Positive locking coupling arrangement for a motor vehicle transmission

Abstract

A positive-locking coupling arrangement (1) for a motor vehicle transmission, wherein a driven component (2, 2a) can be effectively connected to a driven component (3, 3a) via the positive-locking coupling arrangement (1), wherein the positive-locking coupling arrangement (1) comprises a first coupling element (4, 4a, 4b) effectively connected to the driven component (2, 2a), and a second coupling element (5, 5a) effectively connected to the driven component (3, 3a), wherein the first coupling element (4, 4a, 4b) is movable relative to the second coupling element (5, 5a) between a neutral position, in which the first coupling element (4, 4a, 4b) is substantially freely rotatable relative to the second coupling element (5, 5a), and a switching position, in which the first coupling element (4, 4a) is positively locked to the second The coupling element (5, 5a) is connected and is axially adjustable.wherein the positive-locking coupling arrangement (1) has a fluid supply device (6) which is designed such that fluid is supplied at least to the first coupling element (4) and / or the second coupling element (5).

Description

Field of the InventionThe present invention relates to a positive clutch arrangement for a motor vehicle transmission, wherein a driven component can be connected in a drive-effective manner via the positive clutch arrangement to a component to be driven, wherein the positive clutch arrangement has a first clutch element which is connected in a drive-effective manner to the driven component and a second clutch element which is connected in a drive-effective manner to the component to be driven, wherein the first clutch element is axially adjustable relative to the second clutch element between a neutral position in which the first clutch element is substantially freely rotatable relative to the second clutch element, and a shift position in which the first clutch element is connected in a positive manner to the second clutch element.Prior ArtPositive clutch arrangements, also called claw clutches, for motor vehicle transmissions are generally known from the prior art and are distinguished by their constructionally simple and thus inexpensive construction. However, claw gearshifts, in particular at high rotational speed differences and / or high moments of inertia of the components to be coupled, have low shifting comfort and an undesirably high noise generation and component stress.A claw clutch has two clutch elements, wherein a first clutch element is connected in a drive-effective manner to a driven component of the motor vehicle and the second clutch element is connected in a drive-effective manner to a component of the motor vehicle to be driven.In the case of a claw clutch, speed synchronization takes place actively by setting a defined rotational speed difference between the two clutch elements of the claw clutch. If the rotational speed difference falls within a defined range, the claw clutch can be shifted with wear and noise. However, in the insertion process, temporary block situations ("tooth-on-tooth position") occur stochastically between the first clutch element and the second clutch element of the claw clutch. In such a block situation, the control circuit malfunctions and the shifting force at the first clutch element increases incrementally. If the blocking situation is released, the first coupling element moves abruptly with increased input of force and acceleration further toward the target position. This increased input of force and acceleration can then ensure that the first coupling element travels beyond its actual target position up to, for example, a mechanical or a plurality of mechanical end stops of the first coupling element. In this case, the end stops of the first coupling element impact the end face of the second coupling element. This shock causes, for example, an above-average large excursion in the noise level and has a negative effect on the NVH (Noise Vibration Severity) behavior of the entire motor vehicle transmission.Software and control measures can contribute to keeping this effect as low as possible. However, they always have the disadvantage that they have a negative effect on the dynamics of the switching process.SUMMARY OF THE INVENTIONIt is an object of the invention to specify a positive clutch arrangement for a motor vehicle transmission which is distinguished by low-noise and low-wear operation with high shifting comfort.This need can be met by the subject matter of the present invention