Switching system and vehicle powertrain

Abstract

The invention relates to a switching system (33) of a motor vehicle powertrain (1), comprising a single actuator (34), an actuating element (35), and several switching elements (41, 42). The actuating element (35) is provided with at least one actuating contour (39) and is coupled to the actuator (34), whereby a drive movement of the actuator (34) causes an actuating movement of the actuating element (35) and thus a change in the position of the actuating element (35). The switching elements (41, 42) can each be positioned in different positions and, depending on their position, initiate switching of switchable components of the motor vehicle powertrain (1) in the form of a differential lock clutch (17), a disconnect clutch (22), and a parking lock (28).For the most compact possible design of the switching system (33), the actuating element (35) is assigned to the switching elements (41, 42) as the only actuating element (35) and is coupled to the switching elements (41, 42) at its at least one actuating contour (39), whereby the actuating element (35) specifies the positions of the switching elements (41, 42) depending on the position via its at least one actuating contour (39).

Description

[0001] The invention relates to a switching system for a motor vehicle powertrain, comprising a single actuator, an actuating element, and several switching elements, wherein the actuating element is provided with at least one actuating contour and is coupled to the actuator, whereby a drive movement of the actuator causes an actuating movement of the actuating element and thus a change in the position of the actuating element, wherein the switching elements can each be positioned in different positions and, depending on their position, initiate switching of switchable components of the motor vehicle powertrain in the form of a differential lock clutch, a disconnect clutch, and a parking lock. The invention further relates to a motor vehicle powertrain with the aforementioned switching system.

[0002] Depending on their specific design, vehicle powertrains contain a wide variety of switchable components, such as a manual transmission, a locking clutch in a differential, a disconnect clutch, and / or a parking lock. Often, the switching of these components is automated, requiring corresponding actuators within the powertrain to control each switching operation. However, to minimize manufacturing costs and space requirements, switching systems are frequently designed to handle switching tasks with the fewest possible actuators.

[0003] German patent application DE 10 2019 213 179 A1 discloses a switching system in which a single actuator is coupled to two actuating elements in the form of switching drums. When the actuator is driven, a first direction of rotation causes one switching drum to move, whereas driving the actuator in the opposite direction causes the other switching drum to move. Both switching drums are each provided with at least one actuating contour, which is designed as a groove. Furthermore, several switching elements are provided, each coupled to one of the switching drums via its groove.A change in the position of the respective shift drum, triggered by the actuator, results in a change in the position of the respective shift element through the interaction of the respective groove track with the respective shift element. This allows the shift elements to be positioned in different positions depending on the position of the shift drums. Within this shifting system, the shift elements can initiate the switching of various switchable components in a motor vehicle powertrain, which can include, in addition to a gearbox, a differential lock clutch, a disconnect clutch, and a parking lock.

[0004] Starting from the prior art described above, the object of the present invention is to create a switching system which is characterized by a design that is as compact as possible.

[0005] This problem is solved starting from the preamble of claim 1 in conjunction with its characterizing features. The subsequent dependent claims each describe advantageous embodiments of the invention. A motor vehicle powertrain in which a switching system according to the invention is provided is further the subject of claim 14.

[0006] According to the invention, a switching system of a motor vehicle powertrain comprises a single actuator, an actuating element, and several switching elements. The actuating element is provided with at least one actuating contour and is coupled to the actuator, whereby a drive movement of the actuator causes an actuating movement of the actuating element and thus a change in the position of the actuating element. The switching elements can each be positioned in different positions and, depending on their position, initiate switching of switchable components of the motor vehicle powertrain in the form of a differential lock clutch, a disconnect clutch, and a parking lock.

[0007] The switching system is therefore a system provided in a motor vehicle powertrain. The switching system according to the invention serves to actuate the three switchable components provided in the motor vehicle powertrain – namely the differential lock clutch, the disconnect clutch, and the parking lock – via a single actuator.

[0008] In the switching system according to the invention, the actuator and the actuating element are coupled to each other in such a way that initiating a drive movement of the actuator results in an actuating movement of the actuating element, whereby the actuating element then also changes its position in the course of its actuating movement. Accordingly, there is a motion coupling between the actuator and the actuating element.

[0009] The switching system according to the invention also includes several switching elements that can assume different positions, with each switching element performing a switching action on at least one associated, switchable component depending on its position. The components switchable via the switching elements are a differential locking clutch, a disconnect clutch, and a parking lock of the vehicle's drivetrain.

