Transmission assembly with lubricant reservoir

Abstract

The invention relates to a transmission assembly for a powertrain of a motor vehicle, comprising: a transmission (3); a clutch (5); an actuator (8) for controlling the clutch (5), wherein the actuator (8) comprises an actuating element (9) acting on the clutch (5) to set a transmittable torque; a housing (10), the housing having a transmission accommodating chamber (13), a reservoir (14) and a clutch accommodating chamber (15), wherein lubricant is delivered from at least one of the transmission accommodating chamber (13) and the clutch accommodating chamber (15) to the reservoir (14) due to a rotational movement during operation; and a valve (19) for controlling the flow of lubricant from the reservoir (14) to the transmission accommodating chamber (13) and / or the clutch accommodating chamber (15), wherein the valve (19) is operatively connected to the actuating element (9) of the actuator (8) in such a way that the valve (19) opens when the clutch (5) is actuated and closes when the clutch (5) is not actuated.

Description

Technical Field

[0001] The present invention relates to a transmission assembly comprising a transmission, a controllable clutch, and an oil injection system, particularly for a motor vehicle driveline. In a driveline, a transmission assembly or arrangement comprising a transmission and a controllable clutch is used to transmit power between several transmission components, such as drive shafts and / or transmission gears. These arrangements enable the transmission of rotational motion, variable torque transmission, and / or connection or disconnection of the driveline. Background Art

[0002] For example, in the drive trains of motor vehicles with multiple axles, in particular in drive trains with a first permanently driven drive axle and a second, optionally driven drive axle, such transmission assemblies including clutches are used. Such transmission concepts involving drive axles that can be driven optionally on demand are also known as hang-on, on-demand, or disconnect systems.

[0003] A power take-off unit with a clutch is known from DE 10 2016 121 963 A1 (corresponding to US 20170152936 A). The clutch can be operated by an actuator and comprises two clutch elements that can engage with each other. A valve is connected to the actuator and provides lubricant supply from a reservoir in the unit to the clutch when the two clutch elements engage.

[0004] A rear axle differential with a clutch is known from KR 102019001653 A. The fluid supply to the rear axle differential and the clutch is influenced depending on the driving mode of the vehicle, lubricant being optionally supplied to the clutch or removed from the clutch in order to reduce the drag torque.

[0005] US Pat. No. 8,764,599 B2 discloses a transmission arrangement with a power transmission device for transmitting drive torque to a front driveline and a rear driveline. The rear driveline comprises a propeller shaft, the front end of which is connected to the front angular drive arrangement and the rear end of which is connected to the rear angular drive arrangement. The rear angular drive arrangement comprises an angular gear and a differential connected thereto, which transmits the introduced rotational motion to two sideshafts. A friction clutch is provided between the differential and one of the sideshafts for selectively transmitting torque.

[0006] A transmission arrangement for a multi-axle motor vehicle is known from DE 10 2008 037 886 A1 (corresponding to WO 2010 / 017882 A1). The transmission arrangement comprises a selectively driven drive train having a drive shaft and a coupling in front of and behind the drive shaft. The drive shaft can be switched to a torque-free state by opening both couplings.

[0007] EP 3 354 920 A1 discloses a clutch arrangement with a wet-running friction clutch for a motor vehicle driveline. The friction plate clutch comprises an inner plate carrier with inner plates and an outer plate carrier with outer plates. The inner plate carrier has holes through which oil can flow to the plate pack. The openings of the holes are each partially covered by an opening of a movable adjusting member. An actuating device for actuating the clutch acts on the adjusting member to control the flow of oil through the openings of the inner plate carrier.

[0008] Generally, it's important to supply sufficient oil to the transmission unit and friction plate clutches to ensure adequate lubrication of the rotating components and dissipate the heat generated by friction. On the other hand, high oil volume flows lead to drag torque and, consequently, undesirable losses. Transmission efficiency is negatively impacted by splash losses. Active oil injection systems, such as dry sump lubrication with an oil pump, can prevent this effect, but require increased effort, including additional components and control technology. Summary of the Invention

[0009] The object of the present invention is to propose a transmission assembly with a transmission and a clutch which allows the oil supply to be adapted to the needs and has high efficiency or low power losses.

[0010] To achieve this object, a transmission assembly for a powertrain of a motor vehicle is proposed, comprising: a transmission; a clutch drivingly connected to the transmission and designed to variably transmit torque between a clutch input part and a clutch output part; an actuator for controlling the clutch, the actuator having an actuating element acting on the clutch for adjusting the transmittable torque; a housing having a transmission accommodating chamber in which at least a portion of the transmission is accommodated, a reservoir for temporarily storing lubricant, and a clutch accommodating chamber in which at least a portion of the clutch is accommodated, wherein the transmission accommodating chamber and / or the clutch accommodating chamber are fluidically connected to the reservoir so that lubricant is supplied to the reservoir during operation; and a valve for controlling the flow of lubricant from the reservoir to the transmission accommodating chamber and / or the clutch accommodating chamber, the valve being operatively connected to the actuating element of the actuator in such a way that when the clutch is actuated in the sense of closing, the valve opens so that lubricant flows from the reservoir into the accommodating chamber, and when the clutch is not actuated, the valve closes so that lubricant is stored in the reservoir.

[0011] One advantage of the transmission assembly is that the reservoir, along with the controllable inflow into the transmission chamber and / or clutch chamber, allows the oil supply to be varied as required. When the clutch is disengaged (i.e., when it is open), a portion of the lubricant is temporarily stored in the reservoir, reducing the amount of lubricant circulating in the transmission and also minimizing splash losses. This achieves high efficiency and / or low power losses in the transmission assembly. The reservoir is filled by one or more rotating components of the transmission (e.g., gears) and / or at least one clutch (e.g., a plate carrier). During operation of the transmission assembly, the transmission and clutch parts rotate in their respective housing chambers, entraining lubricant with them due to the rotational motion and conveying or flinging lubricant toward the reservoir. The lubricant is temporarily stored in the reservoir and returned to the circuit when the valve is opened.

