Method for operating a drive arrangement, drive arrangement and vehicle

Abstract

The invention relates to a method for operating a drive arrangement (10) comprising a drive shaft (12), a coupling element (14), a coupling device (16) with a coupling element (18), wherein the drive shaft (12) can be coupled rotationally fixedly to the coupling element (14) during a coupling process and decoupled therefrom during a decoupling process, wherein during the coupling process a toothing (20) of the coupling element (18) and a toothing (22) of the coupling element (14) are brought into positive engagement with one another, wherein a rotational speed of the drive shaft (12) is adjusted in terms of its rotational speed relative to a rotational speed of the coupling element (14) before and / or during the coupling process, wherein the rotational speed adjustment is adapted in accordance with a wear of the toothing (20) of the coupling element (18) and / or the toothing (22) of the coupling element (14), to a drive arrangement of this kind and to a vehicle having such a drive arrangement.

Description

Technical Field

[0001] The present invention relates to a method for operating a drive arrangement structure according to the invention, the drive arrangement structure being particularly suitable for vehicles, a drive arrangement structure having the features of the invention, particularly suitable for vehicles, and a vehicle having the features of the invention. Background Technology

[0002] In drive arrangements with motors, the motor is typically configured to be both coupled to and decoupled from a driven element, such as a driven shaft. For this coupling process, it is necessary that the motor speed matches the speed of the driven element. Typically, a decoupled motor is stationary and does not rotate. For the coupling process, the motor must correspondingly accelerate to a predetermined speed. Different models exist for this type of speed regulation. These models take into account various influencing factors, such as friction, speed gradient, or rate of change.

[0003] Such models are described, for example, in DE 102009055246 A1 and DE 102012003020 A1. Summary of the Invention

[0004] The problem upon which this invention is based is solved by a method for operating a drive arrangement structure, particularly for vehicles, having the features of this invention; a drive arrangement structure, particularly for vehicles, having the features of this invention; and a vehicle, particularly a motor vehicle, having the features of this invention.

[0005] According to the present invention, a method for operating a drive arrangement structure, particularly for vehicles, is proposed. Here, the drive arrangement structure includes a drive shaft. The drive shaft is coupled to a drive unit, particularly an electric motor (electric motor), particularly in a rotationally resistant manner or by means of teeth (e.g., a cylindrical gear stage).

[0006] The drive arrangement also includes coupling elements. These can be, for example, teeth or gears / pinions that couple with the driven shaft, intermediate shaft, or movable wheel arranged on the drive shaft.

[0007] The drive arrangement further includes a coupling device having a coupling element (e.g., a switching sleeve) wherein the coupling element is anti-rotationally coupled to the drive shaft. The coupling element is anti-rotationally coupled to the drive shaft, particularly by means of a gear arranged on the drive shaft or a toothed guide hub arranged on the drive shaft. The coupling element is capable of being moved, particularly axially (i.e., along the longitudinal direction of the drive shaft, or parallel to the central longitudinal axis of the drive shaft).

[0008] The drive shaft is able to engage with the coupling element in a rotationally resistant manner during connection and decouple from it during disengagement. During connection, the teeth (especially internal teeth) of the connecting element and the teeth (especially external teeth) of the coupling element engage with each other in a shape-fitting manner. For this purpose, the connecting element is particularly displaced axially. Specifically, here, the connecting element runs on the corresponding external teeth of the guide hub or gear with its internal teeth.

[0009] Before and / or during the coupling process, the speed of the drive shaft is adjusted relative to the speed of the coupling element (or the driven shaft, intermediate shaft, or moving wheel coupled thereto). Currently, speed adjustment specifically refers to the adaptation, balancing, or synchronization of the speed or speed difference between the drive shaft and the coupling element.

[0010] Speed ​​regulation is adapted based on the losses of the teeth of the connecting elements and / or the teeth of the coupling elements (especially depending on the tooth profile of the elements that are coupled to each other in a shape-fitting manner).

[0011] Wear of the components coupled to each other, for example, alters the geometry of the teeth of the corresponding components, and this wear particularly affects the coupling behavior of the coupled components. By adapting the speed adjustment according to the wear, the coupling process can be optimally set throughout the entire lifespan of the drive arrangement. This facilitates positive and consistent feedback to the operator of the drive arrangement or the vehicle.

[0012] The coupling time, i.e., the time elapsed during the coupling process, depends on the difference in rotational speed between the coupled components. If the speed difference is too small (not only in the positive but also in the negative direction of rotation), the coupling time will be large. If the speed difference is too large, the teeth of the coupled components will collide, and the coupling time will be even longer. Thus, there exists a target range of speed differences (or target speed difference, target speed difference value) in which the coupling time is minimized. It is desirable to minimize the coupling time so as not to negatively impact, for example, ride comfort, due to the coupling process.

[0013] Due to wear of the components coupled to each other, the target range of speed difference (or target speed difference) that enables the optimal execution of the coupling process shifts.

[0014] According to one improvement, the number of connection processes performed by the connecting element and the coupling element (that is, the total number of connection processes performed since the start of the drive arrangement structure) can be detected, especially by means of a counting device or sensor.

