CN111216546B - Electromechanical drive for a motor vehicle - Google Patents
Electromechanical drive for a motor vehicle Download PDFInfo
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- CN111216546B CN111216546B CN201911173361.5A CN201911173361A CN111216546B CN 111216546 B CN111216546 B CN 111216546B CN 201911173361 A CN201911173361 A CN 201911173361A CN 111216546 B CN111216546 B CN 111216546B
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- spur gear
- gear
- stage
- input shaft
- shaft
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/02—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of clutch
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K1/00—Arrangement or mounting of electrical propulsion units
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing
- B60K17/06—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing of change-speed gearing
- B60K17/08—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing of change-speed gearing of mechanical type
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/26—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or type of freewheel device
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/003—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion the gear ratio being changed by inversion of torque direction
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
- F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
- F16H3/10—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with one or more one-way clutches as an essential feature
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K1/00—Arrangement or mounting of electrical propulsion units
- B60K2001/001—Arrangement or mounting of electrical propulsion units one motor mounted on a propulsion axle for rotating right and left wheels of this axle
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/0021—Transmissions for multiple ratios specially adapted for electric vehicles
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
- F16H2200/0034—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising two forward speeds
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- General Engineering & Computer Science (AREA)
- Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)
- Retarders (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
本发明涉及用于机动车的机电的驱动装置，其具有：电动机，电动机具有定子和转子；减速器，减速器构成为圆柱齿轮变速器并具有输入轴以及输出轴，减速器具有第一圆柱齿轮级和第二圆柱齿轮级，第一圆柱齿轮级具有第一驱动圆柱齿轮和第一从动圆柱齿轮，第二圆柱齿轮级具有第二驱动圆柱齿轮、第一中间轮、第二中间轮和第二从动圆柱齿轮，设有第一超越离合器，第一超越离合器在转子轴沿第一转动方向转动时以经由第一变速器级引导负载的方式将输入轴和输出轴耦联，并且设有第二超越离合器，第二超越离合器在第一中间轮和第二中间轮之间起作用，并且在转子轴沿与第一转动方向相反的转动方向转动时以经由第二变速器级引导负载的方式将输入轴和输出轴耦联。
The present invention relates to an electromechanical drive device for a motor vehicle, which comprises: an electric motor having a stator and a rotor; a reduction gear, the reduction gear is configured as a spur gear transmission and has an input shaft and an output shaft, the reduction gear has a first spur gear stage and a second spur gear stage, the first spur gear stage has a first driving spur gear and a first driven spur gear, the second spur gear stage has a second driving spur gear, a first intermediate gear, a second intermediate gear and a second driven spur gear, a first overrunning clutch is provided, the first overrunning clutch couples the input shaft and the output shaft in a manner of guiding a load via the first transmission stage when the rotor shaft rotates in a first rotational direction, and a second overrunning clutch is provided, the second overrunning clutch acts between the first intermediate gear and the second intermediate gear and couples the input shaft and the output shaft in a manner of guiding a load via the second transmission stage when the rotor shaft rotates in a rotational direction opposite to the first rotational direction.
Description
Technical Field
The invention relates to an electromechanical drive for a motor vehicle, comprising: a motor; a speed reducer which is configured as a spur gear transmission; and an axle differential for branching the drive power directed via the reduction gear to the first and second wheel drive axles.
Background
Such a drive is known from DE 10 2015 110 839 A1. The spur gear transmission is formed here as a two-stage shiftable transmission. The spur gear transmission has an input shaft and an output shaft. Two driven spur gears are arranged on the input shaft, two driven spur gears are arranged on the output shaft, and the output gear is used for continuously guiding power. A first drive spur gear disposed on the input shaft and a driven first spur gear of the output shaft in combination therewith achieve a first gear ratio. A second drive spur gear arranged on the input shaft and a second spur gear of the output shaft in combination therewith achieve a second gear ratio. The second drive spur gear can be switchably coupled with the input shaft via a clutch device. The two wheels which are arranged on the output shaft and are driven in this case are coupled to the output shaft via an overrunning clutch (Freilauf) in such a way that the output shaft can exceed the respective non-final driven wheels which are driven in the same direction. One of the overrunning clutches can be connected in a switchable manner.
