WO2007141118A1 - Coupleur pour distributeur de couples de rotation - Google Patents

Coupleur pour distributeur de couples de rotation Download PDF

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Publication number
WO2007141118A1
WO2007141118A1 PCT/EP2007/054689 EP2007054689W WO2007141118A1 WO 2007141118 A1 WO2007141118 A1 WO 2007141118A1 EP 2007054689 W EP2007054689 W EP 2007054689W WO 2007141118 A1 WO2007141118 A1 WO 2007141118A1
Authority
WO
WIPO (PCT)
Prior art keywords
clutch
power
vehicle axle
sun
coupled
Prior art date
Application number
PCT/EP2007/054689
Other languages
German (de)
English (en)
Inventor
Thorsten Biermann
Original Assignee
Schaeffler Kg
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Schaeffler Kg filed Critical Schaeffler Kg
Publication of WO2007141118A1 publication Critical patent/WO2007141118A1/fr

Links

Classifications

    • 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
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
    • B60K17/344—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having a transfer gear
    • B60K17/346—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having a transfer gear the transfer gear being a differential gear
    • B60K17/3462—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having a transfer gear the transfer gear being a differential gear with means for changing distribution of torque between front and rear wheels
    • 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
    • F16H—GEARING
    • F16H48/00—Differential gearings
    • F16H2048/02—Transfer gears for influencing drive between outputs
    • F16H2048/04—Transfer gears for influencing drive between outputs having unequal torque transfer between two outputs