according to independent claim 1. Advantageous embodiments of the present invention are described in the dependent claims.The form-fitting clutch arrangement according to the invention is designed in particular for use in a motor vehicle transmission.By means of the positive clutch arrangement according to the invention, a driven component can be connected in a drive-effective manner to a component to be driven.According to the invention, the form-fitting clutch arrangement has a first clutch element which is operatively connected to the driven component in a driving manner and a second clutch element which is operatively connected to the component to be driven in a driving manner.According to the present invention, the first clutch element is axially adjustable relative to the second clutch element between a neutral position, in which the first clutch element is substantially freely rotatable relative to the second clutch element, and a switching position, in which the first clutch element is positively connected to the second clutch element.According to the invention, the form-fitting clutch arrangement has a fluid supply device which is designed in such a way that fluid is conveyed at least to the first clutch element and / or the second clutch element.The fluid is preferably an oil.In a preferred embodiment variant of the present invention, the first clutch element has a sliding sleeve and a guide sleeve, wherein the sliding sleeve is arranged on the guide sleeve in a rotationally fixed but axially movable manner and the guide sleeve is arranged on a transmission shaft of a motor vehicle transmission which forms the driven component in a rotationally fixed and axially fixed manner, and the second clutch element is designed as a clutch body and is connected in a rotationally fixed and axially fixed manner to a gearwheel which forms the driven component. The gearwheel is preferably arranged rotatably and axially fixedly on the transmission shaft, wherein the transmission shaft is at least partially hollow and thus forms a central fluid guide duct. The transmission shaft preferably has at least one radial bore which fluidly connects the central fluid guide channel to at least one fluid collecting region of the first clutch element and / or of the second clutch element and thus forms the fluid supply device.The directional indication "radial" describes a direction normal to a central axis of rotation of the transmission shaft. The directional indication "axial" describes a direction along or parallel to the central axis of rotation of the transmission shaft.The gearwheel is preferably arranged rotatably on the transmission shaft via a bearing arrangement, wherein at least one radial bore is positioned axially between the first clutch element, more precisely the guide sleeve of the first clutch element, and the bearing arrangement of the gearwheel in such a way that the radial bore is partially axially covered by the bearing arrangement and thus the bearing arrangement, the second clutch element, namely the clutch body, the guide sleeve and also the sliding sleeve are supplied with fluid.In an advantageous embodiment variant of the present invention, the gearwheel is rotatably arranged on the transmission shaft via a bearing arrangement, wherein at least one radial bore is axially covered by the bearing arrangement and thus at least the bearing arrangement is supplied with fluid.In a further advantageous embodiment of the present invention, at least one radial bore is axially covered by the guide sleeve, wherein a fluid guide channel is formed in the guide sleeve, which fluid guide channel is fluidically connected to the radial bore and opens at least in a region between the first clutch element and the second clutch element.The first coupling element preferably has at least one mechanical end stop.Due to the embodiment according to the invention of the form-fitting coupling arrangement, in particular due to the provision of a fluid supply device, a targeted introduction of a fluid volume between the two coupling elements occurs. This volume of fluid reduces the noise level of the impacting first clutch element, thereby minimizing the negative effects on NVH performance at maximum shift dynamics. Investments in the development of expensive control concepts with associated dynamic losses are then no longer necessary in the best case.Brief Description of the DrawingsThe invention is described below by way of example with reference to the drawings. FIG. 1 ashows a schematic sectional view of a first embodiment variant of a form-fit clutch arrangement, wherein a first clutch element is in a neutral position. FIG. 1 bshows a schematic sectional view of a first embodiment variant of a form-fit coupling arrangement, wherein a first coupling element is in a switching position. FIG. 2 shows a schematic sectional view of a second embodiment variant of a form-fit clutch arrangement, wherein a first clutch element is in a neutral position. FIG. 3 shows a schematic detailed sectional view of a third embodiment variant of a form-fit clutch arrangement, wherein a first clutch element is located in a neutral position.DETAILED DESCRIPTION OF THE INVENTIONFIGS. 