[0012] Depending on the configuration of the individual components, several options are possible for the valve arrangement and the fluid return connection between the reservoir and the transmission or clutch housing chambers. In a first option, the reservoir may be fluidically connected only to the transmission housing chamber, while the clutch housing chamber is fluidically isolated. In this embodiment, closing the clutch releases the lubricant temporarily stored in the reservoir to lubricate the transmission. The lubricant supply to the clutch remains unaffected. This design is conceivable, for example, for assemblies where the transmission and clutch use separate lubricants or where the clutch is designed for dry operation. In a second option, the reservoir may be fluidically connected only to the clutch housing chamber, while the transmission housing chamber is fluidically isolated. In this embodiment, closing the clutch releases the lubricant temporarily stored in the reservoir to lubricate the clutch, while the lubricant supply or lubricant quantity to the transmission remains unaffected. When the clutch is actuated, i.e., in a torque-transmitting state, the full amount of lubricant is available. In the unactuated state, lubricant is temporarily stored in the reservoir. This design is particularly suitable for wet-operating clutches to reduce drag losses during disengagement. According to a third possible solution (which is a combination of the first and second possible solutions), the reservoir can be fluidly connected to both the clutch and transmission housing chambers. In this embodiment, closing the clutch releases the lubricant temporarily stored in the reservoir for lubrication of the clutch and transmission. In torque-transmitting conditions, the full amount of lubricant is available to the transmission and clutch, while in unactuated conditions, the lubricant is temporarily stored in the reservoir.

[0013] In the second and third possible embodiments, the reservoir is fluidly connected to the clutch housing chamber, allowing lubricant to flow from the reservoir to the clutch housing chamber. The multiple chambers through which the lubricant circulates during operation of the assembly can be arranged in series. A first chamber is formed in the housing portion housing the transmission. The reservoir forms a second chamber, and a third chamber is formed in the housing portion housing the clutch. These chambers are fluidly connected to each other, establishing lubricant flow from the first chamber to the second chamber during operation and to the third chamber when the clutch is actuated.

[0014] A special feature of the lubrication concept is the control of the lubricant flow to the transmission and / or clutch via a valve, which is actuated by movement of the clutch actuator. When the clutch is active, i.e., transmitting torque, the valve opens and releases the oil flow to the transmission and / or clutch chamber. This means that the entire volume of lubricant is available for lubricating or cooling the rotating components. When the clutch is inactive, i.e., open and not transmitting any torque, the valve closes, interrupting the return flow of lubricant and filling the reservoir with lubricant. As a result, the lubricant level in the transmission or clutch chamber continuously decreases, reducing splash losses.

[0015] According to one possible embodiment, the reservoir is large enough to temporarily store at least 25%, in particular at least 35%, and preferably at least 45% or more, of the total lubricant volume of the transmission assembly. This significantly reduces the amount of lubricant in the transmission and the associated splash losses when the clutch is open. The upper limit depends on the amount of lubricant required for adequate cooling and lubrication when the clutch is open. For example, the reservoir volume can reach a maximum of at most 85%, in particular at most 75%, or even at most 65% of the total lubricant volume.

[0016] The transmission assembly disclosed herein can be located anywhere in the powertrain of a motor vehicle in the power path between the drive source and the wheels. For example, the transmission assembly can include at least one transmission from the group consisting of a multi-speed transmission, an angle gear, a power take-off unit (PTU), and a differential gear. Furthermore, the transmission assembly can be located in the power path upstream or downstream of a drive shaft.

[0017] The oil in the transmission assembly is used to dissipate the heat generated by friction and lubricate the parts that are in frictional contact with each other. In this respect, oil can also be called a coolant or lubricant.

[0018] According to one embodiment, a valve may be arranged in a connecting line or channel between the lubricant reservoir and the clutch housing and / or transmission housing. The line fluidically connects the reservoir to the clutch chamber and / or transmission chamber and may therefore also be referred to as a fluid connection. The valve may have a control element that is at least indirectly movable by a clutch actuator. When the clutch actuator is operated to close the clutch or to control the clutch in torque transfer mode, the control element is moved in an opening manner to establish the fluid connection. To this end, a spring may be provided that preloads the control element against the actuating element in an opening manner. When the actuator is operated to close the clutch, the actuating element releases the control element, causing the spring to move it to the open position. This opens the fluid connection, allowing lubricant to flow from the reservoir to the clutch chamber and / or transmission chamber. When the actuator is actuated to open the clutch, the actuating element overcomes the spring force and moves the control element back to the closed position, allowing lubricant to be stored in the reservoir.

[0019] A connecting channel can be provided between the transmission housing and the reservoir, wherein, in the operating state of the transmission, the opening of the connecting channel into the reservoir is located at a higher level than the opening of the connecting line from the reservoir to the clutch chamber. Furthermore, in the installed state, the reservoir is arranged higher than the lubricant sump of the transmission.

[0020] According to one embodiment, a return line from the reservoir to the transmission can be provided, which is at least indirectly fluidically connected to the clutch inlet and is accordingly dependent on the clutch inlet. This means that when the clutch inlet is open, part of the lubricant quantity also flows directly back to the transmission via the transmission return line.

[0021] The transmission of the transmission assembly can in particular comprise an angular transmission having a rotatably driven pinion and a ring gear engaged therewith, which can be designed as a crown gear, for example. The ring gear is mounted in the transmission housing so as to be rotatable about an axis of rotation, wherein a collecting device can be provided in the transmission housing chamber in order to collect lubricant ejected from the ring gear and feed it to a connecting channel leading to a reservoir.

