WO2013186076A1 - Power transmission unit with integrated interrupter system - Google Patents

Power transmission unit with integrated interrupter system Download PDF

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Publication number
WO2013186076A1
WO2013186076A1 PCT/EP2013/061409 EP2013061409W WO2013186076A1 WO 2013186076 A1 WO2013186076 A1 WO 2013186076A1 EP 2013061409 W EP2013061409 W EP 2013061409W WO 2013186076 A1 WO2013186076 A1 WO 2013186076A1
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WO
WIPO (PCT)
Prior art keywords
power transmission
transmission unit
spur gear
sliding sleeve
dcu
Prior art date
Application number
PCT/EP2013/061409
Other languages
German (de)
French (fr)
Inventor
Thomas Papst
Original Assignee
Magna Powertrain Ag & Co 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 Magna Powertrain Ag & Co Kg filed Critical Magna Powertrain Ag & Co Kg
Priority to DE112013002891.3T priority Critical patent/DE112013002891A5/en
Publication of WO2013186076A1 publication Critical patent/WO2013186076A1/en

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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
    • 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
    • B60K17/02—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of clutch
    • 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
    • B60K17/348—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having differential means for driving one set of wheels, e.g. the front, at one speed and the other set, e.g. the rear, at a different speed
    • B60K17/35—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having differential means for driving one set of wheels, e.g. the front, at one speed and the other set, e.g. the rear, at a different speed including arrangements for suppressing or influencing the power transfer, e.g. viscous clutches
    • 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
    • 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
    • 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
    • F16D11/00—Clutches in which the members have interengaging parts
    • F16D11/14—Clutches in which the members have interengaging parts with clutching members movable only axially
    • 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
    • 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
    • F16D23/00—Details of mechanically-actuated clutches not specific for one distinct type
    • F16D23/12—Mechanical clutch-actuating mechanisms arranged outside the clutch as such
    • F16D2023/123—Clutch actuation by cams, ramps or ball-screw mechanisms

