Coupling device, drive train and vehicle

Abstract

The invention relates to a coupling device having the features of claim 1, to a drive train having the features of claim 15, and to a vehicle having the features of claim 16.

Description

[0001] Description

[0002] Coupling device, drivetrain and vehicle

[0003] Technical field

[0004] The invention relates to a coupling device, a drive train and a vehicle.

[0005] State of the art

[0006] Coupling devices are known from the prior art which can establish and release a torque-transmitting connection between two shafts by means of an electrical actuator.

[0007] A particular disadvantage of the devices in the prior art is that they require expensive and complex actuators as well as electrical energy.

[0008] Description of the invention, problem, solution, advantages

[0009] Therefore, the object of the present invention is to provide an alternative solution which, in particular, overcomes at least some of the aforementioned disadvantages of the prior art.

[0010] The problem is solved by a coupling device having the features of claim 1. Furthermore, the problem is solved by a drive train and a vehicle having the features of the respective dependent claims.

[0011] Advantageous embodiments of the present invention are described in the dependent claims and in the following description of the figures. One embodiment of the invention relates to a coupling device for the drive-transmitting coupling of a first rotating component with a second rotating component, comprising one or the first rotating component and one or the second rotating component, wherein the two rotating components are each mounted rotatably about a common axis of rotation, wherein in a first switching position the first rotating component is decoupled from the second rotating component without torque transmission, wherein in a second switching position the first rotating component is coupled to the second rotating component in a torque-transmitting manner, wherein the coupling device comprises a motion converter configured toto effect an adjustment of the coupling device from the first switching position to the second switching position by means of a rotational acceleration of the first rotating component, and in particular due to the moment of inertia of at least one inertial component of the motion converter.

[0012] This overcomes at least some or all of the disadvantages known from the prior art, since no electrical actuator is required for drive coupling between the two rotating components. This results in cost savings.

[0013] Preferably, due to the moment of inertia, in particular the moment of inertia about the axis of rotation of the first rotating component, the relative position of the inertial component to a component of the motion converter changes. This is described in more detail elsewhere. The change in relative position establishes the second switching position.

[0014] The motion converter is preferably designed such that it can convert a rotational motion of the first rotating component into a motion in the direction of extension of the first rotating component's axis of rotation when the first rotating component undergoes rotational acceleration. Preferably, the motion in the direction of extension of the axis of rotation is used to move a release component in this direction. The release component will be discussed in more detail elsewhere. Preferably, the rotational acceleration is a positive rotational acceleration. In other words, the rotational speed increases.

[0015] It is particularly advantageous if the first rotating component and the second rotating component are each a shaft.

[0016] It is also advantageous if the adjustment is achieved without a centrifugal clutch. In other words, the coupling device does not include a centrifugal clutch.

[0017] In principle, it is preferred if a drive coupling is a drive-transmitting coupling, and vice versa. Drive-transmitting preferably means torque-transmitting. Alternatively, it can also refer to a drive-transmitting connection in the direction of rotation of the first rotating component's axis of rotation.

[0018] It is preferred if the inertial component is a ring carrier on which a contact geometry described elsewhere is formed. Alternatively, the inertial component can be a plate that includes the contact geometry.

[0019] A preferred embodiment is characterized in that the motion converter includes a component such that, upon rotational acceleration of the first rotating component in a first and / or a second direction, the inertial component changes its relative position to the component, and that, by means of this change in relative position, a disengagement component can be moved in the extension direction of the rotational axis of the first rotating component to establish the second switching position. It is preferred that the component is a ring carrier on which a contact geometry, as described elsewhere, is formed. Furthermore, the component can be a plate that includes the contact geometry.

[0020] A preferred embodiment is characterized in that the component of the motion converter is coupled to the first rotating component in a drive-transmitting manner and forms the disengagement component, and that the inertial component is rotatorily, in particular without drive transmission, decoupled from the first rotating component or is attached to it.

[0021] It is also preferable if the release component is generally mounted in a movable manner in the extension direction of the rotation axis of the first rotating component.

[0022] A preferred embodiment is characterized in that the inertial component is clamped between the component and a second component of the motion converter. It is preferred if the second component is designed as a plate or a plate, and in particular comprises a similar or nearly identical contact geometry to the component.

[0023] If such a second component is provided, it is preferred if the component is the first component.