[0022] The transmission assembly can have a housing with several housing parts. A first accommodating chamber can be provided to accommodate the transmission, respectively the parts of the transmission, and a second accommodating chamber can be provided to accommodate the clutch, respectively the parts of the clutch, wherein the first accommodating chamber and the second accommodating chamber are separated by an intermediate wall with a through opening. An intermediate shaft can extend through the opening, thereby connecting the transmission to the clutch in a driving manner. The intermediate shaft can be rotatably mounted in the intermediate wall via a bearing, and the ring gear can be rotatably mounted in the intermediate wall via another bearing. The two bearings can be arranged on different sides of the intermediate wall. The fluid connection from the reservoir to the clutch accommodating chamber preferably opens in an annular portion of the intermediate wall, more particularly on the side facing the clutch accommodating chamber in the axial direction adjacent to the shoulder.

[0023] The clutch actuator may be arranged coaxially with the intermediate shaft, in particular axially between the intermediate wall and the clutch. Preferably, the actuator comprises a controllable actuator transmission and an actuating element which is movable by said transmission and which opens a control element of the valve when moved to close the clutch.

[0024] The actuator is configured and / or controllable to close the clutch so that torque is transmitted between the clutch input and clutch output, or to open the clutch so that the clutch parts are disconnected from each other and no torque is transmitted. To control the clutch in terms of closing or opening, for example, a rotary transmission device with a rotation-translation converter can be provided, such that rotational movement in a first rotational direction causes the clutch pressure element to be loaded and thus close the clutch, while rotational movement in a second rotational direction causes the clutch pressure element to be disengaged and thus open the clutch. The actuator can generally be of any design, for example, electric, electromagnetic, or hydraulic.

[0025] According to a possible embodiment, the actuator may include a ramp mechanism comprising a support ring axially supported against a fixed component and an axially displaceable adjustment ring; and a drive unit for rotating the other of the support ring and the adjustment ring relative to one of the support ring and the adjustment ring. The support ring and / or the adjustment ring may have a ramp structure so that rotational movement of the drive unit is converted into axial movement of the adjustment ring. In a further embodiment, the ramp mechanism may be designed as a ball ramp mechanism, wherein each of the two rings has a plurality of circumferentially extending ball grooves of variable depth on its facing end surface. Pairs of opposing ball grooves each accommodate a corresponding ball, via which the two rings are supported against each other. By rotating one ring relative to the other, the balls enter the flatter or deeper groove portion, respectively, allowing the axial position of the clutch pressure element and, therefore, the transmittable torque of the clutch, to be adjusted or adjusted as desired. The adjustment ring may also be referred to as an adjustment ring. To rotate one ring relative to the other, for example, an electric motor may be provided, which may have a pinion that engages with a toothed structure on the outer surface of the rotatable ring.

[0026] According to one embodiment, a ring rotatably driven by an actuator transmission can form the actuating element that interacts with the valve control element. The actuator has a dual function: first, operating the clutch and second, controlling the circulating oil volume and / or the oil supply to the transmission and clutch. When the clutch is actuated in the closing direction, the valve control element also moves simultaneously, thereby opening the oil flow from the intermediate reservoir to the clutch chamber. This allows for a maximum oil volume flow in operating conditions with the clutch engaged, particularly under slip torque transmission. The rotating clutch parts are well lubricated, and the heat generated therein is effectively dissipated via the increased oil flow rate.

[0027] In order to move the valve control element, the actuating element can have an actuating profile that is formed so that moving the actuating element to close the clutch causes the control element to move to open the valve. In an embodiment in which the actuator is designed as a ball ramp arrangement, the actuating element is an actuating ring that includes a circumferentially extending ball groove with a variable depth on its end face and an operating profile with a variable radius on its circumferential surface. Thus, rotating the actuating ring opens the valve and closes the clutch. According to another exemplary embodiment, a hydraulic actuator can also be used. The hydraulic actuator can actuate the lubricated control valve via a small first piston and, in the case of higher hydraulic pressure, can load the clutch via a second piston.

[0028] The transmission assembly may also include a differential gearing, which may be located in the transmission housing. The differential gearing is designed to transfer torque introduced by the upstream gear transmission unit to two output components. To this end, the differential gearing includes: a differential carrier connected to the ring gear of the angular transmission and mounted in the transmission housing so as to be rotatable about an axis of rotation; a plurality of differential gears rotatably mounted in the differential carrier and rotating therewith about the axis of rotation; and two sideshaft gears arranged coaxially with the axis of rotation and engaging the differential gears.

[0029] According to alternative embodiments, the transmission assembly can also include a second clutch instead of a differential drive, which can be drivingly connected to the transmission. In this embodiment, the transmission output drives the clutch inputs of the first and second clutches. In an embodiment with two clutches (also known as a twinster configuration), a second actuator is provided to control the second clutch. The first actuator for the first clutch and the second actuator for the second clutch can be controlled separately, allowing the torque that can be transmitted to the respective sideshafts to be set independently. In terms of structure and mode of operation, the second clutch and the second actuator can be designed in the same manner as the first clutch and the first actuator, respectively. This means that all features described for one of the components also apply to the second component.

[0030] The first clutch and / or the second clutch are preferably designed as wet-running friction plate clutches and include an inner plate carrier to which the inner plates are connected in a rotationally fixed and axially displaceable manner, and an outer plate carrier to which the outer plates are connected in a rotationally fixed and axially displaceable manner. The inner and outer plates together form a plate pack that transmits torque between the plate carriers when subjected to axial pressure.

[0031] Oil flowing from the intermediate reservoir into the clutch chamber can reach the plate pack through holes in one of the plate supports for cooling and lubrication. From the clutch chamber, the oil can flow back into the transmission chamber through a through-opening provided in the intermediate wall. It will be appreciated that the flowing oil can also cool and lubricate other moving mechanical components, such as bearings and / or seals. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] The preferred embodiment is described below using the accompanying drawings. Here, it is shown:

[0033] Figure 1A A perspective view showing a transmission assembly according to the present invention;

[0034] Figure 1B Show Figure 1A A longitudinal cross-section of the actuator assembly in FIG.