[0010] In a manner known in principle to those skilled in the art, the differential locking clutch is a clutch by which a rotationally fixed connection can be established in a differential gear between an input side and one of the output sides of the differential gear, or between the two output sides of the differential gear, in order to enforce synchronous rotation of the output sides. In the context of the invention, engaging the differential locking clutch means that the differential locking clutch is brought into a engaged state in which the differential locking clutch is closed and establishes the rotationally fixed connection described above.Preferably, the differential locking clutch is pre-tensioned in an unactuated state, meaning it is in an open state independent of any circuit initiated via the respective transmission element, in which the differential locking clutch does not establish a rotationally fixed connection. In principle, the differential locking clutch can be designed as a friction clutch, for example, a friction clutch or multi-plate clutches, but preferably it is designed as a positive-locking clutch, in particular as a jaw clutch or a locking synchronizer.

[0011] In contrast, the disconnect clutch is a coupling that, when engaged, separates a connection in the vehicle drivetrain, thereby interrupting the power flow between the components that are then separated by the disconnect clutch. In the context of the invention, engaging the disconnect clutch means that the disconnect clutch is opened, thereby causing the separation or interruption. Conversely, an unengaged state of the disconnect clutch means that it is closed, in which no separation or interruption occurs. Preferably, the disconnect clutch is pre-tensioned in its unengaged state, i.e., its closed state, with this pre-tension being achieved particularly by an associated spring element.

[0012] In this case, the disconnect clutch is preferably located downstream of the differential gear, which includes the differential locking clutch, in the vehicle drivetrain and disconnects one of the output sides of the differential gear from its associated output shaft when engaged. Preferably, the disconnect clutch is designed as a positive-locking clutch, in particular as a dog clutch or as a locking synchronizer. Alternatively, a friction-locking design, for example as a friction or multi-plate clutch, is also possible.

[0013] The parking lock in the vehicle's drivetrain is designed to secure the vehicle against unintentional rolling when the parking lock is engaged. To achieve this, the parking lock, when engaged, engages a component within the drivetrain that is mechanically connected to the vehicle's driven wheels. Consequently, engaging this component, which is typically a shaft within the drivetrain, also locks the vehicle's wheels. Within the scope of the invention, an engaged state of the parking lock means that the respective component is engaged, whereas an inactive state of the parking lock indicates that the component is not engaged and is therefore free to move.

[0014] Preferably, the parking lock comprises a parking lock wheel which is rotationally fixed to the component to be locked. The parking lock wheel is provided on its outer circumference with teeth in a manner known to those skilled in the art, into which a pawl of the parking lock with a pawl tooth can engage. When the parking lock is engaged, the pawl is pivoted into a position in which the pawl tooth can engage in a gap of the parking lock wheel's teeth. Preferably, the parking lock is pre-tensioned in its unactuated state, with the pawl then pivoted into a position in which its pawl tooth does not engage in the teeth of the parking lock wheel.

[0015] The invention further comprises the technical teaching that the actuating element is assigned to the switching elements as the sole actuating element and is coupled to the switching elements at its at least one actuating contour. The actuating element specifies the positions of the switching elements via its at least one actuating contour, depending on their position. In other words, the switching elements, which are provided for switching the differential lock clutch, the disconnect clutch, and the parking lock, are assigned only the actuating element, which thus alone is responsible for positioning the switching elements in their different positions. The switching elements are each coupled to the actuating element at its at least one actuating contour, so that the different positions of the switching elements are achieved through the interaction of the switching elements with the at least one actuating contour and depending on the position of the actuating element.

[0016] The inventive design of the switching system has the advantage that, in addition to the individual actuator, only a single actuating element is required to represent the circuits of the switchable components, resulting in a compact design and low manufacturing costs. This allows the system to be arranged in a compact installation space within the vehicle powertrain, which is particularly advantageous for powertrains with critical installation space constraints, such as compact, electrically driven vehicle drive axles. The different positions of the switching elements can be reliably realized via the at least one actuating contour of the actuating element, depending on the position of the actuating element. This allows for the straightforward representation of suitable switching initiation of the circuits of the switchable components.

[0017] Essential to the invention is that, through the interaction of the at least one actuating contour of the single actuating element with the switching elements, the respective position of each individual switching element depends on the position of the actuating element, since the at least one actuating contour determines the respective position of the respective switching element as a function of the position of the actuating element. The actuating element can be changed in its position via the actuating actuator, which then also brings about changes in the positions of the switching elements via the at least one actuating contour. Preferably, the actuating actuator's drive movement can change the position of the actuating element in sufficiently small steps, and the actuating actuator can be designed as a stepper motor for this purpose. Preferably, the switchable components are arranged close together.

