Central release mechanism, clutch assembly and electric vehicle axle drive train

Abstract

The invention relates to a central release mechanism (1), in particular for a hydraulic release mechanism of a motor vehicle (4), comprising a central release mechanism housing (5) having an annular central release mechanism piston chamber (6), a central release piston (8) is accommodated in the central release piston chamber (6) in an axially displaceable manner by means of a hydraulic fluid (7) which can be supplied to the central release piston chamber (6). According to the invention, the central release mechanism (1) has at least one central release mechanism piston seal (9), which seals the central release mechanism piston (8) from the central release mechanism piston chamber (6), a diagonal ring spring (10) which is spring-elastic in the radial direction is arranged on the central release piston (8) in an axially fixed manner and is arranged in a fixed locking element (11) which has a first locking position (12) and a second locking position (13) in the axial direction, the diagonal ring spring (10) can be releasably locked in a form-fitting manner into a first locking position and into a second locking position, which is arranged at an axial distance from the first locking position, or a diagonal ring spring (10) which is spring-elastic in the radial direction is positioned in a fixed manner relative to the central release piston (8), and the central release piston (8) is equipped with a locking element (11) which has a first locking position (12) and a second locking position (13) in the axial direction, the diagonal ring spring (10) can be releasably locked in a form-fitting manner into a first locking position and a second locking position, which is arranged at an axial distance from the first locking position.

Description

Field of the Invention

[0001] The present invention relates to a central release mechanism, in particular a central release mechanism for a hydraulic release mechanism for a motor vehicle, the central release mechanism comprising a central release mechanism housing having an annular central release mechanism piston chamber in which a central release piston is received in a manner axially movable by means of hydraulic fluid that can be supplied to the central release mechanism piston chamber, wherein the central release mechanism has at least one central release mechanism piston seal for sealing the central release piston relative to the central release mechanism piston chamber. The invention also relates to a clutch assembly and an electric vehicle axle drive train. Background Art

[0002] A clutch system for a motor vehicle with a conventional internal combustion drive has the function of switchably engaging or disengaging the drive engine side and the transmission side in the vehicle drivetrain in a shiftable manner, and thus enables gear shifting during driving and thus enables operation of the drive motor in a preferred speed / torque range.

[0003] With the increasing electrification of motor vehicles, clutch systems in fully electric or hybrid drive trains are also becoming increasingly common.

[0004] The drivetrain of a hybrid vehicle includes a combination of an internal combustion engine and an electric motor and can, for example, enable a pure electric operating mode with sufficient range and availability in urban areas, in particular also during long-distance driving. In certain operating situations, it can also be driven by the internal combustion engine and the electric motor simultaneously.

[0005] For the hybridization of a conventional drivetrain, so-called hybrid modules are known, which combine the components required for electrifying the drivetrain in one module. In addition to the electric motor, these components typically also include a hydraulic clutch system for engaging and disengaging the electric motor with the drivetrain.

[0006] Such a clutch system, which is usually fully hydraulically operated in a hybrid vehicle, can be equipped with a central release mechanism, which is usually referred to as a concentric slave cylinder (CSC). In particular, it can include an annular hydraulic central release mechanism cylinder with an integrated release bearing, which is arranged centrally on the clutch shaft.

[0007] These central release mechanisms for a clutch system for a motor vehicle typically have a central release mechanism housing which has an annular central release mechanism piston chamber in which a central release mechanism piston is received in a manner axially movable by means of hydraulic fluid which can be supplied to the central release mechanism piston chamber. In order to seal the central release mechanism piston against the central release mechanism housing, such a central release mechanism has at least one central release mechanism piston seal which must be fixed in the central release mechanism housing.

[0008] Typically, an actuated clutch system exerts a force on the central release mechanism piston against its release direction such that when the hydraulic pressure in the central release mechanism piston chamber drops, the clutch system moves the central release mechanism piston to its engaged position, thereby opening the corresponding clutch.