[0035] Figure 1C Show Figure 1A A perspective view of the arrangement of the lubrication chamber of the transmission assembly;

[0036] Figure 1D Show Figure 1A The cross section of the transmission assembly through the reservoir;

[0037] Figure 1E Show Figure 1D an enlarged view of a detail of a cross-sectional view;

[0038] Figure 1F Show Figure 1A Another longitudinal cross-section of the actuator assembly;

[0039] Figure 1G Show Figure 1F A detailed enlarged view of a cross-sectional view;

[0040] Figure 1H Show Figure 1G The arrangement of the cross section according to the section line HH;

[0041] Figure 2A Show Figure 1H Simplified representation of the arrangement with the valve closed;

[0042] Figure 2B Show Figure 1H Simplified representation of the arrangement with the valve open;

[0043] Figure 3 Show Figure 1A A cross-sectional view of another detail of the transmission assembly;

[0044] Figure 4 Show Figure 1A A cross-sectional view of another detail of the transmission assembly;

[0045] Figure 5A Show Figure 1A A perspective cross-sectional view of a portion of a transmission assembly;

[0046] Figure 5B Show Figure 5A An enlarged cross-sectional view of a detail;

[0047] Figure 6A Show Figure 1A Another perspective cross-sectional view of the transmission assembly;

[0048] Figure 6B Show Figure 6A An enlarged cross-sectional view of a detail;

[0049] Figure 7 shows a schematic diagram of a drive train having a drive assembly according to Figures 1 to 6; and

[0050] Figure 8 A schematic diagram showing a second embodiment of a transmission assembly according to the present invention is shown. DETAILED DESCRIPTION

[0051] FIG1 to FIG6 , described together below, show a transmission assembly 2 according to the invention for a drive train of a motor vehicle. In the present embodiment, transmission assembly 2 comprises a first gear arrangement 3, which can also be designated as a transmission and is designed in particular as an angular transmission; a second gear arrangement 4, which is arranged downstream in the power path and is optionally designed in this case as a differential transmission; and a clutch 5, which is drivingly connected to the first and second gear arrangements, respectively, and is designed for variable torque transmission between a clutch input part 6 and a clutch output part 7. An actuator 8 having an actuating element 9 is provided to control clutch 5, which acts on clutch 5 to adjust the torque that can be transmitted between clutch input part 6 and clutch output part 7.

[0052] The transmission assembly 2 further comprises a housing 10 having a transmission housing chamber 13, in which the first gear arrangement 3, including a corresponding portion thereof, is housed; a reservoir 14; and a clutch housing chamber 15, in which the clutch 5 is housed. The transmission housing chamber 13 is fluidically connected to the reservoir 14, in particular via a fluid channel 12, so that during operation, lubricant is transferred from the transmission housing chamber 13 to the reservoir 14. The lubricant reservoir 14 is fluidically connected to the clutch housing chamber 15, in particular via one or more further fluid channels 16, 17, 18, so that lubricant can flow from the reservoir 14 to the clutch housing chamber 15. The reservoir 14 can be designed to temporarily store at least 25% of the total lubricant contained in the transmission assembly, for example, approximately 50% of the total lubricant contained in the transmission assembly.

[0053] Oil is provided in the housing 10 of the transmission assembly 2 to dissipate heat generated by friction and lubricate the components in frictional contact with each other. A switchable valve 19 is provided to control the flow of lubricant from the reservoir 14 to the clutch accommodating chamber 15. Valve 19 is operatively connected to the actuating element 9 of the actuator 8 in such a manner that when the clutch 5 is closed, the valve opens to allow lubricant to flow from the reservoir 14 to the clutch accommodating chamber 15; and when the clutch 5 is open, the valve closes to temporarily store the lubricant in the reservoir 14.

[0054] Especially in Figure 1CAs can be seen in the diagram, chambers 13, 14, and 15 are arranged in series and hydraulically connected to one another, so that during operation, lubricant flows from the first chamber 13 to the second chamber 14 and, when the clutch 5 is actuated, to the third chamber 15. The flow of lubricant to the clutch 5 is controlled by valve 19, which is operated by movement of the clutch actuator 8. When the clutch 5 is active, i.e., transmitting torque, valve 19 opens, enabling oil flow to the clutch chamber 15. This means that the entire volume of lubricant is available for lubrication and, accordingly, cooling of the rotating components. When the clutch 5 is inactive, i.e., open and not transmitting torque, valve 19 closes, interrupting the return flow of lubricant and filling the reservoir 14 with lubricant. As a result, the lubricant level in the gearing chamber 13 steadily decreases, resulting in low splash losses.

[0055] The first gear arrangement 3 includes a first gear 22 and a second gear 23 meshingly engaged with each other. In the present configuration as an angular transmission, the first gear 22 is designed as a pinion and the second gear 23 is designed as a ring gear. The first gear 22 can be integrally formed with a journal and mounted in the housing 10 so as to be rotatable about an axis of rotation via one or more bearings 24, 25. Torque can be introduced via splines 26 at the ends of the journal, for example from a drive train that can be driven by an electric motor and / or an internal combustion engine.

[0056] The second gear 23 is securely connected to the input portion 27 of the differential transmission 4, for example, by a threaded and / or welded connection. The differential transmission 4 equally distributes the driving torque introduced into the input portion 27 from the second gear 23 to two output portions 28 and 29. The differential transmission 4 includes a differential carrier 27 as an input portion, a plurality of differential gears 30 that rotate together with the differential carrier 27 about the rotation axis A2, and two sideshaft gears 30 that mesh with the differential gears and are housed in the differential carrier so as to be rotatable coaxially with the rotation axis A2, serving as output portions 28 and 29. The left sideshaft gear 28 is drivingly connected to the left shaft 34 for torque transmission. The right sideshaft gear 29 is connected to the right shaft 36 via an intermediate shaft 35 and a clutch 5 for torque transmission. The outer ends of the shafts 34 and 36 can be connected to wheels via sideshafts 92 and 92' to transmit torque to the wheels.