[0018] According to one embodiment of the invention, the actuating element is designed as a switching rod which performs a translational actuating movement when the actuating actuator's drive movement is initiated. In this case, the actuating element thus performs a linear actuating movement when the actuating actuator's drive movement is initiated. The drive movement of the actuating actuator is preferably a rotary drive movement, which is then converted into the translational actuating movement of the actuating element. Alternatively, the actuating actuator could itself generate a translational drive movement, in which case the actuating actuator could be rigidly connected to the actuating element or coupled to the actuating element via an intermediate transmission.

[0019] Alternatively, the actuating element is designed as a switching drum, which performs a rotary actuating movement when the actuator's drive movement is initiated. In this variant, the actuating element's movement is therefore a rotary motion, and the actuator also preferably performs a rotary motion as its drive movement. This means the actuator could be rigidly connected to the actuating element or via an intermediate transmission. If, however, a translational drive movement is represented via the actuator, this translational drive movement would then have to be converted into the rotary actuating movement of the actuating element.

[0020] According to one embodiment of the invention, the at least one actuating contour is designed as a groove track which is incorporated into the actuating element and along which the respective switching element coupled thereto is slidably guided by means of a sliding element. This allows the at least one actuating contour to be realized in a suitable manner. By appropriately designing the groove track, a change in the position of the respective switching element can thus be effected within a specific range of change of the position of the actuating element. The groove track can have at least two flat sections in each guide area of ​​the respective switching element, which are connected to each other by an intermediate transition section, each having a slope.By appropriately designing the intermediate transition section, the characteristics of a change in position of the respective switching element can also be defined.

[0021] The at least one actuating contour can also be designed as an outer contour projecting from the actuating element, against which the respective switching element coupled to it contacts with a sliding element. A suitable design of the at least one actuating contour can also be achieved in this way. Here, each outer contour preferably has at least two level plateaus in a guide area of ​​the respective switching element, which are connected to each other via an intermediate transition section with a slope. The outer contour can be designed such that a change in the position of the actuating element in a specific area via the outer contour results in a corresponding change in the position of the respective switching element, as the respective switching element switches between two level plateaus when contacting the outer contour.In particular, each outer contour in a guide area of ​​the respective switching element has at least two level plateaus, which are connected to each other via an intermediate transition section, each with a slope. A characteristic of the position change of the respective switching element can be defined via the intermediate transition section.

[0022] The two variants described above can be implemented alternatively if the actuator has exactly one actuating contour. If, however, the actuator has multiple actuating contours, at least one of the actuating contours can be a groove track and at least one other actuating contour can be an outer contour. However, even in the case of multiple actuating contours, all actuating contours can be implemented either as groove tracks or as outer contours.

[0023] Within the scope of the invention, an actuating contour of the actuating element can be configured for coupling with several of the switching elements. For this purpose, this actuating contour is designed with different gradients, particularly in the corresponding guide areas of the switching elements, preferably with gradient-free sections and transition sections with gradients. "Gradient-free" and "having a gradient" are to be understood in relation to the respective switching element, i.e., whether the respective section of the at least one actuating contour represents no gradient for the respective switching element and accordingly does not result in a change of position of the respective switching element, or whether the respective section represents a gradient with regard to the guidance or start-up of the respective switching element and consequently results in a change of position of the respective switching element.

[0024] In a further embodiment of the invention, the switching elements can be moved between a basic position and at least one switching position via the at least one actuating contour, depending on the position of the actuating element. In each switching element, the respective switching element initiates the switching of the respective associated switchable component. If exactly one of the switchable components is assigned to the respective switching element, this switching element has exactly one switching position in addition to the basic position. Preferably, however, one of the switching elements is provided for initiating the switching of two switchable components, and this switching element then has two switching positions located on either side of the basic position, in addition to the basic position.

[0025] In a further development of the aforementioned embodiment, each switching element, when moved into its at least one switching position, acts on a corresponding switching element, which, in the course of this action, switches the respective associated component. In this case, the respective switching element does not switch the associated component(s) directly, but rather via an intermediate switching element. The respective switching element can act on the corresponding switching element either by direct engagement or via an intermediate spring element. The former is advantageous when initiating the switching of the disconnect clutch, as it only needs to be engaged, and this can be done quickly due to the direct engagement between the switching element and the switching element.In contrast, with the differential lock clutch and the parking lock, the action of the respective switching element on the corresponding switching element via an intermediate spring element is advantageous, since the corresponding switching element is pre-tensioned by the spring element and can then only perform the actual switching when the necessary conditions are met (for example, no tooth-on-tooth position) on the part of the differential lock clutch or the parking lock.

[0026] According to a further embodiment of the invention, a first switching element and a second switching element are provided, wherein the first switching element initiates the switching of the differential lock clutch and the disconnect clutch depending on its position, whereas the second switching element initiates the switching of the parking lock depending on its position. This allows for a suitable configuration of the switching system.

