WO2005002900A1 - Method for regulating the torque distribution in a motor vehicle - Google Patents
Method for regulating the torque distribution in a motor vehicle Download PDFInfo
- Publication number
- WO2005002900A1 WO2005002900A1 PCT/EP2004/006084 EP2004006084W WO2005002900A1 WO 2005002900 A1 WO2005002900 A1 WO 2005002900A1 EP 2004006084 W EP2004006084 W EP 2004006084W WO 2005002900 A1 WO2005002900 A1 WO 2005002900A1
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- WIPO (PCT)
- Prior art keywords
- motor vehicle
- driven
- friction clutch
- drive axle
- clutch
- Prior art date
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D28/00—Electrically-actuated clutches
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
- B60K23/08—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles
- B60K23/0808—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles for varying torque distribution between driven axles, e.g. by transfer clutch
Definitions
- the invention relates to a method for controlling the torque distribution in a motor vehicle with a drive source and a transfer case as well as with a primarily driven first drive axle and a further drive axle which can be driven as required, the further drive axle which can be driven as required can be coupled to the transfer case via a controllable friction clutch.
- the invention further relates to a motor vehicle with a drive source and a transfer case as well as with a primarily driven first drive axle and a further drive axle which can be driven if necessary and which can be coupled to the transfer case via a controllable friction clutch.
- the solution consists in a method for regulating the torque distribution in a motor vehicle with a drive source and a transfer case, as well as with a primarily driven first drive axle and a further drive axle which can be driven as required, the further drive axle which can be driven as required can be coupled to the transfer case via a controllable friction clutch, in which when driving the further drive axle, which can be driven as required, the primarily driven first drive axle is slip-controlled with respect to the transfer case.
- the primary driven first drive axle is at least temporarily decoupled from the transfer case.
- the solution according to the invention further comprises a motor vehicle with a drive source and with a transfer case as well as with a primarily driven first drive axle and a further drive axle which can be driven if necessary, which can be coupled to the transfer case via a controllable friction clutch, in which a further controllable friction clutch is arranged between the transfer case and the primarily driven drive axle, the further controllable friction clutch being a multi-plate clutch which can be acted upon axially by a ball ram mechanism.
- transfer case and friction clutches are mentioned as different assemblies, this does not prevent the possibility that the transfer case with constant meshing engagement and the controllable friction clutches mentioned can be integrated in a common transmission case, i.e. ultimately the transmission case of the transfer case.
- the two friction clutches can be controlled independently of one another, ie they can have different engagement and slip states.
- the two friction clutches are of course controlled by an integrated electronic control unit (ECU), which receives input information about the driving state of the motor vehicle via a wide variety of sensors and controls the control means for the closing, slipping or disconnected states of the two friction clutches according to predetermined control programs.
- ECU integrated electronic control unit
- Such input information for the control serves in particular the speeds of the individual wheels on both axles mentioned and acceleration quantities of the motor vehicle, which in particular record the acceleration and deceleration of the motor vehicle in the direction of the longitudinal axis and yaw movements of the motor vehicle about its vertical axis.
- controllable friction clutch for the friction clutch of the drive axle which is driven as required, can likewise be acted upon axially by a ball ramp mechanism.
- Ball ramp adjustment mechanisms of this type are described in the applicant's older applications 101 29 795, 101 29 794, to which reference is hereby made.
- the friction clutch for the drive axle which can be driven if necessary, is a multi-plate clutch, as described in the aforementioned publications.
- the further controllable friction clutch be closed via a prestressed disk spring and the ball ramp adjustment mechanism relieves the controllable friction clutch of the closing force of the disk spring when actuated, ie in particular energizing the actuator motor.
- the plate spring is axially firmly supported on a mean diameter, acts on the disk pack on its outer diameter and is supported on its inner diameter on a displaceable ring part which can be axially acted upon and displaced by the ball ramp adjustment mechanism ,
- Figure 1 shows a motor vehicle with a drive arrangement according to the invention as a schematic in plan view
- FIG. 2 shows a controllable friction clutch for a drive arrangement according to FIG. 1 in longitudinal section
- FIG. 3 shows a structural detail of an arrangement according to FIG. 2 in a modified version in longitudinal section.
- a drive source 31 is intended to be an internal combustion engine with a separating clutch and a manual transmission or a primary drive source of another type, such as wise an electric motor, symbolize.
- the drive source 31 is followed by a transfer case 21, in which a controllable friction clutch 28 is integrated, which connects a longitudinal shaft 29 to the drive source 31, which can be driven if necessary, with the drive source 31, and a further controllable friction clutch 18, which has a longitudinal shaft 19 for driving the primarily driven one Drive shaft 12 connects to the drive source 31.
- a controllable friction clutch 28 is integrated, which connects a longitudinal shaft 29 to the drive source 31, which can be driven if necessary, with the drive source 31, and a further controllable friction clutch 18, which has a longitudinal shaft 19 for driving the primarily driven one Drive shaft 12 connects to the drive source 31.