[0009] Regarding the electrically operated axle drive in the motor vehicle mentioned at the beginning, for example, a gear assembly including a torque vector module has also become known. The "torque vector" function enables the torque of the drive axle to be distributed in a wheel-selective manner. Such a torque vector module typically includes a mechanical differential which evenly distributes the input torque between two wheels of the axle. The speed of the wheels varies with the radius of the bend. The wheel on the inside of the bend rotates more slowly than the wheel on the outside of the bend, and the wheel on the outside of the bend has to travel a longer distance. The wheel on the outside of the bend is slightly decelerated by the internal friction in the differential relative to the differential housing, while the wheel on the inside of the bend is correspondingly accelerated. Thus, a slightly higher torque is applied to the wheel on the inside of the bend. The torque vector system also makes use of this effect and accelerates or brakes at least one of the two wheels in a targeted manner.

[0010] For example, such a differential gear with a torque vector function can be controlled via a brake or a clutch which locks or brakes the gear stage of the differential gear such that the wheel speeds and torques can be continuously distributed, thereby allowing a yaw torque to be generated in a targeted manner about the vertical axis. Generally, an improvement in traction can also be achieved.

[0011] Since the installation space for an electrically operated axle drive with a gear assembly in a vehicle is usually limited, there has always been a need to make such an axle drive as compact as possible and capable of adapting to the given installation space conditions.

[0012] DE 10 2010 048 837 A1 discloses a drive device having at least one electric motor and at least one planetary differential that can be driven by the rotor of the electric motor. The planetary differential has at least one planetary carrier operatively connected to the rotor of the electric motor, a first planetary gear and a second planetary gear rotatably mounted on the planetary carrier, and a first sun gear and a second sun gear. Each of the first sun gear and the second sun gear is operatively connected to the output shaft of the planetary differential. The first planetary gear meshes with the first sun gear, and each of the second planetary gears meshes with one of the second sun gears and one of the first planetary gears. In addition, the sun gears are coaxially arranged with the rotational axis of the rotor.

[0013] In a motor vehicle with an electrically operated axle drive train, an operating mode sometimes referred to as "coasting" is well known. The electric motor and its transmission are completely disconnected from the drive wheels in order to utilize the kinetic energy of the vehicle as efficiently as possible, for example, when driving downhill, without further generating frictional losses in the electric axle drive train. For the overall efficiency of the electric axle drive train in this "coasting" operating mode, it makes sense to implement the disconnection as close as possible to the drive wheels, for example, in the vicinity of the insertion shaft in the drive axle. For example, in order to completely disconnect the two wheels of the vehicle axle from the rest of the drive train, it may only be necessary to separate the insertion shaft next to the differential.

[0014] A switching device that can separate the torque path between the electric motor and the drive wheels of a motor vehicle by means of a disconnection process is also referred to as a DCU (disconnect unit). The above-mentioned hydraulic central release mechanism is typically used to actuate such a DCU, which then separates and connects the torque path with the clutch device. Summary of the Invention

[0015] The object of the present invention is to provide a central release mechanism, in particular for a hydraulic release system of a motor vehicle, which can be manufactured in a compact and cost-effective manner. The object of the present invention also lies in achieving an improved clutch assembly and an optimized electric axle drive train.

[0016] This object is achieved by a central release mechanism, in particular a central release mechanism for a hydraulic release mechanism of a motor vehicle, which central release mechanism comprises a central release mechanism housing having an annular central release mechanism piston chamber, in which a central release piston is received in a manner axially displaceable by means of hydraulic fluid that can be supplied to the central release mechanism piston chamber, wherein the central release mechanism has at least one central release mechanism piston seal that seals the central release piston relative to the central release mechanism piston chamber, wherein a diagonally annular spring that is elastically spring-loaded in the radial direction is arranged on the central release piston in an axially fixed manner and the diagonally annular spring is arranged in a fixed locking element that has a first locking position and a second locking position in the axial direction, the second locking position being arranged at an axial distance from the first locking position, and the diagonally annular spring can be releasably locked in a form-fitting manner into the first locking position and the second locking position, or a diagonally annular spring that is elastically spring-loaded in the radial direction is positioned in a fixed manner relative to the central release piston, and the central release piston is equipped with a locking element that has a first locking position and a second locking position in the axial direction, the second locking position being arranged at an axial distance from the first locking position, and the diagonally annular spring can be releasably locked in a form-fitting manner into the first locking position and the second locking position.