[0057] In particular, Figure 1BAs can be seen in the figure, a controllable clutch 5 is located in the power path between the differential transmission 4 and the shaft portion 36. The primary function of the clutch 5 is to adjust the drive torque used to drive the drive axle, specifically variably depending on a determined demand (target torque). Furthermore, the clutch 5 allows shafts 34 and 36 (the associated drive axle on one side and the drive source on the other side, respectively) to be connected or disconnected as needed. The clutch 5 is designed as a friction clutch, allowing for infinitely variable adjustment of the torque transferable between the clutch input portion 6 and the clutch output portion 7. In the closed position, the shaft 36 is connected to the intermediate shaft 35 of the differential transmission 4 for torque transfer. In the open position, the shaft 36 is mechanically decoupled from the differential transmission 4, preventing torque from being transferred to the wheels. Between the closed and open positions, the clutch 5 can be continuously adjusted to any intermediate position, allowing the torque transferred to the left and right shafts 34 and 36 to be adjusted and controlled accordingly.

[0058] The friction clutch 5 includes an inner plate carrier as an input portion 6, to which the inner plates are connected in a rotationally fixed and axially movable manner, and an outer plate carrier as an output portion 7, to which the outer plates are connected in a rotationally fixed and axially movable manner. The outer and inner plates are arranged axially alternately and together form a plate pack 37. The plate pack 37 is axially supported against a support plate 38 in a first axial direction. In this embodiment, the support plate 38 is integrally formed with the inner plate carrier 6, but is not limited thereto. A pressure plate 39 is provided, which is axially movable by a controllable actuator 8, to load the plate pack 37.

[0059] For example, the torque to be transmitted by the clutch 5 can be determined in an electronic control unit (ECU) based on continuously sensed parameters of the driving condition of the motor vehicle. The electronic control unit transmits a corresponding control signal to the actuator 8, which then acts accordingly on the pressure plate 39 so that the desired torque is transmitted through the clutch 5.

[0060] An axial bearing 42 is provided between the actuator 8 and the clutch 5 , allowing axial force transmission from the actuator 8 to the pressure plate 39 while simultaneously decoupling them from each other in rotation. The actuator 8 currently comprises a ball-and-ramp mechanism 43 and a drive unit (not shown). The ball-and-ramp mechanism 43 comprises a support ring 44, which is axially supported and rotationally fixed to the housing portion 60, and an adjustment ring 45, which is arranged opposite the support ring and rotatably driven about the rotation axis A2. The support ring 44 is mounted with its inner seat 46 on a bearing 68. The adjustment ring 45 can be rotationally driven by a drive source, such as an electric motor, via a gear stage 47.

[0061] Ball grooves are distributed circumferentially in the opposing surfaces of support ring 44 and adjustment ring 45. The ball grooves have a variable depth along the circumference. A corresponding ball 41 is received in each pair of opposing ball grooves. To operate ball ramp unit 43, adjustment ring 45 is rotated relative to support ring 44 via gear stage 47. Gear stage 47 includes a first gear drivable by a drive source and a pinion 48 connected thereto, wherein the pinion engages with outer teeth 49 of adjustment ring 45.

[0062] As in particular Figure 1H As can be seen in the figure, the actuating element 9 for operating the valve 19 is fixed to the rotatable adjustment ring 45 or is integrally formed therewith. In this embodiment, the actuating contour 11 of the actuating element 9 is formed on the outer circumference, meaning that the valve 19 is oriented substantially radially or perpendicularly relative to the axis of rotation A2 of the adjustment ring 45. It will be appreciated that alternative designs are also possible, for example, in which the actuating contour of the actuating element is formed on an end face of the adjustment ring. In this case, the valve would be arranged substantially parallel to the axis of rotation A2 of the adjustment ring.

[0063] The valve 19 comprises an axially movable control element 20, which is seated in an axially movable manner in a valve chamber 21. The control element 20, which can also be referred to as a valve body, can be preloaded by a spring 52 in the direction of the actuating element 9. The control element 20 comprises a first portion 53, in particular having a larger diameter, which can close or release at least one fluid opening 55 leading to the valve chamber 21; and a second portion 54, in particular having a smaller diameter, the end of which contacts the actuating profile 11 of the actuating element 9. The control element 20 is supported against a support element 56 via the spring 52, which closes the valve chamber from the outside. For this purpose, the support element 56 is designed in the form of a screw member screwed into the housing 10, against which the spring 52 is supported. The spring preload can be adjusted by adjusting the screw-in depth of the screw member. When the clutch 5 is open, the control element 20 is pressed radially outward by the actuating profile 11 of the actuating element 9 against the preload force of the spring 52, thereby closing the valve 19. To close the clutch 5, the actuating element 9 is rotated ( Figure 1H ), whereby the control element 20 slides along the actuation contour 11 and is pressed radially inwards by the spring 52. In this way, the control element 20 gives way to the fluid orifice 55 leading to the valve chamber 21, so that the lubricant is discharged from the reservoir 14 and the total amount of lubrication is available in the assembly.

[0064] Valve 19 controls the flow of lubricant from reservoir 14 to clutch chamber 15, whereby valve 19 is located, in particular, in the hydraulic connection between chambers 14, 15. Specifically, a first fluid channel 16 can extend from reservoir 14 to valve chamber 21 and into the latter. Furthermore, a second fluid channel 17 can extend from valve chamber 21 to clutch chamber 15. Second fluid channel 17 can have a first branch 17A leading to clutch chamber 15 and, optionally, a second branch 17B leading to transmission chamber 13. By moving a control element 20 in valve chamber 21, inlet 16 from reservoir 14 can be hydraulically connected or disconnected from outlet 17 selectively as required. Valve 19 is operated automatically via actuating element 9 or by actuator 8.

[0065] By operating the actuator drive source, the adjustment ring 45 rotates relative to the support ring 44. Depending on the direction of rotation of the drive source, the adjustment ring 45 can be rotated in a first rotation direction or in an opposite second rotation direction. In a first operating mode, the two rings 44, 45 are axially close to each other. In this mode, the clutch 5 is fully open and the valve 19 is fully closed. Figure 2A This state is shown in .