- FIG. 2 shows one of the controllable friction clutches 18 with their control means in a longitudinal section. It comprises a multi-plate clutch 32 with a ball ramp arrangement 50 and an electric actuator motor 60 with reduction gear 62.
- the multi-plate clutch 32 comprises a clutch hub 34, to which inner clutch plates 36 of a disk set are connected in a rotationally fixed manner, and a clutch basket 35, with which outer clutch plates 37 of the plate lenwovenes are rotatably connected.
- the coupling hub 34 comprises a first internal toothing 38 for inserting a first input or output shaft.
- the clutch basket 35 comprises a further internal toothing 39 for inserting a second drive or output shaft.
- the disk pack is supported on an end plate 40, which is connected to the clutch hub 34, and is acted upon by a pressure plate 41, which is axially displaceable relative to the clutch hub 34.
- Disc springs 42, 43 load the pressure plate 41 in the sense of lifting or separating the multi-plate clutch 32.
- the pressure plate 41 is acted upon axially by a ball ramp adjustment arrangement 50, which forms a pressure plate 52 held in a rotationally fixed manner, a rotatably driven adjusting plate 53 and formed in the plates
- Ball ramps 54, 55 comprises, in which balls 51 shown cut are guided in a cage 56.
- the thrust washer 52 acts on the thrust washer 41 via an axial bearing 57.
- the adjusting disk 53 is supported via an axial bearing 58 on a support plate 59 which is axially fixed on the coupling hub 34.
- the adjusting disc 53 which comprises a toothed segment 61, is driven via a transmission stage 62 by the drive motor 60 of the drive unit 33.
- the disk pack of the disk clutch 32 and parts of the ball ramp arrangement 50 are shown as an enlarged detail. Same parts are with same reference numerals as in Figure 2.
- the clutch hub 34, the clutch basket 35 and inner plates 36 and outer plates 37 can be seen.
- the support plate 40 and the pressure plate 41 are also shown.
- the thrust washer 52 which is held in a rotationally fixed manner, is supported on a part of a housing 71, while the adjusting disk 53, which can be driven in rotation, acts on a thrust sleeve 73 via an axial bearing 72. This cooperates with a plate spring 74, which is mounted on bolts 75 in a holding plate 76.
- the plate spring loads the pressure plate 41 with its spring preload and thus closes the plate pack as long as the ball ramp adjustment arrangement 50 is in its initial position. If the adjusting disk 53 is rotated via its toothed segment 61 so that it moves axially away from the pressure disk 52, the plate spring 74 is deformed in such a way that the pressure disk 41 is relieved and the multi-plate clutch 32 is thus released or opened. According to the invention, the multi-plate clutch 32 is closed in the rest position of the adjusting device, that is to say in particular when the actuator motor is silent, while the multi-plate clutch is opened or disconnected only when the actuator motor is actuated.
Abstract
The invention relates to a method for regulating the torque distribution in a motor vehicle (11) comprising a power source (31), a power divider (21), a primarily driven first driving axle (12), and another driving axle (22) that can be driven as required. Said other driving axle can be coupled to the power divider (21) by means of a controllable friction clutch (28), and the primarily driven first driving axle (12) is regulated in relation to the power divider (21) in terms of slip when the other driving axle is driven.
Description
Verfahren zur Regelung der Drehmomentverteilung in einem Kraftfahrzeug Method for regulating the torque distribution in a motor vehicle
Beschreibungdescription
Die Erfindung betrifft ein Verfahren zur Regelung der Drehmomentverteilung in einem Kraftfahrzeug mit einer Antriebsquelle und einem Verteilergetriebe sowie mit einer primär angetriebenen ersten Antriebsachse und einer bedarfsweise antreibbaren weiteren Antriebsachse, wobei die bedarfsweise antreibbare weitere Antriebsachse über eine steuerbare Reibungskupplung mit dem Verteilergetriebe koppelbar ist. Die Erfindung betrifft weiterhin ein Kraftfahrzeug mit einer Antriebsquelle und einem Verteilergetriebe sowie mit einer primär angetriebenen ersten An- triebsachse und einer bedarfsweise antreibbaren weiteren Antriebsachse, die über eine steuerbare Reibungskupplung mit dem Verteilergetriebe koppelbar ist.The invention relates to a method for controlling the torque distribution in a motor vehicle with a drive source and a transfer case as well as with a primarily driven first drive axle and a further drive axle which can be driven as required, the further drive axle which can be driven as required can be coupled to the transfer case via a controllable friction clutch. The invention further relates to a motor vehicle with a drive source and a transfer case as well as with a primarily driven first drive axle and a further drive axle which can be driven if necessary and which can be coupled to the transfer case via a controllable friction clutch.
