Installation arrangement structure of a coupling transmission device for a motor vehicle

Abstract

The present invention relates to a mounting arrangement structure (200) for a coupling drive (21) of a motor vehicle (K), comprising at least a plurality of components to be mounted during the assembly of the coupling drive (21), among which, - a switching element (62) corresponds to one of the components, which is configured to switch a clutch (40) of the coupling drive (21), - at least one first spring element (27) corresponds to one of the components, which is movably received on the switching element (62) and which is configured to be supported at least indirectly with spring force preloading on a housing (21) of the coupling drive (20), the mounting arrangement structure (200) includes a mounting device (210) separated from the components in the manufactured state of the coupling drive (21), the mounting device includes a stop element (220) having a first stop element end (222) and a second stop element end (224), at least the first stop element end (222) of the first stop element end and the second stop element end is reversibly releasably coupled to the switching element (62) and thereby fixes the first spring element (27) against slipping off the switching element (62) during installation.

Description

Technical Field

[0001] The present invention relates to an installation arrangement structure for a coupling drive device for a motor vehicle, which at least includes a plurality of components and installation devices to be installed during the installation of the coupling drive device when assembling the coupling drive device. Background Art

[0002] With such a coupling drive device, for example, the torque transmission between an electric drive machine and the drive wheels of a motor vehicle can be interrupted as needed (decoupling position), and thus, for example, the so-called coasting of the motor vehicle can be achieved during the driving operation of the motor vehicle, and the torque transmission can be established (coupling position) so as to be able to drive the drive wheels by means of the drive machine.

[0003] Such an installation arrangement structure with corresponding installation devices is used to simplify the installation of a plurality of components of the coupling drive device when assembling the coupling drive device. Summary of the Invention

[0004] The object of the present invention is to provide an installation arrangement structure of the type described at the beginning, which can simplify the installation of different components of the coupling drive device when assembling the coupling drive device.

[0005] The present invention is based on an installation arrangement structure for a coupling drive device for a motor vehicle, which at least includes a plurality of components to be installed during the installation of the coupling drive device when assembling the coupling drive device. Among the components,

[0006] - a switching element corresponds to one of the components, and the switching element is configured to switch the clutch of the coupling drive device,

[0007] - at least one first spring element corresponds to one of the components, the first spring element is movably received on the switching element, and the first spring element is configured to support at least indirectly with spring force preloading on the housing of the coupling drive device,

[0008] Wherein, the installation arrangement structure includes an installation device separated from the components in the manufactured state of the coupling drive device. The installation device includes a stop element having a first stop element end and a second stop element end. At least the first stop element end of the first stop element end and the second stop element end can be reversibly and releasably coupled to the switching element, and thereby the first spring element is fixed during installation to prevent it from slipping off the switching element.

[0009] This is advantageous because multiple components of the coupling drive can be installed simultaneously in this way. These components can be held together in a loss-preventing manner by means of the installation device and can be installed properly in this state. Due to the reversible releasability, the installation device can be separated from the components without residue and without damage after the components have been installed properly and can be used for installing possible further coupling drives. Resources can thus be saved. The installation device can also be referred to as an installation tool.

[0010] The clutch can be switched by means of a switching element. Thus, by means of the switching element, at least one clutch element of the clutch can be moved relative to another clutch element of the clutch and the clutch can thereby be switched. For example, the switching element can be configured to switch the coupling drive at least between a coupling position and a decoupling position. In the coupling position, the electric drive machine of the motor vehicle is torque-transmittingly coupled to the drive wheels of the motor vehicle, and in the decoupling position, the electric drive machine is decoupled from the drive wheels.

[0011] In an advantageous expansion of the present invention, it is provided that the installation arrangement includes a second spring element as one of the components. The second spring element is at least indirectly coupled to an eccentric element as one of the components. The eccentric element is configured to displace a parking lock element of the parking lock of the motor vehicle between a parking lock position and an unlocking position. This is advantageous because in this way the second spring element can be installed together by means of the installation device and thus the common installation of components with different functions can be achieved overall by means of the installation arrangement. The installation device can preferably fix the second spring element to prevent the second spring element from slipping off the switching element.

[0012] In another advantageous expansion of the present invention, it is provided that the end of the first stop element is reversibly and releasably inserted into a first opening arranged on the switching element, and the end of the second stop element is inserted into a second opening arranged on the eccentric element. This is advantageous because by inserting the corresponding end of the stop element into the corresponding opening, a particularly large number of degrees of freedom of movement of the corresponding end of the stop element are restricted, and thus it is difficult for the stop element to undesirably become detached from the components of the installation arrangement.

[0013] The end of the first stop element can preferably be inserted into the first opening in a form-fitting manner, i.e., in the case of forming a form fit with the switching element. The end of the second stop element can preferably be inserted into the second opening in a form-fitting manner, i.e., in the case of forming a form fit with the eccentric element. The form fit enables the respective end of the stop element to be disengaged from the switching element or the eccentric element in an effort-saving and non-destructive (reversible) manner. Particularly preferably, the stop element can be in an elastically deformed state when the end of the first stop element is inserted into the first opening and when the end of the second stop element is inserted into the second opening. Thereby, the tensioning of the stop element is achieved in a particularly reliable manner, so that an undesired loosening of the stop element during installation can be prevented.

[0014] In another advantageous embodiment of the invention, it is provided that the first opening and the second opening are oriented obliquely to each other. This can be understood as that the first opening central axis assigned to the first opening is oriented obliquely with respect to the second opening central axis assigned to the second opening. The simple elastic tensioning of the stop element with the switching element and the eccentric element can be achieved by the oblique arrangement. The undesired loosening of the stop element and thus the entire mounting device during installation is prevented by the tensioning. In addition, the undesired loosening of the mounting device from the component can be prevented in a simple manner by the oblique arrangement, because it can preferably be provided that the loosening can only be achieved, for example, by the elastic deformation of the stop element.

[0015] In another advantageous embodiment of the invention, it is provided that at least for mounting the component, the second spring element is fixed by means of the end of the second stop element against slipping off the switching element. This is advantageous because thereby, when moving the mounting device, for example, closer to the housing of the coupling transmission, a plurality of components with different functions can be mounted simultaneously. By fixing the second spring element, it can be avoided that, for example, the spring element has to be manually held during installation, which may be difficult in the case of a small available structural space.