[0015] According to one improved scheme, the degree of wear on the teeth of the connecting element and / or the coupling element can be determined by the number of times the connection process is detected (and, if necessary, other parameters, such as the material of the teeth). From this, an estimate of the actual tooth geometry resulting from wear can be derived.

[0016] According to an improved scheme, characteristic curves representing the degree of loss of the teeth of the connecting element and / or the coupling element, especially those previously determined (either through modeling or empirical determination), can be determined and stored in memory. These characteristic curves specifically represent the deviation of the target speed difference range (or target speed difference) from the loss. Furthermore, these characteristic curves can be stored in the control device of the connecting device or drive arrangement structure.

[0017] In particular, the target speed difference increases with the number of engagement processes performed (i.e., with increasing wear), while the minimum engagement time decreases simultaneously. In other words, the minimum engagement time can be further reduced during the lifespan of the drive arrangement by adapting the speed adjustment according to the characteristic curve.

[0018] According to one improved scheme, the rotational speed can be adapted based on the characteristic curve stored in the memory.

[0019] According to one improved scheme, in order to adjust the speed, the speed of the connecting element (or the drive shaft) can be matched with the speed of the coupled element, especially by increasing the speed of the drive shaft. This can be achieved, in particular, by increasing the speed (in the previous stationary state) and / or accelerating the motor.

[0020] According to one improvement, during the connection process, the teeth of the connecting element and the teeth of the coupling element can engage with each other under a desired, especially predetermined, target speed difference (or target speed difference value or target speed difference range) between the rotational speed of the connecting element (or the drive shaft) and the rotational speed of the coupling element. This minimizes the connection time.

[0021] According to an improved scheme, the target speed difference (or target speed difference value or target speed difference range) can be calibrated (recorrected or set) based on the wear of the teeth of the connecting element and / or the teeth of the coupling element.

[0022] According to the present invention, a drive arrangement structure, particularly for vehicles, is proposed, wherein the drive arrangement structure is configured to operate according to the method described above. For the advantages thus achievable, refer to the related embodiments for the method. The measures described in conjunction with the method can be used for other design schemes of the drive arrangement structure.

[0023] The drive arrangement can have a counting device or sensor to acquire / count the total number of connection processes performed by the self-starting drive arrangement.

[0024] According to the present invention, a vehicle, particularly a motor vehicle, having a drive arrangement structure according to the above-described embodiment is proposed. For the advantages thus achievable, refer to the related embodiments for the drive arrangement structure. The measures described in conjunction with the drive arrangement structure and / or further explained below can be used in other vehicle design schemes. Attached Figure Description

[0025] Embodiments of the invention are illustrated below with reference to the accompanying drawings. Wherein: Figure 1 A schematic diagram of the drive arrangement structure is shown; Figure 2 A schematic diagram of the coupling element, the connecting element, and the teeth of the guide hub before the coupling process is shown; Figure 3 It shows according to Figure 2 A schematic diagram of the teeth during the connection process; Figure 4 It shows according to Figure 2 A schematic diagram of the teeth after the connection process; and Figure 5 A schematic diagram is shown showing the change in tooth geometry due to wear. Detailed Implementation

[0026] Drive layout structure in Figure 1 The entire structure is marked with reference numeral 10. The drive arrangement structure 10 can be configured, for example, as an electric shaft (E-Achse) or as a component forming an electric shaft.

[0027] The method described herein is illustrated exemplarily with respect to the drive arrangement structure 10 shown in the figure. The method is not limited to the drive arrangement structure 10 shown, but can also be performed at other drive arrangements having connectors.

[0028] The drive arrangement 10 has a drive shaft 12. This drive shaft is coupled to a motor (not shown) via a gear 11. A movable wheel 13 is arranged on the drive shaft 12, which meshes, for example, with a differential (not shown). A coupling element 14 is arranged on the movable wheel 13.

[0029] The drive arrangement structure 10 has a coupling device 16 with a coupling element 18. The coupling element 18 has teeth 20 (internal teeth) and the coupling element 14 has teeth 22 (external teeth) (see...). Figure 1 and Figure 2 ).

[0030] A guide hub 25 with teeth 27 (external teeth) is arranged anti-rotationally on the drive shaft 12 (see... Figure 1 and Figure 2 The connecting element 18 is arranged anti-rotationally on the guide hub 25, wherein the (internal) teeth 20 of the connecting element 18 and the (external) teeth 27 of the guide hub 25 engage with each other.

[0031] The connecting element 18 is constructed in a manner that allows it to be moved axially. In other words, the connecting element 18 can move parallel to the central longitudinal axis 28 of the drive shaft 12. For this purpose, the connecting device 16 in an embodiment has a switching fork 30, which can be driven or moved axially, i.e., parallel to the central longitudinal axis 28 of the drive shaft 12, by means of an electric drive device 32.

[0032] exist Figure 1 The drive arrangement structure 10 shown is in a state prior to the coupling process (the coupling element 14 and the connecting element 18 are not yet coupled to each other).