1 a, 1 b, 2 and 3 each show an exemplary embodiment variant of a positive-locking coupling arrangement 1 according to the invention.The positive clutch arrangement 1 according to the invention is designed in particular for use in a motor vehicle transmission and will also be described below in connection with such a transmission.By means of the positive clutch arrangement 1, a driven component 2 of the motor vehicle transmission can be connected in a drive-effective manner to a component 3 of the motor vehicle transmission to be driven.In the present exemplary embodiments, the driven component 2 is formed by a transmission shaft 2 a. The transmission shaft 2 ais connected indirectly or directly in a drive-effective manner to a traction machine (not shown) of the motor vehicle. In the present exemplary embodiments, the component 3 to be driven is formed by a gearwheel 3 awhich constitutes part of a transmission stage (gear stage). The gearwheel 3 ais designed as a loose wheel and is arranged rotatably and axially fixedly on the transmission shaft 2 avia a bearing arrangement 9. The gearwheel 3 acan be connected to the transmission shaft 2 ain a drive-effective manner via the positive clutch arrangement 1.The directional indication "axial" corresponds substantially to a direction along or parallel to a central axis of rotation 10 of the transmission shaft 2 a. The directional indication "radial" corresponds substantially to a direction normal to the central axis of rotation 10 of the transmission shaft 2 a.The positive clutch arrangement 1 has a first clutch element 4 and a second clutch element 5. In the exemplary embodiments according to FIGS. 1 a, 1 b, 2 and 3, the first clutch element 4 is embodied in two parts and comprises a shift sleeve 4 aand a guide sleeve 4 b; the second clutch element 5 is embodied as a clutch body 5 a.The guide sleeve 4 bis arranged on the transmission shaft 2 ain a rotationally fixed and axially fixed manner, for example by means of a spline toothing and an axial securing ring. The shift sleeve 4a is arranged on the guide sleeve 4b in a rotationally fixed manner but axially movable, namely in which the shift sleeve 4a is mounted via an internal toothing on an external toothing of the guide sleeve 4b in a manner movable in the axial direction.The clutch body 5a is fixedly connected to the gear 3a. The fixed connection between the clutch body 5 aand the gearwheel 3 acan be effected in any desired manner-the clutch body 5 acan be formed, for example, integrally with the gearwheel 3 a(as in the present variant embodiments), it can be fixed to the gearwheel 3 aby means of a spline toothing, or it can be welded to the loose wheel, etc. The clutch body 5a has an external toothing which substantially corresponds to the external toothing of the guide sleeve 4b and in which the internal toothing of the shift sleeve 4a can engage.The shift sleeve 4 ais axially adjustable relative to the clutch body 5 abetween a neutral position and a shift position via an actuator unit (not shown).In the neutral position, the shift sleeve 4a is substantially freely rotatable relative to the clutch body 5a. In the shift position, the shift sleeve 4a is connected positively to the clutch body 5a.In order to produce a positive fit between the transmission shaft 2 aand the gearwheel 3 a, the shift sleeve 4 ais thus moved in the axial direction via the actuator unit such that the internal toothing of the shift sleeve 4 atraces into the external toothing of the clutch body 5 a.The internal toothing of the shift sleeve 4a has a plurality of teeth (not shown) designed as stop teeth for limiting the shift travel. For this purpose, the stop teeth each have a stop projecting inward in the radial direction. During a shifting process, the stop runs against a corresponding stop surface on the coupling body 5 a.The form-fitting clutch arrangement 1 has a fluid supply device 6. The fluid supply device 6 serves to convey fluid at