DE102018007237A1 - Axle drive for a motor vehicle - Google Patents

Abstract

The invention relates to an axle drive (10) for a motor vehicle, comprising a differential housing (20) with a drive gearwheel (50) permanently connected to the differential housing, with a differential inner cage (60), with at least one differential bevel wheel rotatably mounted on the differential inner cage ), with a Achskegelrad (40), which meshes with the Ausgleichkekegelrad, with a coupling element (30) which is rotatably and axially slidably disposed on the differential housing, wherein a coupling ring (32) of the coupling element is disposed within the differential housing, wherein the coupling ring a first ring toothing (34) which is provided for a rotationally fixed coupling of the differential housing with the differential inner cage and which is part of a separating clutch (12). The coupling ring has a second ring toothing (36), which is provided for a rotationally fixed coupling of the differential housing with the Achskegelrad and which is part of a locking clutch (14), wherein the first ring gear and / or the second ring gear parallel to a rotation axis (42) of the axle bevel gear is arranged.

Description

The invention relates to a axle drive for a motor vehicle, according to the preamble of claim 1.

From the prior art it is known to transmit such axle drive for transmitting torque to respective drive wheels, so driven wheels of a motor vehicle. In addition, it is usual such axle drive as axle differential, so in other words as a differential gear (short: differential) train to compensate for different speeds of the drive wheels when cornering of the motor vehicle.

From the DE 103 13 351 A1 a differential is known which comprises an actuator, an outer differential case, an inner differential case and a dog clutch. The dog clutch can be brought into toothed engagement, so that the outer differential housing and the inner differential housing are coupled together. By axially moving the coupling ring, the dog clutch can be decoupled, whereby the outer differential case and the inner differential case are uncoupled from each other.

The DE 10 2004 008 224 A1 describes a differential device which has pinion shafts radially arranged on a rotating member, pinions rotatably supported on the respective pinion shafts, a pair of side gears that are engaged with the pinions and arranged coaxially with the rotating member, and a link, where the pinion shafts are interconnected by themselves.

Object of the present invention is to provide a final drive of the type mentioned, which has a particularly high functionality with a simple design.

This object is achieved by an axle drive having the features of patent claim 1. Advantageous embodiments with expedient and non-trivial developments of the invention are specified in the remaining claims.

The invention relates to an axle drive for a motor vehicle, with a differential housing, with a permanently connected to the differential housing drive gear, with a Differentialinnenkäfig, with at least one rotatably mounted on the Differentialinnenkäfig Ausgleichskegelrad, with a Achskegelrad which meshes with the Ausgleichkekegelrad, with a coupling element, which is arranged rotationally fixed and axially displaceable on the differential housing, wherein a coupling ring of the coupling element is disposed within the differential housing, wherein the coupling ring has a first annular toothing, which is provided for a rotationally fixed coupling of the differential housing with the differential inner cage and which part of a Disconnect is. The differential inner cage can be rotatably mounted, for example via rolling bearings relative to the differential housing in this. The at least one Ausgleichskegelrad can be rotatably mounted on a pin on the differential inner cage. It is clear that the axle drive may preferably additionally have a second pinion to allow a particularly favorable support of respective teeth or a particularly favorable flow of force. The Achskegelrad may be formed for coupling with a drive wheel of the motor vehicle. It is clear that the axle drive can expediently have a second axle bevel gear, which can likewise mesh with the differential bevel gear and which can be designed for coupling to a second drive wheel of the motor vehicle. The disconnect clutch is also known as a disconnect clutch. The axle drive may preferably be designed as an axle differential.

By a rotationally fixed arrangement of an element on another element and also with a rotationally fixed connection of two elements is meant that the two elements are arranged coaxially with each other and connected to each other so that they always rotate at the same angular velocity.

To provide a final drive with a particularly high functionality, it is provided according to the invention that the coupling ring has a second ring toothing, which is provided for a rotationally fixed coupling of the differential housing with the Achskegelrad and which is part of a locking clutch, wherein the first ring toothing and / or the second ring toothing is arranged parallel to a rotational axis of the axle bevel gear. This is advantageous because the rotationally fixed coupling of the differential housing with the Achskegelrad blocking a relative rotation between the differential housing and the Achskegelrad can be achieved, which can be activated and deactivated by axial displacement of the coupling element. In order to realize the blockage, the second ring toothing, which can be designed to be particularly cost-efficient on the coupling ring, serves as a result of which the coupling element and thus, overall, the axle drive has a simple construction. Characterized in that the coupling ring has the first ring toothing, which is provided for the rotationally fixed coupling of the differential housing with the differential inner cage and the second ring toothing, which is provided for a rotationally fixed coupling of the differential housing with the Achskegelrad, by axial displacement of the coupling element and thus the coupling ring various switching states are activated and deactivated as needed, which allows many functions can be realized by means of the axle drive.