Definitions

  • the invention relates to a coupling for a distributor of torques over which, if required, a torque-loadable connection to a vehicle axle can be produced,
  • switchable vehicle axles can be activated manually or automatically depending on the concept of the vehicle.
  • the automatic connection is made for reasons of driving safety and / or optimal driving dynamics and regulated for example by ECUs (Electronic Control Units).
  • Input values on the basis of which the connection is initiated are sensor-measured values such as speeds of the driven wheels, steering angle, yaw angle and transverse accelerations.
  • drive power / torque is proportionately branched / distributed on the permanently driven vehicle axle and the switchable axle.
  • torque vectoring The ratio with which, for example, the drive torques are distributed between the front and rear axles of the vehicle can be varied with the aim of ensuring that the drive wheels of the respective vehicle axle are driven by the drive motor. ment, which is meaningful and actually transferrable to the road.
  • US2006 / 0052198 A1 shows a distributor with which a first vehicle axle is permanently driven by means of a planetary drive and with which a second vehicle axle can be connected to the drive train as needed (on demand) by means of a clutch (mode clutch) in the embodiment of a magnetic coupling.
  • mode clutch clutch
  • the drive torques between the vehicle axles are split in a ratio that depends on the selected ratio in the transmission and on the slip between the coupled input and output members of the clutch.
  • the drive torques to the second vehicle axle are transmitted through the clutch, i. the clutch is loaded with these torques.
  • Clutches of various designs are used, such as the magnetic clutches already mentioned at the beginning or, preferably, wet clutches with lamellae.
  • the torque to be transmitted is controlled by the contact force and thus by the amount of slip in the clutch.
  • the higher the contact pressure the higher the proportion of torques that are transmitted to the second axis. Therefore, in modern vehicles with high performance, the components of such couplings adapted to high torque correspondingly large dimensions and take up a lot of space.
  • the actuators of the clutch such as pressure cylinder and piston are dimensioned accordingly large The proportion of material and manufacturing costs is thus relatively high. Since the clutch works with slip, corresponding power losses have to be considered.
  • the object of the invention is therefore to provide a simple and inexpensive coupling.
  • the clutch (Mode Clutch) is provided in a distributor of torques. If required, one or more torque-loadable connections to at least one shiftable (first) vehicle axle can be produced via the clutch.
  • a torque-loadable connection is a positive and / or non-positive connection.
  • the respective introduced into the clutch torque is partially transmitted, with slip, completely or almost without slippage.
  • a torque-loadable connection is thus to be understood as meaning a connection which is capable of transmitting at least a portion of the respective torque introduced into the system or into the clutch as torque to a further machine element coupled to the system or to the clutch.
  • a meaningful connection is to be understood as a transmission-active connection with auxiliary means, such as intermeshing gears, chain or belt drives, and also with clutches, with which power flows are translated or translated by a machine element or passed on or converted directly to another machine element.
  • the coupling according to the invention has two gear-active compounds / branches.
  • One is formed by at least one planetary drive, which is activated for transmitting services only by the switchable on demand clutch.
  • the other branch is formed by elements of the planetary drive and by the clutch.
  • the input drive torque is broken down into vectors in the coupling, of which a part via the planetary drive and a part via the clutch and the connected to the clutch elements of the planetary drive are transmitted to the power output when the clutch is engaged.
  • An engaged clutch is in the context of this invention, a partially or fully engaged clutch and thus transmits in operation with slip only portions of the introduced into the clutch torque - o- almost without slippage, the entire introduced into the clutch drive torque.
  • the planetary drive has centrally a rotation axis and around this rotatable or circular at least one of the elements ring gear, sun and planet carrier with planet pins and planetary gears, but can also be composed of two or more sets with several of the elements.
  • the sun rotates centrally in the planetary drive about the axis of rotation and is fixed or movable on a shaft o.a. arranged.
  • the planetary pin with planetary gears are planetary arranged around the sun and distributed around the axis of rotation.
  • the planet gears are to the axis of rotation with the sun gear and away from the axis of rotation with other planetary gears or with the teeth of the ring gear in engagement.
  • the planet gears / planet carrier and the sun, the planet wheels / carriers and the ring gear and thus the ring gear and the Sun via the planetary gears / carriers are thus significantly linked via the aforementioned tooth engagements.
  • Spur gears and helical gears of spur gears and their partners are preferably used but also gears of bevel gears and other conceivable gear and gearing designs.
  • At least one other of the elements of the planetary drive is significantly coupled to the sun for the first operative connection with the sun - can be engaged via tooth engagement or preferably permanently withstand torque.
  • This further element is usually the input element and thus the power input of the clutch.
  • the clutch still has a second operative connection, which can be switched on or off with the clutch.
  • This second operative connection is also established between the input member / power input of the planetary gear and the sun by engaging the clutch and disconnected by disengaging the clutch.
  • the clutch between the power input and the sun is arranged and the input side torque-resistant, preferably rotationally fixed, coupled or connected to the input element of the planetary gear.
  • the clutch is connected to the sun gear torque load.
  • a branch parallel to the above-described first operative connection is thus created between the input element / power input and the sun of the planetary drive.
  • the clutch is not engaged.
  • the input-side part of the clutch rotates with the input element of the planetary drive.
  • the input element of the planetary drive is either powered or not. No power is transmitted with the planetary drive.
  • An output element arranged on the output side of the planetary drive ment of the planetary drive is driven by the vehicle axle, which is to be switched on when needed.
  • the output-side part of the clutch is free of power influences of the input element of the planetary gear and can rotate freely with the coupled sun gear, without transmitting power.
  • the input element of the planetary drive is subjected to power and the clutch is engaged when necessary with slip. It creates a torque connection with slip between the input element of the planetary drive and the sun. However, since the clutch is slipping, each of the engagements of the clutch does not fully transfer part of the input power to the input power applied to the input member.
  • the torques are proportional to the structural properties, such as the internal ratio and depending on the slip in the clutch
  • the clutch is fully engaged after slow or rapid engagement, so that the clutch transmits almost without slippage.
  • the sun and the input element are locked against each other by means of the coupling so that they perform against each other no relative movements.
  • the clutch works almost without slippage.
  • the power applied to the power input of the clutch is proportionally transmitted via the clutch and proportionately via the meshing in the planetary drive to one or two power outputs of the planetary drive.
  • the drive power for the clutch and thus for the vehicle axle, which can be shifted as required, is picked up by a drive link at a power cross, which transmits the power to the permanently driven vehicle axle.
  • This can for example be a drive shaft.
  • the input member of the clutch / planetary drive is either directly connected to the shaft or significantly connected to the shaft.
  • An embodiment of the invention provides that the input element / power input of the clutch and the planetary drive is the ring gear.
  • the ring gear is in contact with the sun via the planet gears in the first active connection.
  • the ring gear is simultaneously rotatably coupled to the clutch.