[0017] This has the advantage that the central release piston can be displaced into two predefined axial positions in which the central release piston is releasably held in a form-fitting manner. On the one hand, this allows an exact switching position between two switching states of the central release piston to be achieved, which is particularly advantageous for the switching operation between two operating states. In this case, the central release piston does not require a high hydraulic pressure, especially in the mechanical, form-fitting switching position, since the axial position is partially fixed by the locking mechanism.

[0018] According to the invention, the corresponding locking is achieved via a diagonally annular spring that is placed on the central release piston or in a fixed position, for example on the central release mechanism housing.

[0019] The diagonally annular spring can also be installed very simply, which greatly reduces the installation costs of the central release mechanism. The diagonally annular spring is also a very simple and cost-effective component.

[0020] Another advantage is that the normal force of the diagonally annular spring is distributed over the entire circumference of the central release piston, which reduces local friction and thus reduces wear of the central release piston or the central release mechanism housing.

[0021] First, the individual elements of the subject matter claimed in the present invention are described in the order in which they are mentioned in the set of claims, and then a particularly preferred embodiment of the subject matter of the present invention is described.

[0022] The central release mechanism according to the invention is preferably intended for use in a hydraulic release mechanism. A hydraulic release mechanism typically has an active cylinder that transfers the pressure generated at the master cylinder via a hydraulic pressure line to a slave cylinder, in this case to the central release mechanism. In particular, this hydraulic pressure can also be controlled by means of a so-called power pack, which includes a hydraulic pump and a hydraulic accumulator that can be pressurized by the hydraulic pump. In this case, the pressure chamber of the slave cylinder can also be hydraulically pressurized, for example, by an active cylinder controlled by a control unit with the aid of an electric motor or possibly by a hydraulic pump with the aid of an accumulator. The so-called power pack can be used in an advantageous manner, which switches several pressure circuits via a central hydraulic pump and corresponding valves.

[0023] Thus, the hydraulic release mechanism particularly preferably hydraulically actuates the release clutch of the clutch system by pressurizing the active cylinder. As explained, this can be achieved by means of an actuator controlled by a control unit or by manual actuation by the driver using the clutch pedal.

[0024] The central release mechanism can particularly preferably be used in a hydraulic release mechanism for a motor vehicle. The release mechanism can have the following functions: to shiftably engage or disengage the drive engine side and the transmission side in the vehicle powertrain in a shiftable manner, and thus, for example, be able to shift gears while driving, and thus be able to operate the drive motor in a preferred speed / torque range, or couple an electric engine or an internal combustion engine to the powertrain or connect an electric engine or an internal combustion engine into the powertrain.

[0025] For the purposes of the present application, a motor vehicle is a land vehicle that is moved by engine power and is not restricted by railway tracks. A motor vehicle can, for example, be selected from the group consisting of: passenger cars, trucks, scooters, light motor vehicles, motorcycles, buses and coaches (KOM) or tractors. The central release mechanism is particularly preferably intended for use in a hybrid electric vehicle. A hybrid electric vehicle (HEV) is an electric vehicle that is powered by at least one electric motor and an additional energy converter and obtains energy both from its electrical storage unit (battery) and from additional fuel carried on board.

[0026] The central release mechanism according to the invention has a central release mechanism housing. The function of the concentric central release mechanism housing is to accommodate the components of the central release mechanism, in particular to accommodate a movable central release mechanism piston, for example, and to protect them from external mechanical or chemical influences. In addition, the central release mechanism housing also has the function of allowing for simple installation and fixation of the central release mechanism within the transmission system. The central release mechanism housing can be designed as a one-piece or multi-piece. Preferably, the central release mechanism housing can be made of plastic, metallic material, and / or ceramic material. The central release mechanism piston chamber formed within the central release mechanism housing is used to accommodate and guide the central release mechanism piston, which is installed within the central release mechanism housing for linear movement.

[0027] The central release mechanism according to the invention also has a central release mechanism piston. The central release mechanism piston has the function of converting hydraulic pressure into a linear displacement of the central release mechanism piston, whereby this causes the clutch system to switch from the engaged operating state to the disengaged operating state. The central release mechanism can have an annular central release mechanism piston or a plurality of central release mechanism pistons (multi-piston release mechanism).

