Dog clutch assembly, drive train and motor vehicle

Abstract

The invention relates to a dog clutch assembly (8) for a motor vehicle (1), having a clutch body (8) and an axially movable sliding sleeve assembly (30), wherein the clutch body has a plurality of first teeth (36) in a first toothing (38) and the sliding sleeve assembly has a plurality of second teeth (34) in a second toothing (32), wherein the sliding sleeve assembly (30) has a switching ring (22) and a sleeve (28) with the second toothing (32), wherein the switching ring (22) and the sleeve (28) at least partially overlap in the axial direction and are arranged axially moveable relative to one another, characterized in that the switching ring (22) and the sleeve (28) enclose a gap (29), wherein a pneumatic damping is formed with the gap (29), which dampens the movement of the sleeve (28) and the switching ring (22) relative to one another. The invention also relates to a drive train. The invention also relates to a motor vehicle.

Description

Technical Field

[0001] The present invention relates to a claw clutch assembly for a motor vehicle, the claw clutch assembly having a clutch body and an axially movable sliding sleeve assembly, wherein the clutch body has a plurality of first teeth in a first tooth portion and the sliding sleeve assembly has a plurality of second teeth in a second tooth portion, wherein the sliding sleeve assembly has a switching ring and a sleeve having the second teeth portion, wherein the switching ring and the sleeve at least partially overlap in the axial direction and are arranged axially movable relative to each other. Background Technology

[0002] The advantage of a claw clutch is its high efficiency because it eliminates frictional losses. Therefore, a claw clutch is preferred when high-efficiency clutch engagement is required and when synchronizing speeds across a series of systems needs to be achieved.

[0003] This allows for the construction of a sliding sleeve assembly consisting of a switching ring and a sleeve. The sleeve and the switching ring can then move axially relative to each other. Thus, relative movement is possible between the sleeve and the switching ring during engagement or disengagement. For example, during operation, due to the tooth-to-tooth alignment of the sleeve and the clutch body, the sleeve and the switching ring may push each other away.

[0004] If the sleeve and switching ring move toward each other again after the release sleeve's movement is blocked, contact noise may occur. Summary of the Invention

[0005] Therefore, the object of the present invention is to provide a claw clutch assembly in which the switching ring and the sleeve are combined together without noise and are simply constructed herein.

[0006] To address this problem, it is stipulated that the switching ring and the sleeve form a gap, wherein the gap is used to create pneumatic damping, which buffers the movement of the sleeve and the switching ring relative to each other.

[0007] As the core of this invention, a damping mechanism is autonomously formed within the claw clutch assembly to prevent mechanical stop noise. To this end, the switching ring and the sleeve enclose a gap. This gap advantageously has a variable volume, allowing for the compression of fluids, particularly air or an air-oil mixture. This compressed air volume enables the buffering of the relative movement between the sleeve and the switching ring.

[0008] In principle, it can be specified that the gap between the switching ring and the sleeve encloses a predetermined uncompressed volume, wherein air can be contained, for example, in an annular groove. However, it is preferable that the switching ring and the sleeve form the wall of the gap, and at least one pneumatic and / or hydraulic inlet valve is arranged on the wall. If the volume of the gap increases during the movement of the switching ring and the sleeve away from each other, air or an air-oil mixture can be introduced into the gap as needed through the inlet valve. The inlet valve is preferably configured as a check valve. This means that air can enter the gap through the inlet valve but cannot leave the gap.

[0009] Alternatively, the inlet valve can also be used as an outlet valve, which means that it in principle inhibits air exchange.

[0010] Furthermore, the switching ring and the sleeve can form a wall portion of the gap, and at least one defined leakage portion is arranged on this wall portion. A predetermined amount of air overflows through the leakage portion per unit time. This determines when the air present in the gap begins to dampen and how strong the damping effect is.

[0011] Therefore, it is preferably specified that there exists a first posture of the sleeve relative to the switching ring, in which the gap has a small volume. There is also a second posture in which the gap increases and the sleeve and switching ring are pulled apart from each other, thus the gap has a larger volume. If the sliding sleeve assembly changes from the second posture to the first posture, the movement is buffered by damping inherently provided in the sliding sleeve assembly, starting from a certain rate of reduction in the gap. For this purpose, the gap may have at least one connection to the external space, so that the gap can be fully reduced and a damping effect can be obtained without a persistent backlash force.