[0033] Figure 2 A schematic diagram of the teeth 22 of the coupling element 14, the teeth 20 of the connecting element 18, and the teeth 27 of the guide hub 25 before the coupling process is shown.

[0034] Before the connection process, the teeth 20 of the connecting element 18 and the teeth 22 of the coupling element 14 are arranged separately.

[0035] Figure 3 It shows according to Figure 2 A schematic diagram of the teeth 20, 22, and 27 during the engagement process. In an embodiment, during the engagement process, the shift fork 30 (see...) Figure 1 ) towards the direction of coupling element 14 (in Figure 3 (From center to left) Push the connecting element 18.

[0036] Depending on the rotational speed difference between the connecting element 18 and the coupling element 14, the teeth 20 and 22 of the connecting element 18 and the coupling element 14 directly engage, or the teeth 20 and 22 collide several times before engaging. Here, high material stress and corresponding material loss or deformation are generated, especially at the corner region 33 of the teeth 20 and 22.

[0037] Before the teeth 20 and 22 engage, the number of collisions can depend on the difference in rotational speed between the connecting element 18 and the coupling element 14, and on the tooth geometry.

[0038] Figure 4 It shows according to Figure 2A schematic diagram of teeth 20, 22, and 27 after the coupling process. Teeth 22 of coupling element 14 and teeth 20 of connecting element 18 are now engaged with each other. Therefore, coupling element 14 and connecting element 18 are coupled to each other in a rotationally inert manner. In the coupled state, the rotational speeds of coupling element 14 and connecting element 18 are the same.

[0039] Figure 5 A schematic diagram shows the change in tooth geometry due to wear. The unworn, i.e., undamaged tooth geometry is shown in... Figure 5 Reference numeral 34 is provided in the attached figure. The geometry of the worn teeth is shown in... Figure 5 Reference numeral 36 is provided in the figure. It schematically shows that material reduction and / or deformation occur, especially in the corner region 33 of the tooth.

[0040] As mentioned above, the collision of the teeth 20, 22 of the coupling element 14 and the connecting element 18 during the engagement process depends on the tooth geometry. Thus, compared to the case of a worn tooth geometry 36, in the case of an unworn tooth geometry 34, more collisions are expected before the teeth 20, 22 engage, especially since the initially angular corner regions 33 are more likely to occur. In other words, the rounded (worn) corner regions 33 of the teeth 20, 22 slide past each other more readily for engagement. Correspondingly, the teeth 20, 22 of the coupling element 14 and the connecting element 18 can engage each other better at higher speed differences.

[0041] Therefore, the connection time can be minimized and the connection process optimized by adapting the speed difference according to the loss.

Claims

1. A method for operating a drive layout structure (10), the drive layout structure comprising: - Drive shaft (12). - Coupler element (14). - A coupling device (16) having a coupling element (18) wherein the coupling element (18) is coupled to the drive shaft (12) in a rotationally inert manner. - Wherein, the drive shaft (12) is capable of being coupled to the coupling element (14) in a rotation-resistant manner during connection and decoupled from the coupling element during disconnection. - In the connection process, the teeth (20) of the connecting element (18) and the teeth (22) of the coupling element (14) engage with each other in a shape-fitting manner. - Wherein, before and / or during the coupling process, rotational speed adjustment of the drive shaft (12) is performed relative to the rotational speed of the coupling element (14). Its features are, The speed adjustment is adapted based on the wear of the teeth (20) of the connecting element (18) and / or the teeth (22) of the coupling element (14). The number of times the connection process performed by the connecting element (18) and the coupling element (14) is detected. The degree of wear on the teeth (20) of the connecting element (18) and / or the teeth (22) of the coupling element (14) is determined by the number of times the connection process is performed. Characteristic curves representing the wear levels of the teeth (20) of the connecting element (18) and / or the teeth (22) of the coupling element (14) are determined and stored in memory. The rotational speed is adjusted according to the characteristic curve stored in the memory.

2. The method of claim 1, wherein, In order to adjust the rotational speed, the rotational speed of the connecting element (18) is adapted to the rotational speed of the coupling element (14).

3. The method according to claim 1 or 2, characterized in that, During the connection process, the teeth (20) of the connecting element (18) and the teeth (22) of the coupling element (14) engage with each other when there is a desired target speed difference between the rotational speed of the connecting element (18) and the rotational speed of the coupling element (14).

4. The method of claim 3, wherein, The target speed difference is calibrated based on the wear of the teeth (20) of the connecting element (18) and / or the teeth (22) of the coupling element (14).

5. The method of claim 1, wherein, This drive arrangement is used in vehicles.

6. The method of claim 1, wherein, The number of times the connection process performed by the connecting element (18) and the coupling element (14) is detected by means of a counting device or sensor.

7. The method of claim 2, wherein, For speed adjustment, the speed of the connecting element (18) is matched with the speed of the coupling element (14) by increasing the speed of the drive shaft (12).

8. The method according to claim 3, characterized in that, The desired target speed difference is a predetermined target speed difference.

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