Definitions

  • the invention relates to a power transmission unit with integrated breaker system for a motor vehicle according to the type of claim 1.
  • the drive motor produces - eg. an internal combustion engine - one axle permanently driven. Accordingly, the engine is connected via a transmission with the drive axle.
  • the coupling of a disconnect unit is designed as a form-locking coupling, by which the further drive axle is switched on or off.
  • a synchronization may be provided, so that the positive coupling takes place only when the parts to be coupled have the same, approximately the same speed.
  • the object of the present invention is to propose a power transmission unit in relation to the known solutions of improved design.
  • the inventive solution consists in particular of an integration of the disconnect system in the power transmission of the Vorderachsabtriebs, wherein the input shaft of the power transmission device is coaxial with the front axle.
  • the power transmission device has a spur gear that engages the teeth on a differential cage, the ' "Final Drive Gear”. This toothing on the differential gear is used for the output from the main gearbox to Vorderachsdifferential.
  • the disconnect mechanism is designed as a form-locking coupling, in which a sliding sleeve form-fit - in the manner of a dog clutch - cooperates with another shaft part, can be pushed onto this.
  • the sliding sleeve is engaged by a spring element in the direction of domes and moved by an actuator in the direction of uncoupling.
  • the actuating device is a sector nut, an element which is engaged by an actuator into a shaft which is driven by the thread of the input shaft and which is driven directly by the engine, the transmission of the vehicle.
  • the thread runs in the direction of the slope in such a way that the element engaged by the actuator is displaced by the sector nut in the direction of decoupling the sliding sleeve.
  • the coupling is thus decoupled via the thread - against the spring force which presses the sliding or coupling sleeve in the coupling direction.
  • the solution saves space and weight, since the thread and the sector nut are constructed separately from the dog clutch.
  • the claw coupling is located directly between the spur gear and the drive train. Thus, the performance-leading path is very short.
  • the power transmission device can be pre-assembled, adjusted and tested.
  • the storage of the drive input shaft of the power transmission device takes place in an open structure, which can be inserted into the main housing of the transmission.
  • FIG. 1 shows the drive system of a motor vehicle with permanent front-wheel drive and a switchable, acting on the rear wheels rear-wheel drive.
  • An internal combustion engine VM acts on the wheels of a front axle VA via an automatic or manually shiftable transmission G as well as a front axle differential DVA.
  • the front axle VA is thus permanently driven.
  • the front axle differential DVA is coupled with a DCU disconnect unit, a transmission (power transmission PTU) with a clutch.
  • the clutch integrated in the DCU disconnect unit is used to forward the drive torque to the rear axle HA.
  • the disconnect unit DCU has an angle drive WG, which is connected to a drive shaft AW.
  • the drive shaft AW drives the wheels of the rear axle HA in a manner known per se via a further angle drive and a rear-wheel coupling HK together with a downstream rear-axle differential DHA.
  • the rear axle HK is designed as a multi-plate clutch and allows a continuously metered torque transmission.
  • the drive torque transmitted to the rear axle HA can be set and, in particular, the drive shaft AW can be released when the clutch of the DCU disconnect unit is open. This then does not rotate with pure front wheel operation, which prevents power losses.
  • the coupling in the disconnect unit, the rear axle coupling HK are activated by a controller, not shown, and communicate with it via Leitunbgen, a bus system.
  • FIG. 2 shows the components of the disconnect unit DCU and the parts interacting with this unit in detail.
  • the Vorderachsdifferential DVA has a spur gear SR! On, which cooperates with a spur SR2 of the DCC disconnect unit.
  • the transmission G drives the front axle differential DVA via the spur gear SR1.
  • the front axle differential DVA distributes the drive power to the propeller shafts of the front axle VR.
  • the second spur gear SR2 can be coupled via a switchable clutch KDCU to the angular gear WG of the drive shaft AW.
  • Angular gear WG together with the clutch KDCU and the spur gear SR2 are arranged in a housing GH DCU, which may be part of the transmission G.
  • the spur gear R2 with the clutch KDCU are in turn arranged in a housing GH DCU, which is designed to be preassembled and the disconnect unit is mounted, tested and preset into the housing GH.
  • a bevel gear KR of the Winch operation WG is rotatably supported by two tapered roller bearings in the housing GH DCU, the carrier of the DCU disconnect unit.
  • the spur gear SR2 On the shank of the bevel gear KR designed as a hollow shaft sits mounted bar the spur gear SR2, which has a thread GWG to the left of the toothed area. Thread GWG and spur gear SR2 are made in one piece. Rotationally fixed on the shank of the bevel gear KR sits axially displaceable a sliding sleeve SM.
  • the sliding sleeve SM On the side facing the spur gear SR2, the sliding sleeve SM has a coupling structure KT which interacts in a form-fitting manner with a corresponding structure of the spur gear SR2 (its flank).
  • the axially movable sliding sleeve SM and the spur gear SR2 form the coupling KDCU the DCC disconnect unit.
  • the sliding sleeve SM is pressed by a spring F in the axial direction against the spur gear SR2.
  • the clutch KDCU is thereby closed, the bevel gear KR with the spur gear SR2 coupled ( Figure 3).
  • An operating lever BH is pivotally connected to the upper end of a sliding fork SM comprehensive shift fork SG.
  • the shift fork SG is mounted with its lower end pivotable about a mounted in the housing GH DCU bearing axis LA.
  • the operating lever BH acts on the joint during a displacement in the axial direction (axis bevel gear KR) on the shift fork SG such on the sliding sleeve SM that thereby this can be moved on the shank of the bevel gear KR.
  • the sliding sleeve SM is rotatable relative to the shift fork SG and is axially displaced during a pivoting movement of the shift fork SG.
  • the free end of the operating lever BH - this extends in the axial direction of the shaft of the bevel gear KR - has a designed as a sector mother SMG fitting, which is formed corresponding to the thread GWG of the spur gear SR2 and by pivoting the operating lever BH into engagement with the thread GWG is brought.
  • the actuating lever BH, the sector mother SMG is associated with an electrically actuated actuator AK acting on an electromagnetically moving plunger and a housing side pivotally mounted guide lever FH on the operating lever BH and so the sector mother SMG.
  • the housing-side pivot bearing of the guide lever FH coincides almost with the joint of shift fork SG and lever BH together.
  • the end of the guide lever FH is pivotally connected to the end of the linearly movable plunger of the actuator AK.
  • Im coupled Condition - Figure 3 - is the sector nut SMG not engaged with the thread GWG - the sliding sleeve SM is in engagement with the spur SR2 - caused by the force of the spring F.
  • the thread GWG runs in the direction of rotation of the spur gear SR2 (in the drive direction of the vehicle ) forward in such a way that the sector nut SMG engaging in the encircling thread GWG by actuation of the actuator AK shifts the sliding sleeve SM to the right in the direction of releasing the clutch KDCU - contrary to the force of the spring F.
  • the sector nut SMG, the operating lever BH have been moved so far to the right - in the disengaging direction until the end of the guide lever FH - a molded at the bottom paragraph - engages in a locking shoulder RA of the sector mother SMG.
  • PTU Power Transmission System

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Mechanical Operated Clutches (AREA)
  • Arrangement And Mounting Of Devices That Control Transmission Of Motive Force (AREA)

Abstract

A power transmission unit for a motor vehicle is described, in which a drive torque of a drive motor is supplied to a first axle (VA) driving the drive wheels, and the drive torque can be supplied via a power transmission unit, a disconnect unit (DCU), to a further axle (HA), the disconnect unit (DCU) having a switchable form-fit coupling (KT), wherein the drive torque supplied to the disconnect unit (DCU) is introduced by a spur wheel (SR1) driven by the first axle (VA).

