Power take-off device for a motor vehicle and motor vehicle drive train

Abstract

A power take-off device for a motor vehicle has a drive input, two drive outputs and a clutch. The first drive output channels drive torque from the power take-off device to propel the motor vehicle. The second drive output channels drive torque from the power take-off device to an auxiliary unit to drive the auxiliary unit. The clutch selectively couples the drive input to the first and second drive outputs. The clutch has three shift positions. In the first shift position, the drive input is coupled to the first drive output and decoupled from the second drive output. In the second shift position, the drive input is coupled to the second drive output and decoupled from the first drive output. In the third shift position, the drive input is coupled to both the first and second drive outputs.

Claims

1. A power take-off device for a motor vehicle comprising: a drive input, a first drive output, a second drive output, and a clutch, the first drive output being designed to channel at least part of a drive torque from the power take-off device to propulsion means of the motor vehicle in order thereby to propel the motor vehicle, the second drive output being designed to channel at least part of the drive torque from the power take-off device to an auxiliary unit thereby in order to drive the auxiliary unit, the clutch being designed for selectively coupling the drive input to the first drive output and the second drive output, the clutch being shiftable into first, second and third shift positions, such that: in the first shift position of the clutch, the drive input is coupled to the first drive output and the drive input is decoupled from the second drive output, and in the second shift position of the clutch, the drive input is coupled to the second drive output and the drive input is decoupled from the first drive output, and in the third shift position of the clutch, the drive input is coupled to both the first drive output and the second drive output, the drive input of the power take-off device is formed by a drive input shaft and the first drive output of the power take-off device is formed by a first drive output shaft and the second drive output of the power take-off device is formed by a second drive output shaft, a first gearwheel and a second gearwheel are provided for the transmission of torque from the drive input shaft to the second drive output shaft, the second gearwheel is permanently coupled to the first gearwheel, the first gearwheel is optionally coupled to and decoupled from the drive input shaft by the clutch, the second gearwheel is permanently coupled to the second drive output shaft, the first gearwheel is arranged coaxially on the drive input shaft, and the clutch is arranged axially between the first gearwheel and the first drive output shaft.

2. The power take-off device according to claim 1, wherein the clutch comprises a sliding sleeve which has three detent positions, and each of the three detent positions respectively corresponds to one of the first, the second and the third shift positions.

3. The power take-off device according to claim 1, wherein the power take-off device has a housing of its own, and the clutch and a power transmitting means are arranged inside the housing of the power take-off device for transmitting the drive torque from the drive input to the first and the second drive outputs.

4. The power take-off device according to claim 3, wherein either the housing of the power take-off device is designed to be fixed to a housing of a multi-gear transmission, or the housing of the power take-off device is designed to be fixed to a frame or a chassis of the motor vehicle to which the housing of the multi-gear transmission is also attached.

5. The power take-off device according to claim 4, wherein the power take-off device is designed to be arranged on an output side of the multi-gear transmission.

6. The power take-off device according to claim 1, wherein the power take-off device is designed to be accommodated inside a housing of a multi-gear transmission.

7. The power take-off device according to claim 6, wherein the multi-gear transmission comprises first and second spaces inside the housing thereof, the power take-off device is designed to be accommodated in the first space inside the housing of the multi-gear transmission, and transmission shifting elements and gearwheels, which produce various and selectively engagable gear ratio steps of the multi-gear transmission, are accommodated in the second space of the housing of the multi-gear transmission, and the first and the second spaces are separated from one another.

8. The power take-off device according to claim 1, wherein the first drive output of the power take-off device is formed by a first drive output shaft and the second drive output of the power take-off device is formed by a second drive output shaft, and the first drive output shaft and the second drive output shaft are arranged parallel to and laterally offset from one another.