[0024] It is preferred if the component, or the first component, is arranged with the second component, or the component with the inertial component, or the first component with the second component and the inertial component, in a common cage. It is preferred if the cage is drive-coupled to the first rotating component and, on the other hand, ensures drive coupling and / or rotational support of the components located in the cage. Furthermore, it is preferred if the cage includes a preload device or a preload spring, which will be discussed in more detail elsewhere.A preferred embodiment is characterized in that the component or the first component of the motion converter forms the disengagement component and the inertial component, and that the component or the first component, in particular in the first switching position, is connected or fastened to the first rotating component without drive transmission and / or that the component, in particular in the second switching position, is coupled to the first rotating component and the second rotating component in a drive-transmitting manner in order to transmit a torque from the first rotating component to the second rotating component.

[0025] A preferred embodiment is characterized in that the component and the inertial component each have a contact geometry that is in physical contact with each other, that in particular one or both of the contact geometries are designed as raceways, that preferably one of the contact geometries is designed as a raceway and the other contact geometry is roller- or ball-shaped, that the two contact geometries are coordinated with each other in such a way that when the relative position of the inertial component and the component changes, in particular by means of sliding or rolling the contact geometries against each other, a distance-changing movement of the inertial component to the further component, which is drive-coupled to the release component, can be brought about, whereby the release component can be moved along the extension direction of the rotation axis of the first rotating component in order to establish the second switching position.

[0026] A preferred embodiment is characterized in that one of the contact geometries, in particular the raceway, has recesses and / or protrusions for the other contact geometry, in particular the roller- or ball-like contact geometry, such that the coupling device is in the first switching position when the other contact geometry is in the recesses and / or that the coupling device is in the second switching position when the other contact geometry is in physical contact with the protrusions.

[0027] A preferred embodiment is characterized in that the second switching position is established when the release component is drive-coupled with the second rotating component.

[0028] A preferred embodiment is characterized in that the release component has a toothing to form the drive coupling with the second rotating component, and in particular that the second rotating component has a mating toothing to form, together with the toothing of the release component, a drive coupling of the first rotating component with the second rotating component.

[0029] It is also preferable if, instead of the toothing and the mating toothing, a friction coupling comprising a first friction coupling surface and a second friction coupling surface is provided to form the drive coupling.

[0030] A preferred embodiment is characterized in that the first rotating component and / or the second rotating component and / or the motion converter and / or the inertial component and / or one or both of the further components and / or the disengagement component is mounted rotationally about the common axis of rotation and / or about the axis of rotation of the first rotating component.

[0031] A preferred embodiment is characterized in that the inertial component or the further component which is drive-coupled to the release component has a roller-shaped or spherical contact geometry, that the other of the two components has a contact geometry in a plane which extends transversely to the direction of extension of the axis of rotation of the first rotating component, which has recesses and / or elevations for the roller-shaped or spherical contact geometry of the further component, that the coupling device is in the first switching position when the roller-shaped or spherical contact geometry is in the recess and / or that the coupling device is in the second switching position when the roller-shaped or spherical contact geometry is in the elevation.

[0032] A preferred embodiment is characterized in that the disengagement component and / or the motion converter is pre-tensioned by means of a pre-tensioning force in the direction of the first rotating component and / or into the first switching position.

[0033] A preferred embodiment is characterized in that the second switching position can be maintained as long as torque transmission takes place between the two rotating components, in particular due to a static friction force between the gearing and the mating gearing, which can be caused by the torque transmission, and preferably as long as the static friction force corresponds at least to the preload force, such that in particular the coupling device can be automatically switched from the second switching position to the first switching position when the preload force exceeds the static friction force.

[0034] A preferred embodiment is characterized in that the first rotating component is a shaft, in particular an electric motor output shaft, and / or that the second rotating component is a shaft, in particular a transmission and / or differential input shaft.

[0035] Another preferred aspect of the invention is a drive train comprising a coupling device according to the invention, wherein the coupling device is preferably arranged in the drive path between an electric motor drive and a transmission or differential in order to transmit a torque of the electric motor drive to the transmission or differential.

[0036] Another preferred aspect of the invention is a vehicle comprising a drive train or coupling device according to the invention. The vehicle is preferably an electric vehicle, the drive of which is preferably designed by an electric motor.