[0066] Starting from this operating condition, the adjustment ring 45 is rotated relative to the support ring 44 so that the balls 41 held in the ball grooves enter the portion with a smaller depth, so that the adjustment ring 45 moves axially toward the clutch 5. The adjustment ring 45 is axially supported against the pressure plate 39 via the axial bearing 42, and the pressure plate is correspondingly moved toward the support plate 38. In this way, the clutch 5 is closed and the valve 19 is opened. Figure 2B By loading the pressure plate 39, the plate pack 37 is loaded so that torque is transmitted between the inner plate support 6 and the outer plate support 7. In this condition, all the lubricant in the transmission assembly 2 is available for cooling or lubricating all rotating parts.

[0067] If the actuator is actuated and the adjusting ring 45 is thus rotated again in the second, opposite direction of rotation, the balls retained in the ball grooves again enter the region of greater groove depth, thereby axially loading or moving the adjusting ring 45 toward the support ring 44. In this way, the clutch 5 is opened again and the valve 19 is closed. Part of the total lubricant quantity is thus temporarily stored in the reservoir 14, so that the effective lubricant quantity is reduced in this operating condition and splash losses are reduced.

[0068] The following describes further details of the housing 10 or hydraulic system. The housing 10 may have several housing sections. Specifically, three housing sections 57, 58, and 59 are provided, but this is not a limitation. The center housing section 58 forms an intermediate wall 60 between the transmission chamber 13 and the clutch chamber 15. The intermediate wall 60 has an opening 61 through which the intermediate shaft 35 extends, which drivingly connects the output of the differential 4 with the clutch 5. The intermediate shaft 35 is rotatably supported in the differential carrier 27 by a bearing 62, while the differential carrier 27 is in turn rotatably supported in the intermediate wall 60 by a bearing 63. At its opposite end, the differential carrier 27 is rotatably supported in the cover-shaped housing section 57 via a second bearing 64.

[0069] As in particular Figure 1G As can be seen in the figure, the fluid line 17 opens into an annular portion 66 of the intermediate wall 60 axially adjacent to the annular shoulder 65. In this way, lubricant flows in the opposite direction from the shoulder to the actuator 8 or clutch 5 to cool and / or lubricate the rotating components. The intermediate shaft 35 is rotatably fixed to the inner plate carrier 6 via shaft splines 67. The inner plate carrier 6 is rotatably mounted in the intermediate wall 60 via a first bearing 68 and rotatably mounted on a sleeve portion 70 connected to the side shaft 36 via a second bearing 69.

[0070] In particular, Figure 3 As shown, sleeve portion 70 is rotatably supported in housing 10 via bearing 71. A fluid connection 72 is provided for lubricating bearing 71, connecting reservoir 14 to an orifice 73 in the region of bearing 71. Fluid connection 72 comprises, in particular, several interconnected sections 72A, 72B, and 72C. First section 72A is formed as a hole in the wall of reservoir 14, which leads to a second, chamber-like section 72B. Section 72B is connected to orifice 73 via a line section 72C.

[0071] from Figure 4 As can be seen in particular, the differential carrier 27 is rotatably supported in the housing 10 on its side facing away from the angular transmission 3 by a bearing 64. A fluid connection 75 is provided for lubricating the bearing 64, connecting the reservoir 14 to an orifice 76 in the region of the bearing 64. The fluid connection 75 comprises, in particular, several interconnected sections 75A, 75B, and 75C. A first section 75A is designed as a hole in the wall of the reservoir 14, which leads to a second, chamber-like section 75B. Section 75B is connected to the orifice 76 via a line section 75C.

[0072] Figure 5A and Figure 5BAnother advantageous detail of the transmission assembly 2 is shown. To lubricate the bearings 24, 25 of the pinion 22, a fluid connection 77 is provided that connects the reservoir 14 with the pinion chamber 78. Fluid connection 77 specifically comprises a hole 77A in the lower wall of the reservoir 14, into which a sleeve 77B is inserted. If the lubricant level in the chamber exceeds the top end 77C of the sleeve 77B, the lubricant flows through the sleeve 77B or the hole 77A and the opening 77D into the pinion chamber 78 to lubricate the rotating components.

[0073] Figure 6A and Figure 6B Another advantageous detail of the transmission assembly 2 is shown. To lubricate the bearings 63 of the differential carrier 27, a fluid connection 79 is provided connecting the reservoir 14 with the transmission chamber 13. Fluid connection 79 specifically comprises an aperture 79A in the lower wall of the reservoir 14, into which a sleeve 79B is inserted. When the lubricant level in the chamber exceeds the top end 79C of the sleeve 79B, the lubricant flows through the sleeve and aperture into the transmission chamber 13 to lubricate the bearings 63 and other rotating components.

[0074] Figure 7 A drive train arrangement 81 for a multi-axle drive motor vehicle having a transmission assembly 2 according to the invention is shown. Drive train arrangement 81 comprises a power source 82, a first drive train drivable by the power source and comprising a first drive axle 83, and a second drive train having a second drive axle 84. Drive source 82 is designed as an internal combustion engine and drives a power take-off unit (PTU) 86 via a multi-stage transmission 85, via which torque is introduced into the first drive train or the second drive train.

[0075] The first drive train comprises a differential transmission 87, via which the incoming torque is transmitted to two side shafts 88, 88' to drive the associated wheels 89, 89'. The side shafts 88, 88' each comprise a constant velocity joint on the transmission side and a constant velocity joint on the wheel side, which allow torque transmission under angular movement.

