Drive train device having a first and a second bearing element

Abstract

The invention relates to a drive train device (10) for a drive train of a vehicle, having a housing (12), a drive gear (16) which can be rotated about an axis of rotation (14) and has a toothing (25) for introducing a drive power, a disconnect clutch (26) having a disconnect clutch input (28), which can be rotated about the axis of rotation (14) and is connected to the drive gear (16), and a disconnect clutch output (30), which is connected to the disconnect clutch input (28) in a torque-transmitting manner depending on a disconnect clutch actuation, a differential locking clutch (76) comprising a first locking clutch component (78), which can be connected to a differential gear (56), and a second locking clutch component (80), which is connected to the first locking clutch component (78) in a torque-transmitting manner depending on a locking clutch actuation, wherein the drive gear (16) is mounted on the housing (12) at least by a first bearing element (22) and a second bearing element (24), the second bearing element being offset axially with respect to said first bearing element, and is arranged axially between the first and second bearing elements (22, 24).

Description

[0001] Drivetrain assembly with a first and second bearing element

[0002] Description introduction

[0003] The invention relates to a drive train device according to the preamble of claim 1. In DE 102021 134205 A1, a differential lock in a differential gear is described, which has a housing connected on the drive side and rotatable about an axis of rotation and therein on the output side a first output component which can be connected to a first output shaft and a second output component which can be connected to a second output shaft.

[0004] The object of the present invention is to reduce the noise of the drivetrain device and to increase its durability. In particular, the force support of the drivetrain device is to be improved.

[0005] At least one of these problems is solved by a drive train device with the features according to claim 1. This allows the gear forces generated by the toothing of the drive gear to be better supported, particularly more directly at the housing. The drive train device can be designed to be more reliable and cost-effective. The overall stiffness can be increased and tooth forces optimally absorbed, which can both increase the service life of the drive gear's teeth and reduce vibration and noise generation.

[0006] The vehicle can be a motor vehicle or a truck.

[0007] The drivetrain assembly may include the differential gear. The drivetrain assembly may include a torque vectoring module. The drivetrain assembly may be located on the differential gear.

[0008] The drivetrain device can transmit drive power received from at least one drive element, for example an electric motor and / or internal combustion engine, towards an output component, for example at least one vehicle axle and / or at least one vehicle wheel. The drivetrain device can be arranged between the drive element and the output component for torque transmission. The housing can be a gearbox housing. The housing can accommodate at least the disconnect clutch and / or the differential lock clutch. The housing can be made of a metal alloy, for example aluminum or steel, or of a composite material. The housing can be composed of several housing modules.The housing can define an interior space that can be filled with a lubricant and / or coolant, in particular an oil, at least for the disconnect clutch and / or the differential locking clutch.

[0009] The drive gear can have external teeth for transmitting the drive power. The drive gear can be a bevel gear or a spur gear. The drive gear can have helical teeth. The drive gear can form the input of the drive train device. The drive power is a mechanical power that depends on at least one drive torque.

[0010] The bearing of the drive gear on the housing via the first and second bearing elements means that the drive gear is mounted directly on the housing or, if indirectly, then via components firmly connected to the drive gear.

[0011] The first and / or second bearing element can be arranged directly between the drive gear and the housing. The drive gear can be rigidly connected to at least one connecting component. The drive gear and the connecting component can be positively, force-fit, and / or materially bonded. The first and / or second bearing element can rotatably mount the connecting component directly to the housing. The drive gear can be rigidly connected to a first connecting component and a second connecting component. The drive gear can be arranged axially between the first and second connecting components. The first and / or second connecting component can be designed as a bearing flange. The drive gear can be positively, force-fit, and / or materially bonded to the first and second connecting components. The first bearing element can rotatably mount the first connecting component directly to the housing.The second bearing element can rotatably mount the second connecting component directly on the housing.

[0012] Radial and axial forces from the meshing of the drive gear can be directly absorbed by the first and second bearing elements and transferred into the housing, thus minimizing misalignment. The double-sided bearing arrangement allows for very precise positioning of the drive gear. Furthermore, backlash and alignment accuracy can be optimally adjusted, thereby increasing the durability of the entire drivetrain assembly and reducing noise. The differential can be an axle differential or a center differential, for example, in an all-wheel drive system. The differential can be a bevel gear differential or a spur gear differential. The differential can have at least one differential gear. The differential can have a differential housing on the drive side. The differential housing can be connected to the differential gear.The differential gear can be connected to at least two drive shafts (side shafts). The differential housing can be connected to the disconnect clutch output in a rotationally fixed manner.