In Kraftfahrzeugen mit einer primär und ständig angetriebenen Antriebsachse, die bei Schlupf an dieser Antriebsachse über eine zusätzliche Antriebsmöglichkeit für eine weitere Antriebsachse verfügen, sind im Antriebsstrang zur weiteren bedarfsweise angetriebenen Achse weit verbreitet Viskokupplungen im Einsatz. Aufgrund höherer Regelanforderungen sowie der geforderten Kompatibilität mit ABS- und ESP- Systemen werden diese Viskokupplungen heute zunehmend von steuerbaren Reibungskupplungen ersetzt. Hierbei ist die Regelstrategie nicht mehr ausschließlich von einer Drehzahldifferenz zwischen den Antriebsachsen abhängig, wie es bei Viskokupplungen im Prinzip der Fall ist. Auch Kraftfahrzeuge mit derart verbesserten Antriebsanordnungen sind in ihren Regelmöglichkeiten weiterhin nachteilig beschränkt, indem beispielsweise das an die bedarfsweise antreibbare Antriebsachse zu leitende Moment stark von den Radschlupfverhältnissen und damit der Moment- abnähme an der primär angetriebenen Antriebsachse abhängig ist.
Hiervon ausgehend ist es die Aufgabe der vorliegenden Erfindung, eine weiter verbesserte Regelstrategie mit größeren Freiheitsgraden vorzuschlagen und ein Kraftfahrzeug bereitzustellen, mit dem derartige verbesserte Regelstrategien zur Anwen- düng kommen können. Die Lösung besteht in einem Verfahren zur Regelung der Drehmomentverteilung in einem Kraftfahrzeug mit einer Antriebsquelle und einem Verteilergetriebe, sowie mit einer primär angetriebenen ersten Antriebsachse und einer bedarfsweise antreibbaren weiteren Antriebsachse, wobei die bedarfsweise antreibbare weitere Antriebsachse über eine steuerbare Reibungskupplung mit dem Verteilergetriebe koppelbar ist, bei dem beim Antreiben der bedarfsweise antreibbaren weiteren Antriebsachse die primär angetriebene ersten Antriebsachse gegenüber dem Verteilergetriebe schlupfgeregelt wird. Hierbei ist insbesondere vorgesehen, daß beim Antreiben der bedarfsweise antreibbaren Antriebsachse die primär angetriebene erste Antriebsachse zumindest zeitweise vom Verteilergetriebe abgekoppelt wird. In vorteilhafter Weise ist es hiermit möglich, unabhängig von den Radschlupfverhältnissen an der primär angetriebenen ersten Antriebsachse wahlweise und zeitweise einen größeren Drehmomentanteil zur bedarfsweise antreibbaren Achse zu leiten, insbesondere auch bei noch bestehendem Haftschluß zwischen den Rädern und der Straße an der primär angetriebenen ersten Antriebsachse das volle Dreh- moment an die weitere Antriebsachse zu lenken.In motor vehicles with a primary and constantly driven drive axle, which have an additional drive option for a further drive axle in the event of slippage on this drive axle, viscous couplings are widely used in the drive train for the further driven axle as required. Due to higher control requirements and the required compatibility with ABS and ESP systems, these viscous clutches are increasingly being replaced by controllable friction clutches. The control strategy is no longer solely dependent on a speed difference between the drive axles, as is the case with viscous couplings in principle. Even motor vehicles with such improved drive arrangements continue to be disadvantageously limited in their control possibilities, for example because the torque to be guided to the drive axle, which can be driven as required, is heavily dependent on the wheel slip conditions and thus the torque decrease on the primarily driven drive axle. Proceeding from this, it is the object of the present invention to propose a further improved control strategy with greater degrees of freedom and to provide a motor vehicle with which such improved control strategies can be used. The solution consists in a method for regulating the torque distribution in a motor vehicle with a drive source and a transfer case, as well as with a primarily driven first drive axle and a further drive axle which can be driven as required, the further drive axle which can be driven as required can be coupled to the transfer case via a controllable friction clutch, in which when driving the further drive axle, which can be driven as required, the primarily driven first drive axle is slip-controlled with respect to the transfer case. In particular, it is provided that when driving the drive axle, which can be driven as required, the primary driven first drive axle is at least temporarily decoupled from the transfer case. In this way, it is advantageously possible, independently of the wheel slip conditions on the primarily driven first drive axle, to selectively and temporarily conduct a larger proportion of the torque to the axle that can be driven as required, especially even with the adhesive connection still existing between the wheels and the road on the primarily driven first drive axle to direct full torque to the other drive axle.
Hiermit sind weitreichende Möglichkeiten zur Fahrzeugstabilisierung gegeben, die unter dem Stichwort ESP-Regelung bekannt sind. Beispielhaft sind hiermit eine Trennung der primär angetriebenen Antriebsachse von der Antriebsquelle beim Gangwechsel oder eine Trennung oder ein Schlupf im Antriebsstrang zwischen der primär angetriebenen Achse und der Antriebsquelle beim Lastwechsel, also im Schiebebetrieb des Fahrzeugs möglich. Die hiermit genannten Fahrzustandsbedin- gungen für das Schlupfregeln oder Trennen der weiteren steuerbaren Reibungskupplung sind nur beispielhaft.This provides extensive options for vehicle stabilization, which are known under the keyword ESP control. For example, a separation of the primarily driven drive axle from the drive source when changing gears or a separation or slippage in the drive train between the primarily driven axle and the drive source when changing loads are possible, that is to say when the vehicle is in overrun mode. The driving condition conditions mentioned herewith for slip control or disengagement of the further controllable friction clutch are only examples.