[0012] In the first design, holes can be arranged in the sleeve and / or the switching ring. These holes act as throttling devices, inhibiting air exchange between the gap and the external space. Thus, when the sleeve and the switching ring move toward each other, the air in the gap cannot escape arbitrarily and rapidly, ultimately buffering the movement. However, air can escape the gap with a certain delay.

[0013] Alternatively or additionally, a sealing element may be arranged between the switching ring and the sleeve. This sealing element can preferably be configured as a lip seal ring. This seal ring can be considered as a check valve. Preferably, the inlet is defined by the lip seal ring. Due to its arrangement, air is allowed to enter the gap but cannot leave it.

[0014] An outlet can be formed, for example, through a defined leakage portion. This can be a hole or a pre-defined notch between the switching ring and the sleeve, if it can be manufactured with suitable tolerances. For example, it can be specified that there is a gap between the contact surfaces of the switching ring and the sleeve, or these surfaces can define a gap that allows a pre-defined leakage. This gap can extend across the entire width of the component, but it can also have a narrow diameter. As mentioned above, the defined leakage portion can also be created through a hole.

[0015] Alternatively or additionally, a baffle can be arranged on the wall of the gap, i.e., in the sleeve or switching ring. This baffle can regulate the inlet and outlet of air into the gap. A preferred direction can be provided, but the baffle can also exhibit the same flow resistance in two directions.

[0016] Multiple measures can be taken simultaneously. For example, a lip seal ring can be provided between the switching ring and the sleeve, which acts as an inlet valve. Additionally, the switching ring can have a baffle or other defined leakage portion. This forms a defined air inlet through which a large amount of air can easily enter the gap. On the other side, there is also a defined outlet, the discharge capacity of which is less than the inlet capacity of the lip seal ring. More generally, the gap can preferably have an inlet and a separate outlet, wherein the inlet volumetric flow rate or inlet cross-sectional area is greater than the outlet volumetric flow rate or outlet cross-sectional area. Specifically, it can also be specified that the outlet is also an inlet. Thus, the inlet area or inlet volume is further enlarged compared to the outlet volume. This allows for the sleeve and switching ring to move away from each other without a damping effect, and damping only occurs when they are combined.

[0017] The advantage of this structure is that it minimizes the gap when the sliding sleeve and switching ring are combined, and provides effective damping volume only when needed. Furthermore, the effect is anisotropic, meaning that the damping of motion acts only in one direction.

[0018] It should be noted that the discussion concerns pneumatic damping and only considers air, although an air-oil mixture is typically present when a claw clutch is used in a transmission.

[0019] It is obviously possible that some oil will enter the gap. However, due to the rotational movement of the claw clutch, it is automatically squeezed outward again, and in all cases, this occupies only a tiny fraction of the gap's volume and is therefore negligible.

[0020] The switching ring and / or the sleeve can advantageously have an L-shaped cross-section. In particular, the arms of the L-shaped sleeve and / or the L-shaped switching ring can form the wall of the gap. This design is a preferred embodiment of the more general idea of ​​forming the gap solely with the sleeve and the switching ring. Therefore, no additional wall components are needed to define the gap. Although alternative designs exist, such as U-shaped sleeves and correspondingly mating switching rings, these designs are more expensive to manufacture and more complex to handle.

[0021] Preferably, the switching ring and the sleeve are decoupled along a pre-defined path by a decoupling element. In other words, the switching ring and / or the sleeve can move relative to each other for a specific path, i.e., a pre-defined path, while other parts do not necessarily move together. On the other hand, they are not completely decoupled, because otherwise they could not be engaged together. However, they can be decoupled for a pre-defined path.

[0022] Preferably, the switching ring and the sleeve are decoupled only in the engagement direction for a pre-given path. For example, the switching ring and the sleeve may be continuously coupled in the disengagement direction or continuously coupled from a specific position.

[0023] The decoupling elements, particularly the spring elements, can be advantageously arranged on the sliding sleeve assembly. This allows for faster switching processes and lower losses. In particular, the described assembly also simplifies the execution of the operating method.