[0037] Brief description of the drawings

[0038] The invention will now be explained in detail using exemplary embodiments and with reference to the drawings. The drawings show:

[0039] Fig. 1 shows an embodiment of a vehicle according to the invention, and

[0040] Fig. 2 shows an embodiment of a coupling device according to the invention in a first switching position, and

[0041] Preferred embodiment of the invention

[0042] Figure 1 shows an embodiment of a vehicle 1 according to the invention. The vehicle 1 is an electric vehicle with an electric drive 3. The electric drive 3 can be coupled to a gearbox 4 or a differential 4 by means of an embodiment of a coupling device 2 according to the invention.

[0043] Figure 2 shows an embodiment of the coupling device 2 according to the invention from Figure 1 in a first switching position. The coupling device 2 comprises a first rotating component 5a in the form of a first shaft and a second rotating component 5b in the form of a second shaft. The coupling device 2 further comprises a first component 7a and a second component 7b, both of which are designed as plates having recesses. An inertial component 6 is arranged in the recesses, which is in physical contact between the two components 7a and 7b. A release component 8 with external teeth is formed on the first component 7a. The second rotating component 5b comprises a recess in the form of a hub with internal teeth 9 that mesh with the external teeth of the release component 8.The chosen illustration shows a first switching position of the coupling device 2, in which the first rotating component 5a is rotationally decoupled from the second rotating component 5b. In a second switching position of the coupling device 2, which is not shown here, the two rotating components 5a and 5b are coupled to each other for drive transmission, i.e., they are connected to each other for torque transmission. The coupling device 2 is designed to effect an adjustment of the coupling device 2 from the first switching position to the second switching position by means of a rotational acceleration of the first rotating component 5a about the rotational axis 10 of the first rotating component 5a and due to the moment of inertia of the inertial component 6. If the first rotating component 5a is previously subjected to rotational acceleration, the two components 7a and 7b rotate with the first rotating component 5a.Due to the inertia of the inertial component 6 and its rotational decoupling from the first rotating component, the rotational acceleration of the first rotating component 5a causes a change in the relative position of the inertial component 6 with respect to the first component 5a. This causes the release component 8 to engage with its external teeth in the internal teeth 9, thus establishing a drive-transmitting coupling between the first rotating component 5a and the second rotating component 5b. The release component 8 is pre-tensioned in the direction of the first switching position by means of a spring (not shown). This causes the release component 8 to move from the second switching position to the first switching position when the spring pre-tension exceeds the static friction force generated between the external teeth 9 and the internal teeth during torque transmission between the two shafts 5a and 5b.As an alternative to the embodiment shown, it is also conceivable that the support ring shown here as inertial component 6 with the roller-shaped elements is torque-transmittingly coupled to the first rotating component 5a, while the components 7a, 7b shown here as plates are designed as inertial components 6. This would also allow for torque-transmitting coupling between the first rotating component 5a and the second rotating component 5b without the need for an electrically operated actuator, which can be achieved solely through rotational acceleration of the first rotating component 5a and the moment of inertia of the inertial component 6. The exemplary embodiments are not limiting in nature and serve to illustrate the concept of the invention.

[0044] Reference symbol list

[0045] 1 vehicle

[0046] 2 Coupling device 3 Electric drive

[0047] 4 gearboxes, differential

[0048] 5a first rotating component, first shaft

[0049] 5b second rotating component, second shaft

[0050] 6 Inertial component 7a first component

[0051] 7b second component

[0052] 8 Release component

[0053] 9 Internal teeth

[0054] 10 Rotation axis

Claims

Patent claims 1. Coupling device for the drive-transmitting coupling of a first rotating component with a second rotating component, comprising a first rotating component and a second rotating component, wherein the two rotating components are each rotatably mounted about a common axis of rotation, wherein in a first switching position the first rotating component is decoupled from the second rotating component without torque transmission, wherein in a second switching position the first rotating component is coupled to the second rotating component in a torque-transmitting manner, characterized in that the coupling device comprises a motion converter which is configured to effect an adjustment of the coupling device from the first switching position to the second switching position by means of a rotational acceleration of the first rotating component, and in particular due to the moment of inertia of an inertial component of the motion converter.

2. Coupling device according to claim 1, characterized in that the motion converter has a component, that the motion converter is designed such that, in the event of a rotational acceleration of the first rotating component in a first and / or a second direction, the inertial component changes its relative position to the component, and that, by changing the relative position, a disengagement component can be moved in the extension direction of the rotation axis of the first rotating component in order to establish the second switching position.