Die erfindungsgemäße Lösung umfaßt weiterhin ein Kraftfahrzeug mit einer Antriebsquelle und mit einem Verteilergetriebe sowie mit einer primär angetriebenen ersten Antriebsachse und einer bedarfsweise antreibbaren weiteren Antriebsachse,
die über eine steuerbare Reibungskupplung mit dem Verteilergetriebe koppelbar ist, bei welchem eine weitere steuerbare Reibungskupplung zwischen dem Verteilergetriebe und der primär angetriebenen Antriebsachse angeordnet, wobei die weitere steuerbare Reibungskupplung eine Lamellenkupplung ist, die von einem Kugelram- penmechanismus axial beaufschlagbar ist. Soweit hier Verteilergetriebe und Reibungskupplungen als verschiedene Baugruppen genannt sind, steht dies nicht der Möglichkeit entgegen, daß das Verteilergetriebe mit ständigem Verzahnungseingriff und die genannten steuerbaren Reibungskupplungen in einem gemeinsamen Getriebegehäuse, also letztlich dem Getriebegehäuse des Verteilergetriebes, integriert sein können. Funktionen sind die beiden Reibungskupplungen unabhängig voneinander steuerbar, d. h. sie können unterschiedliche Eingriffs- und Schlupfzustände aufweisen. Die Steuerung der beiden Reibungskupplung erfolgt dabei selbstverständlich von einer integrierten elektronischen Steuereinheit (ECU), die über die unterschiedlichsten Sensoren Eingangsinformationen über den Fahrzustand des Kraftfahrzeugs erhält und nach vorgegebenen Steuerungsprogrammen die Steuerungsmittel für die Schließ-, Schlupf oder Trennzustände der beiden Reibungskupplungen steuert. Als derartige Eingangsinformationen zur Steuerung dienen insbesondere die Drehzahlen der einzelnen Räder an beiden genannten Achsen sowie Beschleunigungsgrößen des Kraftfahrzeugs, die insbesondere die Beschleunigung und Verzögerung des Kraftfahrzeugs in Richtung der Längsachse sowie Gierbewegungen des Kraftfahrzeugs um seine Hochachse erfassen.The solution according to the invention further comprises a motor vehicle with a drive source and with a transfer case as well as with a primarily driven first drive axle and a further drive axle which can be driven if necessary, which can be coupled to the transfer case via a controllable friction clutch, in which a further controllable friction clutch is arranged between the transfer case and the primarily driven drive axle, the further controllable friction clutch being a multi-plate clutch which can be acted upon axially by a ball ram mechanism. As far as transfer case and friction clutches are mentioned as different assemblies, this does not prevent the possibility that the transfer case with constant meshing engagement and the controllable friction clutches mentioned can be integrated in a common transmission case, i.e. ultimately the transmission case of the transfer case. Functions, the two friction clutches can be controlled independently of one another, ie they can have different engagement and slip states. The two friction clutches are of course controlled by an integrated electronic control unit (ECU), which receives input information about the driving state of the motor vehicle via a wide variety of sensors and controls the control means for the closing, slipping or disconnected states of the two friction clutches according to predetermined control programs. Such input information for the control serves in particular the speeds of the individual wheels on both axles mentioned and acceleration quantities of the motor vehicle, which in particular record the acceleration and deceleration of the motor vehicle in the direction of the longitudinal axis and yaw movements of the motor vehicle about its vertical axis.
In bevorzugter Ausgestaltung ist die steuerbare Reibungskupplung für die Reibungskupplung der bedarfsweise angetriebenen Antriebsachse ebenfalls von einem Kugel- rampenmechanismus axial beaufschlagbar. Kugelrampenverstellmechanismen dieser Art sind in den älteren Anmeldungen 101 29 795, 101 29 794 der Anmelderin beschrieben, auf die hiermit inhaltlich Bezug genommen wird.In a preferred embodiment, the controllable friction clutch for the friction clutch of the drive axle, which is driven as required, can likewise be acted upon axially by a ball ramp mechanism. Ball ramp adjustment mechanisms of this type are described in the applicant's older applications 101 29 795, 101 29 794, to which reference is hereby made.
Es wird weiterhin vorgeschlagen, daß auch die Reibungskupplung für die bedarfs- weise antreibbare Antriebsachse eine Lamellenkupplung ist, wie sie in den vorgenannten Veröffentlichungen beschrieben werden.
