Gearbox arrangement and drivetrain

Abstract

Gear arrangement (1) comprising an intermediate shaft (8) coupled to an input element (7), a pinion (9) rotatably mounted on the intermediate shaft (8), a sliding sleeve arrangement (10) arranged on the intermediate shaft (8) with an axially displaceable sliding sleeve (15) having internal teeth which, when axially displaced by a switching element (16), can be brought into engagement with external teeth of a coupling element (5) arranged on the pinion (9), an output element (11) coupled to the pinion (9) via a toothed connection, and a sensor device for determining position information describing the axial position of the sliding sleeve (15) as well as rotational speed information describing the rotational speed of the intermediate shaft (8), wherein the sensor device has a sensor (4) which is positioned such that both the position information and the rotational speed information can be detected via it.

Description

[0001] The invention relates to a transmission arrangement comprising an intermediate shaft coupled to an input element, a pinion rotatably mounted on the intermediate shaft, a sliding sleeve arrangement arranged on the intermediate shaft with an axially displaceable sliding sleeve having internal teeth which, upon axial displacement by a switching element, can be brought into engagement with external teeth of a coupling element arranged on the pinion, an output element coupled to the pinion via a toothed connection, and a sensor device for determining position information describing the axial position of the sliding sleeve as well as rotational speed information describing the rotational speed of the intermediate shaft. The invention also relates to a drive train.

[0002] The transmission assembly can, for example, be a disconnect unit (DCU). In the disengaged state, there is no torque transmission from the electric motor to the vehicle wheels. Instead, the vehicle wheels rotate during driving, along with the output element connected via the differential and the pinion, which is freely rotating on the intermediate shaft. The intermediate shaft itself and the input element are stationary in the disengaged state. When the transmission assembly is engaged, for example, when switching to all-wheel drive, torque is transmitted from the electric motor via the transmission assembly to the vehicle wheels. To achieve the transition from the disengaged to the engaged state, the rotational speeds of the freely rotating pinion and the stationary sliding sleeve assembly connected to the intermediate shaft must be synchronized.To achieve this, several sensors are required to detect both the pinion's rotational speed and the position of the sliding sleeve. The signals captured by the sensors are then transmitted to a control and / or processing unit, where they are processed to determine the information. The electric motor's rotational speed is typically measured using existing sensors. In the case of a coupling, this allows the rotational speed of both sides of the coupling to be synchronized. Using multiple sensors to capture different information can be challenging due to space constraints. Furthermore, the sensors must be installed precisely to ensure accurate signal capture and prevent errors.

[0003] The invention is based on the objective of providing an improved gear arrangement.

[0004] To solve this problem, a gear arrangement according to the invention of the type mentioned at the outset is provided, in which the sensor device has a sensor which is positioned in such a way that both the position information and the speed information can be detected via it.

[0005] The advantage of the sensor device in the present invention is that, due to the sensor's positioning, both pieces of information are now acquired by one and the same sensor, eliminating the need for multiple sensors. Depending on the state of the transmission assembly or the vehicle—i.e., engaged or disengaged, or moving or stationary—the sensor can acquire different signals, the combination of which indicates the different states. Since only one sensor is now required to acquire both the rotational speed and position information, components and interfaces can be reduced, leading to cost savings. Furthermore, assembly errors are minimized and resources are conserved.

[0006] According to the invention, the sensor of the sensor device can be a Hall sensor. This Hall sensor is a single sensor that can detect changes in the magnetic field. The signals detected by the sensor can then be processed by a control and / or processing unit.

[0007] According to a preferred embodiment of the invention, the sensor can be positioned radially spaced from the external teeth of the coupling element by a gap. The sensor can be fixed in position, for example, on or in a housing. The rotation of the coupling element, which can be, for example, a gear with external teeth, causes changes in the magnetic field, which can then be detected by the Hall sensor. The change in magnetic flux density can be processed as an internal magnetic signal, where, for example, a passing tooth is represented by a signal of 1 and a passing gap by a signal of 0. Thus, each tooth-gap combination can be identified by switching from 1 to 0. Based on the period of this signal and in conjunction with the known number of teeth, the rotational speed of the coupling element can be calculated.Since the coupling element is connected to the pinion, the speed of the pinion is equal to the speed of the coupling element.

