shift device

Abstract

The invention relates to a shift device (1) for a powertrain of a motor vehicle, wherein - a control shaft (10) is provided for adjusting a control element (9), - the control shaft (10) has a first sub-portion (15) which can be driven by an actuator (36) and a second sub-portion (16) which is designed to adjust the control element (9), and - the first sub-portion (15) is mounted in a rotatable manner relative to the second sub-portion (16). A spring element (11) is provided between the two sub-portions (15, 16), the torque of the first sub-portion (15) being able to be transmitted to the second sub-portion (16) via the spring element.

Description

Technical Field

[0001] The present invention relates to a gear shifting device for a powertrain of a motor vehicle according to the preamble of independent claim 1. Background Technology

[0002] According to DE 10 2014 217 066 A1, a clutch for a shiftable all-wheel drive is known, wherein two aligned drive shafts are connected to each other by clutch components capable of achieving a form-fit connection between the two drive shafts. The clutch has a shifting element in the form of a shift fork, and the clutch components, capable of axial displacement, utilize this shifting element to establish a rigid connection between the two drive shafts.

[0003] According to WO 2011 / 098 595 A1, a coupling assembly for a powertrain of a motor vehicle is known, the coupling assembly including at least one clutch arranged on a rotating shaft to selectively connect the rotating shaft to a drive element of the powertrain. The coupling assembly also includes at least one actuating device for actuating the clutch. The actuating device is designed to selectively engage a mating section with a threaded section that rotates with the shaft, so as to cause relative movement between the mating section and the threaded section in a direction along the axis of the rotating shaft, thereby actuating the clutch in the axial direction. Summary of the Invention

[0004] The purpose of this application is to provide an improved shifting device for the powertrain of a motor vehicle.

[0005] This objective is achieved through the features of the independent claim. Other preferred embodiments of the invention can be found in the dependent claims, drawings, and associated description.

[0006] To achieve this objective, a gear shifting device for a powertrain of a motor vehicle is provided. The gear shifting device includes: a housing in which a first drive shaft and a second drive shaft are rotatably mounted, wherein the first and second drive shafts are coaxially arranged such that they share a common axis of rotation; and a shiftable clutch device disposed between the first and second drive shafts, wherein the clutch device has an open shift position in which the first drive shaft can rotate freely relative to the second drive shaft, and a closed shift position in which the first drive shaft... A drive shaft is rotatably fixed to a second drive shaft via a clutch device, wherein the clutch device has a non-displaceable clutch element that cannot be displaced along the direction of the rotation axis and a displaceable clutch element that can be displaced along the direction of the rotation axis by means of a control element, wherein a control shaft is provided for adjusting the control element, wherein the control shaft has a first sub-part that can be driven by an actuator and a second sub-part designed to adjust the control element, wherein the first sub-part is rotatably mounted relative to the second sub-part, wherein a spring element is provided between the two sub-parts, and the torque of the first sub-part can be transmitted to the second sub-part via the spring element.

[0007] The force acting between the two clutch elements can be set in a simplified manner by a spring element, without the need for a complex sensor system. Furthermore, any play that may exist due to component tolerances between various parts of the shifting mechanism, such as between the control shaft and the control element, or in the actuator that also drives the control shaft, can be compensated for. Since the spring element according to this application is integrated into the control shaft, other springs and / or damping bearing devices for the clutch components can be eliminated, thus simplifying the structure.

[0008] The spring element as defined in this application does not necessarily have to be in direct contact with the first and / or second sub-parts of the control shaft; other components, such as a receiving portion or retainer for the spring element, may be inserted between these components and the spring element.

[0009] In a preferred embodiment, the clutch device is formed of a pawl clutch. A spring element can interact with the pawl clutch in a particularly advantageous manner. In this type of clutch, the clutch element is formed of a pawl clutch element. To shift the pawl clutch from the open shift position to the closed shift position, the pawl of one clutch element must engage in the intermediate space formed by the pawl of another corresponding clutch element. Due to the spring element, a cushioning effect is achieved during the shifting process, which is beneficial to the service life and durability of the shifting device.