Nach einer weiteren günstigen Ausführungsform ist vorgeschlagen, daß die weitere steuerbare Reibungskupplung über eine vorgespannte Tellerfeder geschlossen wird und der Kugelrampenverstellmechanismus die steuerbare Reibungskupplung bei Betätigung, d. h. insbesondere Bestromung des Stellantriebsmotors, von der Schließkraft der Tellerfeder entlastet. Dies trägt dem Umstand Rechnung, daß die genannte erfindungsgemäße Reibungskupplung in der Mehrzahl der Fahrzustände geschlossen ist, so daß der Stellantriebsmotor im Normalfall stromlos betrieben werden kann und insbesondere bei stromlosem und damit auch bei defektem Stellantriebsmotor die Fahrfähigkeit aufgrund Ankopplung der primär angetriebenen An- triebsachse an das Verteilergetriebe gegeben ist.It is further proposed that the friction clutch for the drive axle, which can be driven if necessary, is a multi-plate clutch, as described in the aforementioned publications. According to a further advantageous embodiment, it is proposed that the further controllable friction clutch be closed via a prestressed disk spring and the ball ramp adjustment mechanism relieves the controllable friction clutch of the closing force of the disk spring when actuated, ie in particular energizing the actuator motor. This takes into account the fact that the above-mentioned friction clutch according to the invention is closed in the majority of the driving states, so that the actuator motor can normally be operated without current, and in particular when the actuator motor is de-energized and thus also defective, the ability to drive due to the coupling of the primarily driven drive axle the transfer case is given.
In einer bevorzugten konstruktiven Ausgestaltung ist hierbei die Tellerfeder auf einem mittleren Durchmesser axial fest abgestützt, wirkt an ihrem äußeren Durchmesser auf das Lamellenpaket ein und stützt sich an ihrem inneren Durchmesser an ei- nem verschiebbaren Ringteil, das vom Kugelrampenverstellmechanismus axial beaufschlagbar und verschiebbar ist, ab.In a preferred constructive embodiment, the plate spring is axially firmly supported on a mean diameter, acts on the disk pack on its outer diameter and is supported on its inner diameter on a displaceable ring part which can be axially acted upon and displaced by the ball ramp adjustment mechanism ,
Figur 1 zeigt ein Kraftfahrzeug mit einer erfindungsgemäßen Antriebsanordnung als Prinzipbild in Draufsicht;Figure 1 shows a motor vehicle with a drive arrangement according to the invention as a schematic in plan view;
Figur 2 zeigt eine steuerbare Reibungskupplung für eine Antriebsanordnung nach Figur 1 im Längsschnitt;FIG. 2 shows a controllable friction clutch for a drive arrangement according to FIG. 1 in longitudinal section;
Figur 3 zeigt eine konstruktive Einzelheit einer Anordnung nach Figur 2 in abge- wandelter Ausführung im Längsschnitt.FIG. 3 shows a structural detail of an arrangement according to FIG. 2 in a modified version in longitudinal section.
In Figur 1 ist ein Kraftfahrzeug 11 mit einer primär angetriebenen ersten Antriebsachse 12, mit einem Differentialgetriebe 13, zwei Antriebshalbwellen 14, 15 und zwei primär angetriebenen Rädern 16, 17 sowie einer sekundär angetriebenen An- triebsachse 22 mit einem Differentialgetriebe 23, zwei Antriebshalbwellen 24, 25 sowie zwei bedarfsweise angetriebenen Antriebsrädern 26, 27 in Draufsicht gezeigt. Eine Antriebsquelle 31 soll eine Verbrennungsmaschine mit einer Trennkupplung und einem Schaltgetriebe oder eine Primärantriebsquelle anderer Art, wie beispiels-
weise ein Elektromotor, symbolisieren.1 shows a motor vehicle 11 with a primarily driven first drive axle 12, with a differential gear 13, two drive half-shafts 14, 15 and two primarily driven wheels 16, 17 and a secondary driven drive axle 22 with a differential gear 23, two drive half-shafts 24, 25 and two drive wheels 26, 27, driven as required, are shown in plan view. A drive source 31 is intended to be an internal combustion engine with a separating clutch and a manual transmission or a primary drive source of another type, such as wise an electric motor, symbolize.
Der Antriebsquelle 31 ist ein Verteilergetriebe 21 nachgeschaltet, in das eine steuerbare Reibungskupplung 28 integriert ist, die eine Längswelle 29 zur bedarfsweise antreibbaren lenkbaren Antriebsachse 22 mit der Antriebsquelle 31 verbindet, sowie eine weitere steuerbare Reibungskupplung 18, die eine Längswelle 19 zum Antrieb der primär angetriebenen Antriebsachse 12 mit der Antriebsquelle 31 verbindet.The drive source 31 is followed by a transfer case 21, in which a controllable friction clutch 28 is integrated, which connects a longitudinal shaft 29 to the drive source 31, which can be driven if necessary, with the drive source 31, and a further controllable friction clutch 18, which has a longitudinal shaft 19 for driving the primarily driven one Drive shaft 12 connects to the drive source 31.