[0016] In a further advantageous development of the invention, it is provided that the first spring element and the second spring element are fixedly held between the first stop element end and the second end stop element in their arrangement on the switching element in the longitudinal extension direction of the switching element to prevent the respective slipping of the first spring element and the second spring element. This is advantageous because by arranging the two spring elements between the respective stop element ends, a particularly simple and effective fixing of the spring elements against slipping off the switching element can be achieved. Thus, the first stop element end and the second stop element end can jointly at least partially surround the first and second spring elements. Between the two spring elements, the switching element can have a thickening which can prevent the two spring elements from moving towards each other in an undesired manner in their arrangement on the switching element. Thus, for example, in the axial extension direction of the switching element, the following sequence can exist: first stop element end - first spring element - thickening - second spring element - second stop element end.

[0017] In a further advantageous development of the invention, it is provided that the mounting device includes a first gear as one of the components, and a stop element intermediate region connecting the first stop element end and the second stop element end surrounds the first gear. By means of this surrounding, a particularly simple and releasable connection between the first gear and the other components is achieved without having to provide holes or other fixing possibilities on the first gear. The first gear of the coupling transmission can be used to engage at least indirectly with the drive machine. In other words, the first gear can be configured to be coupled to the drive machine for at least indirectly transmitting torque. Thus, in the assembled coupling transmission, the first gear can engage with a drive machine-side gear coupled to the rotor shaft of the drive machine.

[0018] In a further advantageous development of the invention, it is provided that the stop element intermediate region is inserted into a gear recess of the first gear. Thereby, a particularly space-saving and releasable connection between the first gear and the stop element or the mounting device is achieved. Thus, for a releasable coupling between the first gear and the mounting device, a space-consuming circumferential-side surrounding of the first gear by means of the mounting device or the stop element can be dispensed with, which can, for example, make it difficult for the first gear to engage with other tooth parts. Preferably, the stop element intermediate region can be tensioned in the gear recess, whereby an undesired loosening or slipping out of the stop element intermediate region from the first gear can be particularly simply avoided.

[0019] In a further advantageous refinement of the invention, it is provided that the intermediate region of the stop element has a holding handle region configured to hold the mounting arrangement during installation. This advantageously simplifies the manual installation of the component, since the entire mounting arrangement can be manually moved closer to the respective mounting position for installation by means of the holding handle region. The holding handle region can preferably be tensioned in the gear recess. This enables a particularly reliable fixation of the mounting device and the first gear for installation.

[0020] In a further advantageous refinement of the invention, it is provided that the mounting device includes at least one protective element that prevents contact between the stop element and the first gear during installation and is connected to the stop element. This serves to simply avoid contact, especially metal contact, between the first gear and the stop element. The protective element can preferably be formed of plastic. This enables particularly simple protection against damage to the stop element and / or the first gear.

[0021] The features and feature combinations mentioned in the description above and the features and feature combinations mentioned in the following description of the figures and / or shown individually in the figures can be used not only in the respectively given combinations, but also in other combinations or individually, without departing from the scope of the invention.

[0022] Further advantages, features and details of the invention result from the claims, the following description of the preferred embodiments and the figures. Description of the Figures

[0023] The invention will now be explained again with the aid of specific embodiments. The figures are as follows:

[0024] Figure 1 A schematic perspective view showing a spur gear transmission that includes a coupling transmission and is coupled to an electric drive machine for driving the drive wheels of a motor vehicle shown in a highly abstract manner, the motor vehicle including a parking lock, a clutch for switching the coupling transmission, and an operating device;

[0025] Figure 2 A top view showing the coupling transmission, the electric drive machine, the parking lock, the clutch, and the operating device;

[0026] Figure 3 Showing according to Figure 2 a sectional view along section A shown in;

[0027] Figure 4 Showing according to Figure 2 another sectional view along section B shown in; and

[0028] Figure 5 Showing according to Figure 2Another sectional view of section C shown therein.

[0029] Figure 6 A top view showing a partial area of the coupling transmission, which partial area at least partially shows the mounting arrangement structure for the coupling transmission, the mounting arrangement structure having a plurality of components and mounting means to be mounted during the assembly of the coupling transmission;

[0030] Figure 7 A side view showing a partial area sectioned along the longitudinal extension direction of a switching element which is one of the components, wherein an end of a stop element of the mounting means is reversibly and releasably inserted into a first opening arranged on the switching element (62);

[0031] Figure 8 A schematic perspective view showing the mounting means, which mounting means has a stop element and a protective element connected to the stop element;

[0032] Figure 9 Another schematic perspective view is shown, which perspective view partially shows the mounting arrangement structure, and it can be seen from this perspective view that the corresponding end portions of the stop elements are inserted into openings which are oriented obliquely with respect to each other;

[0033] Figure 10 Another schematic perspective view of the mounting arrangement structure is shown, which shows the arrangement of the components on the housing of the coupling transmission; and

[0034] Figure 11 Another schematic perspective view of the mounting arrangement structure is shown, wherein the stop element is elastically deformed during its intended use, whereby a first end portion of the stop element is fixedly, form - fittingly and additionally or alternatively force - fittingly held in the first opening and a second end portion of the stop element is fixedly, form - fittingly and additionally or alternatively force - fittingly held in the second opening. Detailed Description

[0035] In the following, identical and functionally identical elements are provided with the same reference signs.

[0036] Figure 1 A motor vehicle K is shown in a schematic perspective view, which motor vehicle includes an electric drive machine 10, a spur gear transmission SG having a coupling transmission 20 and drive wheels 100. Here, each spur gear transmission SG is respectively provided with one of the coupling transmissions 20. In other words, one coupling transmission 20 is respectively integrated in one of the spur gear transmissions SG of the motor vehicle K.