[0027] In a further development of the invention, and particularly in combination with the aforementioned embodiment, the actuating element is provided with either exactly one actuating contour or exactly two actuating contours. This allows for a compact design of the actuating element. In the case of exactly one actuating contour, this is preferably designed either as a groove or as an outer contour, while when the actuating element is equipped with exactly two actuating contours, one is preferably a groove and the other an outer contour.

[0028] It is a preferred embodiment of the invention that the actuating element can be moved between a first end position and a second end position via the actuating actuator, wherein in the first end position of the actuating element, a switched state of the disconnect clutch, an unactuated state of the differential lock clutch, and an unactuated state of the parking lock are represented via the at least one actuating contour and by means of the switching elements. When the actuating element moves out of the first end position and with increasing movement towards the second end position, the disconnect clutch is first switched to an unactuated state via the at least one actuating contour and by means of the switching elements, and subsequently the differential lock clutch is switched to an engaged state.In the second end position of the actuator, the at least one actuating contour, via the switching elements, represents an unactuated state of the disconnect clutch, an engaged state of the differential lock clutch, and an engaged state of the parking lock. During normal driving of a motor vehicle equipped with the motor vehicle drivetrain, an intermediate position of the actuator between the end positions is selected, in which the differential lock clutch, the disconnect clutch, and the parking lock are all in an unactuated state.

[0029] According to one embodiment of the invention, the coupling of the actuating element to the actuator is achieved via an intermediate transmission. This allows the drive movement of the actuator to be converted into an actuating movement of the actuating element in a suitable manner. The intermediate transmission is implemented particularly via gears, whereby, if the actuating element is designed as a switching rod, this is preferably a rack with teeth that mesh with a gear driven by the actuator. If, on the other hand, the actuating element is designed as a switching drum, this switching drum guides a gear or is itself equipped with corresponding teeth that mesh with a gear provided by the actuator.

[0030] In a further development of the invention, the positioning actuator is designed as an electromechanical actuator. Advantageously, this allows a suitable drive movement to be generated for the positioning movement of the actuating element. The actuator is particularly preferably implemented as a stepper motor.

[0031] The invention further relates to a motor vehicle drivetrain in which a switching system according to one or more of the variants described above is provided. Specifically, this motor vehicle drivetrain can be configured as an electrically driven motor vehicle axle, wherein the switching system can then be used to engage a disconnect clutch, a differential lock clutch, and a parking lock of this motor vehicle axle.

[0032] Advantageous embodiments of the invention, which are explained below, are illustrated in the drawings. They show: Fig. Figures 1 to 7 are schematic views of a part of a motor vehicle powertrain with a switching system according to a first embodiment of the invention, shown in different states; and Fig. 8 to 14 schematic representations of a part of a motor vehicle drive train with a switching system according to a second embodiment of the invention, shown in different states.

[0033] Out of Fig. Figure 1 shows a schematic view of a part of a motor vehicle drivetrain 1, which can specifically be in the form of an electrically driven motor vehicle drive axle. The motor vehicle drivetrain 1 comprises a drive shaft 2, which is coupled or can be coupled within the motor vehicle drivetrain 1, in particular to an upstream drive motor, whereby this coupling can be effected via an intermediate transmission.

[0034] The drive shaft 2 is designed as a pinion shaft, with a pinion 3 at one end of the shaft, which meshes with a spur gear 4. The spur gear 4 is fixedly mounted on a countershaft 5, which is positioned offset from the drive shaft 2. The pinion 3 and the spur gear 4 form a spur gear stage 6, through which the drive shaft 2 and the countershaft 5 are permanently coupled.

[0035] Furthermore, the countershaft 5 also forms a pinion 7, on which a tooth mesh is established with a spur gear 8 and which together with the spur gear 8 forms a further spur gear stage 9 of the motor vehicle drive train 1. The spur gear 8 is arranged in a rotationally fixed manner on a differential housing 10 of a differential gear 11, so that the differential housing 10 is permanently coupled to the drive shaft 2 via the two spur gear stages 6 and 9.

[0036] The differential gear 11 is designed as a bevel gear differential and, in a manner known to those skilled in the art, distributes a drive torque applied to the differential housing 10 to two output sides 12 and 13, thereby enabling speed differences between the output sides 12 and 13 in an unlocked operation of the differential gear 11. A first output shaft 14 is connected to the output side 12 of the differential gear 11, while a side shaft 15 is connected to the output side 13. The first output shaft 14, the side shaft 15, and a second output shaft 16 each run coaxially with the input shaft 2, which is a hollow shaft that axially overlaps and radially surrounds the output shaft 14.