Description

Kraftübertragungseinheit mit integriertem Unterbrechersystem  Power transmission unit with integrated breaker system
Die Erfindung betrifft eine Kraftübertragungseinheit mit integriertem Unterbrecher- System für ein Kraftfahrzeug nach der Art von Anspruch 1. The invention relates to a power transmission unit with integrated breaker system for a motor vehicle according to the type of claim 1.
Bei Kraftfahrzeugen mit zuschaltbarem Vierradantrieb wird vom Antriebsmotor her - z.b. ein Verbrennungsmotor - eine Achse permanent angetrieben. Entsprechend ist der Motor über ein Getriebe mit der Antriebsachse verbunden. Das Zuschalten der Räder der zweiten Achse erfolgt über eine Disconnect-Einheit, über eine schaltbare Kupplung, vermittels der und eine Welle die Räder der zweiten Achse angetrieben werden. For motor vehicles with shiftable four-wheel drive, the drive motor produces - eg. an internal combustion engine - one axle permanently driven. Accordingly, the engine is connected via a transmission with the drive axle. The connection of the wheels of the second axis via a disconnect unit, via a switchable coupling, by means of which and a shaft, the wheels of the second axis are driven.
Die Kupplung einer Disconnect-Einheit ist als formschlüssige Kupplung ausgebil- det, durch die die weitere Antriebsachse zu- bzw. abgeschaltet wird. Zusätzlich kann auch eine Synchronisierung vorgesehen sein, so dass die formschlüssige Kopplung erst erfolgt, wenn die zu kuppelnden Teile die gleiche, annähernd gleiche Drehzahl aufweisen. Die Aufgabe der vorliegenden Erfindung besteht darin, eine Kraftübertragungseinheit in gegenüber den bekannten Lösungen verbesserter Ausführung vorzuschlagen. The coupling of a disconnect unit is designed as a form-locking coupling, by which the further drive axle is switched on or off. In addition, a synchronization may be provided, so that the positive coupling takes place only when the parts to be coupled have the same, approximately the same speed. The object of the present invention is to propose a power transmission unit in relation to the known solutions of improved design.
Diese Aufgabe wird gelöst durch die Merkmale des Vorrichtungsanspruches. Wei- terbildungen ergeben sich aus den Unteransprüchen. This object is achieved by the features of the device claim. References emerge from the subclaims.
Die erfindungsgemäße Lösung besteht insbesondere aus einer Integration des Disconnect-Systems in die Kraftübertragungseinrichtung des Vorderachsabtriebs, wobei die Eintriebswelle der Kraftübertragungseinrichtung koaxial zur Vorderachse sitzt. Die Kraftübertragungseinrichtung besitzt ein Stirnrad, dass in die Verzahnung an einem Differenzialkorb, am '"Final Drive Gear" eingreift. Diese Verzahnung am Differenzialrad wird für den Abtrieb vom Hauptgetriebe aufs Vorderachsdifferential genutzt. Der Disconnect-Mechanismus ist als eine formschlüssige Kupplung ausgebildet, bei der eine Schiebemuffe formschlüssig - nach Art einer Dog Clutch - mit einem weiteren Wellenteil zusammenwirkt, auf diesen aufschiebbar ist. Die Schiebemuffe wird durch ein Federelement in Richtung Kuppeln eingerückt und durch eine Betätigungseinrichtung in Richtung Entkuppeln verschoben. Bei der Betätigungseinrich- tung handelt es sich um eine Sektormutter, ein Element, welches über einen Aktu- ator in Eingriff in ein mit einem Gewinde der Eingangswelle, der direkt vom Motor, dem Getriebe des Fahrzeuges angetriebenen Welle gebracht wird. Das Gewinde verläuft im Steigungssinne derart, dass das durch den Aktuator eingerückte Element, durch die Sektormutter die Schiebemuffe in Richtung Entkoppeln verscho- ben wird. Die Kupplung wird also über das Gewinde entkoppelt - entgegen der Federkraft, welche die Schiebe- bzw. Kupplungsmuffe in Koppelrichtung drückt. The inventive solution consists in particular of an integration of the disconnect system in the power transmission of the Vorderachsabtriebs, wherein the input shaft of the power transmission device is coaxial with the front axle. The power transmission device has a spur gear that engages the teeth on a differential cage, the ' "Final Drive Gear". This toothing on the differential gear is used for the output from the main gearbox to Vorderachsdifferential. The disconnect mechanism is designed as a form-locking coupling, in which a sliding sleeve form-fit - in the manner of a dog clutch - cooperates with another shaft part, can be pushed onto this. The sliding sleeve is engaged by a spring element in the direction of domes and moved by an actuator in the direction of uncoupling. The actuating device is a sector nut, an element which is engaged by an actuator into a shaft which is driven by the thread of the input shaft and which is driven directly by the engine, the transmission of the vehicle. The thread runs in the direction of the slope in such a way that the element engaged by the actuator is displaced by the sector nut in the direction of decoupling the sliding sleeve. The coupling is thus decoupled via the thread - against the spring force which presses the sliding or coupling sleeve in the coupling direction.
Die Lösung ist platz- und gewichtsparend, da das Gewinde und die Sektormutter getrennt von der Klauenkupplung aufgebaut sind. Die Klauenkupplung befindet sich direkt zwischen Stirnrad und Triebsatz. Somit ist der leistungsführende oder momentenführende Pfad sehr kurz. The solution saves space and weight, since the thread and the sector nut are constructed separately from the dog clutch. The claw coupling is located directly between the spur gear and the drive train. Thus, the performance-leading path is very short.