[0013] The differential locking clutch can implement an electronic differential lock (eLSD). The differential locking clutch can be a friction clutch and / or a positive-locking clutch, in particular a dog clutch. The differential locking clutch can be open without actuation force, meaning a normally-open clutch, or closed without actuation force, meaning a normally-closed clutch.

[0014] The differential locking clutch can generate a locking torque between the differential housing and at least one drive shaft. The differential locking clutch can generate a locking torque, particularly a controlled one, to prevent at least one drive wheel from spinning and to improve traction. The differential locking clutch can be actuated dependently or independently of the disconnect clutch.

[0015] The locking clutch actuation can be achieved by a locking clutch actuation system. The locking clutch actuation system can include a ramp device. The ramp device can convert a rotational movement into an axial movement.

[0016] The first locking clutch component can be connected to the second locking clutch component in a torque-transmitting manner, in particular by friction and / or positive locking, depending on the locking clutch actuation. The first locking clutch component can be connected to the disconnect clutch output and / or the differential housing in a rotationally fixed manner. The second locking clutch component can be connected to at least one drive shaft in a rotationally fixed manner. The first locking clutch component and / or the second locking clutch component can be rotatably arranged about the axis of rotation. The first and second locking clutch components can be arranged concentrically to each other.

[0017] The differential locking clutch can be a friction clutch and may have at least one clutch plate for frictional connection between the first and second locking clutch components. The differential locking clutch can be a wet or dry clutch.

[0018] The disconnect coupling can be a friction coupling and / or a positive-lock coupling, in particular a jaw coupling. The disconnect coupling can be open without actuation force (a normally open coupling) or closed without actuation force (a normally closed coupling). The disconnect coupling can be a wet or dry coupling.

[0019] The disconnect clutch can be arranged in series between the drive gear and the differential. Torque can only be transmitted from the drive gear to the differential when the disconnect clutch is engaged.

[0020] The disconnect clutch can be effectively connected in series upstream of the differential lock clutch. Torque can only be transmitted via the differential lock clutch when the disconnect clutch is engaged.

[0021] The disconnect clutch can interrupt or establish the transmission of drive power, in particular the torque transmission of a drive torque introduced by the drive gear, between the drive gear and the differential gear, depending on the disconnect clutch actuation. The disconnect clutch can cause complete decoupling of the differential gear from the drive element, for example, to increase efficiency or in a freewheeling mode. This reduces drag losses. Depending on the disconnect clutch actuation, the disconnect clutch input can be connected to the disconnect clutch output by transmitting torque, in particular by friction and / or positive engagement. The disconnect clutch output can be rotatably arranged about the axis of rotation. The disconnect clutch input can be arranged concentrically to the disconnect clutch output.The disconnect clutch output can be connected to the differential gear, particularly the differential housing, in a torque-transmitting manner, especially directly. The disconnect clutch output can also be connected to the differential gear, particularly the differential housing, in a rotationally fixed manner.

[0022] The disconnect clutch can be actuated by a disconnect clutch actuation system. This system can include a ramp device. The ramp device can convert a rotational movement into an axial movement. The disconnect clutch actuation system can be combined with the locking clutch actuation system. The disconnect clutch actuation system can include a locking device to secure the actuation state when the disconnect clutch is closed. The disconnect clutch actuation and the locking clutch actuation can be implemented by a single actuation device.

[0023] In a preferred embodiment of the invention, it is advantageous if the disconnect clutch and / or the differential locking clutch are arranged inside the housing. This allows for a compact design and common lubrication and / or cooling. Line losses can be reduced, for example, by shorter fluid circuits or a smaller number of external lines. The housing can accommodate the drive gear.

[0024] The disconnect clutch and / or differential lock clutch can be arranged in a separate housing module (bolt-on module) of the housing, particularly with its own fluid circuit, especially for cooling and / or lubrication. This allows a special lubricant and / or coolant to be tailored to the function of the disconnect clutch and / or the differential lock clutch. The housing module can be designed separately from the main housing. The housing module can be permanently connected to the main housing, particularly by bolting. The disconnect clutch and the differential lock clutch can have a common lubrication and / or cooling system.

[0025] In an advantageous embodiment of the invention, the first bearing element is arranged axially between the drive gear and the disconnect coupling. This relieves the disconnect coupling of potential bending or tilting moments, as any forces occurring can be transferred into the housing via the first bearing element. This increases the operational reliability and service life of the disconnect coupling.

