WO2022157143A1 - Procédé de fonctionnement d'un ensemble embrayage à crabots, ensemble embrayage à crabots, groupe motopropulseur et véhicule automobile - Google Patents

Procédé de fonctionnement d'un ensemble embrayage à crabots, ensemble embrayage à crabots, groupe motopropulseur et véhicule automobile Download PDF

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Publication number
WO2022157143A1
WO2022157143A1 PCT/EP2022/051001 EP2022051001W WO2022157143A1 WO 2022157143 A1 WO2022157143 A1 WO 2022157143A1 EP 2022051001 W EP2022051001 W EP 2022051001W WO 2022157143 A1 WO2022157143 A1 WO 2022157143A1
Authority
WO
WIPO (PCT)
Prior art keywords
tooth
sleeve
axle
arrangement
dog clutch
Prior art date
Application number
PCT/EP2022/051001
Other languages
German (de)
English (en)
Inventor
Norman Schmidt-Winkel
Martin Ruider
Fabian HARTMANN
Ludwig GEISSELBRECHT
Bastian Schuh
Original Assignee
Zf Friedrichshafen Ag
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 Zf Friedrichshafen Ag filed Critical Zf Friedrichshafen Ag
Publication of WO2022157143A1 publication Critical patent/WO2022157143A1/fr