Die Kraftübertragungseinrichtung kann vormontiert, eingestellt und geprüft werden. Die Lagerung der Triebsatz-Eintriebs-Welle der Kraftübertragungseinrichtung er- folgt in einer offenen Struktur, die in das Hauptgehäuse des Getriebes eingeschoben werden kann. Um den Treibsatz und die Abtriebswelle ist dann ein weiteres Gehäuse angeordnet. The power transmission device can be pre-assembled, adjusted and tested. The storage of the drive input shaft of the power transmission device takes place in an open structure, which can be inserted into the main housing of the transmission. To the propellant charge and the output shaft then another housing is arranged.
Des Weiteren erfolgt die Erläuterung eines Ausführungsbeispiels der Erfindung an Hand der Zeichnungen. Furthermore, the explanation of an embodiment of the invention with reference to the drawings.
Figur 1 zeigt das Antriebssystem eines Kraftfahrzeuges mit permanenten Vorderradantrieb und einem zuschaltbaren, auf die Hinterräder wirkenden Heckantrieb. Ein Verbrennungsmotor VM wirkt über ein automatisches oder manuell schaltbares Getriebe G sowie ein Vorderachsdifferential DVA auf die Räder einer Vorderachse VA. Die Vorderachse VA ist somit permanent angetrieben. Das Vorderachsdifferential DVA ist mit einer Disconnect-Unit DCU, einem Getriebe (Kraftübertragungseinrichtung PTU) mit Schaltkupplung gekoppelt. Über die in der Disconnect-Unit DCU integrierte Kupplung erfolgt die Weiterleitung des Antriebsmomentes auf die Hinterachse HA. Dazu weist die Disconnect-Unit DCU einen Winkeltrieb WG auf, der mit einer Antriebswelle AW verbunden ist. Die Antriebswelle AW treibt in an sich bekannter Weise über einen weiteren Winkeltrieb und eine Hinterradkupplung HK nebst nachgeschaltetem Hinterachsdifferential DHA die Räder der Hinterachse HA. Die Hinterachskupplung HK ist als eine Mehrscheibenkupplung ausgebildet und ermöglicht eine kontinuierlich dosierbare Momentenübertragung. So kann das auf die Hinterachse HA übertragene An- triebsmoment eingestellt und insbesondere die Antriebswelle AW bei geöffneter Kupplung der Disconnect-Unit DCU frei geschaltet werden. Diese dreht dann bei reinem Vorderradbetrieb nicht mit, was Leistungsverluste verhindert. Die Kupplung in der Disconnect-Unit, die Hinterachskupplung HK werden durch eine nicht dargestellte Steuerung aktiviert und stehen mit dieser über Leitunbgen, ein Bus- System in Verbindung. Figure 1 shows the drive system of a motor vehicle with permanent front-wheel drive and a switchable, acting on the rear wheels rear-wheel drive. An internal combustion engine VM acts on the wheels of a front axle VA via an automatic or manually shiftable transmission G as well as a front axle differential DVA. The front axle VA is thus permanently driven. The front axle differential DVA is coupled with a DCU disconnect unit, a transmission (power transmission PTU) with a clutch. The clutch integrated in the DCU disconnect unit is used to forward the drive torque to the rear axle HA. For this purpose, the disconnect unit DCU has an angle drive WG, which is connected to a drive shaft AW. The drive shaft AW drives the wheels of the rear axle HA in a manner known per se via a further angle drive and a rear-wheel coupling HK together with a downstream rear-axle differential DHA. The rear axle HK is designed as a multi-plate clutch and allows a continuously metered torque transmission. Thus, the drive torque transmitted to the rear axle HA can be set and, in particular, the drive shaft AW can be released when the clutch of the DCU disconnect unit is open. This then does not rotate with pure front wheel operation, which prevents power losses. The coupling in the disconnect unit, the rear axle coupling HK are activated by a controller, not shown, and communicate with it via Leitunbgen, a bus system.
Figur 2 zeigt die Komponenten der Disconnect-Unit DCU sowie die mit dieser Einheit zusammenwirkenden Teile im Detail. Das Vorderachsdifferential DVA weist ein Stirnrad SR! Auf, welches mit einem Stirnrad SR2 der Disconnect-Unit DCU zusammenwirkt. Das Getriebe G treibt das Vorderachsdifferential DVA über das Stirnrad SR1 . In bekannter Weise verteilt das Vorderachsdifferential DVA die Antriebsleistung auf die Gelenkwellen der Vorderachse VR. FIG. 2 shows the components of the disconnect unit DCU and the parts interacting with this unit in detail. The Vorderachsdifferential DVA has a spur gear SR! On, which cooperates with a spur SR2 of the DCC disconnect unit. The transmission G drives the front axle differential DVA via the spur gear SR1. In a known manner, the front axle differential DVA distributes the drive power to the propeller shafts of the front axle VR.
Das zweite Stirnrad SR2 ist über eine schaltbare Kupplung KDCU mit dem Win- kelgetriebe WG der Antriebswelle AW koppelbar. Winkelgetriebe WG nebst der Kupplung KDCU sowie dem Stirnrad SR2 sind in einem Gehäuse GH DCU angeordnet, welches Teil des Getriebes G sein kann. Das Stirnrad R2 mit der Kupplung KDCU sind ihrerseits in einem Gehäuse GH DCU angeordnet, welches vormontierbar ausgebildet ist und die Disconnect-Unit so montiert, geprüft und voreinge- stellt in das Gehäuse GH eingesetzt wird. The second spur gear SR2 can be coupled via a switchable clutch KDCU to the angular gear WG of the drive shaft AW. Angular gear WG together with the clutch KDCU and the spur gear SR2 are arranged in a housing GH DCU, which may be part of the transmission G. The spur gear R2 with the clutch KDCU are in turn arranged in a housing GH DCU, which is designed to be preassembled and the disconnect unit is mounted, tested and preset into the housing GH.