[0037] Each drive machine 10 is respectively coupled to one of the spur gear transmissions SG. Additionally, each spur gear transmission SG can be respectively coupled to one of the drive wheels 100 by switching the respective coupling transmission 20 of the corresponding spur gear transmission SG from the decoupled position ES to the coupled position KS. The decoupled position ES and the coupled position KS can be exemplarily seen from Figure 3 as shown. In the coupled position KS, the respective drive wheel 100 is torque-transmittingly coupled to the respective drive machine 10, while the torque transmission between the drive wheel 100 and the drive machine 10 is interrupted in the decoupled position ES. In other words, in the decoupled position ES of the respective coupling transmission 20, the respective electric drive machine 10 is decoupled from the respective drive wheel 100. Overall, it is thus possible to selectively drive the respective drive wheel 100, and thus single-wheel drive of each drive wheel 100 can be achieved. That is, each drive wheel 100 can be driven independently of the other drive wheels 100 by the electric drive machine 10 respectively assigned to it.

[0038] For clarity, only one spur gear transmission SG with one of the coupling transmissions 20 and only one drive wheel 100 are shown in Figure 1 . However, the following descriptions regarding the drive machine 10, the spur gear transmission SG, the coupling transmission 20, and the drive wheel 100 apply to all the drive machines 10, spur gear transmissions SG, coupling transmissions 20, and drive wheels 100 of the motor vehicle K. The drive machine is covered and thus not visible in Figure 1 , but is schematically shown in Figure 2 . Additionally, Figure 2 shows a partial area of the coupling transmission 20 and thus the spur gear transmission SG in a top view.

[0039] The spur gear transmission SG includes a first transmission shaft 102, as visible in the top view of Figure 2 . The transmission shaft 102 is torque-transmittingly coupled to the electric drive machine 10 of the motor vehicle K. The torque-transmitting and thus non-relative-rotatable coupling between the first transmission shaft 102 and the drive machine 10 is hereby only exemplarily achieved by a splined shaft end section 103, that is, in other words, by the end section of the first transmission shaft 102 having spline teeth. Through this spline teeth, the first transmission shaft 102 engages with the electric drive machine 10. The first transmission gear 104 is also non-relative-rotatably coupled to the first transmission shaft 102. The first transmission gear 104 engages with the first gear 42 of the coupling transmission 20. Thus, the first gear 42 of the coupling transmission 20 is in indirect engagement with the drive machine 10, that is, indirectly coupled to the drive machine 10.

[0040] Furthermore, the spur gear transmission SG includes a second transmission shaft 106, which is torque-transmittingly coupled to the drive wheel 100. The first transmission shaft 102 and the second transmission shaft 106 can be torque-transmittingly coupled to each other by means of a coupling transmission 20 by being adjusted to a coupling position KS. For clarity, only in Figure 1 is the coupling of the second transmission shaft 106 to the drive wheel 100, which is only shown locally and highly abstractly, illustrated. The first transmission shaft 102 is used for torque transmission on the drive side and the second transmission shaft 106 is used for torque transmission on the driven side. In Figure 1 the torque-transmitting and thus non-rotatable relative coupling between the second transmission shaft 106, which is only shown as a shaft end, and the drive wheel 100 is only exemplarily realized by means of an internal tooth part 107 of the second transmission shaft 106, but this is not clearly visible in Figure 1 . The drive wheel 100 engages with the internal tooth part 107 via a drive axle 110 shown in dashed lines in Figure 1 and is thus non-rotatably coupled to the second transmission shaft 106 of the spur gear transmission SG. Furthermore, according to Figure 1 it can be seen that the coupling transmission 20 is arranged to be torque-transmittingly coupled to exactly one side of the drive axle 110 of the motor vehicle K, whereby single-wheel drive of the drive wheel 100 can be achieved. Here, the torque transmission between the electric drive machine 10 and the drive wheel 100 can be carried out without an intermediate differential. The torque transmission between the electric drive machine 10 and the drive wheel 100 can thus be carried out without a differential (without a differential).

[0041] The second transmission gear 108 of the spur gear transmission SG is also non-rotatably coupled to the second transmission shaft 106. The second transmission gear 108 engages with the second gear 52 of the coupling transmission 20. Thus, the second gear 52 of the coupling transmission 20 is at least indirectly non-rotatably coupled to the drive wheel 100.

[0042] For clarity, the respective teeth of, for example, the (first and second) transmission gears 104, 108 and the (first and second) gears 42, 52 are not shown in Figure 1 .

[0043] Furthermore, the motor vehicle K includes a parking lock device 90, which includes a parking lock element 92. The parking lock element 92 is currently configured as a locking pawl. The parking lock element 92 can be shifted between a parking lock position P1 and an unlocking position P2, as can be seen according to Figure 5 . In the parking lock position, the parking lock element 92 engages with a parking lock wheel 94 of the parking lock device 90 and thereby prevents the rotation of the drive wheel 100. In Figure 5In this, the parking lock position P1 is schematically shown by the dashed-line illustration of the partial regions of the parking lock wheel 94 and the parking lock element 92. In the unlocking position P2, which is visible, for example, in Figure 1 , the parking lock element 92 does not engage with the parking lock wheel 94, whereby the rotation of the drive wheel 100 is released, i.e., not blocked by the parking lock device 90. As can be seen, for example, in Figure 2 , the parking lock wheel 94 is non-rotatably coupled to the first transmission shaft 102, as well as to the first transmission gear 104 and the electric drive machine 10. As can be seen, for example, in Figure 5 , the parking lock element 92 can be rotatably supported on a housing, which is not further shown here, for example, on the housing of the spur gear transmission SG, by means of a parking lock element support 93, and is displaced between the parking lock position P1 and the unlocking position P2 by a pivoting movement of the parking lock element 92 about the parking lock element support 93.

[0044] In order to support the coupling transmission 20 in this housing, for example, a plurality of rolling bearings 60a, 60b can be used, as can be seen, for example, in Figure 3 . However, it is obvious that additional supports can also be provided. The rolling bearings 60a, 60b are currently configured as adjustable cylindrical roller bearings, wherein the rolling bearing 60a is used to rotatably support the second gear 52 on the housing and the rolling bearing 60b is used to rotatably support the first gear 42 on the housing. By means of another rolling bearing 60c, which is currently configured as a needle roller bearing (see Figure 3 ), the first gear 42 is rotatably supported and braced on the shaft 53 of the second gear 52. In addition, the two gears 42, 52 are braced relative to one another in the axial extension direction and thus in the direction of the axis of rotation x by means of another rolling bearing 60e, namely an axial needle roller bearing. It is shown in Figure 4 that the first transmission shaft 102 and thus the first transmission gear 104 are supported on the (not further shown) housing by means of another rolling bearing 60d, which is currently configured as a ball bearing.