[0028] Furthermore, the central release mechanism according to the invention has at least one central release mechanism piston seal. The central release mechanism piston seal seals the centrally guided release mechanism piston, which is designed for linear movement, against the central release mechanism housing that holds the central release mechanism piston. The central release mechanism piston seal can be designed in particular as a sealing ring. Particularly preferably, the central release mechanism piston seal is formed from an elastic material, particularly preferably from a rubber-elastic material. The elastic material can preferably consist entirely or partially of elastomers, where the elastomers are preferably selected from the group of vulcanized products of silicone rubber and natural rubber.

[0029] In a hydraulic release mechanism of a motor vehicle, the hydraulic fluid has the function of transmitting energy in the form of pressure, for example, within the clutch system of the vehicle with as little loss as possible. In addition to this main task, the hydraulic fluid can also, in particular, provide lubrication and corrosion protection for the moving parts and metal surfaces of the hydraulic release mechanism. Additionally, the hydraulic fluid can, in particular, remove impurities (e.g., impurities resulting from wear), water, air, and heat losses.

[0030] According to another particularly preferred embodiment of the invention, it can be provided that the central release mechanism piston and / or the central release mechanism housing are injection-molded from plastic. This has the particular effect that the central release mechanism can be manufactured in a cost-effective manner and is particularly designed to be weight-optimized.

[0031] Advantageous embodiments of the present invention are disclosed in the dependent claims. The features listed individually in the claims set forth in a dependent manner can be combined with each other in a technically useful way and can define further embodiments of the present invention. In addition, the features described in the claims are explained and illustrated in more detail in the description, thereby showing further preferred embodiments of the present invention.

[0032] According to an advantageous embodiment of the present invention, it may be provided that the locking element is a separate component. The advantage of this design is that materials other than the material of the central release mechanism piston or the central release mechanism housing can be used. For example, it is conceivable that the locking element is made of a metallic material, in particular a metal sheet.

[0033] According to another preferred further improvement of the present invention, it may also be provided that the locking element is formed integrally with the central release mechanism piston or the central release mechanism housing, in particular integrally formed. This can reduce the installation work.

[0034] Furthermore, according to an equally advantageous embodiment of the present invention, it may be provided that the locking element has a spatial form of a closed cylindrical annular shape, in which particularly good locking performance of the locking element can be achieved.

[0035] According to another particularly preferred embodiment of the present invention, it may be provided that the first locking position and the second locking position are designed as a closed circular contour having a cross-sectional shape of a circular ring cross-section, which can also contribute to the good locking performance of the locking element.

[0036] In addition, the present invention can be further improved such that the central release mechanism piston has a circumferential groove, and the diagonal annular spring is received in the groove in an axially fixed manner and protrudes radially outward from the groove.

[0037] The advantage of this design is that a structurally simple and safe mounting for the diagonal annular spring can be achieved.

[0038] The object of the present invention can also be achieved by a clutch assembly of a drive train of a motor vehicle, which clutch assembly includes a rotatable first clutch body and a rotatable second clutch body, the second clutch body being coaxially arranged with the first clutch body, wherein the clutch assembly can be set to an engaged operating state and a disengaged operating state by means of a central release mechanism, the central release mechanism actuating the first clutch body or the second clutch body, wherein the central release mechanism is designed according to any one of claims 1 to 6.

[0039] The object of the present invention can also be achieved by an electric axle drive system of a motor vehicle, which electric axle drive system includes an electric motor and a gear assembly coupled to the electric motor, wherein the electric axle drive system has an output end that can be coupled to the drive wheels of the motor vehicle, and wherein a clutch assembly according to the claims is arranged in the torque path between the electric motor and the output end, and the clutch assembly engages or disengages in the torque path with the electric motor.

[0040] In particular, this also allows the axle drive system to operate in a coasting mode.

[0041] The electric axle drive system of a motor vehicle includes an electric motor and a gear assembly, wherein the electric motor and the gear assembly form a structural unit.

[0042] In particular, it can be provided that the electric motor and the gear assembly are arranged in a common drive system housing. Alternatively, of course, the electric motor can also have a motor housing, and the gear can of course also have a gear housing, wherein the structural unit can then be achieved by fixing the gear assembly relative to the electric motor. Such a structural unit is sometimes also referred to as an electric axle.