[0024] The claw clutch consists of two parts. The first part is called the clutch body and is essentially fixed in position. Fixed position here means that it can only move slightly in that position, so that its axial mobility will not unintentionally engage the claw clutch. The clutch body is preferably arranged without backlash.

[0025] The claw clutch assembly has a sliding sleeve assembly as an axially movable part for engagement. The sliding sleeve assembly is constructed in two parts, with the two parts coupled to each other by a spring element. The sleeve has teeth, and a switching ring is located on one side of the switching fork. The switching ring is preferably annular, but can also have different shapes. Functionally, the switching ring simply transmits the force from the actuator to the spring element that connects the switching ring to the sleeve.

[0026] Preferably, the spring element may have a travel path smaller than the cover portion of the sleeve. The cover portion is the maximum path distance by which the engaged teeth overlap each other in the axial direction. Therefore, the travel path is large enough to engage the teeth after releasing the tooth-to-tooth posture, but not large enough to reach the actuator's engagement position in the tooth-to-tooth posture.

[0027] Preferably, the sleeve may have a stop that bridges the spring assembly in the disengagement direction. Thus, the spring element functions only in the engagement direction.

[0028] Preferably, the claw clutch assembly may have an actuator with an electric motor. This electric motor may have a position sensor. This position sensor may preferably be designed as a rotation angle sensor. The position of the switching ring can then be determined using the rotation angle sensor and geometric design. As will be described in more detail below, the position of the sleeve can also be determined by considering the boundary conditions in the described claw clutch assembly. This eliminates the need for a position sensor on one side of the clutch body.

[0029] The actuator can preferably be configured as electromechanical or electrohydraulic. Therefore, the actuator can also have a hydraulic section to bridge longer path distances.

[0030] Alternatively, a hydraulic actuator with a hydraulic controller can be used. Magnetic actuation can also be employed.

[0031] The spring element can preferably be configured as a disc spring. Furthermore, the claw clutch assembly can have a switching fork. This switching fork advantageously engages in the switching ring and moves the switching ring in the axial direction.

[0032] The spring element can alternatively be constructed as a wave spring. Wave springs are preferred, especially for larger spring strokes.

[0033] More generally, the spring element is preferably constructed as a ring. This allows for the uniform transmission of force to the sleeve.

[0034] The switching teeth of the clutch body and the sliding sleeve can extend in the axial or radial direction. The movable sliding sleeve also has axial or radial sliding teeth.

[0035] Multiple first teeth and / or multiple second teeth can advantageously extend in the radial direction. So far, the use of these teeth has only involved the teeth of the clutch body and the sleeve. However, the sleeve can also be connected to the drive shaft via teeth. The teeth are preferably configured as mating teeth. Alternatively, the teeth can be configured as face teeth. Furthermore, a mating tooth and a face tooth can be used. Specifically, there can be a mating tooth between the drive shaft and the sleeve, and a face tooth between the sleeve and the clutch body.

[0036] The present invention also relates to a drivetrain for a motor vehicle, the drivetrain having a first axle and a second axle, wherein at least one wheel is arranged on each side of each axle, and a differential transmission is arranged on at least one of the axles. The drivetrain is characterized in that a claw clutch assembly configured as described is arranged between the differential transmission and one of the wheels.

[0037] The present invention also relates to a drivetrain for a motor vehicle, the drivetrain having a first axle and a second axle, wherein at least one wheel is arranged on each side of each axle, and the two axles are connected by a universal joint (Kardanwelle). The drivetrain is characterized in that a claw clutch assembly as described is arranged on the universal joint.

[0038] The present invention also relates to a drivetrain for a motor vehicle, the drivetrain having a first axle and a second axle, wherein at least one wheel is arranged on each side of each axle. A transmission stage exists between a rotor and a differential. A shaft, referred to as an intermediate shaft, is part of this transmission stage. This shaft advantageously carries at least two cylindrical gears. The drivetrain is characterized in that a claw clutch assembly as described is arranged on the intermediate shaft.

[0039] The present invention also relates to a drivetrain for a motor vehicle having a first axle and a second axle, wherein at least one wheel is arranged on each side of each axle, and a differential transmission is arranged on at least one of the axles. The drivetrain is characterized in that a claw clutch assembly as described is arranged in the differential transmission.