least to the sliding sleeve 4 aand / or to the clutch body 5 a.In the present exemplary embodiments according to FIGS. 1 a, 1 b, 2 and 3, the transmission input shaft 2 ais in each case partially hollow and thus forms a central fluid guide duct 7. At least one radial bore 8 a, 8 b, 8 cis formed in the wall of the transmission shaft 2 a, said radial bore fluidly connecting the central fluid guide channel 7 at least to a fluid collecting region of the shift sleeve 4 aand / or of the clutch body 5 a.Preferably, a plurality of radial bores 8 a, 8 b, 8 cof one type are formed in the wall of the transmission shaft in a circumferential, for example uniformly distributed manner.FIGS. 1 aand 1 b show a first embodiment variant of the clutch arrangement 1 according to the invention, wherein the shift sleeve 4 ais in a shift position in FIG. 1 aand in a neutral position in FIG. 1 b. In the first embodiment variant shown in FIGS. 1 aand 1 b, a first radial bore 8 acan be seen in the sectional view, which is formed axially between the guide sleeve 11 and the bearing arrangement 9 of the gearwheel 3 a. In this way, a fluid collecting region of the shift sleeve 4 ais supplied with fluid. The first radial bore 8 ais positioned axially between the guide sleeve 11 and the bearing arrangement 9 of the gearwheel 3 ain such a way that the first radial bore 8 ais in each case partially axially covered by the bearing arrangement 9 and thus, in addition to the shift sleeve 4 a, the bearing arrangement 9 and a fluid collecting region of the clutch body 5 aare also supplied with fluid.The respective fluid collecting region is formed in particular in the region of the respective external or internal toothing of the respective fluid-supplied component (clutch body 5 a, shift sleeve 4 a, guide sleeve 4 b).FIG. 2 shows a second variant embodiment of the clutch arrangement 1 according to the invention, wherein the shift sleeve 4 ais in a neutral position. In the second embodiment variant shown in FIG. 2, two radial bores are to be seen in the sectional view, namely the first radial bore 8 adescribed already in connection with the first embodiment variant shown in FIGS. 1 aand 1 band a second radial bore 8 b. The central fluid guide channel 7 is fluidically connected via the second radial bore 8 bto the bearing arrangement 9 of the gearwheel 3 aand thus of the coupling body 5 a. Thus, in addition to the fluid collection region of the tooth arrangements of the shift sleeve 4 aand of the guide sleeve 4 b, of the clutch body 5 aand of the bearing arrangement 9 being supplied with fluid via the first radial bore 8 a, separately, namely additionally also a supply of the bearing arrangement 9 and of the fluid collection region of the clutch body 5 awith fluid can take place.FIG. 3 shows a third embodiment variant of the clutch arrangement 1 according to the invention, wherein the shift sleeve 4 ais in a neutral position. In the third embodiment variant shown in FIG. 3, three radial bores are to be seen in the sectional view, namely the first radial bore 8 adescribed already in connection with the first embodiment variant shown in FIGS. 1 aand 1 b, the second radial bore 8 bdescribed already in connection with the second embodiment variant shown in FIG. 2, and a third radial bore 8 c. The central fluid guide channel 7 is fluidically connected to a fluid guide channel 11 via the third radial bore 8 c. The fluid guide channel 11 is formed in the guide sleeve 4 band opens at least in the region between the external toothing of the guide sleeve 4 band the internal toothing of the sliding sleeve 4 aand in the region between the sliding sleeve 4 a, the guide sleeve 4 band the clutch body 5 a, so that, in addition to the fluid collection region of the toothings of the shift sleeve 4 aand of the guide sleeve 4 b, of the clutch body 5 aand of the bearing arrangement 9 being supplied with fluid via the first radial bore 8 aand the second radial bore 8 b, separately, namely additionally also a supply of the fluid collection region of the clutch body 5 aand of the fluid collection region of the shift sleeve 4 awith fluid.All the described radial bores 8 a, 8 b, 8 cmay be formed individually or combined with one another in any combination and quantity.The embodiment variants shown in FIGS. 1 a, 1 b, 2 and 3 each represent a fluid supply device 6, which is effected on a supply of fluid via the central fluid guide channel 7 of the transmission shaft 2 a. In addition to this possibility, however, further embodiment variants for introducing the fluid volume are also conceivable. The fluid