[0043] The electric motor and the gear assembly can also be accommodated in the drive system housing. The drive system housing is intended to accommodate at least the electric motor and the gear assembly.

[0044] The drive system housing is preferably made of a metallic material, particularly preferably made of aluminum, gray cast iron or cast steel, and is particularly made by a single-piece forming process such as casting or die-casting. However, in principle, the drive system housing can also be formed of plastic. In particular, the drive system housing can preferably have a can-like basic shape such that the electric motor and the gear can be inserted into the drive system housing via the open end face of the drive system housing.

[0045] The electric motor is used to convert electrical energy into mechanical energy and / or convert mechanical energy into electrical energy, and the electric motor generally includes a fixed part called a stator, column or anchor and a part called a rotor or rotating member that can move relative to the fixed part.

[0046] In the case where the electric motor is designed as a rotating machine, a distinction is made in particular between a radial flux machine and an axial flux machine. The radial flux machine is characterized by the fact that the magnetic field lines in the air gap formed between the rotor and the stator extend in the radial direction, while in the case of the axial flux machine, the magnetic field lines in the air gap formed between the rotor and the stator extend in the axial direction.

[0047] In the context of the present invention, the electric motor can be designed as a radial flux machine or an axial flux machine. The axial flux machine is preferred in order to design a particularly compact axle drive system.

[0048] In particular, the electric motor is dimensioned such that a vehicle speed of greater than 50 km / h, preferably greater than 80 km / h, and in particular greater than 100 km / h can be achieved. It is particularly preferred that the electric motor has an output of greater than 30 kW, preferably greater than 50 kW, and in particular greater than 70 kW. It is also preferred that the electric machine provides a speed of greater than 5000 rpm, particularly preferably greater than 10,000 rpm, and most preferably greater than 12,500 rpm.

[0049] In particular, the gear assembly of the electric vehicle axle drive train can be coupled to an electric machine that is designed to generate a drive torque for a motor vehicle. The drive torque is particularly preferably the main drive torque such that the motor vehicle is driven only by the drive torque.

[0050] The gear assembly can have a differential gear. The differential gear is a planetary gear with one drive and two output ends. The differential gear generally has the following function: to drive the two vehicle wheels of a motor vehicle such that the vehicle wheels can turn at different speeds but with the same driving force.

[0051] The gear assembly of the electrically operated axle drive train can also have a torque vectoring module, whereby the torque of the electrically operated axle drive train can be distributed in a wheel-selectable manner. This can be achieved, for example, by using an electromechanically driven three-stage planetary gear, i.e., a so-called superimposed gear. For the purposes of the present application, the torque vectoring module can also be understood to mean a torque distribution device.

[0052] According to another preferred embodiment of the object of the present invention, it can be provided that a clutch assembly is arranged within the gear assembly, which can contribute to a particularly compact design of the axle drive train.

[0053] Finally, the present invention can also be advantageously designed such that the clutch assembly is arranged between the output of the electric machine and the input of the gear assembly, such that the electric machine can be decoupled from the gear assembly, whereby a coasting operation of the axle drive train can be provided. BRIEF DESCRIPTION OF THE DRAWINGS

[0054] The present invention will be described in more detail below with reference to the drawings without limiting the general concept of the present invention.

[0055] In the drawings:

[0056] Figure 1 The central release mechanism in a first operating position is shown in a schematic axial sectional view,

[0057] Figure 2 The central release mechanism in a second operating position is shown in a schematic axial sectional view,

[0058] Figure 3The central release mechanism in the third operating position is shown in a schematic axial sectional view.

[0059] Figure 4 The electric axle drive system of a motor vehicle is shown in a schematic block diagram. Detailed implementation

[0060] Figure 1 The central release mechanism 1 of the hydraulic release mechanism for a motor vehicle 4 is shown, and the motor vehicle is also shown by way of example in Figure 4 as well.