In a popular transmission design with spur gear stages, the gear to be shifted is shifted by means of clutches and synchronization as already described above. In order to be able to engage gears during driving, the engine is first of all kinematically decoupled from the input shaft of the transmission by actuating the clutch. The rotational speed of the input shaft is then synchronized to the rotational speed of the selected gear taking into account the target gear ratio. The positive connection of the input shaft to the wheel of the desired gear is then only effected. This process is disadvantageous in automated transmission design in the following cases: the internal combustion engine is decoupled from the transmission during the gear change. Accordingly, no power temporarily flows through the transmission. So-called traction interruption occurs, which can be perceived by the driver as longitudinal dynamic vibrations affecting comfort. In manually shifted transmissions, the process is less disadvantageous because the driver himself pushes the shift process and thus causes traction disturbances. In automated transmission designs, the driver is surprised more or less by longitudinal dynamic vibrations caused by gear shifting. In a dual clutch transmission, the problem can be avoided by smooth transitions of the on and off clutches. The smooth transition can also be made under load so that no traction interruption occurs.
DE 10 2013 207 681 A1 describes an electromechanical drive for a motor vehicle. The electromechanical drive is formed by an electric motor having a stator and a rotor and a reduction gear. The reduction gear is configured as a double-shaft spur gear transmission having two spur gear stages. The first spur gear stage is formed by a meshed pair of spur gears. The second spur gear stage furthermore has an intermediate wheel which meshes with the drive spur gear and the driven spur gear. An overrunning clutch is provided in the first spur gear stage just as in the second spur gear stage. Overrunning clutches are respectively arranged between the driving wheels and the driving shafts. The two overrunning clutches are each engaged in the other drive direction for transmitting the drive torque, so that always one overrunning clutch carries the drive torque and the other overrunning clutch idles.
Disclosure of Invention
The invention is based on the object of providing an electromechanical drive device which can be operated temporarily in an energy recovery mode and which is characterized by a robust and cost-effective design and by advantageous mechanical operating properties.
The object is achieved according to the invention by an electromechanical drive device for a motor vehicle, comprising:
-an electric motor having a stator and a rotor;
A reduction gear which is designed as a spur gear transmission and has an input shaft and an output shaft, wherein
The reduction gear has a first spur gear stage with a first gear ratio and a second spur gear stage with a second gear ratio,
The first spur gear stage has a first driving spur gear and a driven spur gear,
A first driven spur gear is arranged on the input shaft and engages into a first driven spur gear which is arranged on the output shaft,
The second spur gear stage has a second driving spur gear, a first intermediate wheel, a second intermediate wheel axially adjacent thereto and a second driven spur gear,
A second driving spur gear is arranged on the input shaft and is here engaged in the first intermediate wheel,
The second intermediate wheel engages into a second driven spur gear which is arranged on the output shaft,
A first overrunning clutch is provided which couples the input shaft and the output shaft when the rotor shaft rotates in a first rotational direction in such a way that the load is guided via the first transmission stage,
-Providing a second overrunning clutch which acts between the first intermediate wheel and the second intermediate wheel and which couples the input shaft and the output shaft in a rotational direction of the rotor shaft opposite to the first rotational direction in such a way that the load is guided via the second transmission stage, and
-Provided with a bridging clutchFor bridging the first or second overrunning clutch such that a power transmission from the output shaft into the input shaft is possible via the first or second transmission stage during freewheeling of the motor vehicle.
In this way, it is advantageously possible to provide a drive in which the gear ratio can be adapted to the vehicle speed and the current drive torque requirement without high dynamics and without significant traction interruption due to a change of direction of the electric motor, and which can furthermore be realized, during a slip operation of the vehicle, by recovering energy via the electric motor or also by providing an electric reverse gear. The drive device can be designed such that it sets one of the gear steps to the gear step for the first-used standard operation. The further gear stage, which can be activated by reversing the rotational direction of the electric motor, can then be a stage for very high vehicle final speeds or for very high wheel drive torques.