[0026] In a preferred embodiment of the invention, it is advantageous if the differential gear can be positioned at least partially axially overlapping the drive gear. Axial overlap here means that the differential gear can be positioned, at least partially, in the same axial position as the drive gear. Alternatively, the differential gear can be positioned completely axially offset from the drive gear. The axial overlap can allow for a shorter axial installation space and a more compact design of the drivetrain assembly.

[0027] In an advantageous embodiment of the invention, the differential locking clutch is arranged axially offset from the disconnecting clutch. The differential locking clutch and the disconnecting clutch can be axially spaced apart from each other. This allows the differential locking clutch and the disconnecting clutch to be controlled and lubricated separately. Furthermore, heat generation can be kept separate, which can prevent local overheating and increase operational reliability.

[0028] In a particular embodiment of the invention, it is advantageous if the disconnect clutch is arranged axially between the first bearing element and the differential locking clutch. In the axial direction, the drive gear can be arranged first, then the first bearing element, then the disconnect clutch, and finally the differential locking clutch. This allows the drive torque to be transmitted via the disconnect clutch to the differential locking clutch and, when the differential lock is engaged, at least partially to a drive shaft.

[0029] A preferred embodiment of the invention is advantageous in which the first and second bearing elements are arranged to overlap radially at least partially. This allows for a compact bearing design and increases the stiffness of the entire bearing arrangement.

[0030] In an advantageous embodiment of the invention, the differential gear can be positioned axially between the first and second bearing elements. The differential gear can be arranged entirely within the axial space defined by the first and second bearing elements, i.e., within the axial distance between them. Alternatively, the differential gear can be arranged partially axially overlapping the first and / or second bearing element. At least one main part of the differential gear can be arranged axially between the first and second bearing elements.

[0031] In a specific embodiment of the invention, it is advantageous if the first axial distance between the first bearing element and the drive gear is greater than the second axial distance between the second bearing element and the drive gear. This allows for an axially asymmetrical bearing arrangement. The drive gear can thus be positioned axially closer to the second bearing element than to the first. This enables targeted load distribution and tilting moment control. Alternatively, the second bearing element can have the larger axial distance. The contact pattern in the tooth contact of the drive gear can be precisely controlled, and adverse bending moments can be reduced.

[0032] In an advantageous embodiment of the invention, the first and / or second bearing element is designed as an angular contact ball bearing or a tapered roller bearing. The first and / or second bearing element can accommodate combined radial and axial forces. This allows the radial and axial forces arising from the toothing of the drive gear to be supported by the housing. Alternatively, the first and / or second bearing element can be designed as a radial bearing in combination with a thrust bearing, provided that both radial and axial forces can be supported in total. A mixed configuration, for example, a tapered roller bearing as the first bearing element and an angular contact ball bearing as the second bearing element, is also possible.

[0033] Further advantages and advantageous embodiments of the invention will become apparent from the description of the figures and the illustration.

[0034] The invention is described in detail below with reference to the figure. The figure shows a half-section of a drivetrain device in a specific embodiment of the invention. The drivetrain device 10 is arranged in the drivetrain of a vehicle between a drive element, in particular an internal combustion engine, and at least one vehicle axle. Mechanical drive power from the drive element can be transmitted to the vehicle axle via the drivetrain device 10.

[0035] The drive train device 10 comprises a housing 12 and a drive gear 16 rotatable about a pivot axis 14 for transmitting the drive power to the drive train device 10. The drive gear 16 is screwed to a first connecting component 18 and a second connecting component 20 axially opposite the first connecting component 18. The drive gear 16 is mounted on the housing 12 via a first bearing element 22 and a second bearing element 24 axially spaced from the first bearing element 22, and is arranged axially between the first and second bearing elements 22, 24. The first bearing element 22 is located directly between the first connecting component 18 and the housing 12, and the second bearing element 24 is located directly between the second connecting component 20 and the housing 12.

[0036] The first and second bearing element 22, 24 is preferably designed as an angular contact ball bearing or tapered roller bearing and can support radial and axial forces of the toothing 25 of the drive gear 16 on the housing 12.

[0037] A disconnect coupling 26 is arranged inside the housing 12 and comprises a disconnect coupling input 28 rotatable about the axis of rotation 14 and connected to the drive gear 16, here via the first connecting component 18, and a disconnect coupling output 30 connected to the disconnect coupling input 28 in a torque-transmitting manner depending on a disconnect coupling actuation. The disconnect coupling input 28 is rotationally fixed to the first connecting component 18 via a splined connection 32 and is axially displaceable relative to the first connecting component 18 by means of a stop element 34.