The disconnect clutch, which can also be referred to as a disconnect clutch, enables a so-called sailing, ie uncoupling a drive motor, which may be designed, for example, as an internal combustion engine or as an electric motor, from the axle bevel gear during a drive of the motor vehicle. As a result, an existing during the drive kinetic energy can be used for locomotion of the motor vehicle, which can be effectively avoided that a portion of the kinetic energy for towing the drive motor, which would cause an undesirable deceleration of the motor vehicle, is spent. Thus, the axle gear contributes, characterized in that the first ring gear is part of the separating clutch, also to implement the function "sailing" of the motor vehicle, whereby the axle has a particularly high functionality.

In an advantageous embodiment of the invention, the differential inner cage on an inner circumference on a parallel to the axis of rotation of the Achskegelrades arranged cage internal toothing, which is provided for coupling with the first ring toothing and part of the separating clutch. This is advantageous since an engagement of the first ring toothing in the cage inner toothing represents a quasi-rotary as well as low-effort detachable coupling.

In a further advantageous embodiment of the invention, the Achskegelrad on an outer circumference on a parallel to the axis of rotation of the Achskegelrades arranged Achskegelradverzahnung, which is provided for coupling with the second ring gear and is part of the locking clutch. This is advantageous since an engagement of the second ring gear in the Achskegelradverzahnung represents a quasi-rotatable and low-cost detachable coupling.

In a further advantageous embodiment of the invention, the Achskegelrad and the differential inner cage on a first common axial region in which the Achskegelradverzahnung and a first part of the inner cage teeth is arranged and in which the first ring gear and the second ring gear is slidable. This is advantageous because by axial displacement of the coupling element and thus the coupling ring, a first switching position of the coupling element is adjustable, in which the first ring gear with the cage inner teeth and the second ring gear with the Achskegelradverzahnung in the first common axial region is engaged, thereby Particularly simple way the blocking of the relative rotation between the differential case and the axle bevel gear can be achieved and a torque transmission to the axle bevel can be effected. The first ring toothing and the second ring toothing can be moved together with the coupling ring of the coupling element axially and parallel to the axis of rotation in the first common axial region and thereby be displaced into the first switching position.

In a further advantageous development of the invention, the axle bevel gear and the differential inner cage have a second common axial region, in which a second part of the internal cage toothing is arranged and in which the first ring toothing and the second ring toothing is displaceable. This is advantageous because by axial displacement of the coupling element and thus of the coupling ring, a second switching position of the coupling element is adjustable, in which the first ring gear with the internal cage teeth (or the second part) in the second common axial region is engaged, thereby a particularly simple way both unlocking, so disabling locking, the axle drive and - via this intervention - a torque transmission can be effected. The axle bevel gear can be free from toothing in the second common axial region, ie in other words have no toothings, so that no coupling between the axle bevel gear and the second ring toothing can take place in the second common axial region. The first ring toothing and the second ring toothing can be moved together with the coupling ring of the coupling element axially and parallel to the axis of rotation in the second common axial region and thereby displaced into the second switching position.

In a further advantageous development of the invention, the axle bevel gear and the differential inner cage have a third common axial region, in each of which a tooth-free region of the differential inner cage and the axle bevel gear is arranged and in which the first ring toothing and the second ring toothing are displaceable. This is advantageous because by axial displacement of the coupling element and thus of the coupling ring, a third switching position of the coupling element is adjustable, in which neither the first ring gear with the differential inner cage nor the second ring gear with the Achskegelrad in the third common axial region is engaged, whereby in a particularly simple manner, both the unlocking of the axle gear causes and the torque transmission can be prevented. In the third common axial region of the coupling ring and the coupling element can be coupled neither with the differential inner cage still with the Achskegelrad, so Accordingly, in the third switching position, the "sailing" of the motor vehicle is possible. The first ring toothing and the second ring toothing can be moved together with the coupling ring of the coupling element axially and parallel to the axis of rotation in the third common axial region and thereby displaced into the third switching position.