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Classifications

    • 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

Definitions

  • the invention relates to a method for operating a dog clutch arrangement for a motor vehicle with a clutch body, the clutch body having first teeth in a first toothing, and an axially movable sliding sleeve arrangement with second teeth in a second toothing, the sliding sleeve arrangement having a switching ring and a sleeve with the second toothing, wherein the switching ring and the sleeve are decoupled by a decoupling element over a predetermined path.
  • Claw couplings are form-fitting couplings. With these, two gearings are engaged so that torque can be transmitted.
  • the sliding sleeve arrangement is started from a starting point, - the sliding sleeve arrangement reaches a tooth-on-tooth point at which a tooth-on-tooth position of the first teeth and the second teeth can exist,
  • the maximum speed is determined as a function of the differential speed of the clutch body and the sliding sleeve arrangement and the length of the specified path.
  • the essence of the invention is that the decoupled path is cleverly utilized during the engagement process in order to ensure a continuous engagement process on the part of the electric motor of the actuator of the claw clutch arrangement, so that the engagement process is also carried out in a minimized time.
  • the sliding sleeve arrangement which consists of a switching ring and a sleeve that are decoupled via a decoupling element, is started.
  • the point at which the sliding sleeve assembly passes the position where tooth-on-tooth may be achieved is known. From this point there are two possibilities: Firstly, there may be a tooth-on-tooth relationship or the teeth mesh, engagement can occur without any problems. In the first case, the actuator can still maintain the engagement process for a while since the switching ring and the sleeve are coupled via the decoupling element. This has a known predetermined path.
  • the shift fork which moves the sliding sleeve arrangement and which engages the shift ring, can be further displaced around this, even if the sleeve is blocked in a tooth-on-tooth position. If the sliding sleeve arrangement and here the switching ring is moved further from the tooth-on-tooth point at a predetermined maximum speed, a continuous movement can take place and it can be ensured that the electric motor of the actuator does not come to a standstill. Once the specified path has been covered, the electric motor can no longer move the switching ring, since the electromotive torque, which can be limited in this engagement phase, can only apply a specific, specifiable force to the switching ring. At the end of the given path is the Electric motor therefore silent, which should be avoided.
  • the maximum speed depends on the one hand on the differential speed of the clutch body and the sliding sleeve arrangement. The greater the differential speed, the faster a tooth-on-tooth position is overcome. Furthermore, the length of the specified path of the decoupling element must be taken into account. The longer the distance that can be covered, the higher the maximum speed can be.
  • the differential speed of the clutch body or the sliding sleeve arrangement does not have to be used directly.
  • the rotational speed in the circumferential direction of the clutch elements does not have to be specified as a rotational speed; instead, for example, an angular speed or any other variable can also be used to describe this speed.
  • speeds are determined.
  • the clutch body or the sliding sleeve assembly may, under certain circumstances, have a known speed such that determining one of the two speeds may not be necessary. In this case, it is sufficient to measure a single speed in order to then be able to determine the maximum speed. As a rule of thumb, it can be stated that the greater the differential speed and the longer the specified path, the greater the maximum speed can be.
  • the decoupling element can preferably be designed as a spring element with a stroke.
  • the specified path is then the stroke path.
  • the switching ring and the sleeve are simultaneously connected to each other and decoupled for the stroke.
  • the focus is on the spring element and the stroke without restricting the generality.
  • the stroke of the spring element can be smaller than the coupling path of the sleeve. It can thereby be ensured that at least at certain points in time it is clear what the state of the dog clutch arrangement is, ie whether it is engaged.
  • the maximum speed can preferably be set in such a way that the tooth-on-tooth position is overcome at least once while the sleeve is covering the stroke path.
  • the maximum speed can be set in such a way that it is overcome exactly once.
  • a tooth In order to overcome the tooth-on-tooth position, a tooth must be over a tooth gap.
  • the maximum angle of rotation or path of rotation that has to be covered in order to move from a position in which there is just a tooth-on-tooth position to a position in which a tooth is over a gap can be calculated purely geometrically.
  • the teeth can also be beveled and other effects can occur that require a smaller rotational path to overcome the tooth-on-tooth position.
  • the speed difference also results in a time in which this path is covered at the latest. Based on this time and the stroke of the spring, the maximum speed can be determined. If the switching ring moves at maximum speed, the sleeve is pressed against the teeth of the coupling body by the spring element in the worst case until the end of the stroke. At the latest at the end of the specified path, here the stroke, the tooth-on-tooth position is overcome and the toothing of the sleeve engages. Thus, at this point in time, it can be assumed that the toothing is meshing and that the dog clutch is thus engaged.
  • the sleeve can be moved further when an engagement is detected. If it is determined at the end of the stroke that the spring is not fully blocked, this means that the sleeve is meshed and the coupling process can be pursued accordingly.
  • an upper threshold can also be provided for the differential speed, which can be called the reject limit speed, for example. Above this, an engagement process is not possible.
  • the dog clutch arrangement can be designed without sensors on the side of the clutch body. Due to the procedure when engaging, the actuator can always be operated at any time and even under unfavorable boundary conditions, without the need for a sensor on the clutch body side. Due to the omission of a sensor on this side, the dog clutch arrangement can be built more cheaply overall.
  • the spring element can be designed as a disk spring. With a disc spring, force can be transmitted uniformly to the sleeve.
  • the sleeve and/or the switching ring is/are preferably designed in the form of a ring.
  • the spring element can be designed as a corrugated spring.
  • a corrugated spring is particularly preferred for longer spring deflections.
  • the spring element is preferably annular. As a result, an even power transmission to the sleeve can be achieved.
  • the motor torque of the electric motor of the electric axis can be limited.
  • the electric motor of an actuator is meant.
  • the torque mentioned is limited so that the meshing of the claw clutch arrangement only takes place at the start of the journey.
  • the invention relates to a dog clutch arrangement for a motor vehicle with a clutch body, the clutch body having first teeth in a first toothing, and an axially movable sliding sleeve arrangement with second teeth in a second toothing, the sliding sleeve arrangement having a switching ring and a sleeve with the second toothing , wherein the switching ring and the sleeve are decoupled by a decoupling element over a predetermined path, with an actuator, a switching unit that can be moved axially by the actuator, in particular a shift fork, and a control device, characterized in that the control device for carrying out the method according to one of the preceding claims is formed.
  • the gear teeth of the clutch body and sliding sleeve can extend in the axial or radial direction.