[0010] According to another embodiment, the first sub-part is mounted relative to the second sub-part such that, when the first sub-part rotates in a first direction, torque is transmitted to the second sub-part via a force flow through the spring element. When the movable clutch element is moved in the direction of the rotation axis of the drive shaft to the non-movable clutch element, pawl asynchrony may occur, i.e., form-fit engagement is not yet possible. Since the actuator of the drive control shaft and the spring element are connected in series with respect to the transmission of the control force, the deflection function can be advantageously achieved in a state where they are not yet synchronized or when the relative speed of the two clutch elements is too high. In this state, the energy acting on the movable clutch element through the control shaft can be absorbed by the spring element until a suitable state for engaging the non-movable clutch element to the movable clutch element is reached. Once the two clutch elements are synchronized, the energy stored in the spring element is released again and the movable clutch element is fully engaged in the disengaged shift position. Therefore, the control or adjustment of the actuator of the drive control shaft, which would require, for example, additional sensor devices, can be eliminated. In this configuration, the spring element can thus achieve a structurally simple structure, enabling reliable shifting to the closed position. Shocks or vibrations acting on the movable clutch element during engagement can also be absorbed by the spring element without affecting other components, such as the actuator, thereby increasing operational stability.

[0011] Preferably, the first sub-part is mounted relative to the second sub-part such that, when the first sub-part rotates in the second direction, torque is transmitted to the second sub-part without a force flow via the spring element. The first rotation direction is opposite to the second rotation direction. To transmit torque in the second rotation direction during rotation without a force flow via the spring element, the first and second sub-parts preferably each have a force-transmitting surface through which torque can be transmitted directly from the first sub-part to the second sub-part. It has proven advantageous to apply the drive control force to the displaceable clutch element when shifting to the open shift position without the need for springs and / or damping elements, as this enables instantaneous disengagement.

[0012] According to a preferred embodiment, rotation of the first sub-part in a first direction shifts the clutch device to the closed shift position, and rotation of the first sub-part in the opposite second direction shifts the clutch device to the open shift position. This distribution of rotational directions allows the advantageous effect of the spring element to be used when shifting to the closed shift position and to be instantaneously switched when shifting to the open shift position without the need for the spring element.

[0013] The spring element is preferably a torsion spring. A torsion spring is an inexpensive spring element that can be connected to the first and second sub-parts of the control shaft in a rotationally fixed manner using a simple structural device.

[0014] According to another embodiment, one end of the first sub-part or the second sub-part is rotatably mounted to one end of a corresponding other sub-part, wherein the spring element is radially mounted between the first and second sub-parts relative to the axis of rotation of the control shaft. The second sub-part is preferably mounted within the first sub-part. The spring element can be mounted between the first and second sub-parts, for example, over its entire axial extension relative to the axis of rotation of the control shaft. This results in a particularly compact structure. Other advantages include, for example, improved ease of handling during assembly and improved operational stability, as the spring element is protected from environmental influences by the first and second sub-parts.

[0015] According to another embodiment, the maximum relative rotational movement of the first sub-part with respect to the second sub-part is defined by the contour of the second sub-part, with a radial extension of the first sub-part protruding into the contour of the second sub-part. In this way, rotation of the sub-parts relative to each other can be prevented. Furthermore, the contour and the radial extension may each have a force-transmitting surface, through which torque can be transmitted in a second direction without involving a spring element when the first sub-part rotates.

[0016] Preferably, the control shaft is a pinion shaft. Therefore, the pinion shaft has external teeth in at least one region to interact with the transmission element of the control element. In this way, control force can be transmitted from the control shaft to the control element in a structurally simple manner. The control element can be formed, for example, by a sliding sleeve that encloses at least one of the two drive shafts, wherein the gear element is disposed on the outer periphery of the sliding sleeve. The sliding sleeve provides the advantage that a particularly simple and cost-effective control element can be realized, which allows for particularly high positioning accuracy due to its stability. The gear element disposed on the outer periphery of the sliding sleeve can, for example, be disposed only in a sub-section of the sliding sleeve or alternatively also disposed on the entire circumference of the sliding sleeve.

[0017] According to another exemplary embodiment, an end stop is provided for the movable clutch element, which defines the end position of the movable clutch element in the open shift position in the direction of the rotation axis of the drive shaft. The end stop is preferably made of a material with elastic properties; for example, a rubber buffer, so that energy is absorbed when the movable clutch element collides with the end stop. The end stop eliminates the need for sensor elements or more complex control electronics. Attached Figure Description

[0018] In the following explanation, the invention will be illustrated with reference to the accompanying drawings and preferred embodiments. In the drawings:

[0019] Figure 1 A cross-sectional view of the gear shifting device is shown;

[0020] Figure 2 A schematic diagram of the gear shifting device is shown;

[0021] Figure 3 A schematic diagram of the control axis is shown from two perspectives;

[0022] Figure 4 A perspective view of the spring element is shown; and

[0023] Figure 5 A three-dimensional view of the control axis is shown. Detailed Implementation

[0024] Figure 1 A shifting device 1 with a first drive shaft 3 and a second drive shaft 4 is shown, the first drive shaft and the second drive shaft can be connected to each other in a rotatably fixed manner via a clutch device 6.