[0008] Advantageously, the sensor can be positioned such that when the sliding sleeve is axially displaced by the switching element, the sliding sleeve can be inserted into the gap between the sensor and the coupling element. The sliding sleeve, which has internal teeth, can engage partially with external teeth on the carrier element, into which it fully engages when disengaged, and partially with external teeth on the coupling element. During the coupling process, the sliding sleeve can thus be inserted into the gap, causing the magnetic signal to be lost, as the coupling element is covered by the sliding sleeve and consequently the sensor can no longer interact with it. Due to the missing magnetic signal, the position of the switching sleeve can also be indirectly determined via the sensor. The signals detected by the Hall sensor, or...The absence of a signal can be processed by the control and / or processing unit of the sensor device.

[0009] Preferably, the sensor can detect additional information regarding the size and / or length of the gap. Since the speed signal is also lost when the vehicle is stationary, further information may be needed to distinguish between the states "disengaged at standstill" and "engaged at standstill." This distinction can be made based on the size or length of the gap. If the vehicle is disengaged at standstill, no speed signal can be detected by the sensor, and simultaneously, the sliding sleeve is not inserted into the gap between the sensor and the coupling element. The gap thus has a specific length or size. If the vehicle is engaged at standstill, no speed signal can be detected by the sensor in this case either, but the sliding sleeve is inserted into the gap. In this case, the size or length of the gap is reduced by the inserted sliding sleeve.Since the sensor can also indirectly determine the position of the switching sleeve, the sensor signal can additionally be used to determine a distance signal. As described above, the control and / or processing unit can evaluate and process the signals to generate the corresponding information.

[0010] As illustrated in the following table, four different states can result from three different measurements, with the electric motor's speed signal being determined via a separate sensor. Each state is characterized by a different combination of signals, thus enabling easy differentiation between the individual states. This can, of course, also apply to reverse driving. Disengaged while driving Disengaged at standstill Engaged while driving Engaged when stationary Speed ​​signal Hall > 0 = 0 = 0 = 0 Speed ​​signal EM = 0 = 0 > 0 = 0 Distance signal Hall Large Large Small Small

[0011] In the disengaged state, the speed signal of the electric motor is zero whether the vehicle is moving or stationary, as there is no torque transmission from the electric motor via the transmission assembly to the vehicle wheels. Simultaneously, the distance signal is "high" because the sliding sleeve does not engage in the gap when disengaged. Only the speed signal of the coupling element differs in the disengaged state depending on whether the vehicle is moving or stationary.

[0012] In the coupled state, the speed signal of the coupling element is zero, as the speed signal is lost due to the inserted sliding sleeve. Simultaneously, the distance signal is "small" because the sliding sleeve now engages in the gap. Only the speed signal of the electric motor differs in the coupled state depending on whether the vehicle is moving or stationary.

[0013] According to a preferred embodiment of the invention, the switching element can be a switching fork that partially surrounds the sliding sleeve, wherein the sensor is arranged at a position outside the axial path of movement of the switching fork. This allows the sliding sleeve to be moved by means of the switching fork during coupling without any effect on the sensor detection.

[0014] The invention further relates to a drive train comprising at least one transmission arrangement and a drive motor that delivers torque transmissible to the input element. The drive motor can, in particular, be an electric motor or a hybrid motor.

[0015] Further advantages and details of the present invention will become apparent from the following described embodiments and from the drawings.

[0016] The invention is explained below with reference to exemplary embodiments and the drawings. The drawings are schematic representations and show: Fig. 1 a schematic representation of a gear arrangement according to the invention within a drive train according to the invention, wherein the gear arrangement is decoupled, Fig. 2 a schematic representation of a gear arrangement according to the invention within a drive train according to the invention, wherein the gear arrangement is coupled, Fig. 3 a sectional view of a gear arrangement according to the invention in the disengaged state, Fig. 4 a side view of a gear arrangement according to the invention, Fig. 5 a sectional view of a gear arrangement according to the invention in the coupled state, and Fig.6 a frontal view of a gear arrangement according to the invention in the coupled state.