9. A motor vehicle drive-train for driving propulsion means of a motor vehicle and for powering an auxiliary unit which is arrangable on the motor vehicle, a multi-gear transmission and a power take-off device for selectively driving the propulsion means and the auxiliary unit, the power take-off device comprising: a drive input, first and second drive outputs, and a clutch, the first drive output being designed to channel at least part of a drive torque from the power take-off device to the propulsion means of the motor vehicle in order thereby to propel the motor vehicle, the second drive output being designed to channel at least part of the drive torque from the power take-off device to the auxiliary unit thereby in order to drive the auxiliary unit, the clutch being designed for coupling the drive input selectively to the first drive output and the second drive output, the clutch being shiftable to first, second and third shift positions, such that: in the first shift position of the clutch, the drive input is coupled to the first drive output and the drive input is decoupled from the second drive output, in the second shift position of the clutch, the drive input is coupled to the second drive output and the drive input is decoupled from the first drive output, and in the third shift position of the clutch, the drive input is coupled to both the first drive output and the second drive output, the drive input of the power take-off device is formed by a drive input shaft and the first drive output of the power take-off device is formed by a first drive output shaft and the second drive output of the power take-off device is formed by a second drive output shaft, a first gearwheel and a second gearwheel are provided for the transmission of torque from the drive input shaft to the second drive output shaft, the second gearwheel is permanently coupled to the first gearwheel, the first gearwheel is optionally coupled to and decoupled from the drive input shaft by the clutch, the second gearwheel is permanently coupled to the second drive output shaft, the first gearwheel is arranged coaxially on the drive input shaft, and the clutch is arranged axially between the first gearwheel and the first drive output shaft.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) Below, the invention is explained in greater detail with reference to figures from which further preferred embodiments of the invention can emerge. The figures show, in each case in a schematic representation:

(2) FIG. 1: A motor vehicle drive-train with a power take-off device,

(3) FIG. 2: Another motor vehicle drive-train with another power take-off device,

(4) FIG. 3: A gearset for the power take-off device shown in FIGS. 1 and 2.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

(5) In the figures the same or at least functionally equivalent components are denoted by the same indexes.

(6) The motor vehicle drive-train in FIGS. 1 and 2 consists in each case essentially of a drive motor 1, a multi-gear transmission 2, a power take-off device 3 and propulsion means 4. An auxiliary unit 5 to be driven, which can be part of the motor vehicle itself or can be arranged on it, can be coupled to and decoupled from the motor vehicle drive-train by means of the power take-off device for driving purposes. The preferred gearset for the power take-off device 3 in FIG. 1 is shown in greater detail in FIG. 3.

(7) The drive motor 1 serves to produce a drive torque or a mechanical drive input power. This serves—as necessary—to propel the vehicle and—as necessary—to power the auxiliary unit 5. The motor 1 is in particular in the form of an internal combustion engine or an electric motor.

(8) The motor 1 is permanently drivingly coupled to the drive input of the multi-gear transmission 2 or can optionally be coupled to and decoupled from it by means of a separator clutch. The multi-gear transmission 2 has a plurality of gear ratios that can be engaged selectively. Thus, the drive torque delivered by the motor 1 at the drive output of the transmission 2 can optionally be increased or decreased, or its action direction (rotational direction) can be reversed. The transmission 2 is for example an automatic transmission.

(9) The propulsion means 4 are drive-coupled to a first drive output of the power take-off device 3. In FIGS. 1 and 2 these means are depicted, for example, as drive wheels. The coupling takes place by way of appropriately designed driveshafts and if necessary a differential gear system arranged between the drive wheels.

(10) The auxiliary unit 5 is drivingly connected to a second drive output of the power take-off device 3. This is preferably a pump or an electric generator or some other auxiliary unit to be driven, which should when required be able to be driven by the drive torque from the motor 1. Usually, the auxiliary unit 5 serves some purpose other than the propulsion of the vehicle.

(11) The drive input of the power take-off device 3 is drivingly connected to the drive output of the transmission 2. Thus, the drive torque delivered by the motor is transmitted by way of the transmission 2 to and into the power take-off device 3. For that purpose the power take-off device 3 is arranged on the output side of the transmission 2.

(12) The power take-off device 3 has a clutch which can adopt exactly three or at least three shift positions I, II and III. In this way it can be arranged that the power take-off device 3 transmits the drive torque applied to its drive input, selectively: to the auxiliary unit 5, or to the propulsion means 4, or to both the auxiliary unit 5 and the propulsion means 4.

