Drive arrangement and vehicle with such a drive arrangement

Abstract

The invention relates to a drive arrangement (10), in particular for a vehicle, with features of claim 1 and a vehicle, in particular a motor vehicle, with such a drive arrangement (10).

Description

The invention relates to a drive arrangement, in particular for a vehicle, having features of claim 1, and to a vehicle, in particular for a motor vehicle, having features of the subordinate claim.Prior ArtTo reduce friction and wear and also for cooling, gears are lubricated with a lubricant, usually lubricating oil. In transmissions, the lubrication and cooling of the individual transmission elements can be effected by passive lubricant distribution via the gearwheels which become planed in the lubricant (plane lubrication). By means of collecting containers or reservoirs and corresponding geometries in the housing, the lubricant can be directed in a targeted manner to the components to be lubricated / cooled (e.g. bearings, radial shaft sealing ring, etc.).EP 4 102 107 A1 describes such a transmission with a plane lubrication system.A disadvantage here is that the lubrication and the targeted guiding of the lubricant, in particular in the case of transmissions with a drive that can be decoupled, are not sufficiently adapted to the different operating states (for example coupled / decoupled state) of the transmission.Disclosure of the InventionAccording to the invention, a drive arrangement, in particular for a vehicle, is proposed, comprising an intermediate shaft and a clutch device arranged on the intermediate shaft. The clutch device can comprise a claw clutch or be designed as a claw clutch. The clutch device is designed such that it can be transferred into a first switching state and a second switching state.The drive assembly includes a differential having a differential gear. In the first switching state of the clutch device, the differential, in particular the differential gear, is coupled to the intermediate shaft. In the coupled state, torque may be transferred (or reversed) from the intermediate shaft to the differential. In the second switching state of the clutch device, the differential, in particular the differential gear, is decoupled from the intermediate shaft. In the uncoupled state, no torque can be transmitted (or reversed) from the intermediate shaft to the differential or the differential wheel.The drive arrangement comprises a lubricant reservoir for storing lubricant and a lubricant channel for guiding lubricant into the lubricant reservoir. The lubricant reservoir and / or the lubricant channel can each be designed as a separate component. The lubricant reservoir and / or the lubricant channel can each be designed as, for example, a part of a housing or a housing geometry. The lubricant channel can be configured for filling and / or emptying the lubricant reservoir. The lubricant can be conveyed into the lubricant channel by means of the differential wheel, which floats in a lubricant sump.The drive arrangement comprises a deflection device which is arranged on and / or in the lubricant channel. The deflecting device is designed such that it can be transferred into a first deflecting state and a second deflecting state. In the first deflection state, the lubricant can be conducted in the lubricant channel along a first lubricant path. In the second deflection state, the lubricant in the lubricant channel can be conducted along a second lubricant channel.The deflecting device is coupled to the coupling device in such a way that when the coupling device is transferred into the first switching state, the deflecting device is transferred into the first deflecting state. Alternatively or additionally, when the clutch device is transferred into the second switching state, the deflecting device can be transferred into the second deflecting state. Thus, depending on the switching state of the clutch device (coupled / uncoupled), two lubricant paths (or two states in the lubricant channel) can also be used.In the first deflection state of the deflection device (i.e. in the coupled state of the clutch device), the lubricant reservoir can be filled with lubricant, which is conveyed by means of the differential wheel, via the first lubricant path of the lubricant channel.In the second deflection state (i.e. in the decoupled state of the clutch device), the lubricant can be conveyed by means of the differential wheel via the second lubricant path of the lubricant channel. The second lubricant path can be configured for a drag loss-optimized line or delivery of the lubricant. In particular, the lubricant reservoir cannot be filled with lubricant via the second lubricant path.As a result, the lubrication can be optimally adjusted both to the active (coupled) operation and to the passive (decoupled) operation using simple means. In active (coupled) operation, sufficient lubricant can thus be conveyed to all locations to be lubricated. At the same time, losses caused in passive (uncoupled) towing operation can be minimized. The drag torque, i.e. the torque which is generated by a drive as a resistor in the uncoupled / dragged state, can therefore be reduced. Drag losses can thus be reduced.According to a further development of the drive arrangement, the deflecting device can comprise a bypass, a