  • the movable sliding sleeve also has axial or radial sliding teeth.
  • the first teeth and/or the second teeth can advantageously extend in the radial direction. So far, only the teeth of the coupling body and the sleeve have been addressed with the teeth.
  • the sleeve can also be connected to a drive shaft via teeth.
  • the toothing can preferably be designed as a fitting toothing.
  • the toothing can be designed as face toothing.
  • a spline and a face spline can also be used. In particular, there can be a spline between the drive shaft and the sleeve and a face spline between the sleeve and the clutch body.
  • the invention also relates to a drive train for a motor vehicle with a first axle and a second axle, at least one wheel being arranged on each side of each axle and a differential gear being arranged on at least one of the axles.
  • the drive train is characterized in that between the differential gear and one of the wheels a claw clutch arrangement is arranged, which is designed as described.
  • the invention relates to a drive train for a motor vehicle with a first axle and a second axle, with at least one wheel being arranged on each side of each axle and the two axles being connected via a cardan shaft.
  • the drive train is characterized in that a dog clutch arrangement is arranged on the cardan shaft as described.
  • the invention relates to a drive train for a motor vehicle with a first axle and a second axle, with at least one wheel being arranged on each side of each axle.
  • a gear ratio between the rotor and the differential is a gear ratio between the rotor and the differential.
  • a shaft, called the intermediate shaft, is part of this gear stage. It advantageously carries at least two spur gears.
  • the powertrain draws characterized in that a dog clutch arrangement is arranged as described on the intermediate shaft.
  • At least one electric motor in particular a traction electric motor, is assigned to each of the drive trains described. This can be decoupled from the rest of the drive train with the dog clutch arrangement.
  • the traction electric motor is so named to distinguish it from other powertrain electric motors such as the electric motor of the jaw clutch assembly actuator. Of course, it has a multiple of power, since it is intended to drive the motor vehicle.
  • the invention also relates to a drive train for a motor vehicle with a first axle and a second axle, at least one wheel being arranged on each side of each axle and a differential gear being arranged on at least one of the axles.
  • the drive train is characterized in that a dog clutch arrangement is arranged in the differential gear as described.
  • the invention relates to a motor vehicle with a dog clutch arrangement and/or a drive train.
  • the motor vehicle is characterized in that the dog clutch arrangement and/or the drive train is designed as described.
  • FIG. 6 shows a dog clutch arrangement in a fourth position.
  • a differential 4 is arranged on at least one of the axles.
  • the axles can be connected via an intermediate shaft 5.
  • So-called side shafts 7 are located between the differential and the wheels 6 of the axles. However, it can just as well be arranged on the sideshaft 7 or in the differential 4 .
  • Fig. 2 shows the distance 9 of an actuation path. This is given in millimeters, but the given path lengths are basically arbitrary. The sequence of essential points presented below is not limited to the specified path lengths, these can rather be adapted in individual cases.
  • the sliding sleeve of the dog clutch arrangement 8 is in the disengaged state at the position 10. This can also be referred to as the disengaged position. If the sleeve is then pushed in the direction of engagement, after a certain distance it reaches the tooth-on-tooth position 12. Since the electric motor of the claw clutch arrangement 8 has a rotation angle sensor, it is known when this position has been reached. Since, as will be explained further below, a spring element is arranged between the switching ring and the sleeve, its stroke path 15 can be moved further up to the blocking position 14 without any problems. Once the tooth-on-tooth position has been overcome, the sleeve can also be moved further in the direction of the coupling body until it reaches the end position 16.
  • the stroke path 15 is smaller than the engagement path 17.
  • the engagement path 17 is the path that the sleeve or the switching ring travels from position 10 to position 16 when engaging.
  • FIG. 3 shows the dog clutch assembly 8 in a first position, namely the disengaged position. Part of a shift fork 20 that engages in a shift ring 22 can be seen. This is connected to the sleeve 28 via a disc spring 24 as a spring element 26 .
  • the switching ring 22, the plate spring 24 and the sleeve 28 together form the sliding sleeve arrangement 30.
  • Second teeth 34 are located on sleeve 28 as second teeth 32.
  • These second teeth 34 are to be brought into engagement with first teeth 36 of the first toothing 38 of the clutch body 40 .
  • the coupling body is axially stationary. That is, its axial mobility is insufficient to engage the dog clutch assembly 8 .
  • a seal 42 is arranged between the switching ring 22 and the sleeve 28 . This can be used in conjunction with the screen 44 to dampen the movement of the sliding sleeve assembly 30 .
  • the dog clutch arrangement 8 in the tooth-on-tooth position 12.
  • the first teeth 36 and the second teeth 34 can stand on top of one another. In this position, the entire tooth surfaces do not have to be directly on top of each other, it is sufficient if a small part overlaps. Then the teeth cannot move into the corresponding gaps.
  • the actuator can still move further, since the spring element 26 follows the switching ring 22 first. If there is a tooth-on-tooth position, this can initially be ignored since the spring element 26 is then simply prestressed.
  • the tooth-on-tooth position between the first teeth 36 and the second teeth 34 is namely, at least as long there is a certain differential speed, eventually resolved. The toothings can then mesh, which happens in an accelerated manner, in particular when the spring element 26 is prestressed.
  • the switching ring 22 is moved from the tooth-on-tooth position 12 at a predetermined maximum speed.
  • this speed is calculated in such a way that the tooth-on-tooth position is resolved before the stroke 15 of the spring element 26 is used up.
  • the differential speed between the sleeve 28 and the coupling body 40 must be taken into account. The larger this is, the faster the tooth-on-tooth position is overcome.
  • an upper threshold can be provided, which can be called the reject limit speed, for example. Above this, an engagement process is not possible.
  • FIG. 5 shows the dog clutch arrangement 8 in the blocked position 14. Whether there is a blockage here can be determined by an additional measurement of the force or by limiting the force on the electric motor of the actuator of the clutch arrangement. In and of itself, blockages are avoided if the differential speeds are large enough. However, in particular when the motor vehicle is stationary, for example at a red traffic light, it can happen that the tooth-on-tooth position is not overcome before blocking point 14 is reached. However, this does not automatically mean that the spring element 26 is blocked. If the tooth-on-tooth position has not resolved, the possibly force-limited actuator will come to a standstill, which is detected with the aid of the position sensor or angle of rotation sensor. If this is the case, it can be assumed that the spring element is currently blocked. Then the actuator current can be reduced so that damage to the dog clutch assembly can be avoided.
  • this blocking position of the spring element 26 is already overcome in that meshing of the teeth becomes possible with increasing differential speeds between the sleeve 28 and the clutch body 40 .
  • 6 shows the dog clutch arrangement 8 in the end position 16. The teeth are engaged, in other words meshed and overlap over such a length that the full torque of the traction electric motor of the drive train can be transmitted.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Mechanical Operated Clutches (AREA)