  • the clutch is disposed between the ring gear and the sun gear and the output side also rotatably coupled to the sun, so that when the clutch is engaged, a second torque-loadable active connection between the ring gear and the sun is made.
  • the output element / power output of the planetary drive is the planet carrier in this case. Torques can be transmitted to at least one vehicle axle which can be driven as required via the planet carrier as power output.
  • a vehicle axle preferably permanently but alternatively also switchable coupled in the power flow before the clutch with the input member torque loadable.
  • Clutch (ring gear) and the permanently driven vehicle axle is branched at a power split (power cross) to the ring gear and the permanently driven vehicle axle.
  • the entire drive power is directed to the permanently driven vehicle axle. If the clutch is actuated when required, the entire drive power is branched before the clutch proportionally to the permanently driven vehicle axle and the power input of the clutch.
  • the power cross on the power branched but can also be performed together, is either a drive shaft or the ring gear itself.
  • the ring gear can be connected to the drive shaft directly or significantly.
  • a significant connection for example, a chain drive or a gear transmission or a fluid coupling is provided.
  • the power output of the planetary drive is coupled to a drive member for the switchable if necessary vehicle axle.
  • the coupling is either rotationally fixed, made by a direct non-over or under-set connection between the drive member and the output member or is geared.
  • Significant connections are all conceivable systems, such as chain drives, clutches or toothed gearing, provided with which power or torque over or understated or directly transferable or convertible.
  • a further embodiment of the invention provides that the permanently driven axle is integrated in the power flow of the clutch.
  • the drive power for the permanently driven and, if necessary, switchable vehicle axle is tapped at the power input element of the planetary drive and branched off at the planetary drive.
  • the clutch in this case has two power output elements.
  • the clutch between the power input element planet carrier and the sun is arranged so that the clutch input torque-proof to the planet carrier and the clutch output is torque-fixed to the sun.
  • the power input element is the planet carrier. Power / torques are introduced into the clutch via the planet carrier.
  • the sun is a power output element for the driven second vehicle axle, preferably for a permanently driven vehicle axle, and at the same time the element via which power is transmitted from the planet carrier by means of the clutch when required.
  • the ring gear is a power output member via which, when needed, torques to the first vehicle axle can be transmitted from the clutch.
  • the ring gear is optional at least when needed with the first vehicle axle torque loadable at least coupled or permanent connected.
  • the clutch according to the invention in addition to the clutch of the prior art, has a planetary drive in addition to the clutch of the prior art, the torques to be transmitted through the clutch become significantly less - because a part of the torques is over directed the planetary drive. It is thus possible to make the clutches and the actuator smaller.
  • FIG. 1 shows a diagram of an exemplary embodiment of a coupling according to the invention
  • FIG. 2 shows the symbolic representation of the coupling according to FIG. 1,
  • FIG. 3 shows examples of calculated load cases of a coupling according to the figures
  • Figure 4 is a diagram of another embodiment of a coupling according to the invention.
  • FIG. 5 shows the symbolic representation of the coupling according to FIG. 3.
  • Figures 1 and 2 show a clutch 10 from a planetary gear 14 and a clutch 6 in a distributor 22 of torques.
  • the distributor 22 has, in addition to the coupling 10, at least one power branch 2 and at least one significant connection 12. With the distributor 22 drive power and torque are distributed to a permanently driven vehicle axle 8 and on a switchable if necessary vehicle axle 7.
  • the coupling 10 is symbolized in the diagram of Figure 1 with the broken line and is connected to a power cross / a power split 2.
  • the power split 2 is derived, for example, from a shaft 18, with which the vehicle axle 8 is permanently driven.
  • the clutch 10 is arranged between the power split 2 and the vehicle axle 7 which can be engaged as required.
  • incoming drive power 1 of a vehicle drive is distributed at the power split 2 by action of the clutch 10 in a ratio to the vehicle axles 7 and 8, which can be influenced by the operating states of the clutch 6.
  • yet another transmission such as a chain or belt drive is arranged so that The ratio at which the drive power 1 would be distributed, even depending on the translation of this significant connection.
  • the planetary drive 14 has a ring gear 3, a planet carrier 4 with planet pins 15, planet 16 and a sun 5.
  • the ring gear 3, the planet carrier 4 and the sun 5 are arranged concentrically to the rotation axis 13 of the planetary drive 14 and can rotate about them independently of one another.
  • the planets 16 are in this case by way of example spur gears with straight or helical teeth and are radially inward with the sun designed as a spur gear 5 and radially outwardly with an internal toothing 17 of the ring gear 3 and can rotate on the planetary pin 15 and satellite like the sun. 5 circling.
  • the input 6a of the clutch 6 is connected to the ring gear 3.
  • the output 6b of the clutch 6 is connected to the sun 5.
  • the ring gear 3 is power input element 9 of the clutch 10, in which the power component for the vehicle axle 7 flows, which is switched when needed.
  • the planet carrier 4 is the power output element 1 1 to the vehicle axle 7. Between the power output element 1 1 and the vehicle axle 7, a hefty connection 12 is formed, which in this case is a chain or belt drive.
  • the columns 1-13 are numbered in the head of the table in the first row.
  • the second line are assigned to the calculation values by specifying the reference numerals the elements ring gear 3 as power input element 9 - clutch 6 - switchable if necessary vehicle axle 7 and the permanently driven vehicle axle 8, to which or on which act tabularly recorded calculation variables.
  • P 7 power, which is forwarded if necessary by means of the clutch 10 on the switched-vehicle axle 7 when the clutch 6 is engaged without slippage.
  • load case Il 75% of the drive torque is distributed to the vehicle axle 8 and 25% to the vehicle axle 7.
  • 25% of the guided on the clutch 10 drive torque (column 6, load case II) are in the clutch 10 only about 30% on the clutch 6 and the remaining nearly 2/3 but passed over the locked planetary gear 14 and only at the power output element 1 1 again merged.
  • load case IV 25% of the drive torques are distributed to the vehicle axle 8 and 75% to the vehicle axle 7.
  • 75% of the clutch 10 guided drive torque (column 6, load case II) are passed in the clutch 10 only about 30% on the clutch 6 and the remaining almost 2/3, however, over the locked planetary gear 14 and merged again only at the power output element 1 1.
  • FIGS. 4 and 5 describe a further exemplary embodiment of a coupling 19 in a distributor 23 of torques, in which for the sake of better understanding, the previous reference symbols of the functionally identical and already described with the description of FIGS. 1 and 2 functional elements are essentially retained become.
  • the input 6a of the clutch 6 is rotationally coupled to the planet carrier 4 and the output 6b coupled to the sun 5.
  • the input power 1 in the clutch 19 is the total drive power for both vehicle axles 7 and 8.
  • the power input element 9 is in this case the planet carrier 4.
  • the clutch 19 has two power output elements 20 and 21.
  • the power output element 20 is the ring gear 3 and is coupled to the vehicle axle 7 via a significant connection 12.
  • the driven when needed vehicle axle 7 is in this case a front axle of a vehicle, not shown, with permanent rear-wheel drive.
  • the drive power or the drive torque are divided at the power split 2 only when the shift clutch 6 is engaged. With the fully engaged clutch 6, the planetary gear 14 is locked so that the elements 3, 4, 5 and 16 without relative movement transmitted to each other by toothed engagement torques.
  • the power is distributed as a function of the internal translations of the clutch 19 and depending on possibly coupled with the clutch 19 gear connections 12 on the vehicle axles 7 and 8.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Arrangement And Driving Of Transmission Devices (AREA)