tilting and / or displaceable flap, a slide and / or an opening for reducing the delivery pressure. As a result, the deflecting device and in particular the first or the second lubricant path can be implemented with simple means.According to a further development of the drive arrangement, the clutch device can comprise a loose wheel which meshes with the differential wheel. A guide sleeve can be arranged on the intermediate shaft in a rotationally fixed manner. The guide sleeve can be designed as an intermediate shaft wheel. In the first switching state, the loose wheel can be coupled to the guide sleeve in a rotationally fixed manner. In the second switching state, the loose wheel can be decoupled from the guide sleeve. The intermediate shaft can thereby be coupled or decoupled with the differential by simple means.According to a further development of the drive arrangement, the clutch device can comprise a sliding sleeve. The sliding sleeve can be configured to be movable between a first position and a second position. The sliding sleeve can be designed to be movable axially with respect to the intermediate shaft. In the first position of the sliding sleeve, the loose wheel and the guide sleeve can be coupled to one another in a rotationally fixed manner by means of the sliding sleeve. In the second position of the sliding sleeve, the loose wheel and the guide sleeve can be decoupled from one another. In this way, the first and / or the second switching state of the clutch device can be converted with simple means.According to a further development of the drive arrangement, the clutch device can comprise a shift fork. The shift fork can be configured to be movable, in particular axially to the intermediate shaft. The shift fork can be configured to transfer or move the sliding sleeve into the first position and / or the second position. The sliding sleeve can be driven by means of the shift fork. The sliding sleeve can thereby be moved into the first or the second position with simple means.According to a development of the drive arrangement, the drive arrangement can comprise a deflection element. The deflecting device can be coupled to the coupling device, in particular to the shift sleeve and / or to the shift fork, by means of the deflecting element. As a result, the coupling between the deflecting device and the coupling device can be converted by simple means.According to a further development of the drive arrangement, the deflecting element can be designed as a linkage. The deflecting element can thereby be realized with simple means.According to a further development of the drive arrangement, the drive arrangement can comprise an intermediate shaft wheel which is arranged on the intermediate shaft in a rotationally fixed manner, and an electric machine having a drive shaft and a drive pinion which is arranged on the drive shaft in a rotationally fixed manner. The drive pinion and the intermediate shaft gear may mesh with each other. The drive arrangement can comprise at least one output shaft, in particular two output shafts, which is / are coupled to the differential.The drive arrangement can be designed, for example, as an E-axis or form a component of an E-axis. As a result, an E-axle with lubrication can be converted with simple means, which can be optimized to two operating states (coupled / decoupled).According to a further development of the drive arrangement, the drive arrangement can be designed free of lubricant feed pumps. In other words, the drive arrangement can be designed without a lubricant delivery pump. This allows the costs to be reduced since a corresponding pump can be dispensed with.According to the invention, a vehicle, in particular a motor vehicle, having a drive arrangement according to the above explanations is proposed. With regard to the advantages which can be achieved thereby, reference is made to the relevant explanations relating to the drive arrangement. For a further configuration of the vehicle, the measures described in connection with the drive arrangement and / or the measures explained below can be used.An embodiment of the invention will be explained below with reference to the accompanying drawings. It shows: FIG. 1 shows a schematic illustration of a drive arrangement.The drive arrangement bears overall the reference sign 10 in FIG. 1. the drive arrangement 10 comprises an intermediate shaft 12 and a clutch device 14 arranged on the intermediate shaft 12. The clutch device 14 is designed such that it can be transferred into a first switching state and into a second switching state.The drive arrangement 10 comprises a differential 16 with a differential gear 18, In the first switching state of the clutch device 14, the differential 16, in particular the differential gear 18, is coupled to the intermediate shaft 12 by means of a loose gear 26, a guide sleeve 28 and a sliding sleeve 30 (see below), so that a torque can be transmitted between the differential 16 (or the differential gear 18) and the intermediate shaft 12. In the second switching state of the clutch device 14 (shown in FIG. 1 ), the differential 16, in particular the differential gear 18, is decoupled from the intermediate shaft 12. The idler gear 26 is then decoupled from the guide sleeve 28 and can rotate freely on the intermediate shaft 12, with the result that a