[0040] Each described drivetrain is equipped with at least one electric motor, particularly a traction motor. This traction motor can be disengaged from the rest of the drivetrain using a claw clutch assembly. The traction motor is so named to distinguish it from other electric motors in the drivetrain, such as the motor of the actuator in the claw clutch assembly. Of course, traction motors come in various power ratings because they are intended to drive the motor vehicle.

[0041] The present invention also relates to a motor vehicle having a claw clutch assembly and / or a transmission system. The motor vehicle is characterized in that the claw clutch assembly and / or the transmission system are constructed in the manner described. Attached Figure Description

[0042] Other advantages, features, and details of the invention are given in the following description of the embodiments and accompanying drawings. Wherein:

[0043] Figure 1 Motor vehicles were shown;

[0044] Figure 2The path curve of the claw clutch operation process is shown;

[0045] Figure 3 The claw clutch assembly in the first position is shown;

[0046] Figure 4 The claw clutch assembly in the second position is shown;

[0047] Figure 5 The claw clutch assembly in the third position is shown; and

[0048] Figure 6 The claw clutch assembly in the fourth position is shown. Detailed Implementation

[0049] Figure 1 A motor vehicle 1 with two axles 2 and 3 is shown. A differential 4 is arranged on at least one of the two axles. The two axles can be connected by an intermediate axle 5. A so-called half-shaft 7 is located between the differential and the wheels 6 of the axle. Figure 1 A claw clutch assembly 8 is also shown. This claw clutch assembly is drawn exemplarily on the universal joint 5. However, the claw clutch assembly can also be arranged on the half-shaft 7 or in the differential 4.

[0050] Figure 2 The path distance 9 for the manipulation path is shown. This path distance is given in millimeters, but the given path length is, in principle, arbitrary. The order of the important points presented below is not limited to the given path length and can be adapted in individual cases.

[0051] The sliding sleeve of the claw clutch assembly 8 is located at position 10 in the disengaged state. This position can also be referred to as the disengaged position. If the sleeve is subsequently pushed in the engagement direction, it reaches the tooth-to-tooth position 12 after a certain path. Since the motor of the claw clutch assembly 8 has a rotation angle sensor, it knows when this position has been reached. As will be explained further below, a spring element is arranged between the switching ring and the sleeve, so the travel path 15 of this spring element can continue without problems to the blocking position 14. Once the tooth-to-tooth orientation is overcome, the sleeve can also continue to move in the direction of the clutch body until it reaches the end position 16. At the end position 16, a complete cover of the switching teeth is constructed. Here, travel is limited either at the root of the switching teeth or at any stop on the clutch body. At the end position 16, the torque of the entire drivetrain can be transmitted.

[0052] Here, the travel path 15 is shorter than the engagement path 17. The engagement path 17 is the path that the sleeve or switching ring travels from position 10 to position 16 during engagement.

[0053] Figure 3 The claw clutch assembly 8 is shown in its first position, i.e., the disengaged position. A portion of the switching fork 20 engaged in the switching ring 22 can be seen. The switching ring is connected to the sleeve 28 via a disc spring 24, which serves as a spring element 26. The switching ring 22, the disc spring 24, and the sleeve 28 together form the sliding sleeve assembly 30.

[0054] The switching ring 22 and the sleeve 28 form a gap 29, which is minimized in the orientation of the switching ring 22 and the sleeve 28 relative to each other. This orientation is also referred to above as the first orientation.

[0055] Multiple second teeth 34 are located on the sleeve 28 as second tooth portions 32.

[0056] These second teeth 34 engage with multiple first teeth 36 of the first tooth portion 38 of the clutch body 40.

[0057] The clutch body is fixed in this axial position. That is to say, the axial movement of the clutch body is insufficient to engage the claw clutch assembly 8.

[0058] exist Figure 3 In this case, the claw clutch assembly 8 is in the disengaged position 10.

[0059] A seal 42 is also arranged between the switching ring 22 and the sleeve 28. This seal, together with the partition 44, serves to cushion the movement of the sliding sleeve assembly 30, as will be shown in more detail below.