[0061] The central release mechanism 1 has a central release mechanism housing 5, which has an annular central release mechanism piston chamber 6. An annular central release mechanism piston 8 is received in the central release mechanism piston chamber in a manner that it can be axially moved by means of hydraulic fluid 7 that can be supplied to the central release mechanism piston chamber 6. The central release mechanism 1 has a radially external central release mechanism piston seal 9 and a radially internal central release mechanism piston seal 16. The radially external central release mechanism piston seal and the radially internal central release mechanism piston seal seal the central release mechanism piston 8 against the central release mechanism piston chamber 6.

[0062] By applying hydraulic pressure to the central release mechanism piston chamber 6, Figure 1 the central release mechanism piston 8 in can be moved translationally in the release direction from right to left. The second central release mechanism piston chamber 17 can be pressurized with hydraulic fluid 7 so that the central release mechanism piston 8 moves from left to right against its release direction.

[0063] The diagonally annular spring 10 that is spring-elastic in the radial direction is arranged on the central release mechanism piston 8 in an axially fixed manner. In addition, the central release mechanism 1 has a fixed locking element 11, which has a first locking position 12 and a second locking position 13 in the axial direction. The second locking position is arranged at a certain axial distance from the first locking position. The diagonally annular spring 10 can be releasably locked in a form-fitting manner to the first locking position and the second locking position. In the exemplary example shown, the locking element 11 is designed as a separate component.

[0064] However, in principle, the locking element 11 can also be integrally formed with the central release mechanism housing 5, especially integrally. The locking element 11 has a spatial form of a closed cylindrical annular shape, and the first locking position 12 and the second locking position 13 are designed as closed circular profiles with a cross-sectional shape of a circular ring cross-section.

[0065] The central release mechanism piston 8 has a circumferential groove 14 in which the diagonal annular spring 10 is received in an axially fixed manner and projects radially outward from the groove 14.

[0066] Figures 1 to 3 It can now be used to explain and understand the various operating states of the central release mechanism. The central release mechanism piston 8 has a groove 14 for the diagonal annular spring 10, and the diagonal annular spring is received in this groove in an axially fixed manner. In Figure 1 In the first operating state shown, the central release mechanism piston 8 is in the engaged position, in which the diagonal annular spring 10 engages form-fittingly with the second locking position 13 and thus axially fixes the central release mechanism piston 8. Once the central release mechanism piston 8 moves axially to the left, for example, by an increase in hydraulic pressure in the central release mechanism piston chamber 6, the diagonal annular spring 10 is radially compressed and moves from the second locking position 13 of the locking element 11 to the first locking position 12. This operating state is shown in Figure 2 Once the diagonal annular spring 10 reaches the first locking position 12 of the locking element 11, the diagonal annular spring 10 snaps into the first locking position 12 and then holds the central release mechanism piston 8 in this axial position.

[0067] Figure 4 Shows a possible application of the central release mechanism known from Figures 1 to 3 In Figure 4 In this case, the driveline 20 of the motor vehicle 4 is designed as an electric axle driveline 25 of the motor vehicle 4. The axle driveline 25 includes an electric motor 26 and a gear assembly 27 coupled to the electric motor 26. The electric axle driveline 25 has an output end 28 which can be coupled to the drive wheels 29 of the motor vehicle 4. A clutch assembly 15 is arranged in the torque path between the electric motor 26 and the output end 28, and this clutch assembly engages or disengages in the torque path with the electric motor 26.

[0068] The clutch assembly 15 has a rotatable first clutch body 21 and a rotatable second clutch body 22 which is coaxially arranged with the first clutch body 21, wherein the clutch assembly 15 can be set to an engaged operating state and a disengaged operating state by means of the Figures 1 to 3 central release mechanism 1 shown in

[0069] The present invention is not limited to the embodiments shown in the figures. Therefore, the above description should be considered as explanatory rather than restrictive. The following claims should be understood to mean that the described features are present in at least one embodiment of the invention. This does not exclude the existence of other features. Where the patent claims and the above description define a "first" feature and a "second" feature, such designations are used to distinguish between two similar features and do not establish a priority order.