[0045] In addition, the motor vehicle K includes an operating device 22 having an actuator 24. The actuator 24 is configured, on the one hand, to operate a clutch 40 of the coupling transmission 20 having at least one switching element 62, which clutch is used to switch between a coupling position KS and a decoupling position ES. On the other hand, the actuator 24 is also used to displace the parking lock element 92 between the parking lock position P1 and the unlocking position P2. As can be seen, for example, in Figure 1 , the switching element 62 is configured, for example, as a shift rocker or a shift fork.

[0046] The clutch 40 is currently configured as a form-fitting clutch, namely a claw clutch. The motor vehicle K includes a controller ECU by means of which the operating device 22 and the electric drive machine 10 can be controlled, as schematically shown in Figure 2 as shown.

[0047] The structure of the clutch 40 can be seen from the sectional view in combination with Figure 1 and Figure 3 The clutch 40 includes a first clutch element 44 which is non-rotatably coupled to the first gear 42 at least indirectly, namely by means of the second clutch element 54 of the clutch 40. The second clutch element 54 can be configured as a fixed sleeve which can be non-rotatably coupled to the first gear 42. However, in the present case, the second clutch element 54 is configured as a tooth portion which is arranged in the gear recess 43 of the first gear 42, is integrally connected to the first gear 42 and is thus non-rotatably coupled to the first gear 42. Although the first clutch element 44 is non-rotatably coupled to the first gear 42 by means of the second clutch element 54, due to the tooth portion, a relative axial movement parallel to the rotational axis x can be generated between the first clutch element 44 and the second clutch element 54, and the gears 42, 52 can rotate about this rotational axis, for example in the circumferential direction U indicated by the arrow, during operation of the motor vehicle K.

[0048] Furthermore, the clutch 40 includes a connecting element 70 which is directly coupled to the second gear 52 on the one hand and can be non-rotatably coupled directly to the first clutch element 44 by switching the first clutch element 44 from the decoupled position ES to the coupled position KS on the other hand. The connecting element 70 is currently engaged with the first clutch element 44 and the second gear 52 on the other hand by means of corresponding plug-in tooth portions not shown in detail. The connecting element 70 can in particular be configured as a fixed sleeve, as can be seen from Figure 3 To adjust to the coupled position KS, the first clutch element 44 is engaged with the connecting element 70, as shown in Figure 3 as shown.

[0049] In order to prevent a switch from the disengaged position ES to the engaged position KS when there is a rotational speed difference between the first gear 42 and the second gear 52, the clutch 40 includes a locking element 80. The locking element 80 is used to release the relative movement RB between the first clutch element 44 and the second clutch element 54 that causes a switch from the disengaged position ES to the engaged position KS when there is rotational speed agreement between the first gear 42 and the second gear 52. That is, when there is rotational speed agreement, the locking element 80 allows the first clutch element 44 to move and thus allows a switch from the disengaged position ES to the engaged position KS, wherein, in the engaged position KS, the force flow KF can be guided via the first gear 42, the second clutch element 54, the first clutch element 44, the connecting element 70, and the second gear 52.

[0050] In the case of establishing rotational speed agreement between the first gear 42 and the second gear 52 by means of the electric drive machine 10, the locking element 80 thus generally releases the relative movement RB between the first clutch element 44 and the second clutch element 54 that causes a switch from the disengaged position ES to the engaged position KS.

[0051] In Figure 3 the corresponding positions of the first clutch element 44 in the engaged position KS and in the disengaged position ES (dashed lines) are shown for illustration purposes. Here, it is advantageous that, in addition to the second clutch element 54 and the locking element 80 which are respectively completely arranged in the gear recess 43, the first clutch element 44 and the connecting element 70 are also at least partially, preferably completely, arranged in the gear recess 43. If the first clutch element 44 is arranged in the gear recess 43 not only in the disengaged position ES but also in the engaged position KS, the force flow KF between the first gear 42 and the second gear 52 is generated in a particularly small structural space and thus extends along a particularly short path.

[0052] The switching element 62 is used to adjust to the engaged position KS and the disengaged position ES. The switching element 62 includes a first element arm section 64 and a second element arm section 66 that is directly connected to the first element arm section 64 and encloses an angle with the first element arm section 64. The first element arm section 64 and the second element arm section 66 form an L-shape with each other, and through this L-shape, a particularly space-saving and interference-free switching can be achieved. In combination Figure 1 with Figure 3 it can be seen that the switching element 62 is rotatably coupled to the first clutch element 44 via the second element arm section 66. Here, the switching element 62 can in particular have an engagement element 63 (such as a slider) or an engagement area on the second element arm section 66, and this engagement element or engagement area is inserted into an engagement groove 45 of the first clutch element 44 that at least partially extends in the circumferential direction U. The engagement element 63 is visible in Figure 1 and is schematically shown in Figure 3 for illustration.

[0053] If the switching element 62 is rotated by the actuator 24, the switching element arm sections 64, 66 can pivot and thereby cause the first clutch element 44 to shift between the coupling position KS and the decoupling position ES.

[0054] The operating device 22 includes an operating element 26 that can be adjusted by means of the actuator 24. The operating element is configured on the one hand to apply a switching force F_SK to the switching element 62 to operate the clutch 40, and on the other hand to apply a shifting force F_VK to shift the parking lock element 92 between the parking lock position P1 and the unlocking position P2. The operating element 26 is shown, for example, in Figure 1 and in Figure 5 in a sectional view. The operating element 26 can preferably be configured as a shaft. The shaft can be non-rotatably connected to the rotor shaft of the actuator 24. Alternatively, the operating element 26 can also be configured as the rotor shaft of the actuator 24.