[0017] Fig.Figure 1 shows a transmission arrangement 1 according to the invention within a drive train 2 according to the invention, wherein the transmission arrangement 1 is in a disengaged state. This is illustrated by the gap 3, which is formed between a sensor 4 and a coupling element 5. The drive train 2 further comprises an electric motor 6, an input element 7, an intermediate shaft 8, a freely rotating pinion 9 arranged on the intermediate shaft 8 and connected to the coupling element 5, a sliding sleeve arrangement 10 rigidly connected to the intermediate shaft 8, an output element 11, and laterally extending axles 12 coupled to the output element 11, each with a vehicle wheel 13 at its end. To process the signals detected by the sensor 4, it is connected to a control and / or processing unit 14.The input element 7, the intermediate shaft 8, the pinion 9, the coupling element 5, and the output element 11 each have external teeth that can mesh with corresponding complementary teeth. In the disengaged state, no torque is transmitted from the electric motor 6 to the vehicle wheels 13 while the vehicle is in motion, as there is no connection between the electric motor 6 and the input element 7 and the output element 11. Accordingly, the electric motor 6 is stationary, while it and the vehicle wheels 13 rotate, thus transmitting the torque of the vehicle wheels 13 via the axles 12 to the output element 11 and the pinion 9, which is connected to the output element 11 via corresponding external teeth. The sensor 4 can now detect the rotational speed of the coupling element 5, which has the same rotational speed as the pinion 9 to which it is coupled.

[0018] Fig.Figure 2 shows the transmission arrangement 1 within the drive train 2 in a coupled state. This is evident from the fact that a sliding sleeve 15, which is arranged on the sliding sleeve assembly 10, is inserted into the gap 3 between the sensor 4 and the coupling element 5. In this case, for an active axle drive, torque is transmitted from the electric motor 6 to the vehicle wheels 13. As shown in the table above, the speed signal of the electric motor 6 is 0 in the disengaged state, and that of the coupling element 5, which is detected by the sensor 4, is greater than 0. Accordingly, the sliding sleeve assembly 10, which is fixed to the intermediate shaft 8, must be brought up to speed by the electric motor and synchronized with the speed of the freely rotating coupling element 5 so that the sliding sleeve can be moved smoothly for coupling. The torque of the electric motor 6 is transmitted to the intermediate shaft 8.Only when the rotational speed of the electric motor 6, and thus of the intermediate shaft 8, equals the rotational speed of the coupling element 5, can the sliding sleeve 15 be moved onto the coupling element 5, resulting in a positive engagement due to the engagement of the internal teeth of the sliding sleeve 15 and the external teeth of the coupling element 5. The transmission assembly is now engaged. The sliding sleeve 15 is axially displaced by means of a switching element 16 and slides onto the coupling element 5 via an internal support element 17 of the sliding sleeve assembly 10, which has external teeth.

[0019] Fig.Figure 3 shows a sectional view of the transmission assembly 1 in the disengaged state. For the sake of clarity, the electric motor 6, the vehicle wheels 13, and their axles 12 are not shown. The sensor 4 is positioned such that it can detect both the rotational speed of the coupling element 5 and the position of the sliding sleeve 15. For this purpose, the sensor 4 is radially spaced from the coupling element 5 by a gap 3. This allows the sensor 4 to detect both the rotational speed of the coupling element 5 and the insertion of the sliding sleeve 15 into the gap 3. As shown in Fig. As can be seen in Figure 3, the sliding sleeve 15 is not inserted into the gap 3 when disengaged. Accordingly, the sensor 4 can detect the rotational speed of the coupling element 5.

[0020] As shown in the table above, the disengaged state can be further subdivided into two states: "while driving" and "while stationary." Both states have in common that the speed signal of the electric motor 6 is zero due to the lack of torque transmission, meaning that the electric motor 6 is stationary. The speed signal of the electric motor 6 is detected by another sensor, which is assigned to the electric motor 6 and is not shown here. Furthermore, the size or length of the gap 3 between the sensor 4 and the coupling element 5 is large, since the sliding sleeve 15 is not inserted into the gap 3. While driving, the output element 11 also rotates due to the rotating vehicle wheels 13, and with it the pinion 9 and the coupling element 5, because the external teeth of the pinion 9 engage with the external teeth of the output element 11.Accordingly, sensor 4 can detect a speed signal from the coupling element 5, where the speed of the coupling element 5 is equal to that of the pinion 9. When the vehicle is moving, the speed signal will logically be greater than 0. However, when the vehicle is stationary, the vehicle wheels 13 do not rotate, and therefore no torque transmission can occur. Consequently, the pinion 9 and the coupling element 5 are also stationary, which is why sensor 4 will not detect a speed signal. The speed signal is therefore equal to 0 when the vehicle is stationary.