[0038] The disconnect coupling 26 is designed as a jaw coupling. The disconnect coupling input 28 comprises a spur gear 36, and the disconnect coupling output 30 comprises a corresponding further spur gear 38. The disconnect coupling output 30 is axially displaceable on a coupling element 40 and is rotationally fixed to the coupling element 40, for example, via a splined connection 42. The disconnect coupling output 30 is axially displaceable by a transmission element 44 and, when the disconnect coupling 26 is closed, with the spur gear 36 and the further spur gear 38 meshing to transmit a drive torque from the drive element of the drive gear 16 to the disconnect coupling output 30, is axially secured against the coupling element 40 by a locking device 46.

[0039] The locking device 46 comprises a locking element 48, in particular a ball, which is received in a recess 50 in the coupling element 40 when the disconnect coupling 26 is closed.

[0040] The coupling element 40 is non-rotatably connected to a differential housing 54 of a differential gear 56 via a splined connection 52. The differential gear 56 comprises at least two differential gears 60 rotatably mounted on a differential bolt 58 connected to the differential housing 54. These differential gears mesh with a first bevel gear 62 and, axially opposite, with a second bevel gear 64. The first bevel gear 62 is connectable to a first drive shaft 66 of the vehicle axle, and the second bevel gear 64 is connectable to a second drive shaft of the vehicle axle. The bevel gear 62 and the bevel gear 64 are axially mounted in the differential housing 54.

[0041] The differential housing 54 is mounted on the first connecting component 18 via a first axial bearing 68 and a first radial bearing 70 and on the second connecting component 20 via a second axial bearing 72 and a second radial bearing 74.

[0042] A differential locking clutch 76 is arranged within the housing 12 and comprises a first locking clutch component 78 connected to the differential gear 56 via the coupling element 40 and a second locking clutch component 80 connected to the first locking clutch component 78 in a torque-transmitting manner depending on a locking clutch actuation. The differential locking clutch 76 is designed as a friction clutch and includes a multi-plate clutch pack 82 between the first and second locking clutch components 78, 80. The first locking clutch component 78 is rigidly connected to the coupling element 40. The second locking clutch component 80 is rotationally fixed to the first drive shaft 66 by means of a toothed connection 83.

[0043] The locking clutch and the disconnecting clutch are actuated by a common actuating device 84. The actuating device 84 comprises a ramp device 86, which has at least one rolling element 88, here a ball, which is arranged to roll axially between a first ramp component 90 and a second ramp component 92 along a ramp contour. During a rotational movement between the first and second ramp components 90, 92, the first ramp component 90 is axially displaceable relative to the second ramp component 92 by the rolling movement of the rolling element 88 along the ramp contour.

[0044] A pressure ring 94 is axially displaceably coupled to the first ramp component 90, which is rotationally fixed relative to the housing 12. The pressure ring 94 is axially fixed to the transmission element 44. Furthermore, at least one pressure pin 96 is arranged on the pressure ring 94 for actuating the lamellar pack 82 of the differential locking clutch 76. With the disconnect clutch 26 and differential locking clutch 76 open, an axial displacement of the pressure ring 94 via the first ramp component 90 can initially displace the transmission element 44 axially and thereby close the disconnect clutch 26. With further axial displacement of the pressure ring 94, the differential locking clutch 76 can be actuated and closed via the pressure pin 96.This serial actuation has the advantage that a common actuating device 84 is sufficient for the disconnecting clutch 26 and the differential locking clutch 76, and the function of the differential locking clutch 76 is only required when torque is to be transmitted, i.e., when the disconnecting clutch 26 is closed.

[0045] The first locking clutch component 78 is formed in one piece with a receiving hub 98 on which the actuating device 84 is arranged and which is supported by a first ball bearing 100 relative to the first drive shaft 66 and by a second ball bearing 102 on the housing 12. A sealing element 104 is arranged between the first drive shaft 66 and the housing 12.

[0046] The housing 12 is made up of multiple parts and comprises a main housing 106, a first module housing 108, and a second module housing 110, which are rigidly connected to the main housing 106. The housing 12 has a common interior 112, which is enclosed by the main housing 106, the first module housing 108, and the second module housing 110 and can be filled with a lubricant and / or coolant.