In Figur 2 ist eine der steuerbaren Reibungskupplungen 18 mit ihren Steuerungsmit- teln im Längsschnitt dargestellt. Sie umfaßt eine Lamellenkupplung 32 mit einer Kugelrampenanordnung 50 sowie einen elektrischen Stellantriebsmotor 60 mit Untersetzungsgetriebe 62. Die Lamellenkupplung 32 umfaßt eine Kupplungsnabe 34, mit der innere Kupplungslamellen 36 eines Lamellenpaketes drehfest verbunden sind, sowie einen Kupplungskorb 35, mit dem äußere Kupplungslamellen 37 des Lamel- lenpaketes drehfest verbunden sind. Die Kupplungsnabe 34 umfaßt eine erste Innenverzahnung 38 zum Einstecken einer ersten Antriebs- oder Abtriebswelle. Der Kupplungskorb 35 umfaßt eine weitere Innenverzahnung 39 zum Einstecken einer zweiten Antriebs- oder Abtriebswelle. Das Lamellenpaket stützt sich an einer Endplatte 40 ab, die mit der Kupplungsnabe 34 verbunden ist und wird von einer Druck- platte 41 beaufschlagt, die gegenüber der Kupplungsnabe 34 axial verschiebbar ist. Tellerfedern 42, 43 belasten die Druckscheibe 41 im Sinne eines Lüftens oder Tren- nens der Lamellenkupplung 32. Die Druckplatte 41 wird von einer Kugelrampenver- stellanordnung 50 axial beaufschlagt, die eine drehfest gehaltene Druckscheibe 52, eine drehend antreibbare Stellscheibe 53 sowie in den Scheiben ausgebildete Kugel- rampen 54, 55 umfaßt, in denen angeschnitten dargestellte Kugeln 51 in einem Käfig 56 geführt sind. Die Druckscheibe 52 wirkt über ein Axiallager 57 auf die Druckscheibe 41 ein. Die Stellscheibe 53 stützt sich über ein Axiallager 58 an einer Stützplatte 59 ab, die axial auf der Kupplungsnabe 34 festgelegt ist. Der Antrieb der Stellscheibe 53, die ein Verzahnungssegment 61 umfaßt, erfolgt über eine Übersetzungsstufe 62 durch den Antriebsmotor 60 der Antriebseinheit 33.FIG. 2 shows one of the controllable friction clutches 18 with their control means in a longitudinal section. It comprises a multi-plate clutch 32 with a ball ramp arrangement 50 and an electric actuator motor 60 with reduction gear 62. The multi-plate clutch 32 comprises a clutch hub 34, to which inner clutch plates 36 of a disk set are connected in a rotationally fixed manner, and a clutch basket 35, with which outer clutch plates 37 of the plate lenpaketes are rotatably connected. The coupling hub 34 comprises a first internal toothing 38 for inserting a first input or output shaft. The clutch basket 35 comprises a further internal toothing 39 for inserting a second drive or output shaft. The disk pack is supported on an end plate 40, which is connected to the clutch hub 34, and is acted upon by a pressure plate 41, which is axially displaceable relative to the clutch hub 34. Disc springs 42, 43 load the pressure plate 41 in the sense of lifting or separating the multi-plate clutch 32. The pressure plate 41 is acted upon axially by a ball ramp adjustment arrangement 50, which forms a pressure plate 52 held in a rotationally fixed manner, a rotatably driven adjusting plate 53 and formed in the plates Ball ramps 54, 55 comprises, in which balls 51 shown cut are guided in a cage 56. The thrust washer 52 acts on the thrust washer 41 via an axial bearing 57. The adjusting disk 53 is supported via an axial bearing 58 on a support plate 59 which is axially fixed on the coupling hub 34. The adjusting disc 53, which comprises a toothed segment 61, is driven via a transmission stage 62 by the drive motor 60 of the drive unit 33.
In Figur 3 sind das Lamellenpaket der Lamellenkupplung 32 sowie Teile der Kugelrampenanordnung 50 als vergrößerte Einzelheit dargestellt. Gleiche Teile sind mit
gleichen Bezugsziffern belegt wie in Figur 2. Im einzelnen sind die Kupplungsnabe 34, der Kupplungskorb 35 sowie Innenlamellen 36 und Außenlamellen 37 erkennbar. Weiter ist die Stützscheibe 40 sowie die Druckscheibe 41 gezeigt. In der hier gezeigten Ausführung stützt sich die drehfest gehaltene Druckscheibe 52 an einem Teil ei- nes Gehäuses 71 ab, während die drehend antreibbare Stellscheibe 53 über ein Axiallager 72 auf eine Druckhülse 73 einwirkt. Diese wirkt mit einer Tellerfeder 74 zusammen, die über Bolzen 75 in einer Halteplatte 76 gelagert ist. Die Tellerfeder belastet die Druckplatte 41 mit ihrer Federvorspannung und schließt damit das Lamellenpaket, solange die Kugelrampenverstellanordnung 50 in ihrer Ausgangslage ist. Wird die Stellscheibe 53 über ihr Verzahnungssegment 61 so verdreht, daß sie sich von der Druckscheibe 52 axial entfernt, so wird die Tellerfeder 74 derart verformt, daß die Druckscheibe 41 entlastet und damit die Lamellenkupplung 32 gelüftet bzw. geöffnet wird. Erfindungsgemäß ist damit die Lamellenkupplung 32 in der Ruhelage der Ver- stellvorrichtung, d. h. insbesondere bei stromlosem stillen Stellantriebsmotor, ge- schlössen, während ausschließlich bei Betätigung des Stellantriebsmotors ein Öffnen bzw. Trennen der Lamellenkupplung erfolgt.