torque transmission between the differential 16 (or the differential gear 18) and the intermediate shaft 12 is interrupted.The drive arrangement 10 comprises a lubricant reservoir 20 for storing lubricant and a lubricant channel 22 for guiding lubricant into the lubricant reservoir 20, The lubricant channel 22 can be configured to fill and / or empty the lubricant reservoir 20. The lubricant can be conveyed by means of the differential wheel 18, which floats in a lubricant sump (not shown), in particular counter to the direction of gravity, via the lubricant channel 22 upwards (with respect to the direction of gravity) into the lubricant reservoir 20. The lubricant can be distributed from the lubricant reservoir 20 in the drive arrangement 10, in particular at locations higher than the differential 16 or the differential wheel 18.The drive arrangement 10 comprises a deflection device 24. The deflecting device 24 is designed such that it can be transferred into a first deflecting state and into a second deflecting state. In the first deflection state, the lubricant in the lubricant channel 22 can be conducted along a first lubricant path. In the second deflection state, the lubricant in the lubricant channel 22 can be conducted along a second lubricant path.The deflecting device 24 is coupled to the coupling device 14 in such a way that, when the coupling device 14 is transferred into the first switching state, the deflecting device 24 is transferred into the first deflecting state. Alternatively or additionally, when the clutch device 14 is transferred into the second switching state, the deflecting device 24 can be transferred into the second deflecting state.The deflecting device 24 can in the present case comprise a bypass, a tilting and / or displaceable flap, a slide and / or an opening for reducing the delivery pressure.The clutch device 14 comprises the idler gear 26 which meshes with the differential gear 18. The idler gear 26 is arranged on the intermediate shaft 12 in a rotationally free manner. The guide sleeve 28 is arranged on the intermediate shaft 12 in a rotationally fixed manner. In the first switching state of the clutch device 14, the loose wheel 26 is coupled to the guide sleeve 28 in a rotationally fixed manner. In the second switching state of the clutch device 14, the idler gear 26 is decoupled from the guide sleeve 28 (illustrated in FIG. 1 ).The clutch device 14 comprises the sliding sleeve 30 in the present case. the sliding sleeve 30 is designed to be movable between a first position and a second position. The sliding sleeve 30 is designed to be movable axially with respect to the intermediate shaft 12. In the first position of the sliding sleeve 30, the loose wheel 26 and the guide sleeve 28 are coupled to one another in a rotationally fixed manner by means of the sliding sleeve 30. In the second position of the sliding sleeve 30, the loose wheel 26 and the guide sleeve 28 are decoupled from one another. In FIG. 1, the sliding sleeve 30 is shown in the second position.The clutch device 14 comprises a shift fork 32 in the present case. The shift fork 32 is designed to be movable axially with respect to the intermediate shaft 12. The shift fork 32 is configured to transfer or move the sliding sleeve 30 into the first position and / or into the second position. The shift fork 32 thus represents the drive for the sliding sleeve 30. The movability of the sliding sleeve 30 and of the shift fork 32 axially with respect to the intermediate shaft 12 is indicated in FIG. 1 by means of a double arrow.The drive arrangement 10 comprises a deflecting element 34. the deflecting element 34 couples the deflecting device 24 to the coupling device 14, in particular to the shift sleeve 30 and / or to the shift fork 32.The drive arrangement 10 comprises in the present case an intermediate shaft wheel 36, which is arranged on the intermediate shaft 12 in a rotationally fixed manner. The drive arrangement 10 further comprises an electric machine 38 having a drive shaft 40 and a drive pinion 42 which is arranged on the drive shaft 40 in a rotationally fixed manner. The drive pinion 42 and the intermediate shaft gear 36 mesh with each other.By transferring the clutch device into the first switching state, the electric machine 38 (which may represent a drive for the drive arrangement 10) can be coupled to the differential 16 so that a torque is transmitted.By transferring the clutch device 14 into the second switching state (shown in FIG. 1 ), the intermediate shaft 12 and in the present case also the electric machine 38 can be decoupled from the differential 16 or the differential wheel 18 (or the loose wheel 26), so that no torque is transmitted (disconnect function).The drive arrangement 10 comprises in the present case two output shafts 44 which are coupled to the differential 16.The drive arrangement 10 is designed without a lubricant feed pump in the present case, i.e. without a lubricant (feed) pump.References included in the specificationThis list of documents cited by the applicant has been produced in an automated manner and is only included for the better information of the reader. The list is not part of the German patent application or utility model application. The DPMA does not take any adhesion for any faults or omissions.Patent Literature citedEP 4 102 107 A1