Abstract

L'invention concerne un procédé pour faire fonctionner un ensemble embrayage à crabots pour un véhicule automobile, comprenant un corps d'embrayage, qui présente des premières dents dans une première denture, et un ensemble manchon coulissant axialement mobile avec des secondes dents dans une seconde denture. L'ensemble manchon coulissant présente sur le côté entraînement une bague de commutation et un manchon comprenant la seconde denture côté sortie, la bague de commutation et le manchon étant couplés par un élément de ressort, et pour actionner l'ensemble embrayage à crabots, - l'ensemble manchon coulissant est démarré à partir d'un point de départ, - l'ensemble manchon coulissant atteint un point de dent sur dent au niveau duquel une position de dent sur dent des premières dents et des secondes dents peut être produit, et - le manchon est en outre déplacé à une vitesse maximale à partir du point de dent sur dent, ladite vitesse maximale étant déterminée sur la base de la vitesse de rotation différentielle du corps de couplage et de l'ensemble manchon coulissant et de la longueur de course de l'élément de ressort. L'invention concerne également un ensemble embrayage à crabots, un groupe motopropulseur et un véhicule automobile.
PCT/EP2022/051001 2021-01-21 2022-01-18 Procédé de fonctionnement d'un ensemble embrayage à crabots, ensemble embrayage à crabots, groupe motopropulseur et véhicule automobile WO2022157143A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102021200504.7A DE102021200504A1 (de) 2021-01-21 2021-01-21 Verfahren zum Betrieb einer Klauenkupplungsanordnung, Klauenkupplungsanordnung, Antriebsstrang sowie Kraftfahrzeug
DE102021200504.7 2021-01-21

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WO2022157143A1 true WO2022157143A1 (fr) 2022-07-28

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PCT/EP2022/051001 WO2022157143A1 (fr) 2021-01-21 2022-01-18 Procédé de fonctionnement d'un ensemble embrayage à crabots, ensemble embrayage à crabots, groupe motopropulseur et véhicule automobile

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WO (1) WO2022157143A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102022210303B3 (de) 2022-09-28 2024-01-25 Magna powertrain gmbh & co kg Verfahren zur Bestimmung des Verschleißes einer Klauenkupplung

Citations (2)

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Publication number Priority date Publication date Assignee Title
DE102014015093A1 (de) * 2014-10-10 2016-04-14 Audi Ag Klauenkupplung mit Sensor zur Erkennung eines Schließzustands
DE102018207628A1 (de) * 2018-05-16 2019-11-21 Zf Friedrichshafen Ag Formschlüssiges Schaltelement zum drehfesten Verbinden von drehbaren Getriebebauteilen

Family Cites Families (5)

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Publication number Priority date Publication date Assignee Title
DE578901C (de) 1929-07-30 1933-06-19 Daimler Benz Akt Ges Vorrichtung zum geraeuschlosen Schalten von Zahnraederwechselgetrieben
DE10126485A1 (de) 2001-05-31 2002-12-05 Zahnradfabrik Friedrichshafen Klauenkupplung
EP3368785A1 (fr) 2015-10-27 2018-09-05 Dana Automotive Systems Group, LLC Appareil de désaccouplement rapide de chaîne cinématique
DE102018212915A1 (de) 2018-08-02 2020-02-06 Magna Pt B.V. & Co. Kg Kupplungselement für ein Getriebe eines Kraftfahrzeugs
DE102019203255A1 (de) 2019-03-11 2020-09-17 Zf Friedrichshafen Ag Klauenkupplung zum formschlüssigen Verbinden eines ersten drehbaren Bauteiles mit einem zweiten drehbaren Bauteil

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102014015093A1 (de) * 2014-10-10 2016-04-14 Audi Ag Klauenkupplung mit Sensor zur Erkennung eines Schließzustands
DE102018207628A1 (de) * 2018-05-16 2019-11-21 Zf Friedrichshafen Ag Formschlüssiges Schaltelement zum drehfesten Verbinden von drehbaren Getriebebauteilen

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102022210303B3 (de) 2022-09-28 2024-01-25 Magna powertrain gmbh & co kg Verfahren zur Bestimmung des Verschleißes einer Klauenkupplung

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