In Figure 3, the disk pack of the disk clutch 32 and parts of the ball ramp arrangement 50 are shown as an enlarged detail. Same parts are with same reference numerals as in Figure 2. In detail, the clutch hub 34, the clutch basket 35 and inner plates 36 and outer plates 37 can be seen. The support plate 40 and the pressure plate 41 are also shown. In the embodiment shown here, the thrust washer 52, which is held in a rotationally fixed manner, is supported on a part of a housing 71, while the adjusting disk 53, which can be driven in rotation, acts on a thrust sleeve 73 via an axial bearing 72. This cooperates with a plate spring 74, which is mounted on bolts 75 in a holding plate 76. The plate spring loads the pressure plate 41 with its spring preload and thus closes the plate pack as long as the ball ramp adjustment arrangement 50 is in its initial position. If the adjusting disk 53 is rotated via its toothed segment 61 so that it moves axially away from the pressure disk 52, the plate spring 74 is deformed in such a way that the pressure disk 41 is relieved and the multi-plate clutch 32 is thus released or opened. According to the invention, the multi-plate clutch 32 is closed in the rest position of the adjusting device, that is to say in particular when the actuator motor is silent, while the multi-plate clutch is opened or disconnected only when the actuator motor is actuated.
Verfahren zur Regelung der Drehmomentverteilung in einem KraftfahrzeugMethod for regulating the torque distribution in a motor vehicle
BezugszeichenlisteLIST OF REFERENCE NUMBERS
11 Kraftfahrzeug11 motor vehicle
12 Primärachse12 primary axis
13 Differential13 differential
14 Antriebshalbwelle14 drive half-shaft
15 Antriebshalbwelle15 drive half-shaft
16 Rad16 wheel
17 Rad17 wheel
18 Trennkupplung18 separating clutch
19 Längsantriebswelle19 longitudinal drive shaft
2020
21 Verteilergetriebe21 transfer case
22 sekundär angetriebene Achse22 secondary driven axle
23 Differentialgetriebe23 differential gear
24 Antriebshalbwelle24 drive half-shaft
25 Antriebshalbwelle25 drive half-shaft
26 Rad26 wheel
27 Rad27 wheel
28 Trennkupplung28 separating clutch
29 Längsantriebswelle29 longitudinal drive shaft
3030
31 Antriebsquelle
Lamellenkupplung31 drive source multi-plate clutch
Kupplungsnabeclutch
Kupplungskorbclutch basket
Innenlamelleninner disk
Außenlamellenouter disk
Innenverzahnunginternal gearing
Innenverzahnunginternal gearing
Stützplattesupport plate
Druckplatteprinting plate
TellerfederBelleville spring
TellerfederBelleville spring
KugelrampenverstellvorrichtungKugelrampenverstellvorrichtung
KugelBullet
Druckscheibethrust washer
Stellscheibeadjusting disk
Kugelrilleball groove
Kugelrilleball groove
Kugelkäfigball cage
Axiallagerthrust
Axiallagerthrust
Stützscheibesupport disc
StellantriebsmotorActuator motor
Verzahnungssegmenttoothed segment
UntersetzungsstufeReduction stage
Gehäusecasing
Axiallager
73 Druckhülsethrust 73 pressure sleeve
74 Tellerfeder74 disc spring
75 Bolzen75 bolts
76 Halteplatte
76 holding plate
Claims
1. Kraftfahrzeug (11) umfassend eine Antriebsquelle (31), ein Verteilergetriebe (21), eine primär angetriebene erste Antriebsachse (12), eine bedarfsweise antreibbare weitere Antriebsachse (22), die über eine steuerbare Reibungskupplung (28) mit dem Verteilergetriebe (21) koppelbar ist, sowie eine weitere steuerbare Reibungskupplung (18), die zwischen dem Verteilergetriebe (21) und der primär angetriebenen Antriebsachse (12) angeordnet ist, wobei die weitere steuerbare Reibungskupplung (18) eine Lamellenkupplung (32) ist, die von einem Kugelrampenverstellmechanismus (50) axial beaufschlagbar ist.1. Motor vehicle (11) comprising a drive source (31), a transfer case (21), a primarily driven first drive axle (12), a further drive axle (22) which can be driven as required, which is connected to the transfer case (21) via a controllable friction clutch (28) ) can be coupled, as well as a further controllable friction clutch (18) which is arranged between the transfer case (21) and the primarily driven drive axle (12), the further controllable friction clutch (18) being a multi-plate clutch (32) which is provided by a ball ramp adjustment mechanism (50) can be axially loaded.
2. Kraftfahrzeug nach Anspruch 1 , dadurch gekennzeichnet, daß die weitere steuerbare Reibungskupplung (18) über eine vorgespannte Tellerfeder (74) geschlossen gehalten wird und der Kugelrampenverstellmechanismus (50) die steuerbare Reibungskupplung (18) bei Betätigung von der Vorspannkraft der Tellerfeder (74) entlastet.2. Motor vehicle according to claim 1, characterized in that the further controllable friction clutch (18) is kept closed via a preloaded disk spring (74) and the ball ramp adjustment mechanism (50) controls the controllable friction clutch (18) when actuated by the biasing force of the disk spring (74). relieved.