[0037] The differential gear 11 is also associated with a differential locking clutch 17, which has a switching element 18 in the form of a shift claw. The switching element 18 is guided on the side shaft 15 in a rotationally fixed and axially displaceable manner and is pre-tensioned by a spring element 19 into a position in which the switching element 18, on a claw toothing 20, is not engaged with a claw toothing 21 provided on the differential housing 10. This represents an open state of the differential locking clutch 17, which it assumes in an unactuated state due to the pre-tensioning by the spring element 19. In a closed state of the differential locking clutch 17, a rotationally fixed connection between the differential housing 10 and the side shaft 15 is established by the meshing of the claw teeth 20 and 21 via the switching element 18.This locks the differential gear 11 and forces synchronization between the differential housing 10 and the side shaft 15, which then also means synchronization between the side shaft 15 and the output shaft 14.

[0038] The motor vehicle drivetrain 1 also includes a disconnect clutch 22, which has a switching element 23 in the form of a clutch body. The switching element 23 is guided on an internal toothing 24 so as to be rotationally fixed and axially displaceable on a toothing 25 of the second output shaft 16 and is axially pre-tensioned by a spring element 26 into a position in which, in addition to the tooth engagement with the toothing 25, the internal toothing 24 of the switching element 23 also engages with a toothing 27 formed on the side shaft 15. In this position of the switching element 23, a closed state of the disconnect clutch 22 is achieved, in which the side shaft 15 and the second output shaft 16 are rotationally fixed to each other. This closed state is achieved when the disconnect clutch 22 is not actuated.

[0039] When the disconnect clutch 22 is engaged, the switching element 23 is axially displaced opposite the spring element 26 until the tooth engagement of the internal toothing 24 with the toothing 27 is disengaged, thus establishing the open state of the disconnect clutch 22. In this open state, the side shaft 15 and the second output shaft 16 can then be freely rotated relative to each other.

[0040] Furthermore, the motor vehicle drivetrain 1 has a parking lock 28, which, when engaged, locks the countershaft 7 to prevent the motor vehicle containing the drivetrain 1 from rolling away unintentionally. This parking lock 28 comprises a parking lock wheel 29 and a pawl 30, which is fixed to a permanently fixed component (not shown here). When the parking lock 28 is engaged, the pawl 30 pivots into a position where it engages a tooth 31 of the parking lock wheel 29. The parking lock wheel 29 is fixed to the countershaft 5, so that the engagement of the pawl 30 locks the countershaft 5.

[0041] The pivoting of the pawl 30 into the engaged position when the parking lock 28 is engaged is effected by a switching element 32, which is designed as a push rod. If the parking lock 28 is not engaged and consequently there is no action via the switching element 32, the pawl 30 is pre-tensioned in a position in which the pawl 30 does not engage the toothing 31, thus realizing the intended state of the parking lock 28.

[0042] The differential lock clutch 17, the disconnect clutch 22, and the parking lock 28 of the motor vehicle powertrain 1 are operated by a switching system 33, which is designed according to a first embodiment of the invention. This switching system 33 comprises an actuator 34 and an actuating element 35, which in this case is designed as a linearly displaceable switching rod 36. The switching rod 36 is provided with a toothed section 37, which engages with a gear 38 of the actuator 34. This allows a rotary drive movement of the actuator 34 to be converted into translational actuating movements of the switching rod 36. The actuator 34 is designed as an electromechanical actuator.

[0043] As also in Fig. As can be seen in Figure 1, the actuating element 35 is also provided with an actuating contour 39, which is designed as a groove 40. The actuating element 35 is coupled to the groove 40 with two switching elements 41 and 42, which are slidably guided in the groove 40 by sliding elements 43 and 44, respectively. The switching element 41 is designed as an actuating piston on which a switching fork 45 is slidably guided. This switching fork 45 is biased by a spring element 46 towards a stop 47 of the switching element 41 and engages in a switching sleeve 48. The switching sleeve 48 is located between the switching elements 18 and 25 and, depending on the sliding direction initiated by the switching fork 45, engages either the switching element 18 or the switching element 23.

[0044] In contrast, the switching element 42 is designed as a cylinder in which the switching element 32 is slidably guided at one end. Furthermore, a spring element 49 is incorporated in the switching element 42, by means of which the coupling element 32 is biased relative to the switching element 42 against the pawl 30 of the parking lock 28.

[0045] The vehicle powertrain 1 is in Fig. Figure 1 shows the vehicle in a normal state for normal driving, with the parking lock 28 in its designed position, the differential lock clutch 17 in its open position, and the disconnect clutch 22 in its closed position. The two switching elements 41 and 42 are each in a basic position, with switching element 41 having its sliding element 43 in a level section 50 of the groove track 40 and switching element 42 having its sliding element 44 in a level section 51. The two sections 50 and 51 are connected to each other on the groove track 40 via an intermediate transition section 52, which has a slope.Section 51 further transitions via another transition section 53 with incline into a level section 54, while section 50 transitions via a transition section 55 with an incline into a level section 56.