[0055] According to Figure 5 it can be seen that the switching element 62 is inserted into the adapter shaft 25 and can be rotatably supported there. The operating element 26 is also inserted into the adapter shaft 25. In contrast to the switching element 62, the operating element 26 is non-rotatably connected to the adapter shaft 25 in the present case. The adapter shaft 25, which is also marked in Figure 1 and Figure 2 is designed as a hollow shaft in the present case, as can also be seen in Figure 5 The operating element 26 is directly force-transmittingly coupled to the switching element 62 of the clutch 40 by a first spring element 27 of the operating device 22, which is configured as a torsion spring and is supported on the adapter shaft 25 in the present case. By means of the first spring element 27, the switching element 62 is preloaded by a spring force on the housing 21 of the coupling transmission 20. Since the operating element 26 is torque-transmittingly coupled to the switching element 62 in the second rotational direction D2, the operating element 26 is also generally supported on the housing 21 at least indirectly, i.e., preloaded by a spring force via the switching element 62 and the first spring element 27. For the sake of clarity, the housing 21 of the coupling transmission 20 is only shown in Figure 1 and Figure 2 and is shown there only in a highly abstract and schematic manner. Here, in Figure 1 and Figure 2 it is shown that the spring element region 27a of the first spring element 27, which is preferably configured as a spring leg, supports on the housing 21.

[0056] In Figure 5It can also be seen that the operating element 26 is directly force-transmittingly coupled to the eccentric element 30 of the operating device 22, which is also configured as a second spring element 28 of a torsion spring, by means of which the parking lock element 92 can be displaced between a parking lock position P1 and an unlocking position P2. The eccentric element 30 is configured as a cam in the current configuration, as can be seen from Figure 4 As shown. Alternatively, the eccentric element 30 can also be configured as an eccentrically supported disk, but this is not further shown at present.

[0057] The operating element 26 can generally be rotated in the rotational direction D1 by the operation of the actuator 24, whereby not only can a switching force F_SK be applied to the switching element 62 via the first spring element 27 but also a displacement force F_VK can be applied to the eccentric element 30 via the second spring element 28.

[0058] In Figure 1 the operating device 22 remains in the drive switching state in which it switches to the coupling position KS and at the same time the parking lock element 92 remains displaced into the unlocking position P2. In this drive switching state, the drive of the motor vehicle K is ensured by coupling the electric drive machine 10 to the drive wheels 100 via the coupling transmission 20, and at the same time the parking lock element 92 is opened and thus remains in the unlocking position ES.

[0059] In the likewise switchable release state, the motor vehicle K can, for example, operate in a so-called coasting operation, i.e., so-called coasting of the motor vehicle K can be achieved, in which the motor vehicle K moves while the respective electric drive machine 10 does not drive the respective drive wheels 100 and the respective parking lock device 90 does not prevent the movement of the motor vehicle K, in particular the rolling of the respective drive wheels 100. In the release state, it switches to the decoupling position ES and at the same time the parking lock element 92 remains displaced into the unlocking position P2.

[0060] The rotatably supported parking lock element 92 is pressed against the eccentric element 30 by means of, for example, a third spring element 29 assigned to the operating device 22 against gravity and is held there in the unlocking position P2, and the third spring element is also configured as a torsion spring like the first spring element 27 and the second spring element 28.

[0061] In the release state, the eccentric element-side stop 32 abuts against the eccentric element stop 38, which is configured as a projection and can also be referred to as the stop assigned to the eccentric element 30. The eccentric element stop 38 assigned to the operating element 26 is likewise configured as a projection in the current configuration, as can be seen particularly clearly in Figure 4 and also in Figure 2This is visible. In addition, in the released state, the stop 34 on the switching element side abuts against the switching element stop 37 of the operating element 26. The stop on the switching element side is configured as a projection and can also be referred to as the stop assigned to the switching element 62. The switching element stop 37 assigned to the operating element 26 is also configured as a projection at present, as can be seen from Figure 1 and Figure 2 This is visible.

[0062] By means of the switching element stop 37, the movement, in particular the rotation, of the switching element 62 relative to the operating element 26 can be restricted. By means of the eccentric element stop 38, the movement, in particular the rotation, of the eccentric element 30 rotatably supported on the operating element 26 relative to the operating element 26 can be restricted.

[0063] The drive switching state can also be adjusted by means of the operating device 22. In the drive switching state, the switching to the coupling position KS is carried out as described above and at the same time the parking lock element 92 remains shifted to the unlocking position P2. In the drive switching state, the drive wheel 100 is coupled to the electric drive machine 10 via the spur gear transmission SG and thus also via the coupling transmission 20, and the parking lock device 90 is opened, so that the drive wheel 100 can be driven by the electric drive machine 10 without the parking lock device 90 preventing the driving of the drive wheel 100.

[0064] To adjust to the drive switching state, the operating element 26 can be rotated by means of the actuator 24 in the rotational direction D1 (here in the clockwise direction) shown by the arrow in Figure 2 and Figure 3 If there is no speed agreement between the gears 42, 52, the locking element 80 prevents the switching from the decoupling position ES to the coupling position KS and thus prevents the first clutch element 44 from performing a corresponding relative movement RB by means of the switching element 62.

[0065] By rotating the operating element 26 in the rotational direction D1, the first spring element 27 is preloaded, and the switching element 62 and the operating element 26 are coupled to each other via the first spring element for force transmission. For this purpose, the actuator 24 applies a torque, as long as the locking element 80 prohibits the coupling of the first clutch element 44 with the connecting element 70 and thus prohibits the adjustment to the coupling position KS, the first spring element 27 is mechanically preloaded by this torque and thereby the switching force F_SK is stored in the first spring element 27. Here, the first clutch element 44 is pressed in the direction of the locking element 80 by means of the first spring element 27 via the switching element 62 and the engaging element 63 arranged in the engaging groove 45, so to speak, according to the switching force F_SK. As long as there is a rotational speed difference between the first gear 42 and the second gear 52, the locking element 80 prevents the first clutch element 44 from coupling with the connecting element 70. Once the electric drive machine 10 has balanced the rotational speed difference and thus there is a rotational speed agreement between the two gears 42, 52, the locking element 80 releases the coupling of the first clutch element 44 with the connecting element 70 and thus releases the adjustment to the coupling position KS. Therefore, by applying the switching force F_SK, the first clutch element 44 moves in the direction of the connecting element 70 and the first clutch element 44 engages with the connecting element 70, thereby adjusting to the coupling position KS. Obviously, for example, when the motor vehicle K accelerates from its stationary state, there can be a rotational speed agreement even without the intervention of the electric drive machine 10, so that the intervention of the electric drive machine 10 can be dispensed with accordingly, because in this case there is no rotational speed difference.