(13) In FIGS. 1 and 2 this is indicated by corresponding arrows at the drive input and the two drive outputs of the power take-off device 3. These three drive modes correspond to the three shift positions I, II and III of the clutch. Thus, the drive modes of the power take-off device 3 can be realized with this one clutch.

(14) Below, the power take-off device 3 will be explained in greater detail with reference to the preferred gearset of the power take-off device 3 in FIGS. 1 and 2, illustrated in FIG. 3.

(15) The clutch of the power take-off device 3 comprises a sliding sleeve 3A, which can be moved to the three shift positions I, II and III. The shift positions are preferably designed as detent positions. The sliding sleeve 3A is moved by an actuator system in a suitable manner, in particular pneumatically, hydraulically or electrically. Manually controlled movement is also possible.

(16) In the first shift position I, the sliding sleeve 3A is moved to the right in FIG. 3, whereby a driveshaft 3B of the power take-off device 3 used as a drive input is drivingly coupled only to the first drive output shaft 3C of the power take-off device 3 used as the first drive output. Thereby, all of the torque applied at the drive input 3B is transmitted to the first drive output 3C. Since the first drive output 3C is coupled to the propulsion means 4, those means now propel the motor vehicle by virtue of the drive torque applied to them.

(17) The first drive output shaft 3C is arranged coaxially with the drive input shaft 3B. Thus, in the first shift position I, in the simplest case the sliding sleeve 3A bridges an otherwise present gap between the drive input shaft 3B and the drive output shaft 3C.

(18) In the second shift position II, the sliding sleeve in FIG. 3 is moved to the left, whereby the driveshaft 3B used as the drive input is drivingly coupled only to the second drive output shaft 3D of the power take-off device 3 used as the second drive output. Thereby, all of the torque applied at the drive input 3B is transmitted to the second drive output 3D. Since the second drive output 3D is coupled to the auxiliary unit 5, the latter is now operated by the drive torque applied thereto; for example a medium is pumped by the auxiliary unit 5 or electric current is generated.

(19) The drive torque is transmitted from the drive input 3B to the first drive output 3C by a first gearwheel 3E arranged coaxially on the driveshaft 3B. This is permanently coupled to a second gearwheel 3F arranged coaxially with the second drive output shaft 3D. For example, this is because the gearwheels 3E and 3F mesh directly with one another or are permanently coupled to one another indirectly by a link chain. The second gearwheel 3F is permanently and directly coupled to the second drive output shaft 3D. It is possible for the second gearwheel 3F and the second drive output shaft 3D to be made integrally, as one piece. The first gearwheel 3E is preferably mounted rotatably on the driveshaft 3B by a roller bearing.

(20) The first gearwheel 3E can optionally be coupled to and decoupled from the second drive output shaft 3D by means of the clutch/sliding sleeve 3A. In the first shift position I it is decoupled (no torque transmission) and in the second and third shift positions II, III it is coupled (torque transmission). The clutch/sliding sleeve 3A is arranged axially between the first gearwheel 3E and the first drive output shaft 3C. An optional connecting shaft 3G between the clutch/sliding sleeve 3A and the first gearwheel 3E can be in the form of a hollow shaft. The connecting shaft 3G can be made integrally, in one piece with the first gearwheel 3E.

(21) The two drive output shafts 3C, 3D each have a shaft flange to which the propulsion means 4 or the auxiliary unit 5, respectively, are coupled.

(22) In the third shift position III, the sliding sleeve according to FIG. 3 is in a central position between the first and second shift positions I, II, whereby the driveshaft 3B is drivingly coupled to both the first drive output shaft 3C and the second drive output shaft 3D. Thereby, the torque applied at the drive input 3B is transmitted to the first and the second drive outputs 3C, 3D, i.e. correspondingly distributed between them. Accordingly the vehicle is propelled and at the same time the auxiliary unit 5 is driven.

(23) Below, the differences between the drive-trains according to FIG. 1 and FIG. 2 will be explained. These differ essentially in that in FIG. 1 the power take-off device 3 is in a stand-alone form whereas in FIG. 2 it is arranged inside a housing 2A of the multi-gear transmission 2. In both of the cases illustrated the power take-off device 3 is arranged in the drive-train on the drive output side of the multi-gear transmission 2.