[0070] List of reference numerals

[0071] 1 Central release mechanism

[0072] 4 Motor vehicle

[0073] 5 Central release mechanism housing

[0074] 6 Central release mechanism piston chamber

[0075] 7 Hydraulic fluid

[0076] 8 Central release mechanism piston

[0077] 9 Central release mechanism piston seal

[0078] 10 Diagonal annular spring

[0079] 11 Locking element

[0080] 12 Locking position

[0081] 13 Locking position

[0082] 14 Groove

[0083] 15 Clutch assembly

[0084] 16 Central release mechanism piston seal

[0085] 17 Central release mechanism piston chamber

[0086] 20 Driveline

[0087] 21 Clutch body

[0088] 22 Clutch body

[0089] 23 Differential gear

[0090] 25 Axle drive

[0091] 26 Electric motor

[0092] 27 Gear assembly

[0093] 28 Output end

[0094] 29 Driving wheel

Claims

1. A central release mechanism (1), in particular a central release mechanism for a hydraulic release mechanism of a motor vehicle (4), the central release mechanism comprising a central release mechanism housing (5) having an annular central release mechanism piston chamber (6), in which a central release mechanism piston (8) is received in a manner axially movable by means of a hydraulic fluid (7), the hydraulic fluid being supplyable to the central release mechanism piston chamber (6). Wherein, the central release mechanism (1) has at least one central release mechanism piston seal (9) for sealing the central release mechanism piston (8) relative to the central release mechanism piston chamber (6). It is characterized in that, a radially spring-elastic diagonal annular spring (10) is arranged axially fixed on the central release mechanism piston (8) and the diagonal annular spring is arranged in a fixed locking element (11), the locking element having a first locking position (12) and a second locking position (13) in the axial direction, the second locking position being arranged at an axial distance from the first locking position, and the diagonal annular spring (10) can be releasably locked in a form-fitting manner into the first locking position and the second locking position, or a radially spring-elastic diagonal annular spring (10) is positioned in a fixed manner relative to the central release mechanism piston (8), and the central release mechanism piston (8) is equipped with a locking element (11), the locking element having a first locking position (12) and a second locking position (13) in the axial direction, the diagonal annular spring (10) can be releasably locked in a form-fitting manner into the first locking position and the second locking position, the second locking position being arranged at an axial distance from the first locking position.

2. The central release mechanism (1) according to claim 1, It is characterized in that, the locking element (11) is a separate component.

3. The central release mechanism (1) according to claim 1, It is characterized in that, the locking element (11) is formed integrally with the central release mechanism piston (8) or the central release mechanism housing (5), in particular integrally formed.

4. The central release mechanism (1) according to any one of the preceding claims, It is characterized in that, the locking element (11) has a spatial form of a closed cylindrical annular shape.

5. The central release mechanism (1) according to any one of the preceding claims, It is characterized in that, the first locking position (12) and the second locking position (13) are designed as closed circular profiles with a cross-section of a circular ring cross-sectional shape.

6. The central release mechanism (1) according to any one of the preceding claims, It is characterized in that, the central release mechanism piston (8) has a circumferential groove (14), in which the diagonal annular spring (10) is received axially fixed and projects radially outwards from the groove (14).

7. A clutch assembly (15) of a driveline (20) of a motor vehicle (4), the clutch assembly comprising a rotatable first clutch body (21) and a rotatable second clutch body (22), the second clutch body being arranged coaxially with the first clutch body (21). Wherein, The clutch assembly (15) can be set to an engaged operating state and a disengaged operating state by means of a central release mechanism (1), the central release mechanism actuating the first clutch body (21) or the second clutch body (22). Characterized in that, The central release mechanism (1) is designed according to one of the preceding claims.

8. An electric axle driveline (25) of a motor vehicle (4), the electric axle driveline comprising an electric motor (26) and a gear assembly (27) coupled to the electric motor (26). Wherein, The electric axle driveline (25) has an output end (28) that can be coupled to a drive wheel (29) of the motor vehicle (3). Characterized in that, A clutch assembly (15) according to claim 7 is arranged in the torque path between the electric motor (26) and the output end (28), the clutch assembly being engaged or disengaged with the electric motor (26) in the torque path.

9. The electric axle driveline (25) according to claim 8. Characterized in that, The clutch assembly (15) is arranged within the gear assembly (27).

10. The electric axle driveline (25) according to claim 8 or 9. Characterized in that, The clutch assembly (15) is arranged between the output end of the electric motor (26) and the input end of the gear assembly (27) such that the electric motor (26) can be decoupled from the gear assembly (27).

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