3. Kraftfahrzeug nach Anspruch 2, dadurch gekennzeichnet, daß die Tellerfeder (74) auf einem mittleren Durchmesser axial fest abgestützt ist, an ihrem äußeren Durchmesser auf die steuerbare Reibungskupplung (18) einwirkt und sich an ihrem inneren Durchmesser an einer axial verschiebbaren Druckhülse (73) abstützt, die vom Kugelrampenverstellmechanismus (50) axial beaufschlagbar ist.3. Motor vehicle according to claim 2, characterized in that the plate spring (74) is axially firmly supported on a medium diameter, acts on the outer diameter of the controllable friction clutch (18) and is supported on its inner diameter on an axially displaceable pressure sleeve (73) which is axially supported by the ball ramp adjustment mechanism (50) is acted upon.
Kraftfahrzeug nach einem der Ansprüche 1 bis 3,Motor vehicle according to one of claims 1 to 3,
dadurch gekennzeichnet,characterized,
daß die primär angetriebene Antriebsachse (12) die Hinterachse des Kraftfahrzeuges (11) ist. that the primarily driven drive axle (12) is the rear axle of the motor vehicle (11).
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE10329769.3 | 2003-07-01 | ||
| DE10329769A DE10329769B4 (en) | 2003-07-01 | 2003-07-01 | Drive arrangement for a motor vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| WO2005002900A1 true WO2005002900A1 (en) | 2005-01-13 |
Family
ID=33559803
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| PCT/EP2004/006084 WO2005002900A1 (en) | 2003-07-01 | 2004-06-05 | Method for regulating the torque distribution in a motor vehicle |
Country Status (2)
| Country | Link |
|---|---|
| DE (1) | DE10329769B4 (en) |
| WO (1) | WO2005002900A1 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2007014597A1 (en) * | 2005-07-29 | 2007-02-08 | Magna Powertrain Ag & Co Kg | Method for controlling the clutches of a drive train that are respectively assigned to one axle, said train comprising a parking brake function |
Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH05147450A (en) * | 1991-11-29 | 1993-06-15 | Mitsubishi Motors Corp | Front/rear drive power distribution adjustor for four-wheel drive vehicle |
| US5545103A (en) * | 1994-08-01 | 1996-08-13 | Dana Corporation | Vehicle transfer case with dual electrically-actuated magnetic clutches |
| US5966999A (en) * | 1996-03-06 | 1999-10-19 | Borg-Warner Automotive, Inc. | Dual clutch differential configuration |
| US20020194941A1 (en) * | 2001-06-20 | 2002-12-26 | Karl-Heinz Hulsebusch | Axial adjusting device with spring support during the return motion |
Family Cites Families (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE19513516A1 (en) * | 1995-04-10 | 1996-10-17 | Fichtel & Sachs Ag | Motor vehicle multi-axle transmission |
| US6129194A (en) * | 1998-08-13 | 2000-10-10 | Warner Electric Technology, Inc. | Electromagnetic coupling armature assembly with counterweight |
| DE19902388C2 (en) * | 1999-01-22 | 2001-05-23 | Gkn Automotive Ag | Controllable clutch |
| US6296590B1 (en) * | 2000-01-27 | 2001-10-02 | Gkn Automotive, Inc. | Torque distribution device |
| DE10101407C1 (en) * | 2001-01-13 | 2002-06-20 | Gkn Viscodrive Gmbh | Viscous coupling for vehicle has axial adjustment device acting axially on second coupling disks and clamping rings |
-
2003
- 2003-07-01 DE DE10329769A patent/DE10329769B4/en not_active Expired - Fee Related
-
2004
- 2004-06-05 WO PCT/EP2004/006084 patent/WO2005002900A1/en active Application Filing
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH05147450A (en) * | 1991-11-29 | 1993-06-15 | Mitsubishi Motors Corp | Front/rear drive power distribution adjustor for four-wheel drive vehicle |
| US5545103A (en) * | 1994-08-01 | 1996-08-13 | Dana Corporation | Vehicle transfer case with dual electrically-actuated magnetic clutches |
| US5966999A (en) * | 1996-03-06 | 1999-10-19 | Borg-Warner Automotive, Inc. | Dual clutch differential configuration |
| US20020194941A1 (en) * | 2001-06-20 | 2002-12-26 | Karl-Heinz Hulsebusch | Axial adjusting device with spring support during the return motion |
Non-Patent Citations (1)
| Title |
|---|
| PATENT ABSTRACTS OF JAPAN vol. 0175, no. 41 (M - 1488) 29 September 1993 (1993-09-29) * |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2007014597A1 (en) * | 2005-07-29 | 2007-02-08 | Magna Powertrain Ag & Co Kg | Method for controlling the clutches of a drive train that are respectively assigned to one axle, said train comprising a parking brake function |
Also Published As
| Publication number | Publication date |
|---|---|
| DE10329769A1 (en) | 2005-02-10 |
| DE10329769B4 (en) | 2007-08-30 |
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