[0066] Also by rotating the operating element 26 in the rotational direction D1, the second spring element 28 is preloaded, and the eccentric element 30 and the operating element 26 are coupled to each other via the second spring element for force transmission. By means of the torque applied by the actuator 24, the second spring element 28 can be mechanically preloaded and thereby the displacement force F_VK can be stored in the second spring element 28 when the parking lock element 92 is mechanically prohibited from shifting from the unlocked position P2 to the parking lock position P1. For example, when the parking lock element 92 and the parking lock wheel 94 are as Figure 1When oriented relative to each other such that the parking lock element 92 cannot engage into the parking lock element 94, i.e., when the parking lock element 92 cannot be latched into the parking lock element 94, a shift from the unlocked position P2 to the parking lock position P1 can be mechanically prohibited. If the rotational speed of the first transmission shaft 102 is lower than a predetermined rotational speed limit value, i.e., if the rotational speed of the first transmission shaft is small enough (which can be the case, for example, when the driving speed of the motor vehicle K is less than 5 km / h), the parking lock element 92 (here the locking pawl) can engage with the parking lock wheel 94, i.e., the parking lock element 92 shifts from the unlocked position P2 to the parking lock position P1. For this purpose, the eccentric element 30 rotates in the (first) rotational direction D1 by the shifting force F_VK stored in the second spring element 28 and presses the parking lock element 92 into a position in which the parking lock element 92 latches with the parking lock wheel 94 and is thus adjusted to the parking lock position P1. Thus, in this case, the coupling position KS is switched, and at the same time the parking lock element 92 remains shifted to the parking lock position P1, thereby adjusting to the blocking switching state. The motor vehicle K can thus be held in a stationary state by means of the parking lock device 90.

[0067] Therefore, during operation of the motor vehicle K, the first spring element 27 can generally be held in a pre-tensioned state by means of the operating device 22 with a switching force F_SK, and additionally, in particular simultaneously, the second spring element 28 can be held in a pre-tensioned state with a shifting force F_VK. Once there is a speed agreement between the two gears 42, 52, i.e., the two gears 42, 52 respectively have the same rotational speed (gear rotational speed), the first clutch element 44 can move by means of the first spring element 27, in particular by at least partial relaxation of the first spring element 27 and the resulting pivoting of the element arm sections 64, 66, and switch from the decoupled position ES to the coupled position KS. Once the driving speed of the motor vehicle K is small enough, the parking lock element 92 can move by means of the second spring element 28, in particular by at least partial relaxation of the second spring element 28, and overcome the spring force of the third spring element 29 with the aid of the eccentric element 30 and move from the unlocked position P2 to the parking lock position P1.

[0068] To adjust to the release state again, the operating element 26 can be rotated in a second rotational direction D2 opposite to the first rotational direction D1 by operation of the actuator 24. In order to adjust to the release state starting from the drive switching state and / or the blocking switching state, the switching element stop 37 and the switching element side stop 34 and / or the eccentric element stop 38 and the eccentric element side stop 32 are particularly useful because the corresponding mutually corresponding stops 37, 34 or 38, 32 enable reliable resetting of the switching element 62 and / or the eccentric element 30 and thus enable reliable adjustment to the decoupled position ES and the unlocked position PS.

[0069] An important advantage of the motor vehicle K is that the described arrangement reliably rules out undesired switching states in which the parking lock position P1 is adjusted and simultaneously the decoupling position ES is adjusted. Thus, the motor vehicle K has a particularly high degree of functional reliability.

[0070] A major advantage of the switching element 62 prestressed by a spring force on the housing 21 of the coupling transmission 20 is that the switching element 62 (here a shift rocker) can already be supported, preferably maximally prestressed, on the housing 21 by the spring force of the first spring element 27 in the decoupling position ES. The first spring element 27 can assist the movement of the switching element 62 when it is relaxed and thus significantly accelerate the switching from the decoupling position ES to the coupling position KS, whereby a particularly low-delay switching can be achieved and a particularly high switching speed can be achieved. By moving from the coupling position KS to the decoupling position ES, i.e., based on the rotation in the second rotational direction D2 by means of the actuator 24, not only can the decoupling position ES and the unlocking position PS be adjusted, but also the first spring element 27 can be tensioned with an increased spring force prestress.

[0071] It is also conceivable that the actuator 24 only releases the relaxation of the first spring element 27, so that the switching from the decoupling position ES to the coupling position KS can be carried out only by the first spring element 27, i.e., by the relaxation of the first spring element 27. Thereby, the actuator 24 can operate particularly economically, because the actuator 24 then does not have to strongly accelerate the switching element 62 for its movement, but can be accelerated only by the first spring element 27 prestressed on the housing 21. In addition, by the relaxation of the first spring element 27 prestressed on the housing 21, it is possible to switch particularly quickly from the decoupling position ES into the coupling position KS, especially before the drive machine 10 has reached the desired target speed.

[0072] Figure 11 The mounting arrangement 200 for the coupling transmission 20 for the motor vehicle K is shown in a schematic perspective view.

[0073] The mounting arrangement 200 can include a plurality of components to be installed during the assembly of the coupling transmission 20 during its installation.

[0074] Here, the mounting arrangement 200 preferably can include Figure 11 all the components shown, such as the gears 42, 52 and the rolling bearings 60a-c, thus only listing Figure 11 some of the components shown.

[0075] The switching element 62 for switching the clutch 40 of the coupling transmission 20 corresponds to one of the components here, and the switching element is configured as a shift rocker or a shift fork. The first spring element 27 movably received on the switching element 62 and configured to be supported on the housing 21 of the coupling transmission 20 at least indirectly by spring force corresponds to the other of the components.

