Transmission Assembly for a Vehicle, and Vehicle Having the Transmission Assembly

Abstract

A transmission arrangement 2 for a vehicle 1 includes a first output shaft arrangement 11 and a second output shaft arrangement 12. The first output shaft arrangement 11 includes a first output shaft 13 and an intermediate shaft 14, and the second output shaft arrangement 12 includes a second output shaft 15. A differential device 3 distributes a drive torque to the first output shaft arrangement 11 and to the second output shaft arrangement 12. The differential device 3 includes a differential cage 6. A coupling unit 22 selectively couples the intermediate shaft 14 to the first output shaft 13 in a driving manner. The differential cage 6 is couplable to the first output shaft arrangement 11 in a driving manner through the coupling unit 22.

Claims

1-15: (canceled)

16. A transmission arrangement (2) for a vehicle (1), comprising: a first output shaft arrangement (11) and a second output shaft arrangement (12), the first output shaft arrangement (11) including a first output shaft (13) and an intermediate shaft (14), the second output shaft arrangement (12) including a second output shaft (15); a differential (3) for distributing a drive torque to the first output shaft arrangement (11) and to the second output shaft arrangement (12), the differential (3) including a differential cage (6); and a coupling unit (22) for selectively coupling the intermediate shaft (14) to the first output shaft (13) in a driving manner, wherein the differential cage (6) is couplable to the first output shaft arrangement (11) in a driving manner through the coupling unit (22).

17. The transmission arrangement (2) of claim 16, wherein, in a disconnect engagement position of the coupling unit (22), the first output shaft (13), the differential cage (6), and the intermediate shaft (14) are decoupled from one another.

18. The transmission arrangement (2) of claim 17, wherein, in the disconnect engagement position of the coupling unit (22), the first output shaft (13) and the second output shaft (15) turn independently of one another.

19. The transmission arrangement (2) of claim 16, wherein, in a connect-open engagement position of the coupling unit (22), the first output shaft (13) and the intermediate shaft (14) are coupled to one another through the coupling unit (22) and the differential cage (6) is decoupled from the coupling unit (22).

20. The transmission arrangement (2) of claim 19, wherein, in the connect-open engagement position of the coupling unit (22), the differential (3) is an open differential and/or the differential (3) compensates for different rotational speeds of the first output shaft (13) and the second output shaft (15).

21. The transmission arrangement (2) of claim 20, wherein, in a connect-lock engagement position of the coupling unit (22), the first output shaft (13), the intermediate shaft (14), and the differential cage (6) are coupled to one another through the coupling unit (22).

22. The transmission arrangement (2) of claim 21, wherein, in the connect-lock engagement position of the coupling unit (22), the differential (3) is a locked differential and/or the differential (3) transmits identical rotational speeds to the first output shaft and the second output shaft.

23. The transmission arrangement (2) of claim 16, wherein the coupling unit (22) is a form-locking, friction-locking or force-locking coupling unit.

24. The transmission arrangement (2) of claim 16, wherein the differential (3) is a bevel gear differential.

25. The transmission arrangement (2) of claim 16, wherein: the transmission arrangement (2) comprises a drive gear (10) for transmitting a drive torque to the differential (3); the differential (3) comprises a ring gear (5); the differential cage (6) is rotationally fixed to the ring gear (5); and the drive gear (10) is coupled to the ring gear (5).

26. The transmission arrangement (2) of claim 25, wherein, in a disconnect engagement position of the coupling unit (22), a torque path extends from the drive gear (10) via the ring gear (5) and ends in the differential (3).

27. The transmission arrangement (2) of claim 25, wherein, in a connect-open engagement position of the coupling unit (22), a torque path extends from the drive gear (10) via the ring gear (5), the differential cage (6), and the differential bevel gear (7) to the first output shaft (13) and the second output shaft (15).

28. The transmission arrangement (2) of claim 25, wherein, in a connect-lock engagement position of the coupling unit (22), a torque path extends from the drive gear (10) via the ring gear (5), the differential cage (6), and the differential bevel gear (7) to the first output shaft (13) and the second output shaft (15), and a partial torque path extends in parallel to the torque path via the differential cage (6) and the coupling unit (22) to the first output shaft (13).

29. The transmission arrangement (2) of claim 16, wherein: the differential cage (6) comprises at least one differential bevel gear (7) for compensating for rotational speed differences of the two output shafts (13, 15); the intermediate shaft (14) comprises a first side gear (17a); the second output shaft (15) comprises a second side gear (17b); and the first and second side gears (17a, 17b) are coupled to the differential bevel gear (7).

30. The transmission arrangement (2) of claim 29, wherein, in a disconnect engagement position of the coupling unit (22), a torque path extends from the drive gear (10) via the ring gear (5) and ends in the differential (3).

31. The transmission arrangement (2) of claim 29, wherein, in a connect-open engagement position of the coupling unit (22), a torque path extends from the drive gear (10) via the ring gear (5), the differential cage (6), and the differential bevel gear (7) to the first output shaft (13) and the second output shaft (15).