In a further advantageous development of the invention, the second axial region is arranged in the axial extension direction of the rotational axis between the first axial region and the third axial region, wherein the first axial region has a smaller distance to the Ausgleichkekegelrad than the second axial region and the third axial region , This is advantageous because the coupling element and thus the two ring gears (first ring teeth, second ring teeth) thereby by simple axial displacement of the coupling element parallel to the axis of rotation and thus particularly little effort in turn in the different areas (first common axial region, second common axial Area, third common axial area) can be moved.

Alternatively, other orders are possible with respect to the arrangement of the three axial regions in the axial extension direction of the axis of rotation. For example, the third common axial region, that is to say the region for the disconnect or for the sail operation, may advantageously be arranged axially between the first common axial region and the second common axial region.

In addition, the teeth of the separating clutch and / or the teeth of the locking clutch can be arranged perpendicular to the axial extension direction of the axis of rotation.

Further advantages, features and details of the invention will become apparent from the following description of a preferred embodiment and from the drawing (s). The features and feature combinations mentioned above in the description as well as the features and feature combinations mentioned below in the figure description and / or alone in the single figure can be used not only in the respectively indicated combination but also in other combinations or alone, without the frame to leave the invention.

The single FIGURE shows a sectional view of a transaxle for a motor vehicle.

The only Fig. Shows a axle drive 10 for a presently not shown motor vehicle, with a differential case 20 , with one with the differential case 20 permanent non-rotatably connected drive gear 50 , with a differential cage 60 , with on the differential cage 60 rotatably mounted bevel gears 70 . 72 , with axle bevel gears 40 . 41 , which with the bevel gears 70 . 72 comb and with a coupling element 30 , which rotatably and axially displaceable on the differential case 20 is arranged. The differential case 20 is about respective rolling bearings 22 rotatably storable, for example, on a structural element, not shown, of the motor vehicle.

The axle bevel gears 40 . 41 can be around a rotation axis 42 rotate. The rotation axis 42 forms an axis of symmetry of the axle bevel gears 40 . 41 , The axle bevel gear 40 has an internal toothing 46 on, over which the axle bevel gear 40 with a drive wheel of the motor vehicle not shown here can be coupled torque-transmitting. The axle bevel gear 41 has an internal toothing 48 on, over which the axle bevel gear 41 with a second drive wheel of the motor vehicle not shown here, torque transmitting coupled. The drive wheel may be formed, for example, as the left drive wheel of the motor vehicle, whereas the second drive wheel may be formed as the right drive wheel of the motor vehicle.

The bevel gears 70 . 72 are each on a bolt 68 rotatably mounted, wherein the bolt 68 Also can be referred to as a differential bolt. The bolt 68 is present on differential inner cage 60 added. The bolt 68 is from the differential case 20 decoupled.

The differential cage 60 is present relative to the differential case 20 rotatably mounted in this, the bolt 68 and on this rotatably mounted pinion gears 70 . 72 together with the differential cage 60 relative to the differential case 20 and around the axis of rotation 42 can be turned.

A coupling ring 32 of the coupling element 30 is present within the differential housing 20 arranged, wherein the coupling ring 32 a first ring toothing 34 which leads to a rotationally fixed coupling of the differential housing 20 with the differential cage 60 is provided and which part of a separating clutch 12 of the axle drive 10 is.

The coupling ring 32 also has a second ring toothing 36 which, to a rotationally fixed coupling of the differential housing with the Achskegelrad 40 is provided and which part of a locking clutch 14 of the axle drive 10 is. The first ring toothing 34 as well as the second ring toothing 36 are present parallel to the axis of rotation 42 of the axle bevel gear 40 arranged.

The differential cage 60 has an inner periphery parallel to the axis of rotation 42 of the axle bevel gear 40 arranged cage internal teeth 62 on, which for coupling with the first ring toothing 34 provided and part of the separating clutch 12 is.

The axle bevel gear 40 has an outer periphery parallel to the axis of rotation 42 of the axle bevel gear 40 arranged bevel gear teeth 44 on, which for coupling with the second ring toothing 36 is provided and part of the locking clutch 14 is.

The axle bevel gear 40 and the differential cage 60 have a first common axial area B1 in which the bevel gear teeth 44 and a first part 63 the cage internal teeth 62 is arranged and in which the first ring toothing 34 and the second ring toothing 36 is displaceable.

The axle bevel gear 40 and the differential cage 60 also have a second common axial area B2 on, in which a second part 64 the cage internal teeth 62 is arranged and in which the first ring toothing 34 and the second ring toothing 36 is displaceable.