[0046] To engage the differential lock clutch 17 from the normal state of the motor vehicle drivetrain 1, the actuating element 35 is moved translationally in a first actuating direction via the actuating actuator 34, whereupon the switching element 41 with its sliding element 43 is introduced via the transition section 52 from section 50 into section 51. This is done in Fig. 2 shown and results in a movement of the switching element 41 into a first switching position, in which the switching element 18 is moved by preload via the spring element 46 and by means of the switching fork 45 and the switching sleeve 48 in the direction of the differential housing 10.

[0047] From the appropriate position, the switching element 18 can then engage with its claw teeth 20 in the claw teeth 21 of the differential housing 10, thereby realizing the closed state of the differential locking clutch 17. This state is maintained in Fig. Figure 3 shows. During this translational movement of the actuating element 35, the switching element 42 with its sliding element 44 also runs in the slope-free section 51 of the actuating contour 39, so that the switching element 42 remains in its home position.

[0048] However, a further translational displacement of the actuating element 35 into a first end position then causes the switching element 42 with its sliding element 44 to slide over the transition section 53 into the slope-free section 54 of the actuating contour 39, whereby the switching element 42, as in Fig. 4 is moved into its switching positions. This increases the preload of the switching element 32 against the pawl 30, which is represented by the spring element 49. The pawl then engages in the toothing 31 of the parking lock wheel 29, thereby realizing the engaged state of the parking lock 28. Fig. 5) Since the switching element 41 is still guided in section 51 with its sliding element 43, the switching of the parking lock 28 takes place in addition to the switching of the differential lock clutch 17.

[0049] When the actuating element 35 is moved back from its first end position in the direction of the Fig. In the state shown in 1, the parking lock 28 is first disengaged and subsequently the differential lock clutch 17 is opened, each time by means of the corresponding preload.

[0050] From the in Fig. In the normal state of the motor vehicle drive train 1 shown in Figure 1, the actuating element 35 can also be moved in the opposite direction to a second end position via the actuating actuator 34 in order to engage the disconnect clutch 22. In this second end position, which is located in Fig. As shown in Figure 6, the switching element 41 with its sliding element 43 has slid from section 50, via the intermediate transition section 55, into section 56 of the actuating contour 39, thereby moving the switching element 41 into its second switching position. In doing so, the switching element 41, via its stop 47, has engaged the switching fork 45 and also the switching sleeve 48, and thereby indirectly also ensures the direct engagement of the switching element 23. The latter is thus moved, against the spring element 26 on the second output shaft 16, into the position in which the tooth engagement of the internal toothing 24 with the toothing 27 is disengaged. This results in the open state of the disconnect clutch 22. Simultaneously, both the parking lock 28 and the differential lock clutch 17 are disengaged.

[0051] Is the actuating element 35 moved from the position in the position via the actuating actuator 34? Fig. 6 shown, second end position again in the Fig. When the switching element 23 is moved back to the state shown in 1, the spring element 26 provides the preload to the switching element 23 in the direction of the side shaft 15 ( Fig. 7) As soon as the internal gearing 24 can engage with the gearing 27, the switching element 23 is moved into the Fig. 1. The position shown is moved back, thus showing the closed state of the disconnect coupling 22.

[0052] Furthermore, the Fig. 8 to 14 schematic views of different states of a part of a motor vehicle powertrain 57, which largely corresponds to the previous variant according to the Fig. 1 to 7. One difference is that the parking lock wheel 29 of the parking lock 28 is now located between the spur gear 4 and the pinion 7 on the countershaft 5.

[0053] Furthermore, the motor vehicle drivetrain 57 now includes a switching system 58 for engaging the differential lock clutch 17, the disconnect clutch 22, and the parking lock 28, which is implemented according to a second embodiment of the invention. The switching system 58 differs from the switching system 33 in that an actuating element 59 is now designed as a switching drum 60, which performs a rotary actuating movement when a drive movement of the actuating actuator 34 is initiated. The switching drum 60 and the actuating actuator 34 are coupled to each other via a spur gear stage 61, which consists of a spur gear 62 non-rotatably connected to the actuating actuator 34 and a spur gear 63 formed on the switching drum 60.

[0054] As a further difference, the actuating element 59 is now provided with two actuating contours 64 and 65, of which the actuating contour 64 is designed as a groove track 66 and the actuating contour 65 as the outer contour 67 of the actuating element 59. The switching element 42, intended for switching the parking lock 28, runs against the outer contour 67 with a sliding element 68 in the form of a roller, while another switching element 69 is slidably guided in the groove track 66 with a sliding element 70. The switching element 69 is designed in this case as a switching sleeve, which is also slidably guided on the switching element 18.