32. The transmission arrangement (2) of claim 29, wherein, in a connect-lock engagement position of the coupling unit (22), a torque path extends from the drive gear (10) via the ring gear (5), the differential cage (6), and the differential bevel gear (7) to the first output shaft (13) and the second output shaft (15), and wherein a partial torque path extends in parallel to the torque path via the differential cage (6) and the coupling unit (22) to the first output shaft (13).

33. A vehicle (1) comprising the transmission arrangement (1) of claim 16.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0033] Further features, advantages, and effects of the invention result from the following description of preferred exemplary embodiments of the invention. Wherein:

[0034] FIG. 1 shows a vehicle including a transmission arrangement in a disconnect engagement position as an exemplary embodiment of the invention;

[0035] FIG. 2 shows the vehicle including the transmission arrangement in a connect-open engagement position; and

[0036] FIG. 3 shows the vehicle including the transmission arrangement in a connect-lock engagement position.

[0037] Mutually corresponding or identical parts are provided with the same reference characters in the figures.

DETAILED DESCRIPTION

[0038] Reference will now be made to embodiments of the invention, one or more examples of which are shown in the drawings. Each embodiment is provided by way of explanation of the invention, and not as a limitation of the invention. For example, features illustrated or described as part of one embodiment can be combined with another embodiment to yield still another embodiment. It is intended that the present invention include these and other modifications and variations to the embodiments described herein.

[0039] FIG. 1 shows a highly simplified schematic of a vehicle 1 including a transmission arrangement 2 in a disconnect engagement position as a first exemplary embodiment of the invention. For example, the vehicle 1 is a passenger car or a truck. In the representation shown, a driven vehicle axle, for example, a front axle, is represented. For example, the vehicle 1 includes at least one further axle.

[0040] The transmission arrangement 2 includes a differential device 3, wherein the differential device 3 is designed as a bevel gear drive. The differential device 3 includes a differential housing 4, wherein a ring gear 5, including a differential cage 6 attached thereto, is arranged in the differential housing 4. For example, the differential cage 6 is connected to the ring gear 5 in an integrally joined and/or form-locking and/or force-locking manner. In particular, the ring gear 5 and the differential cage 6 are rotatably mounted in the differential housing 4. The differential device 3 includes at least one differential bevel gear 7. For example, the differential device 3 includes four differential bevel gears which are uniformly spaced apart from one another. The differential bevel gear 7 is arranged and rotatably mounted in the differential cage 6.

[0041] The transmission arrangement 2 includes an input shaft 8 and a drive gear 10. Moreover, the vehicle 1 includes an engine 9, for example, an internal combustion engine and/or an electric motor. The input shaft 8 is connected to the engine 9 in a driving manner via an axial end. For example, the input shaft 8 is a cardan shaft. The other axial end of the input shaft 8 is rotationally fixed to the drive gear 10. The drive gear 10 and the ring gear 5 are designed, for example, as bevel gears and are engaged with one another.

[0042] The transmission arrangement 2 includes a first output shaft arrangement 11 and a second output shaft arrangement 12. The two output shaft arrangements 11, 12 together form the vehicle axle of the vehicle 1. The two output shaft arrangements 11, 12 define a main axis H. The first output shaft arrangement 11 is formed by a first output shaft 13 and an intermediate shaft 14. The second output shaft arrangement 12 is formed by a second output shaft 15.

[0043] The vehicle 1 includes a first vehicle wheel 16a and a second vehicle wheel 16b. The first vehicle wheel 16a is connected to the first output shaft 13 and the second vehicle wheel 16b is connected to the second output shaft 15. The two output shafts 13, 15 and the intermediate shaft 14 rotate about the main axis H during an operating condition of the vehicle 1.

[0044] The intermediate shaft 14 includes a first side gear 17a at one axial end and the second output shaft 15 includes a second side gear 17b at one axial end. The two side gears 17a, 17b are designed, for example, as bevel gears and are arranged in the differential housing 4, in particular in the differential cage 6. Each of the two side gears 17a, 17b is in intermeshing contact with the differential bevel gear 7. The intermediate shaft 14 is guided through the differential cage 6 and the differential housing 4 and the second output shaft 15 is guided through the ring gear 5 and the differential housing 4.

[0045] The intermediate shaft 14 includes a first coupling gear 18 at an opposite axial end. The first output shaft 13 includes a second coupling gear 19 at an opposite axial end. The differential cage 6 includes a hollow shaft 21, wherein the hollow shaft 21 is rotatably mounted in the differential housing 4. The intermediate shaft 14 is guided through the hollow shaft 21. The hollow shaft 21 includes a third coupling gear 20. For example, the first coupling gear 18, the second coupling gear 19, and the third coupling gear 20 are connected to the intermediate shaft 14, the first output shaft 13, and the hollow shaft 21, respectively, in a form-locking and/or integrally joined and/or force-locking manner. The coupling gears 18, 19, 20 are designed, for example, as spur gears.