[0003]

Claims

Drive arrangement (10), in particular for a vehicle, comprising: - an intermediate shaft (12), - a clutch device (14) which is arranged on the intermediate shaft (12) and is designed such that it can be transferred into a first switching state and a second switching state, - a differential (16) having a differential wheel (18), wherein in the first switching state of the clutch device (14) the differential (16), in particular the differential wheel (18), is coupled to the intermediate shaft (12), wherein in the second switching state of the clutch device (14) the differential (16), in particular the differential wheel (18), is decoupled from the intermediate shaft (12), - a lubricant reservoir (20) for storing lubricant, - a lubricant channel (22) for guiding lubricant, which is conveyed in particular by means of the differential wheel (18), into the lubricant reservoir (20), - a deflection device (24), which is arranged on and / or in the lubricant channel (22), wherein the deflecting device (24) is designed to be transferable into a first deflecting state and a second deflecting state, wherein in the first deflecting state the lubricant in the lubricant channel (22) can be guided along a first lubricant path, wherein in the second deflecting state the lubricant in the lubricant channel (22) can be guided along a second lubricant path, wherein the deflecting device (24) is coupled to the clutch device (14) in such a way that when the clutch device (14) is transferred into the first switching state the deflecting device (24) is transferred into the first deflecting state and / or that when the clutch device (14) is transferred into the second switching state the deflecting device (24) is transferred into the second deflecting state.Drive arrangement (10) according to Claim 1, characterized in that the deflecting device (24) comprises a bypass, a tilting and / or displaceable flap, a slide and / or an opening for reducing the conveying pressure.Drive arrangement (10) according to Claim 1 or 2, characterized in that the clutch device (14) comprises a loose wheel (26) which meshes with the differential wheel (18), wherein a guide sleeve (28) is arranged on the intermediate shaft (12) in a rotationally fixed manner, wherein the loose wheel (26) is coupled to the guide sleeve (28) in a rotationally fixed manner in the first switching state, wherein the loose wheel (26) is decoupled from the guide sleeve (28) in the second switching state.Drive arrangement (10) according to Claim 3, characterized in that the clutch device (14) comprises a sliding sleeve (30), wherein the sliding sleeve (30) is designed to be movable between a first position and a second position, in particular axially with respect to the intermediate shaft (12), wherein, in the first position of the sliding sleeve (30), the loose wheel (26) and the guide sleeve (28) are coupled to one another in a rotationally fixed manner by means of the sliding sleeve (30), wherein, in the second position of the sliding sleeve (30), the loose wheel (26) and the guide sleeve (28) are decoupled from one another.Drive arrangement (10) according to Claim 4, characterized in that the clutch device (14) comprises a shift fork (32), wherein the shift fork (32) is configured to be movable, in particular axially with respect to the intermediate shaft (12), in order to transfer the sliding sleeve (30) into the first position and / or into the second position.Drive arrangement (10) according to Claim 4 or 5, characterized in that the drive arrangement (10) comprises a deflecting element (34), wherein the deflecting device (24) is coupled to the clutch device (14), in particular to the shift sleeve (30) and / or to the shift fork (32), by means of the deflecting element (34).Drive arrangement (10) according to Claim 6, characterized in that the deflecting element (34) is designed as a linkage.Drive arrangement (10) according to one of the preceding claims, characterized in that the drive arrangement (10) comprises: - an intermediate shaft wheel (36) which is arranged on the intermediate shaft (12) in a rotationally fixed manner, - an electric machine (38) having a drive shaft (40) and a drive pinion (42) which is arranged on the drive shaft (40) in a rotationally fixed manner, wherein the drive pinion (42) and the intermediate shaft wheel (36) engage with one another, in particular wherein the drive arrangement (10) comprises at least one output shaft (44), preferably two output shafts (44) which are coupled to the differential (16).Drive arrangement (10) according to one of the preceding claims, characterized in that the drive arrangement (10) is designed free of lubricant feed pumps.Vehicle, in particular motor vehicle, having a drive arrangement (10) according to one of the preceding claims.

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