Furthermore, the axle bevel gear 40 and the differential cage 60 a third common axial area B3 on, in each of which a tooth-free area 66 of the differential cage 60 and the axle bevel gear 40 is arranged and in which the first ring toothing 34 and the second ring toothing 36 is displaceable.

The second axial area B2 is in axial extension direction x the axis of rotation 42 between the first axial region B1 and the third axial region B3 arranged, wherein the first axial region B1 a smaller distance to the bevel gear 70 has, as the second axial region B2 and the third axial region B3 ,

The axle drive 10 allows, if necessary, torque over the respective internal gears 46 . 48 to respective drive shafts, over which the drive wheels with the respective axle bevel gears 40 . 41 may be coupled to transmit or interrupt a torque transfer, if necessary. In addition to the transmission of torque or to interrupt the torque transmission can by the axle 10 a lock and thus a blocking function can be realized, so that a compensation function for speed compensation between the Achskegelrädern 40 . 41 and thus the drive wheels can be prevented.

In a first switching position of the coupling element 30 and thus the coupling ring 32 is the first ring toothing 34 at the first part 63 the cage internal teeth 62 in the first common axial region B1 engaged. In addition, in the first switching position, the second ring toothing 36 at the bevel gear teeth 44 in the first common axial region B1 engaged. In this first switching position of the coupling element 30 or the coupling ring 32 can the axle drive 10 operated as a limited slip differential and torque transmission from the drive gear 50 over the differential case 20 the coupling element 30 and from there to both the differential cage 60 as well as to the axle bevel gear 40 respectively. In the first switching position is a relative rotation between the drive gear 50 and the axle bevel gears 40 . 41 through the coupling element 30 blocked.

In a second switching position of the coupling element 30 and thus the coupling ring 32 is the first ring toothing 34 at the second part 64 the cage internal teeth 62 in the second common axial region B2 engaged. The second ring toothing 36 is in the second switching position or in the second common axial region B2 not with the axle bevel gear 40 coupled, so is not engaged. In the second switching position, a torque transmission to the respective axle bevel gears 40 . 41 done without the axle drive 10 operated as a limited slip differential, so without a speed compensation between the Achskegelrädern 40 . 41 Is blocked. In other words, the speed compensation between the bevel gears 40 . 41 enabled in the second switching position.

In a third switching position of the coupling element 30 and thus the coupling ring 32 There are neither the first ring teeth 34 still the second ring toothing 36 with the cage internal teeth 62 or the bevel gear teeth 44 in the third common axial area B3 engaged. In the third switching position is the separating clutch 12 thus open. In the third switching position, this neither locks nor torque transmission via the coupling element 30 , In the third switching position, a so-called "sailing" of the motor vehicle is accordingly possible.

In summary, the coupling element 30 , which may be formed, for example, as a shift sleeve, in the different shift positions (first shift position, second shift position, third shift position) and thus in the various axial range B1 . B2 . B3 be relocated. In the first axial area B1 (first shift position) is the axle drive 10 locked and torque can from the drive gear 50 , which can also be referred to as input, to the respective axle bevel gears 40 . 41 or to the internal teeth 46 . 48 , which can also be referred to as output, are transmitted. In the second axial area B2 (second switching position), the torque transmission is still given but the blocking of the axle drive 10 lifted, so that a speed compensation between the bevel gears 40 . 41 can be done. In the third axial area B3 (third stop position), neither the blocking of the axle gear takes place 10 nor the torque transmission, so that a drive motor of the motor vehicle by the axle bevel gears 40 . 41 can be decoupled. The drive motor may be formed, for example, as an electric motor. The first ring toothing 34 and the second ring toothing 36 may be formed as respective radial gears. Alternatively, the coupling element 30 be designed as a dog clutch in which case the first ring teeth 34 and the second ring toothing 36 can be configured as respective axial gears. The axle drive 10 can be an actuator 90 comprise the coupling element 30 or the coupling ring 32 with the ring gears 34 . 36 in the different areas B1 . B2 . B3 and thus to shift into the different switch positions. The actuator 90 For example, it can be designed as an electromagnetic actuator or alternatively as a switching motor actuator. Furthermore, the axle can 10 a displacement sensor 92 for monitoring respective positions or the different switching positions of the coupling element 30 exhibit.

The axle drive 10 allows a so-called "disconnect", so a complete separation of the Achskegelräder 40 . 41 from the drive gear 50 and thus the drive motor of the motor vehicle, which is present in the third switching position of the coupling element 30 , or in the third axial region B3 can be done. In addition, the axle can 10 operated as a limited slip differential. In other words, the axle gear unites 10 the advantages of the "Disconnect" with the advantages of the locking differential.