In Figur 3 sowie den weiteren Figuren ist die Disconnect-Unit DCU detailiert wiedergegeben. Ein Kegelrad KR des Winkeigetriebs WG ist über zwei Kegelrollenlager drehbar in dem Gehäuse GH DCU, dem Träger der Disconnect-Unit DCU ge- lagert. Auf dem als Hohlwelle ausgeführten Schaft des Kegelrades KR sitzt dreh- bar gelagert das Stirnrad SR2, welches links neben dem verzahnten Bereich einen Gewindegang GWG aufweist. Gewindegang GWG und Stirnrad SR2 sind einteilig ausgeführt. Drehfest auf dem Schaft des Kegelrades KR sitzt axial verschiebbar eine Schiebemuffe SM. Die Schiebemuffe SM weist auf der zum Stirnrad SR2 gewandten Flanke eine mit einer entsprechenden Struktur des Stirnrades SR2 (dessen Flanke) formschlüssig zusammenwirkende Kupplungsstrukturierung KT auf. Die axial verschiebbare Schiebemuffe SM und das Stirnrad SR2 bilden die Kupplung KDCU der Disconnect-Unit DCU. In Figure 3 and the other figures, the disconnect unit DCU is reproduced in detail. A bevel gear KR of the Winch operation WG is rotatably supported by two tapered roller bearings in the housing GH DCU, the carrier of the DCU disconnect unit. On the shank of the bevel gear KR designed as a hollow shaft sits mounted bar the spur gear SR2, which has a thread GWG to the left of the toothed area. Thread GWG and spur gear SR2 are made in one piece. Rotationally fixed on the shank of the bevel gear KR sits axially displaceable a sliding sleeve SM. On the side facing the spur gear SR2, the sliding sleeve SM has a coupling structure KT which interacts in a form-fitting manner with a corresponding structure of the spur gear SR2 (its flank). The axially movable sliding sleeve SM and the spur gear SR2 form the coupling KDCU the DCC disconnect unit.
Die Schiebemuffe SM wird über eine Feder F in Achsrichtung gegen das Stirnrad SR2 gedrückt. Die Kupplung KDCU ist dadurch geschlossen, das Kegelrad KR mit dem Stirnrad SR2 gekoppelt (Figur 3). Ein Betätigungshebel BH ist gelenkig mit dem oberen Ende einer die Schiebemuffe SM umfassenden Schaltgabel SG verbunden. Die Schaltgabel SG ist mit ihrem unteren Ende schwenkbar um eine im Gehäuse GH DCU angebrachte Lagerachse LA gelagert. Der Betätigungshebel BH wirkt über das Gelenk bei einer Verschiebung in Achsrichtung (Achse Kegelrad KR) über die Schaltgabel SG derartig auf die Schiebemuffe SM, dass dadurch diese auf dem Schaft des Kegelrades KR verschoben werden kann. Die Schiebemuffe SM ist drehbar gegenüber der Schaltgabel SG und wird bei einer Schwenkbewegung der Schaltgabel SG axial verschoben. The sliding sleeve SM is pressed by a spring F in the axial direction against the spur gear SR2. The clutch KDCU is thereby closed, the bevel gear KR with the spur gear SR2 coupled (Figure 3). An operating lever BH is pivotally connected to the upper end of a sliding fork SM comprehensive shift fork SG. The shift fork SG is mounted with its lower end pivotable about a mounted in the housing GH DCU bearing axis LA. The operating lever BH acts on the joint during a displacement in the axial direction (axis bevel gear KR) on the shift fork SG such on the sliding sleeve SM that thereby this can be moved on the shank of the bevel gear KR. The sliding sleeve SM is rotatable relative to the shift fork SG and is axially displaced during a pivoting movement of the shift fork SG.
Das freie Ende des Betätigungshebels BH - dieser erstreckt sich in Achsrichtung der Welle des Kegelrades KR - weist ein als Sektormutter SMG ausgebildetes Formstück auf, welches korrespondierend zu dem Gewindegang GWG des Stirnrades SR2 ausgebildet ist und durch Verschwenken des Betätigungshebels BH in Eingriff mit dem Gewindegang GWG gebracht wird. Dem Betätigungshebel BH, der Sektormutter SMG ist ein elektrisch betätigbarer Aktuator AK zugeordnet, der über einen elektromagnetisch bewegten Stößel und einen gehäuseseitig schwenkbar gelagerten Führungshebel FH auf den Betätigungshebel BH und so die Sektormutter SMG einwirkt. Die gehäuseseitige Schwenklagerung des Führungshebels FH fällt nahezu mit dem Gelenk von Schaltgabel SG und Betätigunghebel BH zusammen. Das Ende des Führungshebels FH ist gelenkig mit dem En- de des linear beweglichen Stößel des Aktuators AK verbunden. Im Gekuppelten Zustand - Figur 3 - ist die Sektormutter SMG nicht in Eingriff mit dem Gewindegang GWG - die Schiebemuffe SM ist in Eingriff mit dem Stirnrad SR2 - bewirkt durch die Kraft der Feder F. Der Gewindegang GWG verläuft in Drehrichtung des Stirnrades SR2 (in Antriebsrichtung des Fahrzeuges) vorwärts derartig, so dass die durch Betätigung des Ak- tuators AK (Stößels) in den umlaufenden Gewindegang GWG eingreifende Sektormutter SMG die Schiebemuffe SM nach rechts in Richtung Lösen der Kupplung KDCU verschiebt - entgegen der Kraft der Feder F. Figur 4 zeigt die in den Ge- windegang GWG eingreifende Sektormutter SMG. The free end of the operating lever BH - this extends in the axial direction of the shaft of the bevel gear KR - has a designed as a sector mother SMG