can also be introduced, for example, from the "outside" through special housing structures and can be guided with suitable guide structures or a suitable channel system to the radial bores 8 a, 8 b, 8 cand thus to the first coupling element 4 and / or the second coupling element 4.List of reference characters1 Positive clutch arrangement 2 Driven component 2 aGear shaft 3 Component 3 ato be driven Gearwheel 4 First clutch element 4 a Schiebe sleeve 4 b Führungs sleeve 5 Second clutch element 5 a Kupplungs body 6 Fluid supply device 7 Central fluid guide channel 8 aFirst radial bore 8 bSecond radial bore 8 cThird radial bore 9 Bearing arrangement 10 Central axis of rotation (of the gear shaft) 11 Fluid guide channel

Claims

A positive clutch arrangement (1) for a motor vehicle transmission, wherein a driven component (2, 2a) can be connected in a drive-effective manner via the positive clutch arrangement (1) to a component (3, 3a) to be driven, wherein the positive clutch arrangement (1) has a first clutch element (4, 4a, 4b) which is connected in a drive-effective manner to the driven component (2, 2a) and a second clutch element (5, 5a) which is connected in a drive-effective manner to the component (3, 3a) to be driven, wherein the first clutch element (4, 4a, 4b) is rotatable substantially freely relative to the second clutch element (5, 5a) between a neutral position in which the first clutch element (4, 4a, 4b) is rotatable substantially freely relative to the second clutch element (5, 5a) and a shift position in which the first clutch element (4, 4, 4a) is connected in a form-fitting manner to the second coupling element (5, 5a), and is axially adjustable, characterized in that the form-fitting coupling arrangement (1) has a fluid supply device (6) which is designed in such a way that fluid is conveyed at least to the first coupling element (4) and / or the second coupling element (5).Positive clutch arrangement (1) according to Claim 1, characterized in that the first clutch element (4) has a sliding sleeve (4a) and a guide sleeve (4b), wherein the sliding sleeve (4a) is arranged on the guide sleeve (4b) in a rotationally fixed but axially movable manner and the guide sleeve (4b) is arranged on a transmission shaft (2a) which forms the driven component (2) in a rotationally fixed and axially fixed manner, and in that the second clutch element (5) is designed as a clutch body (5a) and is connected in a rotationally fixed and axially fixed manner to a gearwheel (3a) which forms the driven component (3), wherein the gearwheel (3a) is arranged on the transmission shaft (2a) in a rotatably and axially fixed manner, wherein the transmission shaft (2a) is at least partially hollow and thus forms a central fluid guide channel (7) and wherein the transmission shaft (2a) has at least one radial bore (8a, 8b, 8c) which fluidically connects the central fluid guide channel (7) at least to a fluid collecting region of the first clutch element (4, 4a, 4b) and / or of the second clutch element (5, 5a) and thus forms the fluid supply device (6).Positive clutch arrangement (1) according to Claim 2, characterized in that the gearwheel (3a) is arranged rotatably on the transmission shaft (2a) via a bearing arrangement (9), wherein at least one radial bore (8a) is positioned axially between the guide sleeve (4b) and the bearing arrangement (9) of the gearwheel (3a) in such a way that the radial bore (8a) is partially axially covered by the bearing arrangement (9) and the bearing arrangement (9), the clutch body (5a), the guide sleeve (4b) and the shift sleeve (4a) are thus supplied with fluid.Positive clutch arrangement (1) according to Claim 2 or 3, characterized in that the gearwheel (3a) is arranged rotatably on the transmission shaft (2a) via a bearing arrangement (9), wherein at least one radial bore (8b) is axially covered by the bearing arrangement (9) and thus at least the bearing arrangement (9) is supplied with fluid.Positive coupling arrangement (1) according to Claim 2, 3 or 4, characterized in that at least one radial bore (8c) is axially covered by the guide sleeve (4b), wherein a fluid guide duct (11) is formed in the guide sleeve, which fluid guide duct is fluidically connected to the radial bore (8c) and opens at least in a region between the first coupling element (4, 4a, 4b) and the second coupling element (5, 5a).The positive coupling arrangement (1) according to any one of claims 2 to 5, characterized in that the sliding sleeve (4a) has at least one mechanical end stop.

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