(24) In FIG. 1 the power take-off device 3 has a housing 3H of its own. This encloses the elements of the power take-off device 3 shown in FIG. 3. Likewise, the power take-off device 3 then preferably has an actuator system of its own for actuating the clutch 3A. Similarly, the power take-off device 3 can then have electronics (a control unit) of its own for controlling the clutch 3A. In particular, the power take-off device 3 then also has a lubricant supply of its own.

(25) The housing 3H is designed so that the power take-off device 3 can be fitted onto the motor vehicle. Thus, it has appropriate fixing means such as in particular at least one housing flange or fixing eyelets. In FIG. 1 possible fixing connections for fitting the power take-off device 3 by way of its housing 3H are indicated, as examples, by dotted lines. These are for example screw connections that engage, on the one hand, with the fixing means of the power take-off device 3 and, on the other hand, in corresponding fixing means of the multi-gear transmission 2 or of the vehicle.

(26) Accordingly the housing 3H can be designed for fixing onto the multi-gear transmission 2 (see the dotted lines to the multi-gear transmission 2). Alternatively or in addition, however, the housing 3H can also be designed to be fixed to a frame or chassis 6 of the motor vehicle, to which the multi-gear transmission 2 is also fixed (see the dotted lines to the frame/chassis 6).

(27) A particular advantage of the embodiment according to FIG. 1 is that the drive-train has a modular structure, with a clear functional separation of the multi-gear transmission 2 and the power take-off device 3. This can simplify the maintenance and servicing of the drive-train.

(28) In FIG. 2, in contrast, the power take-off device 3 does not have a housing of its own. Instead, the power take-off device 3 is integrated in the transmission housing 2A of the multi-gear transmission 2. Thus, besides the transmission shifting elements and gearwheels of the multi-gear transmission 2 the housing 2A also encloses the elements of the power take-off device 3 shown in FIG. 3. Accordingly, it is possible to use the actuator system and or electronic controls (control unit), in any case already present in the multi-gear transmission 2, for controlling the clutch 3A. In particular, in this case the power take-off device 3 shares a common lubricant supply with the multi-gear transmission 2.

(29) In this case the power take-off device 3 is designed to be arranged inside a first space 2B of the housing 2A. On the other hand, the transmission shifting elements and gearwheels for producing the various gear ratio steps of the multi-gear transmission 2 are accommodated in a second space 2C of the housing 2A. The two spaces 2B, 2C are separated from one another by a housing wall 2D arranged inside the housing 2A. The drive output of the multi-gear transmission 2 passing through the wall 2D can in this case be identical to the drive input of the power take-off device 3.

(30) The power take-off device 3 in the first space 2B is in this case also arranged on the drive output side of the actual multi-gear transmission (transmission shifting elements and gearwheels for producing the various gear ratio steps, in the second space 2C).

(31) The housing 2A is designed so that the multi-gear transmission 2 with the power take-off device 3 can be fixed onto the motor vehicle. It therefore comprises appropriate fixing means, such as in particular at least one housing flange, or fixing eyelets. In FIG. 2 possible fixing connections for attaching the housing 2A to the frame/chassis 6 of the vehicle are indicated, as examples, by dotted lines. These are for example screw connections which engage, on the one hand, in the fixing means of the multi-gear transmission 2 and, on the other hand, in corresponding fixing means of the frame/chassis 6.

(32) The particular advantage of the embodiment according to FIG. 2 is a compact structure of the multi-gear transmission 2 and the power take-off device 3. This reduces the fitting space required.

INDEXES

(33) 1 Drive motor 2 Multi-gear transmission 2A housing 2B Space 2C Space 2D Housing wall 3 Power take-off device 3A Clutch, sliding sleeve 3B Drive input, drive input shaft 3C Drive output, drive output shaft 3D Drive output, drive output shaft 3E Gearwheel 3F Gearwheel 3G Connecting shaft 3H Housing 4 Propulsion means, wheel 5 Auxiliary unit 6 Frame, chassis I, II, III Shift positions