[0025] The second drive shaft 4 comprises two sub-shafts connected to each other in a non-rotatable manner via teeth 18. The second drive shaft 4 is mounted at one end in a receiving portion 19 of the first drive shaft 3 and is mounted relative to the housing 2 via ball bearings 20. The first drive shaft 3 is supported within the housing 2 by ball bearings 21 and extensions of the second drive shaft 4 protruding into the receiving portion 19 of the first drive shaft 3. The first drive shaft 3 and the second drive shaft 4 are coaxially aligned and thus rotate about a common axis of rotation 5.

[0026] One end of each of the first drive shaft 3 and the second drive shaft 4 protrudes from the housing 2. In the installed state, the first drive shaft 3 can be rotatably connected to, for example, a differential gear, and the second drive shaft 4 can be connected to, for example, a drive wheel, or the first drive shaft can be connected to, for example, a drive wheel, and the second drive shaft can be connected to, for example, a differential gear. A clutch device 6 is provided at the mutually facing ends of the first drive shaft 3 and the second drive shaft 4. The clutch device includes a first non-displaceable clutch element 7 assigned to the first drive shaft 3 and a displaceable clutch element 8 assigned to the second drive shaft 4. The clutch device 6 can be shifted to an open shift position, in which the first drive shaft 3 and the second drive shaft 4 are not rotatably connected to each other. Furthermore, the clutch device 6 can be shifted to a closed shift position, in which the first drive shaft 3 is rotatably connected to the second drive shaft 4. The clutch device 6 is controlled by means of a control element 9, which is mounted on the second drive shaft 4 in an axially displaceable manner, i.e., along the direction of the rotation axis 5. The control element 9 is designed, for example, as a sliding sleeve, wherein the sleeve extends from the gear element 17 to the point where the control force is introduced into the movable clutch element 8 via the roller bearing 12. The gear element 17 is preferably formed of external teeth.

[0027] When the clutch device 6 shifts from the open shift position to the closed shift position, the control shaft 10 formed by the pinion shaft is driven by the actuator 36 (see [link]). Figure 2 This causes the control shaft to rotate about the rotation axis 13. Then, the control shaft 10 transmits the control force to the movable clutch element 8 via the control element 9 and the roller bearing 12.

[0028] When the control axis 11 is along the first direction 31 (see...) Figure 2 When rotating, Figure 1 The control element 9 and therefore the movable clutch element 8 also move in the direction of the non-movable clutch element 7, causing the clutch device 6 to shift to the off position.

[0029] If control axis 10 is along the second direction 32 (see...) Figure 2 When rotated, the control element 9 and the movable clutch element 8 move in opposite directions, causing the clutch device 6 to shift into the open shift position. In the open shift position, the movable clutch element 8 rests against the end stop 14, which is preferably formed of a rubber buffer.

[0030] Figure 2 It shows the results from Figure 1 A schematic diagram of the shifting device 1 according to the first embodiment known in the present invention. Therefore, only the additionally proposed features will be discussed below. Figure 2 The off-shift position is shown, in which the pawls 24 (schematically shown) of clutch elements 7 and 8 are engaged. A bearing element 22, aligned parallel to the axis of rotation 5, is provided for the movable mounting of the control element 9. The bearing element 22 is preferably formed by a pin mounted immovably in the housing 2. The control element 9 has a receiving portion 23 for the bearing element 22, enabling movable movement of the control element 9 along the axis of rotation 5. The receiving portion 23 is preferably designed such that the control element 9 is fixed tangentially, i.e., the control element cannot rotate. This is advantageous because, despite the presence of the roller bearing 12, torque about the axis of rotation 5 may act on the control element 9 when the movable clutch element 8 rotates.

[0031] Figure 2 A control shaft 10 is shown, comprising a first sub-section 15, a second sub-section 16, and a spring element 11, wherein torque is transmitted from the first sub-section 15 to the second sub-section 16 via the spring element 11.