[0046] The transmission arrangement 2 includes a coupling unit 22. The coupling unit 22 is, for example, a form-locking dog clutch. The hollow shaft 21 extends in parallel to the main axis H from the differential cage 6 through the differential housing 4 in the direction of the coupling unit 22. The coupling unit 22 is axially displaceable with respect to the main axis H. For example, the coupling unit 22 forms a contour partner with an external gearing of the coupling gears 18, 19, 20, and so, in the event of a coupling, a positive engagement is formed in the circumferential direction with respect to the main axis H. The coupling unit 22 is displaceable into three different engagement positions. In the disconnect engagement position shown, the coupling unit 22 is coupled only to the first coupling gear 18, and so the first output shaft 13 and the hollow shaft 21, and the differential cage 6, are decoupled from the intermediate shaft 14.

[0047] In this operating condition of the vehicle 1, the two vehicle wheels 16a, 16b rotate freely with respect to one another. The first vehicle wheel 16a rotates freely with the aid of the first output shaft 13. The second vehicle wheel 16b rotates with the aid of the second output shaft 15, the second side gear 17b, the differential bevel gear 7, the first side gear 17a, and the intermediate shaft 14. The differential cage 6 is in the disconnect engagement position, and so the wheel rolling motions of the second vehicle wheel 16b are transmitted only to the intermediate shaft 14.

[0048] FIG. 2 shows, in the same representation as in FIG. 1, the vehicle 1 including the transmission arrangement 2 in a connect-open engagement position. The coupling unit 22 has been axially displaced in the direction of the second coupling gear 19. The first coupling gear 18 and the second coupling gear 19 are coupled to one another in a rotationally fixed manner with the aid of the coupling unit 22. Therefore, the first output shaft 13 and the intermediate shaft 14 are coupled to one another in a rotationally fixed manner, and so the differential device 3 forms an open differential.

[0049] In this operating condition of the vehicle 1, the two vehicle wheels 16a, 16b jointly rotate with the aid of the two output shaft arrangements 11, 12 and the differential bevel gear 7. Therefore, different rotational speeds of the two vehicle wheels 16a, 16b are compensated for during a cornering maneuver of the vehicle 1. The first vehicle wheel 16a rotates with the aid of the first output shaft 13, the intermediate shaft 14, and the first side gear 17a. The second vehicle wheel 16b rotates with the aid of the second output shaft 15 and the second side gear 17b.

[0050] The differential cage 6 rotates, in the connect-open engagement position, in the circumferential direction with respect to the main axis H. A drive torque is transmitted from the engine 9 via the input shaft 8, the drive gear 10, and the ring gear 5 to the differential cage 6 and, therefore, to the differential bevel gear 7. Therefore, the drive torque is distributed with the aid of the differential bevel gear to the two side gears 17a, 17b and to the two output shafts 13, 15.

[0051] FIG. 3 shows, in the same representation as in FIG. 1, the vehicle 1 including the transmission arrangement 2 in a connect-lock engagement position. The coupling unit 22 has been axially displaced further in the direction of the second coupling gear 19. The first coupling gear 18, the second coupling gear 19, and the third coupling gear 20 are coupled to one another with the aid of the coupling unit 22. Therefore, the first output shaft 13, the intermediate shaft 14, and the differential cage 6 are coupled to one another in a rotationally fixed manner, and so the differential device 3 forms a locked differential.

[0052] In this operating condition of the vehicle 1, the two vehicle wheels 16a, 16b rotate together with the aid of the two output shaft arrangements 11, 12 and the differential device 3 and the differential cage 6. Therefore, the two vehicle wheels 16a, 16b rotate at the same rotational speed, since the differential device 3 operates in a direct drive condition. The first vehicle wheel 16a rotates with the aid of the first output shaft 13, the intermediate shaft 14, and the first side gear 17a, as well as with the aid of the hollow shaft 21 and the differential cage 6. The second vehicle wheel 16b rotates with the aid of the second output shaft 15 and the second side gear 17b.

[0053] The differential cage 6, in the connect-lock engagement position, rotates in the circumferential direction with respect to the main axis H. The drive torque is transmitted from the engine 9 via the input shaft 8, the drive gear 10, and the ring gear 5 to the differential cage 6 and, therefore, to the differential bevel gear 7 and the first output shaft arrangement 11. Therefore, the drive torque is distributed equally to the two side gears 17a, 17b and the two output shafts 13, 15, wherein no relative rotational speed differences are compensated for and the differential device 3 is locked.

[0054] Modifications and variations can be made to the embodiments illustrated or described herein without departing from the scope and spirit of the invention as set forth in the appended claims.

REFERENCE CHARACTERS

[0055] 1 vehicle [0056] 2 transmission arrangement [0057] 3 differential device [0058] 4 differential housing [0059] 5 ring gear [0060] 6 differential cage [0061] 7 differential bevel gear [0062] 8 input shaft [0063] 9 engine [0064] 10 drive gear [0065] 11 first output shaft arrangement [0066] 12 second output shaft arrangement [0067] 13 first output shaft [0068] 14 intermediate shaft [0069] 15 second output shaft [0070] 16a first vehicle wheel [0071] 16b second vehicle wheel [0072] 17a first side gear [0073] 17b second side gear [0074] 18 first coupling gear [0075] 19 second coupling gear [0076] 20 third coupling gear [0077] 21 hollow shaft [0078] 22 coupling unit