring force being reduced and the spring element of the spring device 20' being relaxed. The second coupling device 8 additionally has a damping device 21′, which can dampen the “snapping movement”. In this case, an air volume is provided, which is compressed by the sliding sleeve 19' snapping in, and depending on which opening the damping device 21' has, the snapping-in movement is limited or damped by the outflowing air flow. This can prevent a negative acoustic effect during the snap-in movement.

The coupling devices 7, 8 are basically designed to set the coupling state separately or independently of one another. For this purpose, the actuators 13, 13' can be energized independently. Ultimately, the coupling state for the first electrical machine 4 and the second electrical machine 5 can be defined independently of one another or a first wheel, which is assigned to the first output element 11, can be activated independently of a second wheel, which is assigned to the second output element 12. be coupled or decoupled and vice versa.

The two coupling devices 7, 8 also have reach-through elements 22, 22' on the coupling elements 16, 16', which reach through reach-through sections 23, 23' in the drive wheels 9, 10. This makes it possible for the drive wheels 9, 10 to be reached through and thus for an axial movement of the coupling elements 16, 16' to be carried out “from outside” by the actuators 13, 13'.

The advantages, details and features shown in the exemplary embodiments can be transferred to one another at will, interchanged with one another and combined with one another.

Reference List

1

motor vehicle

2

gear device

3

coupling device

4, 5

electric machine

6

axis of rotation

7, 8

coupling device

9, 10

drive wheel

11, 12

output element

13, 13'

actuator

14, 14'

switch sleeve

15, 15'

switching device

16, 16'

coupling element

17, 17'

engagement element

18, 18'

switching ring

19, 19'

sliding sleeve

20, 20'

spring device

21, 21'

damping device

22, 22'

penetration element

23, 23'

reach-through section

QUOTES INCLUDED IN DESCRIPTION

This list of documents cited by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent Literature Cited

• US20170211675A1 [0004]
• FR 2930743 A1 [0005]
• DE 102019204682 A1 [0006]

Claims (9)

Coupling device (3) for a transmission device (2) of a motor vehicle (1), which coupling device (3) has a first coupling device (7, 8) designed for selectively coupling a first drive element to a first output element (11, 12) and one for selective coupling a second drive element with a second output element (11, 12), wherein the first coupling device (7, 8) has an, in particular electromechanical, first actuator (13, 13') which is designed for this purpose to move a first coupling element (16, 16') of the first coupling device (7, 8) selectively into a coupling state and a decoupling state and that the second coupling device (7, 8) has an, in particular electromechanical, second actuator (13, 13') has, which is designed to a second coupling element (16, 16 ') of the second coupling device (7, 8) optionally in a coupling state and a decoupling state, characterized in that at least one drive wheel (9, 10) has at least one reach-through section (23, 23') through which at least one reach-through element (22, 22') of a coupling element (16, 16') reaches. Coupling device (3) after claim 1 , characterized in that the first and the second coupling device (7, 8) are arranged on the same axis of rotation (6), in particular symmetrically in relation to a center plane arranged between the first and second coupling device (7, 8). Coupling device (3) after claim 1 or 2 , characterized in that the first and the second coupling device (7, 8) are designed to move the first and second coupling element (16, 16') towards one another when moving into the coupling state and away from each other when moving into the decoupling state . Coupling device (3) according to one of the preceding claims, characterized in that the first and the second coupling device (7, 8) are designed to move the first and second coupling element (16, 16') independently or in coordination with one another. Coupling device (3) according to one of the preceding claims, characterized in that at least one coupling device (7, 8) has a switching device (15, 15') coupled to the actuator (13, 13'), in particular a switching sleeve (14, 14') , which is coupled via an engagement element to a switching ring (18, 18') coupled to the coupling element (16, 16'). Coupling device (3) according to one of the preceding claims, characterized by a spring device (20, 20') which is designed to build up a restoring force during a relative movement between a switching device (15, 15') and a coupling element (16, 16'). . Coupling device (3) according to one of the preceding claims, characterized by a damping device (21, 21') which is designed to prevent a relative movement between a coupling element (16, 16') and a switching device (15, 15'), in particular during dismantling the restoring force to dampen. Transmission device (2) comprising a coupling device (3) according to any one of the preceding claims. Motor vehicle (1) comprising a transmission device (2) according to the preceding claim.

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