Abstract

Coupleur (10, 19) pour un distributeur (22, 23) de couples de rotation, permettant, en cas de besoin, qu'une liaison pouvant supporter une charge de couple de rotation soit créée pour au moins un premier essieu (7) de véhicule. Le coupleur (10, 19) selon l'invention présente au moins un embrayage (6) embrayable et débrayable et au moins un train planétaire (14) comprenant chaque fois au moins un des éléments roue à denture intérieure (3), roue planétaire (5), porte-planétaire (4) avec des boulons (15) de planétaires fixés au porte-planétaire (4) et des planétaires (16) disposés sur les boulons (15) de façon pivotante et en prise avec la roue planétaire (5) et la roue à denture intérieure (3).
PCT/EP2007/054689 2006-06-02 2007-05-15 Coupleur pour distributeur de couples de rotation WO2007141118A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102006025797.9 2006-06-02
DE200610025797 DE102006025797A1 (de) 2006-06-02 2006-06-02 Kupplung für einen Verteiler von Drehmomenten

Publications (1)

Publication Number Publication Date
WO2007141118A1 true WO2007141118A1 (fr) 2007-12-13

Family

ID=38353361

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2007/054689 WO2007141118A1 (fr) 2006-06-02 2007-05-15 Coupleur pour distributeur de couples de rotation

Country Status (2)

Country Link
DE (1) DE102006025797A1 (fr)
WO (1) WO2007141118A1 (fr)