The first intermediate wheel and the second intermediate wheel together form an intermediate wheel pair. The two intermediate wheels are arranged coaxially and axially adjacent to each other and the second overrunning clutch is arranged between the two intermediate wheels such that the intermediate wheels can transmit torque in one direction, but are decoupled when loaded in the opposite direction such that no torque is transmitted between the two intermediate wheels. The second overrunning clutch can be in particular configured as a clamping body overrunning clutch and can be arranged axially between the intermediate wheels.
The bridging clutch may be formed as a positively coupled clutch, which can be switched via the actuator device. The coupling state can be supported by temporarily actively synchronizing the electric motor and the transmission section that is driven in freewheeling by: the motor is temporarily actively set at the corresponding rotational speed during the time when the coupling state is initiated, in particular very simply set at the load. It then engages the overrunning clutch corresponding to the current direction of rotation, which is perceived by a simple current rise of the engine, and at this point the bridging clutch can be brought into a fully synchronized state. Otherwise, the synchronization state can also be actively caused when other signals are considered, which are generated, for example, by sensors. After switching in, the recovered power can be set by the distributed steering stator field. The recuperation power can be set to a relatively small value and increased only when the driver lifts his foot completely and actuates the brake. The recuperation power is then first increased accordingly as a function of the brake pedal actuating force and/or the brake pedal depression, and the brake system is only activated in the state in which the maximum recuperation power no longer covers the required brake power. For this purpose, the braking power of the primary drive can also be used, and then the actual wheel braking system becomes effective accordingly.
The bridging clutch may also be configured as a friction-fit coupled clutch. In this case, the bridging, thus blocking the coupling state of the overrunning clutch, can be effected without active synchronization or without the occurrence of a suitable shift instant, wherein such synchronization or the occurrence of an ideal shift instant causes a reduction in the load of the bridging clutch, so that the bridging state is preferably only caused when using a friction-fit coupled bridging clutch if: sufficient, preferably actively induced synchronicity of the system sections occurs.
According to a particular aspect of the invention, two crossover clutches are provided so that two different gear ratios are provided for the energy recovery operation. This allows the generation of the recuperation power in a rotor speed range that is optimized for the current vehicle speed. Thus, on the one hand, the rotor can be driven for energy recovery at high vehicle speeds without the rotor rotating unacceptably high. On the other hand, the kinetic energy of the vehicle can be recovered effectively approximately until the vehicle is stopped. In addition, a direct transition between the drive mode and the energy recovery mode can be achieved when the crossover clutch is closed, and the crossover clutch is opened when a gear ratio change is required. In order to open the bridging clutch, the electric motor is preferably actuated temporarily, so that the bridging clutch can be opened without load.
The selection of the respective transmission ratio can accordingly involve additional information, so that, for example, in the case of a rising lane from a parking start, the electronic control unit first selects the stage with the higher gear ratio, whereas in the phase with the most unloaded freewheeling, then for further driving the engine rotation direction is selected in which the gear ratio stage for the high vehicle speed assumes the power transmission. The shift of the gear stage can take place during the most load-free phase of operation of the vehicle and need not be specified as a specific motor speed or vehicle speed. For example, a criterion for shifting between gear ratios for a relatively wide speed range can be provided, and shifting can be performed if only small load demands occur temporarily in this region, wherein the load demands can also be actively induced in the hybrid vehicle by corresponding actuation of the primary transmission. By the concept according to the invention: the vehicle has a rolling state when the rotor of the electric motor is not engaged, wherein the control device can then determine, in the event of a load demand, which gear ratio is to be used for the load demand, as a function of the vehicle speed, and the desired gear ratio is selected by setting the direction of rotation of the engine in which said gear ratio is to be generated. The rotors are not drawn together forcibly in the drive according to the invention and the output shaft can then be rotated without load when the vehicle is driven by the primary drive. It is furthermore possible to select the gear ratio in dependence on the setting performed on the vehicle side. It is thus possible to provide the driver with an input device in the region of the operating environment, by means of which the driver can select, for example, a specific "gear" and thus a specific direction of rotation of the engine. Furthermore, the driver can also select a specific operating mode, for example a sporty operating mode, in which a shift characteristic optimized for speed is produced, or an energy-saving mode, in which the electric motor is active in a rotational range that is advantageous with respect to efficiency.