[0076] To design the installation of the components on the housing 21 particularly simply and to prevent possible errors or unwanted spreading of the components during installation, the mounting arrangement 200 includes a mounting device 210. The mounting device 210 can be separated from the components in the finished state of the coupling transmission 20 and can thus be reversibly detached. Therefore, the mounting device 210 can be reused for mounting another coupling transmission, thereby saving resources.

[0077] The mounting device 210 (which can generally also be referred to as a mounting tool) includes a stop element 220 having a first stop element end 222 and a second stop element end 224. The stop element 220 is preferably formed of wire and is particularly preferably designed as a so-called wire bow. As a design of wire, elastic deformation of the stop element 220 can be achieved when a force (deformation force) is applied. In addition, the stop element 220 formed of wire occupies particularly little structural space. The wire can preferably be formed of spring steel.

[0078] The stop element 220 can have a substantially U-shaped outer contour clearly visible in Figure 8 This U-shaped outer contour is formed by at least substantially parallel leg regions 223, 225 of the stop element 220, namely a first leg region 223 and a second leg region 225. The first leg region 223 connects the first stop element end 222 to the stop element intermediate region 230, while the second leg region 225 connects the stop element intermediate region 230 to the second stop element end 224. The U-shaped outer contour allows the use of multiple regions of the mounting device 210 or the stop element 220, such as two stop element ends 222, 224 and the stop element intermediate region 230, to reversibly and releasably fix these different components when installing different components.

[0079] The expression "the leg regions 223, 225 are arranged substantially parallel to each other" can be understood to mean that the first leg region 223 and the second leg region 225 enclose an angle of 20° or less with each other.

[0080] The first stop element end 222 is reversibly and releasably coupled to the switching element 62 and thus fixes the first spring element 27 against slipping off the switching element 62 during installation.

[0081] The second spring element 28 is at least indirectly coupled to the eccentric element 30 as another one of the components, which is configured to displace the parking lock element 92 of the parking lock device 90 of the motor vehicle K between a parking lock position P1 and an unlocking position P2. The eccentric element 30 corresponds to another component of the mounting arrangement 200.

[0082] The mounting arrangement 200 may preferably include Figure 11 the components shown in, wherein, Figure 11 the components shown in can be fixed against falling and spreading during their installation by means of the mounting device 210 and can be moved closer to the housing 21 by means of the mounting device 210. In particular, Figure 11 the components shown in can, for example, be suspended on or held by the mounting device 210 and thus be moved closer to the housing 21 in a particularly loss-proof and targeted manner and, for example, fixed to the housing 21. For this purpose, the entire mounting arrangement 200 can be moved in the direction of the housing 21 by means of the mounting device 210 and, for example, the rolling bearing 60a of the component is fixed to the housing 21.

[0083] During installation, the first stop element end 222 is reversibly detachably inserted into the first opening 62a arranged on the switching element 62, and the second stop element end 224 is inserted into the second opening 30a arranged on the eccentric element 30.

[0084] The first opening 62a and the second opening 30a are currently oriented obliquely to each other.

[0085] For installing the component, the second spring element 28 is fixed by means of the second stop element end 224 against slipping off the switching element 62.

[0086] The first spring element 27 and the second spring element 28 are generally fixed between the first stop element end 222 and the second stop element end 224 against the respective slipping off of the first spring element and the second spring element during their installation in their arrangement on the switching element 62 in the longitudinal extension direction z shown by the double-headed arrow in Figure 11 . The longitudinal extension direction z extends along the axis of rotation about which the switching element 62 can move according to the rotation directions D1, D2.

[0087] The mounting arrangement 200 includes a first gear 42 as one of the components, wherein a stop element intermediate region 230 connecting the first stop element end 222 and the second stop element end 224 at least indirectly via leg regions 223, 225 surrounds the first gear 42, as can be seen according to Figure 10 and Figure 11 visible.

[0088] The components are held together in a particularly anti-loss manner by engaging the intermediate region 230 of the stop element in the gear recess 43a of the first gear 42. Particularly preferably, the intermediate region 230 of the stop element is tensioned with the first gear 42 in the gear recess 43a.

[0089] For simple manual installation, the intermediate region 230 of the stop element has a holding handle region 240 configured to hold the installation arrangement structure 200 during installation, as can be seen particularly clearly according to Figure 8 、 Figure 9 、 Figure 10 and Figure 11 The holding handle region 240 can generally be used as a holding and removal handle.

[0090] Furthermore, it is shown in Figures 6 to 11 that the installation device 210 includes protective elements 232, 234 that prohibit contact between the stop element 220 and the first gear 42 during installation and are connected to the stop element 220. The stop element 220 can generally be formed of wire, while the protective elements 232, 234 can be made of, for example, plastic or rubber, so that possible installation-induced damage can be prohibited. The protective elements 232, 234 can generally be formed by injection molding the stop element 220 with plastic.

[0091] Even in the case of a small available structural space, the installation device 200 can be moved closer to the housing 21, i.e., brought to its proper position on the coupling drive, so that the corresponding components can be installed in a proper and simple manner. The installation device 210 can be detached from the components of the installation arrangement structure 200 by, for example, applying a force to the stop element 220 after the components have been properly placed, such that at least one of the two stop element ends 222, 224 is led out of the corresponding opening 62a, 30a. After that, the remaining stop element ends 222, 224 can be withdrawn or pulled out of the corresponding opening 62a, 30a, respectively. Thus, for example, based on the applied force, elastic deformation of the installation device 200, particularly the stop element 220, can be caused, through which the first stop element end 222 or the second stop element end 224 can be pulled out of the first opening 62a or the second opening 30a. After pulling out the first stop element end 222 or the second stop element end 224, the applied force can be terminated and the stop element 220 can be relaxed, i.e., adjusted to the relaxed state of the stop element 220. In this relaxed state, the second stop element end 224 or the first stop element end 222 can be pulled out of the second opening 30a or the first opening 62a. Then the installation device 210 can be removed from the components that have now been placed for their proper use.

[0092] The installation device 210 (installation tool) prevents the possible dispersion of the individual components which, after their installation, can at least partly form the operating unit of the coupling drive 20.

[0093] The installation device 210 can be used as a transport stop for the components, such that the components can be transported without the risk of the installation arrangement 200 dispersing.

[0094] The installation device 210 serves as an installation tool for insertion into the housing 21, in particular into the housing part of the housing 21 configured as a drive cover.