fitting, which is formed corresponding to the thread GWG of the spur gear SR2 and by pivoting the operating lever BH into engagement with the thread GWG is brought. The actuating lever BH, the sector mother SMG is associated with an electrically actuated actuator AK acting on an electromagnetically moving plunger and a housing side pivotally mounted guide lever FH on the operating lever BH and so the sector mother SMG. The housing-side pivot bearing of the guide lever FH coincides almost with the joint of shift fork SG and lever BH together. The end of the guide lever FH is pivotally connected to the end of the linearly movable plunger of the actuator AK. Im coupled Condition - Figure 3 - is the sector nut SMG not engaged with the thread GWG - the sliding sleeve SM is in engagement with the spur SR2 - caused by the force of the spring F. The thread GWG runs in the direction of rotation of the spur gear SR2 (in the drive direction of the vehicle ) forward in such a way that the sector nut SMG engaging in the encircling thread GWG by actuation of the actuator AK shifts the sliding sleeve SM to the right in the direction of releasing the clutch KDCU - contrary to the force of the spring F. FIG the thread GWG intervening sector mother SMG.
Gemäß Figur 5 wurde durch die Drehung des Stirnrades SR2 mit dem Gewindegang GWG die Sektormutter SMG nach rechts verschoben - über den Betätigungshebel BH und das Gelenk hat die Schaltgabel SG die Schiebemuffe SM aus der Verbindung mit dem Stirnrad SR2 ausgerückt - die Kupplung KDCU ist ausgekuppelt. Das freie Ende des Betätigungshebels BH, die Sektormutter SMG gleitet hierbei an der Unterseite des vom Stößel des Aktuators AK heruntergedrückten Führungshebels FH. In Figur 6 ist das Ende des Ausrückvorganges der Kupplung KDCU dargestellt. Die Sektormutter SMG, Der Betätigungshebel BH wurden soweit nach rechts verschoben - in Ausrückrichtung, bis das Ende des Führungshebels FH - ein an der Unterseite angeformter Absatz - in einen Rastabsatz RA der Sektormutter SMG eingreift. Dies bewirkt einerseits das Ausrücken der Sektormutter SMG aus dem Gewindegang GWG, anderseits das Verrasten des Betätigungshebels BH - dieser, die Schaltgabel SG sowie die Schiebemuffe SM, bleiben entgegen der Federkraft in der ausgerückten Position. According to Figure 5, the sector nut SMG has been moved to the right by the rotation of the spur gear SR2 with the thread GWG - on the operating lever BH and the joint, the shift fork SG has disengaged the sliding sleeve SM from the connection with the spur gear SR2 - the clutch KDCU is disengaged. The free end of the operating lever BH, the sector mother SMG slides on the underside of the pressed down by the plunger of the actuator AK guide lever FH. In Figure 6, the end of the disengagement of the clutch KDCU is shown. The sector nut SMG, the operating lever BH have been moved so far to the right - in the disengaging direction until the end of the guide lever FH - a molded at the bottom paragraph - engages in a locking shoulder RA of the sector mother SMG. This causes one hand, the disengagement of the sector mother SMG from the thread GWG, on the other hand, the locking of the operating lever BH - this, the shift fork SG and the sliding sleeve SM, remain against the spring force in the disengaged position.
Wird in der Stellung gemäß Figur 6 die Beaufschlagung des Aktuators AK been- det, so fährt der Stößel ein, der Führungshebel FH gibt die Verrastung des Rastabsatzes RA frei, die Federkraft drückt die Schiebemuffe SM wieder in die gekuppelte Stellung, die Sektormutter SMG nebst Betätigungshebel BH gehen in die Ausgangsstellung zurück - Figur 3. Die Kupplung KT, KDCU ist wieder eingerückt - Stirnrad SR2 und Kegelrad KR sind gekoppelt. Bezugszeichenliste If the actuation of the actuator AK is ended in the position according to FIG. 6, the plunger retracts, the guide lever FH releases the latching of the locking shoulder RA, the spring force pushes the sliding sleeve SM back into the coupled position, the sector nut SMG together with the actuating lever BH return to the initial position - Figure 3. The clutch KT, KDCU is engaged again - spur gear SR2 and bevel gear KR are coupled. LIST OF REFERENCE NUMBERS
VM Verbrennungsmotor VM internal combustion engine
G Getriebe G gearbox
VA Vorderachse  Front axle VA
DVA Differential Vorderachse, Vorderachsdifferential DVA differential front axle, front axle differential
DCU Disconnect-Unit, Kraftübertragungseinrichtung (PTU)DCU Disconnect Unit, Power Transmission System (PTU)
WG Winkelgetriebe WG angular gear
AW Antriebswelle AW drive shaft
HA Hinterachse  Rear axle HA
HK Hinterradkupplung  HK rear wheel clutch
DHA Differential Hinterachse, Hinterachsdifferential DHA differential rear axle, rear axle differential
KT, KDCU Kupplung Disconnect-Unit KT, KDCU coupling disconnect unit
GH DCU Gehäuse Disconnect-Unit, Träger, BaugruppenträgerGH DCU Housing Disconnect Unit, Carrier, Subrack
GH Gehäuse - Disconnect-Unit, Winkelgetriebe GH housing - Disconnect unit, angle gear
SR1 Stirnrad  SR1 spur gear
SR2 Stirnrad  SR2 spur gear
KR Kegelrad  KR bevel gear
F Feder F spring
SM Schiebemuffe  SM sliding sleeve
GWG Gewindegang  GWG thread
SMG Sektormutter  SMG sector mother
BH Betätigungshebel  BH operating lever
FH Führungshebel FH guide lever
RA Rastabsatz  RA locking heel
AK Aktuator  AK actuator
LA Lagerachse  LA bearing axis
SG Schaltgabel  SG shift fork