3. Coupling device according to claim 2, characterized in that the component of the motion converter is coupled to the first rotating component in a drive-transmitting manner and forms the disengagement component, and that the inertial component is rotatorily, in particular without drive transmission, decoupled from the first rotating component or is attached to it.

4. Coupling device according to one of the preceding claims, characterized in that the inertial component is clamped between the component and a second component of the motion converter.

5. Coupling device according to claim 2, characterized in that the component of the motion converter forms the disengagement component and the inertial component, and that the component, in particular in the first switching position, is connected or fastened to the first rotating component without drive transmission and / or that the component, in particular in the second switching position, is coupled to the first rotating component and the second rotating component in a drive-transmitting manner in order to transmit a torque from the first rotating component to the second rotating component.

6. Coupling device according to one of claims 2 to 5, characterized in that the component and the inertial component each have a contact geometry which are in physical contact with each other, that in particular one or both of the contact geometries are designed as raceways, that preferably one of the contact geometries is designed as a raceway and the other contact geometry is roller- or ball-shaped, that the two contact geometries are matched to each other in such a way that that if the relative position of the inertial component and the component changes, in particular by means of sliding or rolling the contact geometries against each other, a distance-changing movement of the inertial component to the further component, which is drive-coupled with the release component, can be caused, whereby the release component can be moved along the extension direction of the rotation axis of the first rotating component in order to establish the second switching position, 7. Coupling device according to claim 6, characterized in that one of the contact geometries, in particular the raceway, has recesses and / or protrusions for the other contact geometry, in particular the roller- or ball-like contact geometry, such that the coupling device is in the first switching position when the other contact geometry is in the recesses and / or that the coupling device is in the second switching position when the other contact geometry is in physical contact with the protrusions.

8. Coupling device according to one of the preceding claims, characterized in that the second switching position is established when the release component is drive-coupled with the second rotating component.

9. Coupling device according to one of the preceding claims, characterized in that the release component has a toothing to form the drive coupling with the second rotating component, and in particular that the second rotating component has a counter toothing to form, together with the toothing of the release component, a drive coupling of the first rotating component with the second rotating component.

10. Coupling device according to one of the preceding claims, characterized in that the first rotating component and / or the second rotating component and / or the motion converter and / or the inertial component and / or one or both of the further components and / or the disengagement component is mounted rotationally about the common axis of rotation and / or about the axis of rotation of the first rotating component.

11. Coupling device according to one of the preceding claims, characterized in that the inertial component or the further component which is drive-coupled to the release component has a roller-shaped or spherical contact geometry, that the other of the two components has a contact geometry in a plane which extends transversely to the direction of extension of the axis of rotation of the first rotating component, which has recesses and / or elevations for the roller-shaped or spherical contact geometry of the further component, that the coupling device is in the first switching position when the roller-shaped or spherical contact geometry is in the recess and / or that the coupling device is in the second switching position when the roller-shaped or spherical contact geometry is in the elevation.

12. Coupling device according to one of the preceding claims, characterized in that the disengagement component and / or the motion converter is pre-tensioned by means of a pre-tensioning force in the direction of the first rotating component and / or into the first switching position.

13. Coupling device according to one of the preceding claims, characterized in that the second switching position can be maintained as long as a Torque transmission takes place between the two rotating components, in particular due to a static friction force between the gearing and the mating gearing, which can be caused by the torque transmission, and preferably as long as the static friction force is at least equal to the preload force, such that in particular the coupling device can be automatically switched from the second switching position to the first switching position when the preload force exceeds the static friction force.

14. Coupling device according to one of the preceding claims, characterized in that the first rotating component is a shaft, in particular an electric motor output shaft, and / or that the second rotating component is a shaft, in particular a transmission and / or differential input shaft.

15. Drive train comprising a coupling device according to one of the preceding claims, wherein the coupling device is preferably arranged in the drive path between an electric motor drive and a transmission or differential in order to transmit a torque of the electric motor drive to the transmission or differential.

16. Vehicle comprising a drive train according to claim 15 or a coupling device according to any one of claims 1 to 14, wherein the axis of rotation of an electric motor, in particular an axial flux machine, extends in the direction of travel.

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