[0076] The second driveline can be permanently driven (permanent all-wheel drive) or configured to be selectively driven as needed (on-demand drive) via a clutch 91 arranged in the power path. The second driveline includes a drive shaft 93, via which torque can be transmitted to the input section 22 of the transmission assembly 2 according to the present invention. Drive shaft 93 can be designed as a multi-part shaft connecting the front angle drive 90 with the input section 22 of the transmission assembly 2. The output sections 34, 36 of the transmission assembly 2 are drivingly connected to respective sideshafts 92, 92' for transmitting torque to associated wheels 93, 93'. The drive torque transmittable to the drive axle 84 can be set by the clutch 5, specifically variably depending on a determined demand (target torque). When the clutch 5 is fully open, the sideshafts 92, 92' or the corresponding drive axle 84 are decoupled from the transmission. In this operating mode, the reservoir 14 is filled with lubricant, which reduces the lubricant level in the transmission chamber 13 and, therefore, reduces overall splash losses.

[0077] Figure 8 1 to 3. The transmission assembly of the present invention is shown in a second embodiment. As far as the structure and mode of operation are concerned, this embodiment corresponds to the embodiment of FIG. 1 to 3 to a large extent. Figure 7 The embodiment shown is hereby referred to in simplified form with regard to the common features. Figure 7 The same reference numerals are used to mark the same reference numerals.

[0078] The difference is that this embodiment has two clutches 5, 5', via which torque transmission and distribution to the two sideshafts 92, 92' is controlled. Each clutch 5, 5' can be independently controlled via an associated actuator 8, 8'. The actuators 8, 8' or clutches 5, 5' are designed in the same manner as the corresponding components of the above-mentioned embodiment, and reference is made to the above-mentioned embodiment to avoid repetition. In this embodiment, no axle differential is provided.

[0079] The transmission assembly 2 comprises an angular transmission 3 into which torque can be introduced from a transmission shaft 93. A part of the drive train arranged in the power path upstream of the angular transmission 3 or the transmission shaft 93 can be as follows Figure 7 The embodiment shown is configured as described above. The ring gear 23 of the angular transmission 3 is drivingly connected to the two clutch inputs 6, 6' so that they are driven together at the same speed. The clutch outputs 7, 7' are connected to the respective side shafts 92, 92' to drive them. The clutch inputs 6, 6' in this embodiment are designed as outer plate supports. Therefore, the clutch outputs 7, 7' are designed as inner plate supports.

[0080] One of the actuators 8 is operably connected to a valve 19. When the clutch 5 is operated in the closing direction, the valve opens to allow lubricant to flow from the reservoir 14 to the accommodating chamber 13. When the clutch 5 is not operated, the valve closes to allow lubricant to be stored in the reservoir 14. With this embodiment, the valve 19 can control the flow of lubricant to the transmission chamber 13, the first clutch chamber 15, and the second clutch chamber 15'. Therefore, an embodiment is also possible in which no valve is provided at the second clutch 6', but two valves (one for each actuator) are provided.

[0081] In addition to the drivetrain disconnect function, this embodiment with two clutches 5, 5' has another special feature: the torque distribution between the right-hand shaft 92 and the left-hand shaft 92' can be independently adjusted and controlled. This embodiment with one clutch per sideshaft is also known as a "Twinster configuration."

[0082] Figure Symbols

[0083] 2 Transmission components / arrangement

[0084] 3 Transmission / Gear

[0085] 4 Transmission / Gear

[0086] 5 Clutch

[0087] 6 Clutch input section

[0088] 7 Clutch output part

[0089] 8 Actuator

[0090] 9 Actuating element

[0091] 10 Housing

[0092] 11 Actuation profile

[0093] 12 fluid channels

[0094] 13 Transmission housing chamber

[0095] 14 Storage

[0096] 15 Clutch housing chamber

[0097] 16 fluid channels

[0098] 17 Fluid Channel

[0099] 18 fluid channels

[0100] 19 valve

[0101] 20 control elements

[0102] 21 Valve chamber

[0103] 22 First Gear

[0104] 23 Second gear

[0105] 24 bearings

[0106] 25 bearings

[0107] 26 shaft spline

[0108] 27 Input Section

[0109] 28 Output section

[0110] 29 Output section

[0111] 30 differential gear

[0112] 32 sideshaft gear

[0113] 33 sideshaft gear

[0114] 34 Side Axle

[0115] 35 intermediate shaft

[0116] 36 side shaft

[0117] 37 plate group

[0118] 38 support plate

[0119] 39 pressure plate

[0120] 42 axial bearings

[0121] 43 Ball ramp mechanism

[0122] 44 Support ring

[0123] 45 Adjustment ring

[0124] 46 seats

[0125] 47 gear stages

[0126] 48 small gear

[0127] 52 Spring

[0128] 53 Part 1

[0129] 54 Part 2

[0130] 55 fluid opening

[0131] 56 Support elements

[0132] 57 Shell part

[0133] 58 Shell part

[0134] 59 shell part

[0135] 60 middle wall

[0136] 61 Opening

[0137] 62 bearings

[0138] 63 bearings

[0139] 64 bearings

[0140] 65 shoulder ring

[0141] 66 ring part

[0142] 67 shaft spline

[0143] 68 bearings

[0144] 69 bearings

[0145] 70 sleeve part

[0146] 71 bearings

[0147] 72 fluid connection

[0148] 73 Opening

[0149] 74 bearings

[0150] 75 fluid connection

[0151] 76 Opening

[0152] 77 Fluid connection

[0153] 78 Chamber

[0154] 79 fluid connection

[0155] 81 Drivetrain Layout

[0156] 82 drive source

[0157] 83 drive axle

[0158] 84 drive axle

[0159] 85 Multi-speed transmission

[0160] 86 transfer case

[0161] 87 Differential drive

[0162] 88 Side Axle

[0163] 89 wheels

[0164] 90° angle gear

[0165] 91 Clutch

[0166] 92, 92' side shaft

[0167] A axis.