Claims

Ansprüche claims
1 . Kraftübertragungseinheit für ein Kraftfahrzeug, bei welchem ein Antriebsmoment eines Antriebsmotors einer ersten, die Antriebsräder treibenden Achse (VA) zugeführt wird und das Antriebsmoment über eine Kraftübertragungseinheit, eine Disconnect-Unit (DCU) einer weiteren Achse (HA) zuführbar ist, wobei die Dis- connect-Unit (DCU) eine schaltbare, formschlüssige Kupplung (KT) aufweist, wobei das der Disconnect-Unit (DCU) zugeführte Antriebsmoment über ein von der ersten Achse (VA) getriebenes Stirnrad (SR1 ) eingeleitet wird. 1 . Power transmission unit for a motor vehicle, in which a drive torque of a drive motor of a first, the drive wheels driving axle (VA) is supplied and the drive torque via a power transmission unit, a Disconnect Unit (DCU) of another axis (HA) can be fed, the Dis- connect unit (DCU) has a switchable, positive clutch (KT), wherein the drive unit of the disconnect unit (DCU) supplied via a drive input from the first axis (VA) spur gear (SR1) is initiated.
2. Kraftübertragungseinheit nach Anspruch 1 , 2. Power transmission unit according to claim 1,
das von der ersten Achse (VA) getriebene Stirnrad (SR1 ) wirkt mit einem zweiten Stirnrad (SR2) zusammen, welches mit einem Teil der Kupplung (KT) der Dis- connect-Unit (DCU) verbunden ist. the spur gear (SR1) driven by the first axis (VA) cooperates with a second spur gear (SR2), which is connected to a part of the coupling (KT) of the disconnection unit (DCU).
3. Kraftübertragungseinheit nach Anspruch 1 oder 2, 3. Power transmission unit according to claim 1 or 2,
die Kupplung (KT) ist gebildet durch eine axial verschiebbar gelagerte Schie- bemuffe (SM), welche mit einem von dem ersten Stirnrad (SR1 ) getriebenen Bauteil, insbesondere dem zweiten Stirnrad (SR2), durch die Kraft einer Feder (F) formschlüssig kuppelnd zusammenwirkt. The coupling (KT) is formed by an axially displaceably mounted sliding sleeve (SM) which positively couples with a component driven by the first spur gear (SR1), in particular the second spur gear (SR2), by the force of a spring (F) interacts.
4. Kraftübertragungseinheit wenigstens nach Anspruch 1 , 4. Power transmission unit at least according to claim 1,
die Schiebemuffe (SM) ist über eine gehäusefest verschwenkbar gelagerte Schaltgabel (SG) betätigbar, wobei die Schaltgabel (SG) und die Schiebemuffe (SM) drehbeweglich gekoppelt sind. the sliding sleeve (SM) can be actuated via a shift fork (SG) which is mounted pivotably fixed to the housing, wherein the shift fork (SG) and the sliding sleeve (SM) are coupled in a rotationally movable manner.
5. Kraftübertragungseinheit wenigstens nach Anspruch 1 , 5. Power transmission unit at least according to claim 1,
die Schaltgabel (SG) ist über einen gelenkig verbundenen Betätigungshebel (BH), der sich im Wesentlichen in Achsrichtung, der Bewegungsrichtung der Schiebemuffe (SM) erstreckt, betätigbar. the shift fork (SG) is operable via a hinged operating lever (BH) extending substantially in the axial direction of the direction of movement of the sliding sleeve (SM).
6. Kraftübertragungseinheit wenigstens nach Anspruch 1 , 6. Power transmission unit at least according to claim 1,
der Betätigungshebel (BH) weist an seinem schwenkbaren Ende eine korrespondierend zu einem Gewindegang (GWG) des zweiten Stirnrades (SR2) ausgebilde- te und mit dem Gewindegang (GWG) in Eingriff bringbare Sektormutter (SMG) auf, welche bei Eingriff mit dem Gewindegang (GWG) durch die Drehung des Stirnrades (SR2) in Achsrichtung verschiebbar ist. the actuating lever (BH) has at its pivotable end a sector nut (SMG) designed corresponding to a thread (GWG) of the second spur gear (SR2) and engageable with the thread (GWG), which meshes with the thread (GWG). GWG) is displaceable in the axial direction by the rotation of the spur gear (SR2).
7. Kraftübertragungseinheit wenigstens nach Anspruch 1 , 7. Power transmission unit at least according to claim 1,
der Betätigungshebel (BH) ist durch einen zugeordneten Aktuator (AK) betätigbar, durch welchen die Sektormutter (SMG) in Eingriff mit dem Gewindegang (GWG) bringbar ist. the operating lever (BH) is operable by an associated actuator (AK) through which the sector nut (SMG) is engageable with the thread (GWG).
8. Kraftübertragungseinheit wenigstens nach Anspruch 1 , 8. Power transmission unit at least according to claim 1,
der Aktuator (AK) wirkt auf das schwenkbare Ende eines Führungshebels (FH), der mit der dem Aktuator (AK) abgewandten Seite auf den Betätigungshebel (BH) einwirkt. the actuator (AK) acts on the pivotable end of a guide lever (FH) which acts on the actuating lever (BH) with the side facing away from the actuator (AK).
9. Kraftübertragungseinheit wenigstens nach Anspruch 1 , 9. Power transmission unit at least according to claim 1,