[0032] like Figure 3The spring element 11 is radially arranged between the first sub-part 15 and the second sub-part 16 relative to the rotation axis 13 of the control shaft 10. Furthermore, the spring element 11 is completely axially surrounded by the first sub-part 15 and completely axially surrounded by the second sub-part 16 relative to the rotation axis 13, thus integrating the spring element 11 into the control shaft 10.

[0033] Figure 4 A perspective view of a spring element 11 formed by a torsion spring is shown. The spring element 11 has a first spring end 29 that is rotatably fixed to a second sub-part 16 and a second spring end 30 that is rotatably fixed to a first sub-part 15.

[0034] exist Figure 3 In the left-hand diagram, the control shaft 10 is shown in the front view, wherein the first sub-part 15 has a profile 25 that opens radially inward relative to the axis of rotation 13. The radial extension 26 of the second sub-part 16 engages in the profile 25, thereby restricting the torsional movement of the sub-parts 15 and 16 relative to each other.

[0035] When the first sub-part 15 rotates along the first direction 31, torque is applied to the second sub-part 16 via the spring element 11, causing the second sub-part to also rotate along the first direction 31. The maximum spring deformation 27 of the spring element 11 is determined by the relative dimensions of the profile 25 and the extension 26. The first sub-part 15 can preferably rotate 10° to 180° relative to the second sub-part 16, more preferably 45° to 135°, and particularly preferably 70° to 110°.

[0036] When the clutch device 6 shifts from the open shift position to the closed shift position, the first sub-section 15 is driven in the first direction 31 by an actuator 36, which is not a component of the shift device 1. The actuator 36 is connected to the first sub-section 15 via a connecting device 28 (see...). Figure 5 The torque is transmitted to the control shaft 10. The torque of the first sub-section 15 is transmitted to the second sub-section 16 via the spring element 11, such that the torque is transmitted to the transmission element 17 of the control element 9 via the external tooth 34 of the second sub-section 16. Then, the control element 9 moves the movable clutch element 8 in the direction of the non-movable clutch element 7, thereby reaching the closed shift position.

[0037] The shifting process into the disengaged position is achieved by means of the spring effect of spring element 11. Clutch device 6 is a pawl clutch, such that the disengaged position of clutch device 6 is reached only when the pawls 24 of the corresponding clutch elements 7 and 8 are fully engaged. The spring force of spring element 11 presses the movable clutch element 8 against the non-movable clutch element 7 with a predetermined force. If both clutch elements 7 and 8 are also... Figure 2If the pawls 24, schematically shown, are not synchronized, it is not yet possible to engage in the closed shift position. Due to the spring element 11, the control shaft 10 can still continue to apply actuating force or actuating motion to the control element 9, as the spring element 11 compensates for this motion. Once the pawls 24 of the two clutch devices 7 and 8 are synchronized by the relative movement of the first drive shaft 3 relative to the second drive shaft 4, the spring element 11 can release the stored control energy to the displaceable clutch element 8 via the second sub-part 16, the control element 9, and the roller bearing 12, allowing the displaceable clutch element to fully engage in the closed shift position. Therefore, the actuator 36 driving the control shaft 10 does not need to be controlled in a complex manner or adjusted with the aid of sensors.

[0038] When the clutch device 6 shifts from the closed shift position to the open shift position, the first sub-section 15 of the control shaft 10 rotates in the second direction 32 via the actuator 36. The profile 25 of the first sub-section 15 moves relative to the extension 26 until the extension 26 rests on the force transmission surface 35 of the profile 25. Therefore, the torque of the first sub-section 15 can be transmitted to the second sub-section 16 via the directly adjacent extension located on the force transmission surface 35 of the profile 25. Thus, the torque of the first sub-section 15 is transmitted to the second sub-section 16 without the action of a spring. Then, the actuating force can be transmitted to the gear element 17 of the control element 9 (see [link to gear element]) via the external gear 34 of the second sub-section 16. Figure 1 and Figure 2 Then, control element 9 moves together with movable clutch element 8 away from non-movable clutch element 7, causing clutch device 6 to shift into the open shift position. Effective and instantaneous disengagement is achieved by avoiding force flow via spring element 11 during the shift process into the open shift position. In the open shift position, movable force transmission element 8 then contacts end stop 14.