[0055] The outer contour 67 has level plateaus 71 and 72, which are connected to each other in the circumferential direction of the actuating element 59 via an intermediate transition section 73 with a slope. The groove track 66 has, in addition to a section 74 with a slope, also a level section 75, which is located in the Fig. 11 and Fig. 12 can be seen.

[0056] In Fig. Figure 8 shows the motor vehicle drivetrain 57 in a normal state for normal driving of a motor vehicle, with the parking lock 28 in its deployed state, the differential lock clutch 17 in its open state, and the disconnect clutch 22 in its closed state. The two switching elements 42 and 69 are in their basic positions. From this normal state, the following can then be done in a similar manner to the variant according to the Fig. 1 to 7 switching operations of the differential locking clutch 17, the parking lock 28 and the disconnect clutch 22 are carried out, for which the actuating element 59 is to be moved via the actuating actuator 34.

[0057] Thus, when the actuating element 59 is rotated via the actuating actuator 34 in one direction of rotation over the actuating contour 64, the switching element 69 is initially displaced into its first switching position. In this position, Fig. In the switching position shown in Figure 9, the switching element 69 presses the switching element 18 towards the differential housing 10 via an intermediate spring element 76, whereby the intermediate spring element 76 ensures that the switching element 18 engages when it reaches a suitable position relative to the differential housing 10. This then results in, as shown in Figure 9, the switching element 18 being engaged. Fig. Figure 10 shows the tooth engagement between the claw teeth 20 and 21. The switching element 42 does not yet move into the switching position, so the parking brake 28 is not engaged.

[0058] However, by further rotating the actuating element 59 in this direction of rotation into its first end position, the switching element 42 is also transferred into its switching positions via the actuating contour 65 ( Fig. 11), whereupon the parking brake 28 is finally engaged ( Fig. 12).

[0059] For switching the disconnect coupling 22, the actuating element 59 is taken from the in Fig. In the position shown in Figure 8, the actuator 34 rotates the switching element 69 in the opposite direction of rotation into a second end position, thereby moving it via the groove track 66 into its other switching position and displacing the switching element 23 against the spring element 26 (see Figure 8). Fig. 13). This causes the internal toothing 24 of the switching element 23 to disengage from the toothing 27, so that the switching element 23 no longer connects the side shaft 15 to the second output shaft 16 in a rotationally fixed manner.

[0060] Is the actuating element 59 then moved from the position in the position via the actuating actuator 34? Fig. Position 13 shown is returned to the position shown in Fig. When the position shown in 14 is turned back, the spring element 26 pre-tensions the switching element 23 in the direction of the side shaft 15 until the state is restored by the engagement of the internal toothing 24 with the toothing 27. Fig. 8 has been reached.

[0061] Using the embodiments according to the invention, a compact switching system for a motor vehicle powertrain can be realized in each case. Reference sign 1. Motor vehicle powertrain 2 Drive shaft 3 sprockets 4 Spur gear 5 Countershaft 6 Spur gear stage 7 sprockets 8 Spur gear 9 Spur gear stage 10 Differential housings 11 Differential gear 12 Home page 13 Home page 14 Output shaft 15 Side shaft 16 Output shaft 17 Differential lock clutch 18 switching element 19 spring element 20 Claw teeth 21 Claw teeth 22 Disconnect coupling 23 Switching element 24 internal teeth 25 gear teeth 26 spring element 27 Gearing 28 Parking restrictions 29 Parking lock wheel 30 locking latch 31 Gearing 32 switching element 33 Switching system 34 Actuator 35 Actuator 36 Shift rod 37 gear teeth 38 gear 39 Position contour 40 groove track 41 Switching element 42 Switching element 43 Sliding element 44 Sliding element 45 shift fork 46 Spring element 47 attacks 48 Switch sleeve 49 Spring element Section 50 Section 51 52 Transition section 53 Transition section Section 54 55 Transition section Section 56 57 Motor vehicle powertrain 58 Switching system 59 Actuator 60 Switching drum 61 Spur gear stage 62 Spur gear 63 Spur gear 64 Position contour 65 Position contour 66 groove track 67 Outer contour 68 sliding element 69 Switching element 70 sliding element 71 Plateau 72 Plateau 73 Transition section Section 74 Section 75 76 Spring element QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] DE 10 2019 213 179 A1

[0003]