Among the advantages of Disconnect, in other words the opening of the clutch 12 , in the third shift position include not only a higher range of the motor vehicle by minimizing drag losses and a possible separation of the drive motor of the drive axles in case of failure and the possibility of "sailing". In addition, negative influences of respective mass inertia of the drive motor in the disconnected state (third switching position, third axial range B3 ) are prevented when driving safety systems, such as an electronic stability program (ESP) of the motor vehicle.

Among the advantages of the locking differential include the torque transmission in different driving situations, such as when driving over ice plates or bumps, such as a curb, in which a drive wheel can be spaced from the ground, and improved torque transmission in driving situations in which a torque ratio between the respective Drive wheels (left drive wheel, right drive wheel) may vary, which may be the case, for example when cornering the motor vehicle.

LIST OF REFERENCE NUMBERS

10

transaxles

12

separating clutch

14

Lock clutch

20

differential case

22

roller bearing

30

coupling element

32

coupling ring

34

first ring toothing

36

second ring toothing

40

axle bevel gear

41

Second axle bevel gear

42

axis of rotation

44

Achskegelradverzahnung

46

internal gearing

48

internal gearing

50

drive gear

60

Differential inner cage

62

Cage internal gear

63

First part

64

Second part

66

tooth-free area

68

bolt

70

pinion

72

Second pinion gear

90

actuator

92

displacement sensor

B1

First axial area

B2

Second axial area

B3

Third axial range

x

Axialerstreckungsrichtung

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 10313351 A1 [0003]
• DE 102004008224 A1 [0004]

Claims (7)

Axle drive (10) for a motor vehicle, comprising a differential housing (20), with a drive gear (50) permanently connected to the differential housing (20) with a differential inner cage (60), with at least one bevel gear rotatably mounted on the differential inner cage (60) (70), with a Achskegelrad (40) which meshes with the Ausgleichkekegelrad (70), with a coupling element (30) which is rotatably and axially displaceable on the differential housing (20), wherein a coupling ring (32) of the coupling element ( 30) within the differential housing (20) is arranged, wherein the coupling ring (32) has a first annular toothing (34) which is provided for a rotationally fixed coupling of the differential housing (20) with the differential inner cage (60) and which part of a separating clutch ( 12), characterized in that the differential inner cage (60) on an inner circumference a parallel to the axis of rotation (42) of the Achskegelrades (40) arranged cage internal teeth (62) which is provided for coupling with the first ring teeth (34) and part of the separating clutch (12). Achsgetriebe (10) after Claim 1 , characterized in that the coupling ring (32) has a second annular toothing (36) which is provided for a rotationally fixed coupling of the differential housing with the Achskegelrad (40) and which is part of a locking clutch (14), wherein the first annular toothing (34) and / or the second ring toothing (36) is arranged parallel to a rotation axis (42) of the axle bevel gear (40). Achsgetriebe (10) after Claim 2 , characterized in that the Achskegelrad (40) on an outer circumference parallel to the axis of rotation (42) of the Achskegelrades (40) arranged Achskegelradverzahnung (44) which is provided for coupling with the second ring toothing (36) and part of the barrier Coupling (14). Achsgetriebe (10) after Claim 3 , characterized in that the bevel gear (40) and the differential inner cage (60) have a first common axial region (B1) in which the bevel gear teeth (44) and a first part (63) of the inner cage teeth (62) is arranged and in which the first ring toothing (34) and the second ring toothing (36) is displaceable. Achsgetriebe (10) after Claim 4 , characterized in that the axle bevel gear (40) and the differential inner cage (60) have a second common axial region (B2) in which a second part (64) of the internal cage toothing (62) is arranged and in which the first ring toothing (34) and the second ring gear (36) is displaceable. Achsgetriebe (10) after Claim 5 , characterized in that the Achskegelrad (40) and the differential inner cage (60) have a third common axial region (B3), in each of which a toothing free area (66) of the differential inner cage (60) and the Achskegelrades (40) is arranged and in which the first ring gear (34) and the second ring gear (36) is displaceable. Axle drive (10) after the Claims 4 to 6 , characterized in that the second axial region (B2) is arranged in the axial extension direction (x) of the rotation axis (42) between the first axial region (B1) and the third axial region (B3), wherein the first axial region (B1) has a smaller distance to the bevel gear (70), as the second axial region (B2) and the third axial region (B3).

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