[0047] The differential locking clutch 76 is axially offset from the disconnect clutch 26, and the disconnect clutch 26 is arranged axially between the first bearing element 22 and the differential locking clutch 76. The first bearing element 22 is arranged axially between the drive gear 16 and the disconnect clutch 26. The first and second bearing elements 22, 24 are arranged with at least partial radial overlap with each other. A first axial distance 114 between the first bearing element 22 and the drive gear 16 is, in particular, greater than a second axial distance 116 between the second bearing element 24 and the drive gear 16.

[0048] The differential gear 56 is positioned axially between the first and second bearing elements 22, 24. At least one differential gear 60, the first bevel gear 62, and the second bevel gear 64 are arranged axially between the first and second bearing elements 22, 24. The differential gear 56 is positioned at least partially axially overlapping the drive gear 16. As shown here, the second bevel gear 64 and partially the differential gear 60 are arranged axially overlapping with the drive gear 16. (Reference numeral list)

[0049] Powertrain device

[0050] Housing

[0051] axis of rotation

[0052] drive gear

[0053] first connecting component

[0054] second connecting component

[0055] first bearing element

[0056] second bearing element

[0057] Interlocking

[0058] Disconnect coupling

[0059] T disconnect clutch input

[0060] T disconnect clutch output

[0061] Splined connection

[0062] Stop element

[0063] Front teeth

[0064] further front teeth

[0065] coupling element

[0066] Splined connection

[0067] Transmission element

[0068] Safety device

[0069] Safety element

[0070] in-depth

[0071] Splined connection

[0072] Differential housing

[0073] Differential gear

[0074] Differential bolt

[0075] Compensating wheel

[0076] first bevel gear, second bevel gear

[0077] first drive shaft

[0078] first axial bearing

[0079] first radial bearing

[0080] second axial bearing

[0081] second radial bearing differential locking clutch first locking clutch component second locking clutch component clutch pack

[0082] Gearing Actuating Device Ramp Device Rolling Element

[0083] first ramp component second ramp component pressure ring

[0084] pressure pen

[0085] Recording ab

[0086] first ball bearing

[0087] second ball bearing sealing element main housing

[0088] first module housing second module housing interior

[0089] first axial distance

[0090] second axial distance

Claims

Patent claims 1. Powertrain device (10) for a vehicle powertrain, comprising a housing (12), a drive gear (16) rotatable about a pivot axis (14) with a toothing (25) for introducing a drive power, a disconnect coupling (26) with a disconnect coupling input (28) rotatable about the axis of rotation (14) and connected to the drive gear (16) and a disconnect coupling output (30) connected to the disconnect coupling input (28) in a torque-transmitting manner depending on a disconnect coupling actuation, a differential locking clutch (76) comprising a first locking clutch component (78) connectable to a differential gear (56) and a second locking clutch component (80) connected to the first locking clutch component (78) in a torque-transmitting manner depending on a locking clutch actuation, characterized by the fact that the drive gear (16) is supported on the housing (12) at least by a first bearing element (22) and a second bearing element (24) offset axially thereto, and is arranged axially between the first and second bearing elements (22, 24).

2. Drive train device (10) according to claim 1, characterized in that the disconnect clutch (26) and / or the differential locking clutch (76) is arranged inside the housing (12), in particular in a module housing (108) associated with the housing (12), but separate from a main housing (106), with its own fluid circuit.

3. Drive train device (10) according to claim 1 or 2, characterized in that the first bearing element (22) is arranged axially between the drive gear (16) and the disconnecting clutch (26).

4. Drive train device (10) according to one of the preceding claims, characterized in that the differential gear (56) can be positioned at least partially axially overlapping the drive gear (16).

5. Drivetrain device (10) according to one of the preceding claims, characterized in that the differential locking clutch (76) is arranged axially offset from the disconnecting clutch (26).

6. Drivetrain device (10) according to one of the preceding claims, characterized in that the disconnecting clutch (26) is arranged axially between the first bearing element (22) and the differential locking clutch (76).

7. Drive train device (10) according to one of the preceding claims, characterized in that the first and second bearing elements (22, 24) are arranged at least partially radially overlapping each other.

8. Drive train device (10) according to one of the preceding claims, characterized in that the differential gear (56) can be positioned axially between the first and second bearing element (22, 24).

9. Drive train device (10) according to one of the preceding claims, characterized in that a first axial distance (114) between the first bearing element (22) and the drive gear (16) is greater than a second axial distance (116) between the second bearing element (24) and the drive gear (16).

10. Drive train device (10) according to one of the preceding claims, characterized in that a common actuating device (84) implements the disconnect clutch actuation and the locking clutch actuation.

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