Claims

1. Transmission components for motor vehicles, including: Transmission (3), at least one clutch (5) which is drivingly connected to the transmission (3) and is configured to variably transmit torque between a clutch input part (6) and a clutch output part (7), an actuator (8) for controlling the clutch (5), wherein the actuator (8) comprises an actuating element (9) acting on the clutch (5) to adjust the transmittable torque, A housing (10) having a transmission receiving chamber (13) in which the transmission is received, a reservoir (14) in which lubricant can be stored, and a clutch receiving chamber (15) in which the clutch (5) is received, wherein lubricant is conveyed from at least one of the transmission receiving chamber (13) and the clutch receiving chamber (15) into the reservoir (14) due to a rotational movement during operation, A valve (19) for controlling the flow of lubricant from the reservoir (14) to at least one of the transmission accommodating chamber (13) and the clutch accommodating chamber (15), wherein the valve (19) is operatively connected to the actuating element (9) of the actuator (8) in a manner such that when the clutch (5) is actuated, the valve (19) opens to allow lubricant to flow from the reservoir (14) to at least one of the transmission accommodating chamber (13) and the clutch accommodating chamber (15), and when the clutch is not actuated, the valve (19) closes to prevent lubricant from flowing from the reservoir, wherein some of the lubricant is stored in the reservoir (14) and the amount of lubricant circulating in the transmission accommodating chamber (13) is reduced.

2. The transmission assembly according to claim 1, characterized in that The valve (19) has a control element (20) which is movable by the actuator (8) of the clutch (5).

3. The transmission assembly according to claim 2, characterized in that The control element (20) is prestressed against the actuating element (9) of the actuator (8) by means of a spring (52), The actuating element (9) releases the control element (20) when the clutch (5) is closed, so that the control element (20) is transferred to the open position by the spring (52) and the fluid connection is opened.

4. The transmission assembly according to claim 2, characterized in that A connecting channel (12) is provided from the transmission accommodating chamber (13) to the reservoir (14), wherein in the installed condition, an inlet opening (12A) of the connecting channel (12) into the reservoir (14) is at a higher level than an outlet opening (16A) of a fluid channel (16) out of the reservoir (14).

5. The transmission assembly according to claim 4, characterized in that The transmission (3) is an angular transmission and comprises a rotatably driven pinion (22) and a ring gear (23), the ring gear engaging the pinion (22) and being rotatably supported in the housing (10) about a rotation axis (A2), wherein a capture device is provided in the transmission accommodating chamber (13), the capture device being configured to capture lubricant thrown from the ring gear (23) and to feed the lubricant to the connecting channel (12).

6. The transmission assembly according to claim 5, characterized in that The housing (10) has an intermediate wall (60) between the transmission accommodating chamber (13) and the clutch accommodating chamber (15), wherein the intermediate wall (60) has a through opening (61) and a shoulder (65), and an intermediate shaft (35) extends through the intermediate wall, the intermediate shaft drivingly connecting the transmission (3) and the clutch (5), wherein the fluid connection from the reservoir (14) to the clutch accommodation chamber (15) opens axially adjacent to the shoulder (65) of the intermediate wall (60) into the annular portion (66) of the intermediate wall (60).

7. The transmission assembly according to claim 6, characterized in that The actuator (8) is arranged coaxially with the intermediate shaft (35) and axially between the intermediate wall (60) and the clutch (5), The actuating element (9) opens the control element (20) of the valve (19) when moved to close the clutch (5).

8. The transmission assembly according to claim 2, characterized in that The actuator (8) comprises: a ramp mechanism (43), the ramp mechanism having a support ring (44) axially supported against a fixed component and having an axially displaceable adjustment ring (45); and a drive unit, the drive unit being used to rotationally drive the other of the support ring (44) and the adjustment ring (45) relative to one of the support ring (44) and the adjustment ring (45), wherein the support ring (44) and the adjustment ring (45) include ramp structures so that the rotational movement of the drive unit is converted into the axial movement of the adjustment ring (45).

9. The transmission assembly according to claim 8, characterized in that The rotatably driven one of the support ring (44) and the adjustment ring (45) is an actuating element (9) that interacts with the control element (20) of the valve (19).

10. The transmission assembly according to claim 2, characterized in that A movable actuating element (9) comprises an adjusting contour (11) which is formed such that moving the actuating element (9) to close the clutch (5) causes the control element (20) to move to open the valve (19).

11. The transmission assembly according to claim 6, characterized in that A differential transmission device (4) is arranged in the transmission accommodating chamber (13), and the differential transmission device (4) includes a differential carrier (27) connected to the ring gear (23) and supported in the housing (10) so as to be rotatable around the rotation axis (A2), a plurality of differential gears (30) rotatably supported in the differential carrier (27) and rotating therewith around the rotation axis (A2), and two side shaft gears (32, 33) each arranged coaxially with the rotation axis (A2) and engaging the differential gears (30), wherein a clutch-side end of the differential carrier (27) is rotatably supported in the intermediate wall (60).

12. The transmission assembly according to claim 1 or 2, characterized in that The volume of the reservoir (14) is so large that it can temporarily store at least 25% of the total lubricant volume of the transmission assembly, and / or it can temporarily store at most 75% of the total lubricant volume of the transmission assembly.

13. The transmission assembly according to claim 1 or 2, characterized in that In the installed state, the reservoir (14) is arranged at a higher level than the lubricant sump of the transmission (3), A fluid connection (79) is provided from the reservoir (14) to the transmission accommodating chamber (13), wherein an opening (79A) of the fluid connection (79) is arranged above the base of the reservoir (14) so ​​that lubricant can be temporarily stored in the reservoir (14).

14. The transmission assembly according to claim 1 or 2, characterized in that The clutch (5) is configured as a multi-plate wet clutch and has an inner plate carrier, to which the inner plate is connected in a rotationally fixed and axially movable manner, and an outer plate carrier, to which the outer plate is connected in a rotationally fixed and axially movable manner, wherein the inner plate and the outer plate together form a plate pack (37), wherein the inner plate carrier comprises at least one hole in a region axially overlapping with the plate pack (37), through which lubricant can flow to the plate pack (37).

15. The transmission assembly according to claim 1 or 2, characterized in that providing a second clutch (5') drivingly connected to the transmission (3) and configured for variably transmitting torque between a second clutch input portion (6') and a second clutch output portion (7'), and A second actuator (8'), the second actuator is used to control the second clutch (5').

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