[0060] Figure 4The claw clutch assembly 8 is shown in the tooth-to-tooth position 12. Here, the plurality of first teeth 36 and the plurality of second teeth 34 can overlap each other. In this position, it is not necessary for the entire tooth surface to overlap directly, but rather only a small portion overlap is sufficient. Thus, these teeth cannot move into the corresponding gaps. The actuator can still continue to travel because the spring element 26 initially follows the switching ring 22. If a tooth-to-tooth posture exists, it can be ignored initially because the spring element 26 is then preloaded. The tooth-to-tooth posture between the plurality of first teeth 36 and the plurality of second teeth 34 means that it is released at some point, at least as long as there is a certain speed difference. The teeth can then mesh with each other, especially accelerating when the spring element 26 is preloaded. However, starting from the tooth-to-tooth position 12, the switching ring 22 preferably travels at a pre-given maximum speed. This speed is calculated so that the tooth-to-tooth posture is released before the travel path 15 of the spring element 26 is exhausted. The speed difference between the sleeve 28 and the clutch body 40 is, of course, taken into account here. The greater the speed difference, the faster the tooth-to-tooth posture is overcome. For safety reasons, an upper threshold can be set, which may be referred to as the exclusion limit speed. Above this exclusion limit speed, no biting process will occur.

[0061] Here, the switching ring 22 and sleeve 28 move until they do not move away from each other in that position. The force of the disc spring 24 is sufficient to couple the movement of the sleeve 28 and the movement of the switching ring 22.

[0062] Figure 5 The claw clutch assembly 8 is shown in a tooth-to-tooth orientation. This tooth-to-tooth orientation is also referred to above as the second orientation. The sleeve 28 and the switching ring 22 have moved away from each other. Here, the gap 29 is significantly widened. Air or an air-oil mixture is present in the gap 29, reaching there through the lip seal ring 42 and the partition 44.

[0063] If the tooth-to-tooth orientation is overcome, the switching ring 22 and sleeve 28 move toward each other with the aid of the disc spring 24. At the end of this movement, friction noise from hard objects is avoided. Because the air in gap 29 cannot escape quickly and is compressed. Starting from a reduction of approximately 50%, the air compression dampens the movement of the sleeve. Since air can escape through diaphragm 44, the distance between switching ring 22 and sleeve 28 gradually decreases until it reaches a certain value. Figure 3 and Figure 4 The relative positions of the axes shown.

[0064] Figure 6The claw clutch assembly 8 is shown in its final position 16. The teeth are engaged, or in other words, they are engaged and overlap over a certain length, thus enabling the transmission of the full torque of the electric motor in the drivetrain.

[0065] The gap 29 is minimized again. Therefore, the gap only expands during the time period when the damping effect is needed.

[0066] Figures 3 to 6 The same claw clutch assembly 8 is shown here in different operating positions. For clarity, in Figures 4 to 6 Only the important components are labeled with reference numerals in the accompanying drawings. However... Figure 3 The reference numerals in the accompanying drawings continue to apply.

[0067] List of reference numerals in the attached diagram:

[0068] 1 motor vehicle

[0069] 2-axle

[0070] 3-axle

[0071] 4 differentials

[0072] 5. Intermediate Shaft

[0073] 6 wheels

[0074] 7 universal joints

[0075] 8-claw clutch assembly

[0076] 9. Path distance

[0077] 10. Disengagement from position

[0078] 12 Tooth-to-tooth position

[0079] 14. Blocking position

[0080] 15. Travel Route

[0081] 16. Finish line

[0082] 17. Joining Path

[0083] 20 Switching Fork

[0084] 22 Switching ring

[0085] 24 Disc Springs

[0086] 26 Spring elements

[0087] 28 sleeve

[0088] 29 gaps

[0089] 30 Sliding Sleeve Assembly

[0090] 32 Second tooth

[0091] 34 Second tooth

[0092] 36 First tooth

[0093] 38 First tooth

[0094] 40 Clutch body

[0095] 42 Sealing elements

[0096] 44 recess

Claims

1. A claw clutch assembly (8) for a motor vehicle (1), the claw clutch assembly having a clutch body (40) and an axially movable sliding sleeve assembly (30), wherein, The clutch body has a plurality of first teeth (36) in the first tooth portion (38) and the sliding sleeve assembly has a plurality of second teeth (34) in the second tooth portion (32), wherein the sliding sleeve assembly (30) has a switching ring (22) and a sleeve (28) with the second tooth portion (32), wherein the switching ring (22) and the sleeve (28) overlap at least partially in the axial direction and are arranged axially movable relative to each other, characterized in that the switching ring (22) and the sleeve (28) enclose a gap (29), wherein the gap (29) forms a pneumatic damping that buffers the movement of the sleeve (28) and the switching ring (22) relative to each other, wherein the switching ring (22) and the sleeve (28) form the wall of the gap (29), and a partition (44) is arranged on the wall of the gap.

2. The claw clutch assembly according to claim 1, characterized in that, At least one pneumatic and / or hydraulic valve is arranged on the wall portion.

3. The claw clutch assembly according to claim 2, characterized in that, The valve in question is an inlet valve.

4. The claw clutch assembly according to claim 2, characterized in that, The valve allows fluid movement into the gap (29) and throttles or prevents fluid movement out of the gap (29).

5. The claw clutch assembly according to any one of claims 1 to 4, characterized in that, The switching ring (22) and the sleeve (28) form the wall of the gap (29), and at least one defined leakage portion is arranged on the wall.

6. The claw clutch assembly according to any one of claims 1 to 4, characterized in that, A sealing element is arranged between the switching ring (22) and the sleeve (28).

7. The claw clutch assembly according to claim 6, characterized in that, The sealing element is a lip seal ring (42).

8. The claw clutch assembly according to any one of claims 1 to 4, characterized in that, The switching ring (22) and / or the sleeve (28) have an L-shaped cross-section.

9. The claw clutch assembly according to claim 8, characterized in that, The arms of the L-shaped sleeve (28) and / or the L-shaped switching ring (22) form the wall of the gap (29).

10. The claw clutch assembly according to claim 1, characterized in that, The switching ring (22) and the sleeve (28) are decoupled on a pre-given path by the decoupling element (26).

11. The claw clutch assembly according to claim 10, characterized in that, The decoupling element is a spring element (26) with a travel path (15).

12. The claw clutch assembly according to claim 10 or 11, characterized in that, The decoupling element is arranged outside the gap (29).

13. A transmission system for a motor vehicle, the transmission system having a first axle (2) and a second axle (3), wherein, At least one wheel (6) is arranged on each side of each axle (2, 3), and a differential transmission (4) is arranged on at least one axle (2) of the axles, characterized in that a half shaft (7) with a claw clutch assembly (8) is arranged between the differential transmission (4) and one of the wheels (6), wherein the claw clutch assembly (8) is constructed according to any one of claims 1 to 12.

14. A transmission system for a motor vehicle, the transmission system having a first axle (2) and a second axle (3), wherein, At least one wheel (6) is arranged on each side of each axle (2, 3), and the two axles (2, 3) are connected by a universal joint (5), characterized in that a claw clutch assembly (8) is arranged on the universal joint (5), the claw clutch assembly being constructed according to any one of claims 1 to 12.

15. A transmission system for a motor vehicle, the transmission system having a first axle (2) and a second axle (3), wherein, At least one wheel (6) is arranged on each side of each axle (2, 3), and a differential transmission is arranged on at least one of the axles (2, 3), characterized in that a claw clutch assembly (8) is arranged in the differential transmission, the claw clutch assembly being constructed according to any one of claims 1 to 10.

16. A transmission system for a motor vehicle, the transmission system having a first axle (2) and a second axle (3), wherein, At least one wheel (6) is arranged on each side of each axle (2, 3), and at least one axle is equipped with a traction motor and a differential transmission is arranged on the axle, wherein there is a transmission stage between the rotor of the traction motor and the differential transmission, and a portion of the transmission stage is an intermediate shaft, characterized in that a claw clutch assembly according to any one of claims 1 to 12 is arranged on the intermediate shaft.

17. A motor vehicle having a claw clutch assembly and / or a transmission system, characterized in that, The claw clutch assembly (8) is constructed according to any one of claims 1 to 12, and / or the transmission system is constructed according to any one of claims 13 to 16.

Images