Claims

[1] Switching system (33; 58) of a motor vehicle powertrain (1; 57), comprising a single actuating actuator (34), an actuating element (35; 59) and several switching elements (41, 42; 42, 69), wherein the actuating element (35; 59) is provided with at least one actuating contour (39; 64, 65) and is coupled to the actuating actuator (34), whereby a drive movement of the actuating actuator (34) causes an actuating movement of the actuating element (35; 59) and thus a change in the position of the actuating element (35; 59), wherein the switching elements (41, 42; 42, 69) can each be positioned in different positions and, depending on their position, switchable components of the motor vehicle powertrain (1; 57) in the form of a differential locking clutch (17), a disconnect clutch (22) and a parking lock (28) initiate characterized by, that the actuating element (35; 59) is assigned to the switching elements (41, 42; 42, 69) as the sole actuating element (35; 59) and is coupled to the switching elements (41, 42; 42, 69) at its at least one actuating contour (39; 64, 65), and that the actuating element (35; 59) specifies the positions of the switching elements (41, 42; 42, 69) depending on the position via its at least one actuating contour (39; 64, 65). [2] Switching system (33) according to claim 1, characterized by , that the actuating element (35) is designed as a switching rod which performs a translational actuating movement when the drive movement of the actuating actuator (34) is initiated. [3] Switching system (58) according to claim 1, characterized by , that the actuating element (59) is designed as a switching drum which performs a rotary actuating movement when the drive movement of the actuating actuator (34) is initiated. [4] Switching system (33; 58) according to one of claims 1 to 3, characterized by, that the at least one actuating contour (39; 64) is designed as a groove track (40; 66) which is introduced into the actuating element (35; 59) and along which the respective switching element (41, 42; 69) coupled to it is guided displaceably with a sliding element (43, 44; 70). [5] Switching system (58) according to one of the preceding claims, characterized by , that the at least one actuating contour (65) is designed as an outer contour (67) which is designed projecting onto the actuating element (59) and on which the respective switching element (42) coupled to it runs with a sliding element (68). [6] Switching system (33; 58) according to one of the preceding claims, characterized by, that the switching elements (41, 42; 42, 69) can be moved via the at least one actuating contour (39; 64, 65) depending on the position of the actuating element (35; 59) between a basic position and at least one switching position, in which the respective switching element (41, 42; 42, 69) initiates the switching of the respective associated switchable component. [7] Switching system (33; 58) according to claim 6, characterized by , that the respective switching element (41, 42; 42, 69) when transitioning into at least one switching position acts on each associated switching element (18, 23, 32), which in the course of the action performs the switching of the respective associated component. [8] Switching system (33; 58) according to claim 7, characterized by , that the respective switching element (41, 42; 42, 69) acts on the respective associated switching element (18, 23, 32) either by direct engagement or via an intermediate spring element (46, 49; 49, 76). [9] Switching system (33; 58) according to one of the preceding claims, characterized by , that a first switching element (41; 69) and a second switching element (42) are provided, wherein the first switching element (41; 69) initiates, depending on its position, the switching of the differential locking clutch (17) and, depending on its position, the switching of the disconnecting clutch (22), whereas the second switching element (42) initiates, depending on its position, the switching of the parking lock (28). [10] Switching system (33; 58) according to one of the preceding claims, characterized by , that the actuating element (35; 59) is provided either with exactly one actuating contour (39) or with exactly two actuating contours (64, 65). [11] Switching system (33; 58) according to one of the preceding claims, characterized by , that the actuating element (35; 59) can be moved between a first end position and a second end position via the actuating actuator (34), - wherein in the first end position of the actuating element (35; 59) a switched state of the disconnecting clutch (22), an unactuated state of the differential locking clutch (17) and an unactuated state of the parking lock (28) is represented via the at least one actuating contour (39; 64, 65) and by means of the switching elements (41, 42; 42, 69), - wherein, when the actuating element (35; 59) moves from the first end position and with increasing movement towards the second end position, the at least one actuating contour (39; 64, 65) and the switching elements (41, 42; 42, 69) are first transferred to an unactuated state and subsequently the differential locking clutch (17) is transferred to a switched state, - and wherein in the second end position of the actuating element (35; 59) an unactuated state of the disconnecting clutch (22), a switched state of the differential locking clutch (17) and a switched state of the parking lock (28) is represented via the at least one actuating contour (39; 64, 65) and by means of the switching elements (41, 42; 42, 69). [12] Switching system (33; 58) according to one of the preceding claims, characterized by , that the coupling of the actuating element (35; 59) with the actuating actuator (34) is carried out with an intermediate translation. [13] Switching system (33; 58) according to one of the preceding claims, characterized by , that the actuator (34) is designed as an electromechanical actuator. [14] Motor vehicle powertrain (1; 57) comprising a switching system (33; 58) according to one or more of claims 1 to 13.

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