Betätigungshebel (BH) und Führungshebel (FH) wirken über einen RastabsatzOperating lever (BH) and guide lever (FH) act via a locking shoulder
(RA) am Betätigungshebel (BH) nach Art einer Sperre, einer Verriegelung derartig zusammen, dass nach Ausrücken der Kupplung (KT), der Schiebemuffe (SM), die Sektormutter (SMG) aus dem Gewindegang (GWG) ausrückt und der ausgerückte Zustand der Schiebemuffe (SM) aufrecht erhalten bleibt. (RA) on the operating lever (BH) in the manner of a lock, a lock together such that after disengagement of the clutch (KT), the sliding sleeve (SM), the sector nut (SMG) from the thread (GWG) disengages and the disengaged state of the Sliding sleeve (SM) is maintained.
10. Kraftübertragungseinheit wenigstens nach Anspruch 1 , 10. Power transmission unit at least according to claim 1,
die durch Stirnrad (SR2) und Schiebemuffe (SM) gebildete Kupplung (KT) ist auf einer Welle eines die Antriebswelle (AW) treibenden Zahnrades, vorzugsweise eines Kegelrades (KR) angeordnet. the clutch (KT) formed by the spur gear (SR2) and the sliding sleeve (SM) is arranged on a shaft of a gearwheel driving the drive shaft (AW), preferably a bevel gear (KR).
1 1. Kraftübertragungseinheit wenigstens nach Anspruch 1 , 1 1. Power transmission unit at least according to claim 1,
das Stirnrad (SR2) ist drehbar und axial fest auf der Welle des die Antriebswelle (AW) treibenden Zahnrades, des Kegelrades (KR) gelagert. the spur gear (SR2) is rotatably and axially fixed on the shaft of the drive shaft (AW) driving gear, the bevel gear (KR) stored.
12. Kraftübertragungseinheit wenigstens nach Anspruch 1 , 12. Power transmission unit at least according to claim 1,
die Schiebemuffe (SM) ist drehfest und axial verschiebbar auf der Welle des die Antriebswelle (AW) treibenden Zahnrades, des Kegelrades (KR) gelagert. the sliding sleeve (SM) is rotatably and axially displaceable on the shaft of the drive shaft (AW) driving gear, the bevel gear (KR) stored.
13. Kraftübertragungseinheit wenigstens nach Anspruch 1 , 13. Power transmission unit at least according to claim 1,
die durch Schiebemuffe (SM), Stirnrad (SR2) nebst der Welle des die Antriebswelle (AW) treibenden Zahnrades (KR) gebildete Disconnect-Unit (DCU) weist ein Gehäuse (GH DCU) auf, welches vormontiert und eingestellt in einem Getriebege- häuse (GH) angeordnet ist. the disconnect unit (DCU) formed by sliding sleeve (SM), spur gear (SR2) together with the shaft of the gearwheel (KR) driving the drive shaft (AW) has a housing (GH DCU) which is preassembled and set in a gear housing (GH) is arranged.
14. Kraftübertragungseinheit wenigstens nach Anspruch 1 , 14. Power transmission unit at least according to claim 1,
das Stirnrad (SR2) der Disconnect-Unit (DCU) wirkt mit einem Stirnrad (SR1 ) des Differentials (DVA) der Vorderachse (VA) zusammen. the spur gear (SR2) of the disconnect unit (DCU) interacts with a spur gear (SR1) of the differential (DVA) of the front axle (VA).
15. Kraftübertragungseinheit wenigstens nach Anspruch 1 , 15. Power transmission unit at least according to claim 1,
die Achsen der Schiebemuffe (SM), des Stirnrades (SR2) sowie die der Welle des die Antriebswelle (AW) treibenden Zahnrades (KR) sind parallel zu der Vorderachse (VA) des Kraftfahrzeuges angeordnet. the axes of the sliding sleeve (SM), the spur gear (SR2) and the shaft of the drive shaft (AW) driving gear (KR) are arranged parallel to the front axle (VA) of the motor vehicle.
PCT/EP2013/061409 2012-06-11 2013-06-03 Power transmission unit with integrated interrupter system WO2013186076A1 (en)

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WO2017005459A1 (en) 2015-07-07 2017-01-12 Magna powertrain gmbh & co kg Clutch assembly and method for decoupling a first sub-region of a powertrain from a second sub-region of the powertrain by means of the clutch assembly
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WO2019191618A1 (en) * 2018-03-29 2019-10-03 Dana Automotive Systems Group, Llc Integrated power source and housing
GB2579198A (en) * 2018-11-23 2020-06-17 Rolls Royce Deutschland Ltd & Co Kg Shaft disconnection

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US9849777B2 (en) 2014-10-08 2017-12-26 Toyota Jidosha Kabushiki Kaisha Vehicle four-wheel drive apparatus
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WO2019191618A1 (en) * 2018-03-29 2019-10-03 Dana Automotive Systems Group, Llc Integrated power source and housing
US11639102B2 (en) 2018-03-29 2023-05-02 Dana Automotive Systems Group, Llc Integrated power source and housing
GB2579198A (en) * 2018-11-23 2020-06-17 Rolls Royce Deutschland Ltd & Co Kg Shaft disconnection

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