Citations (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3533142A1 (de) * 1984-10-01 1986-04-10 Steyr-Daimler-Puch Ag, Wien Antriebsanordnung fuer ein kraftfahrzeug
EP0216749A1 (fr) * 1985-09-13 1987-04-01 STEYR-DAIMLER-PUCH Aktiengesellschaft Boîte de vitesses entre les essieux entraînés d'un véhicule à moteur
DE3600874C1 (de) * 1986-01-15 1987-04-02 Daimler Benz Ag Planetenraeder-Verteilergetriebe fuer den Antrieb von zwei Fahrzeugachsen eines Kraftfahrzeuges
DE3734841C1 (de) * 1986-10-21 1988-04-14 Steyr Daimler Puch Ag Antriebsanordnung fuer allradgetriebene Kraftfahrzeuge
EP0369124A2 (fr) * 1988-10-15 1990-05-23 Dr.Ing.h.c. F. Porsche Aktiengesellschaft Transmission à quatre roues motrices pour véhicule automobile
US20030216209A1 (en) * 2002-05-16 2003-11-20 Mircea Gradu Active torque bias system and controls
WO2004011295A1 (fr) * 2002-07-31 2004-02-05 The Timken Company Couplage hydraulique de division du couple entre la transmission et l'essieu moteur secondaire avec la modulation du couple et capacites de blocage
EP1400389A2 (fr) * 2002-09-20 2004-03-24 Fuji Jukogyo Kabushiki Kaisha Dispositif de commande de distribution de puissance d'entraínement de véhicule
DE10237437B3 (de) * 2002-08-16 2004-03-25 Audi Ag Antriebsanordnung für allradgetriebene Kraftfahrzeuge
DE10318332A1 (de) * 2003-02-06 2004-09-30 Audi Ag Antriebsvorrichtung
DE102004039266A1 (de) * 2004-08-13 2006-02-23 Audi Ag Antriebaggregat für Kraftfahrzeuge
US20060052198A1 (en) 2004-09-08 2006-03-09 Namuduri Chandra S Torque vectoring differential for controlling vehicle stability

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10111257B4 (de) * 2001-03-09 2013-10-31 Burani Consulting Limited Liability Company Kraftfahrzeug-Antriebsstrang
EP1445139A1 (fr) * 2003-02-06 2004-08-11 Audi Ag Dispositif d'entraínement

Patent Citations (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3533142A1 (de) * 1984-10-01 1986-04-10 Steyr-Daimler-Puch Ag, Wien Antriebsanordnung fuer ein kraftfahrzeug
EP0216749A1 (fr) * 1985-09-13 1987-04-01 STEYR-DAIMLER-PUCH Aktiengesellschaft Boîte de vitesses entre les essieux entraînés d'un véhicule à moteur
DE3600874C1 (de) * 1986-01-15 1987-04-02 Daimler Benz Ag Planetenraeder-Verteilergetriebe fuer den Antrieb von zwei Fahrzeugachsen eines Kraftfahrzeuges
DE3734841C1 (de) * 1986-10-21 1988-04-14 Steyr Daimler Puch Ag Antriebsanordnung fuer allradgetriebene Kraftfahrzeuge
EP0369124A2 (fr) * 1988-10-15 1990-05-23 Dr.Ing.h.c. F. Porsche Aktiengesellschaft Transmission à quatre roues motrices pour véhicule automobile
US20030216209A1 (en) * 2002-05-16 2003-11-20 Mircea Gradu Active torque bias system and controls
WO2004011295A1 (fr) * 2002-07-31 2004-02-05 The Timken Company Couplage hydraulique de division du couple entre la transmission et l'essieu moteur secondaire avec la modulation du couple et capacites de blocage
DE10237437B3 (de) * 2002-08-16 2004-03-25 Audi Ag Antriebsanordnung für allradgetriebene Kraftfahrzeuge
EP1400389A2 (fr) * 2002-09-20 2004-03-24 Fuji Jukogyo Kabushiki Kaisha Dispositif de commande de distribution de puissance d'entraínement de véhicule
DE10318332A1 (de) * 2003-02-06 2004-09-30 Audi Ag Antriebsvorrichtung
DE102004039266A1 (de) * 2004-08-13 2006-02-23 Audi Ag Antriebaggregat für Kraftfahrzeuge
US20060052198A1 (en) 2004-09-08 2006-03-09 Namuduri Chandra S Torque vectoring differential for controlling vehicle stability

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Publication number Publication date
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