[0039] List of reference numerals

[0040] 1. Gear shifting device

[0041] 2. Shell

[0042] 3 First drive shaft

[0043] 4 Second drive shaft

[0044] 5. Rotation axis (of the drive shaft)

[0045] 6. Clutch device

[0046] 7. Non-displaceable clutch components

[0047] 8. Displaceable clutch element

[0048] 9 Control Components

[0049] 10 control axes

[0050] 11 Spring elements

[0051] 12 Rolling bearings

[0052] 13 (Control axis) axis of rotation

[0053] 14 End stop

[0054] 15 (Control axis) First sub-section

[0055] 16 (Control axis) Second sub-section

[0056] 17 Gear Components

[0057] 18 teeth

[0058] 19 Reception Department

[0059] 20 ball bearings

[0060] 21 Ball bearings

[0061] 22 Bearing components

[0062] 23 (for bearing components) receiving section

[0063] 24 Claws

[0064] 25 Outline

[0065] 26 Extension

[0066] 27. Spring Deformation

[0067] 28 Connecting device

[0068] 29 First spring end

[0069] 30 Second spring end

[0070] 31 (Control axis rotation) First direction

[0071] 32 (Second direction of control axis rotation)

[0072] 33 (the end of the second sub-part)

[0073] 34 External teeth

[0074] 35 Force Transmission Surface

[0075] 36. Actuator.

Claims

1. A shifting device (1) for a powertrain of a motor vehicle, the shifting device comprising: - A housing (2) in which a first drive shaft (3) and a second drive shaft (4) are rotatably mounted, wherein the first drive shaft (3) and the second drive shaft (4) are arranged coaxially with each other such that the first drive shaft and the second drive shaft have a common axis of rotation (5), and - A shiftable clutch device (6), said clutch device being arranged between the first drive shaft (3) and the second drive shaft (4), wherein, - The clutch device (6) has an open shift position, in which the first drive shaft (3) can rotate freely relative to the second drive shaft (4), and - The clutch device (6) has a closed shift position, in which the first drive shaft (3) is rotatably fixed to the second drive shaft (4) via the clutch device (6), wherein, - The clutch device (6) has a non-displaceable clutch element (7) that cannot be displaced along the direction of the rotation axis (5) and a displaceable clutch element (8) that can be displaced along the direction of the rotation axis (5) by means of a control element (9), wherein, - A control shaft (10) is provided for adjusting the control element (9), wherein, - The control shaft (10) has a first sub-section (15) capable of being driven by an actuator (36) and a second sub-section (16) designed to adjust the control element (9), characterized in that, - The first sub-part (15) is rotatably mounted relative to the second sub-part (16), wherein a spring element (11) is provided between the two sub-parts (15, 16), and when the first sub-part (15) rotates in a first direction (31) to shift the clutch device (6) to the closed shift position, the torque of the first sub-part (15) can be transmitted to the second sub-part (16) via the spring element, and when the first sub-part (15) rotates in the opposite second direction (32) to shift the clutch device (6) to the open shift position, the torque of the first sub-part (15) can be transmitted to the second sub-part (16) via the respective force transmission surfaces of the first sub-part (15) and the second sub-part (16).

2. The shifting device (1) according to claim 1, characterized in that, - The clutch device (6) is formed by a claw clutch.

3. The shifting device (1) according to claim 1 or 2, characterized in that, - The spring element (11) is a torsion spring.

4. The shifting device (1) according to claim 1 or 2, characterized in that, - The first sub-part (15) or the second sub-part (16) is rotatably mounted to one end (33) of the corresponding other sub-part (16, 15), wherein, - The spring element (11) is radially mounted between the first sub-part (15) and the second sub-part (16) relative to the rotation axis (13) of the control shaft (10).

5. The shifting device (1) according to claim 1 or 2, characterized in that, - The maximum relative rotational motion of the first sub-part (15) relative to the second sub-part (16) is defined by the contour (25) of the first sub-part (15), and the radial extension (26) of the second sub-part (16) protrudes into the contour of the first sub-part.

6. The shifting device (1) according to claim 1 or 2, characterized in that, - The control shaft (10) is a pinion shaft.

7. The shifting device (1) according to claim 1 or 2, characterized in that, - An end stop (14) is provided for the movable clutch element (8), the end stop determining the end position of the movable clutch element (8) in the open shift position in the direction of the rotation axis (5) of the drive shaft (3, 4).

Images