[0095] After installation, the installation device 210 can be removed again and in particular reused, such that the installation device 210 can be used as a recycling tool.

[0096] The stop element 220 can be configured as a retaining bow and is generally used to hold the individual components together. After the components have been fixed in the drive cover by means of additional laterally arranged bolts, the installation device 210 and thus the stop element 220 can be removed again.

[0097] List of reference signs

[0098] 10 drive machine

[0099] 20 coupling drive

[0100] 21 housing

[0101] 22 operating device

[0102] 24 actuator

[0103] 25 adapter shaft

[0104] 26 operating element

[0105] 27 first spring element

[0106] 27a spring element area

[0107] 28 second spring element

[0108] 29 third spring element

[0109] 30 eccentric element

[0110] 30a second opening

[0111] 32 stop on the eccentric element side

[0112] 34 stop on the switching element side

[0113] 37 switching element stop

[0114] 38 eccentric element stop

[0115] 40 Clutch

[0116] 42 First Gear

[0117] 43 Gear Recess

[0118] 43a Gear Notch

[0119] 44 First Clutch Element

[0120] 45 Engagement Groove

[0121] 52 Second Gear

[0122] 53 Shaft

[0123] 54 Second Clutch Element

[0124] 60a - e Rolling Bearing

[0125] 62 Switching Element (Shift Rocker, Shift Fork)

[0126] 62a First Opening

[0127] 63 Engagement Element

[0128] 64 First Element Arm Section

[0129] 66 Second Element Arm Section

[0130] 70 Connecting Element

[0131] 80 Locking Element

[0132] 90 Parking Lock

[0133] 92 Parking Locking Element

[0134] 93 Parking Locking Element Support

[0135] 94 Parking Locking Wheel

[0136] 100 Driving Wheel

[0137] 102 First Transmission Shaft

[0138] 103 Splined Shaft End Section

[0139] 104 First Transmission Gear

[0140] 106 Second Transmission Shaft

[0141] 107 Internal Tooth Section

[0142] 108 Second Transmission Gear

[0143] 110 Driving Axle

[0144] 200 Installation and Arrangement Structure

[0145] 210 Installation Device

[0146] 220 Stopping Element

[0147] 222 First Stopping Element End

[0148] 223 First Leg Region

[0149] 224 Second Stopping Element End

[0150] 225 Second Leg Region

[0151] 230 Middle Region of Stopping Element

[0152] 232 First Protection Element

[0153] 234 Second Protection Element

[0154] 240 Holding Handle Region

[0155] D1 (First) Rotation Direction

[0156] D2 (Second) Rotation Direction

[0157] ECU Controller

[0158] F_SK Switching Force

[0159] F_VK Shifting Force

[0160] K Motor Vehicle

[0161] KF Force Flow

[0162] KS Coupling Position

[0163] ES Decoupling Position

[0164] P1 Parking Locking Position

[0165] P2 Unlocking Position

[0166] RB Relative Movement

[0167] SG Spur Gear Transmission

[0168] U Circumferential Direction

[0169] x Rotation Axis

[0170] z Longitudinal Extension Direction

Claims

1. Mounting arrangement (200) for a coupling drive (20) of a motor vehicle (K), comprising a plurality of components to be mounted during the assembly of the coupling drive (20), among which, - a switching element (62) corresponds to one of the components, the switching element being configured to switch a clutch (40) of the coupling drive (20); - at least one first spring element (27) corresponds to one of the components, the first spring element being movably received on the switching element (62) and the first spring element being configured to support at least indirectly with spring force preloading on a housing (21) of the coupling drive (20), wherein, the mounting arrangement (200) comprises a mounting device (210) separated from the components in the manufactured state of the coupling drive (20), the mounting device comprising a stop element (220) having a first stop element end (222) and a second stop element end (224), at least the first stop element end (222) of the first stop element end and the second stop element end being reversibly releasably coupled to the switching element (62) and thereby fixing the first spring element (27) against slipping off the switching element (62) during installation.

2. The mounting arrangement (200) according to claim 1, characterized in that, the mounting arrangement (200) comprises a second spring element (28) as one of the components, the second spring element being at least indirectly coupled to an eccentric element (30) as one of the components, the eccentric element being configured to displace a parking lock element (92) of a parking lock device (90) of the motor vehicle (K) between a parking lock position (P1) and an unlocking position (P2).

3. The mounting arrangement (200) according to claim 2, characterized in that, the first stop element end (222) is reversibly releasably inserted into a first opening (62a) arranged on the switching element (62), and the second stop element end (224) is inserted into a second opening (30a) arranged on the eccentric element (30).

4. The mounting arrangement (200) according to claim 3, characterized in that, the first opening (62a) and the second opening (30a) are oriented obliquely to each other.

5. The mounting arrangement (200) according to any one of claims 2 to 4, characterized in that, at least for the installation of the components, the second spring element (28) is fixed against slipping off the switching element (62) by means of the second stop element end (224).

6. The mounting arrangement (200) according to any one of claims 2 to 5, characterized in that, the first spring element (27) and the second spring element (28) are fixedly held between the first stop element end (222) and the second end stop element (224) in their arrangement on the switching element (62) along the longitudinal extension direction (z) of the switching element (62) to prevent the corresponding slipping of the first spring element and the second spring element.

7. The mounting arrangement structure (200) according to any one of the preceding claims, characterized in that, the mounting arrangement structure (200) includes a first gear (42) as one of the components, and a middle region (230) of the stop element connecting the first stop element end (222) and the second stop element end (224) surrounds the first gear (42).

8. The mounting arrangement structure (200) according to claim 7, characterized in that, the middle region (230) of the stop element is fitted into a gear notch (43a) of the first gear (42).

9. The mounting arrangement structure (200) according to claim 7 or 8, characterized in that, the middle region (230) of the stop element has a holding handle region (240) configured to hold the mounting arrangement structure (200) during installation.

10. The mounting arrangement structure (200) according to any one of claims 7 to 9, characterized in that, the mounting device (210) includes at least one protection element (232, 234) that prevents the stop element (220) from contacting the first gear (42) during installation and is connected to the stop element (220).

Images