[0021] Fig.Figure 4 shows an enlarged side view of the sliding sleeve assembly 10 and a switching element 16 arranged thereon, in particular a switching fork. The gap 3, which is formed between the sensor 4 and the coupling element 5, is also clearly visible. In the disengaged state, as shown here, the sliding sleeve 15 is not inserted into the gap 3, allowing the sensor 4 to detect the rotational speed of the coupling element 5.

[0022] Fig.Figure 5 shows a sectional view of the transmission assembly 1 in the coupled state. Here, the sliding sleeve 15 is inserted into the gap 3, thus preventing the sensor 4 from detecting the rotational speed of the coupling element 5. The sliding sleeve 15 engages with its internal teeth both with the external teeth of the coupling element 5 and with those of the support element 17. Due to the coupling between the coupling element 5 and the intermediate shaft 8, torque can now be transmitted from the electric motor 6 to the vehicle wheels 13.

[0023] Even in the coupled state, as shown in the table, a distinction can be made between two further states: "while driving" and "while stationary." Both states share the characteristic that the distance signal, which represents the distance between sensor 4 and the coupling element 5 and is detected by sensor 4, is small because, in the coupled state, the sliding sleeve 15 is inserted into the gap 3. Due to the sliding sleeve 15 being positioned in front of sensor 4, sensor 4 can no longer detect a speed signal with respect to the coupling element 5. Accordingly, the speed signal of sensor 4 in the coupled state is 0 in both the driving and stationary states. In addition to detecting the speed signal, sensor 4 can thus also indirectly detect the position of the sliding sleeve 15.In contrast, the speed signal of the electric motor 6 is greater than 0 during driving, since a torque transmission from the electric motor 6 to the vehicle wheels 13 now takes place in the coupled state.

[0024] Fig. Figure 6 shows a side view of the transmission assembly 1 in the engaged state. The shifting element 16, in particular the shift fork, has axially displaced the sliding sleeve 15 such that the sliding sleeve 15 is now located in the gap 3 between the sensor 4 and the coupling element 5, and its internal teeth engage with the external teeth of both the coupling element 5 and the support element 17. Thus, in the engaged state, the sensor 4 can no longer detect a speed signal from the coupling element 5, as the speed signal detection is blocked by the inserted sliding sleeve 15. Reference symbol list 1 Gear arrangement 2 Powertrain 3 slits 4 Sensor 5 coupling element 6 electric motor 7 Input element 8 Intermediate shaft 9 sprockets 10 sliding sleeve arrangement 11 Starting element 12 axes 13 vehicle wheels 14 Control and processing unit 15 sliding sleeve 16 switching element 17 Support element

Claims

[1] Gear arrangement (1) comprising an intermediate shaft (8) coupled to an input element (7), a pinion (9) rotatably mounted on the intermediate shaft (8), a sliding sleeve arrangement (10) arranged on the intermediate shaft (8) with an axially displaceable sliding sleeve (15) having internal teeth which, when axially displaced by a switching element (16), can be brought into engagement with external teeth of a coupling element (5) arranged on the pinion (9), an output element (11) coupled to the pinion (9) via a toothed connection, and a sensor device for determining position information describing the axial position of the sliding sleeve (15) as well as speed information describing the rotational speed of the intermediate shaft (8), characterized by , that the sensor device has a sensor (4) which is positioned such that both the position information and the rotational speed information can be detected via it. [2] Gear arrangement (1) according to claim 1, characterized by , that the sensor (4) of the sensor device is a Hall sensor. [3] Gear arrangement (1) according to claim 1 or 2, characterized by , that the sensor (4) is positioned radially apart from the outer teeth of the coupling element (5) via a gap (3). [4] Gear arrangement (1) according to claim 3, characterized by , that the sensor (4) is positioned such that when the sliding sleeve (15) is axially displaced by means of the switching element (16) the sliding sleeve (15) can be inserted into the gap (3) between the sensor (4) and the coupling element (5). [5] Gear arrangement (1) according to claim 3 or 4, characterized by , that further information concerning the size and / or length of the gap (3) can be detected via the sensor (4). [6] Gear arrangement (1) according to one of the preceding claims, characterized by, that the switching element (16) is a switching fork partially encompassing the sliding sleeve (15), wherein the sensor (4) is arranged at a position outside the axial movement path of the switching fork. [7] Drive train (2) comprising at least one transmission arrangement (1) according to one of the preceding claims and a drive motor supplying a torque that can be transmitted to the input element (7).

Images