The drive device according to the invention can advantageously form a secondary drive for a motor vehicle, while a primary drive, for example in the form of an internal combustion engine or another electric machine, is arranged on the other axle. Functions such as driving in reverse and energy recovery are also assumed by the primary drive, for example. Furthermore, in an advantageous manner, the primary drive can "smooth" the possible shift pauses (in the case of a motor commutation) and the traction force interruption during the shifting of the secondary drive. The secondary drive or alternatively also the entire axle with the secondary drive is preferably selectively disconnectable (AWD-disconnected, on-hook-Kupplung). Alternatively or also in parallel thereto, a form-or friction-fitting (e.g. claw) clutch may be provided in the drive device according to the invention, preferably at a suitable location, in order to bridge the overrunning clutch if required for reversing and energy recovery.
The drive according to the invention is preferably designed such that the first overrunning clutch is arranged in the first drive gear. The second overrunning clutch kinematically acts between and unidirectionally couples two axially adjacent intermediate wheels. The overrunning clutch may be configured as a positively and/or friction-coupled overrunning clutch. The overrunning clutch can thus be designed such that the occurrence of the coupled state is supported also under the action of the tooth reaction force and, for example, with at least a small axial displacement of the toothed wheel with helical teeth.
The drive is furthermore preferably designed such that a first gear ratio is realized via the first spur gear stage, the absolute value of which is greater than the absolute value of a second gear ratio realized via the second spur gear stage. In this case, then, the first drive gear has a smaller addendum circle diameter than the second drive gear. However, it is also possible for the two gear ratios to be coordinated such that the first gear ratio is smaller in absolute terms than the second gear ratio. In this case, the second drive gear then has a smaller tooth tip diameter, and the span of the distance between the drive shaft and the driven shaft is carried out by a gear set formed by the intermediate wheel set and the second driven gear.
According to a further preferred embodiment of the invention, the input shaft is oriented coaxially with the rotor axis or is driven directly by the rotor shaft or is formed by the rotor shaft.
As an alternative to the variant proposed above, it is also possible for the drive to be configured such that a pre-stage wheel is arranged on the input shaft, wherein the pre-stage wheel is then driven by a drive pinion, which is arranged on the rotor shaft of the electric motor.
When the axle differential is integrated directly into the drive, the first and second driven spur gears or at least one of the gears can be arranged directly on the surrounding housing, i.e. on the cover of the axle differential. The input shaft and the output shaft are preferably oriented parallel to one another and the axle differential can be accommodated directly in the transmission housing of the drive. The rotor shaft can be formed as a hollow shaft and the wheel drive shaft can be guided through the rotor shaft if the output shaft directly carries the axle differential. It is thereby made possible that the drive device is realized most compactly.
The drive device is preferably designed for being arranged in the installed state in the motor vehicle such that the input shaft is oriented transversely to the vehicle longitudinal direction. The drive device preferably forms an axle drive module, which is arranged in an intermediate region between the left and right wheels. As long as the drive device is used as a secondary drive, it is preferably arranged here in the region of the rear axle. It is possible that the housing section of the drive device serves as a coupling point for the wheel suspension. The housing of the drive can be used here as a rear axle carrier and provides, for example, a support point for a triangle suspension arm or transverse guide arm, and also for a spring mechanism, in particular a spring leg or torsion spring.
In the drive according to the invention, two transmission stages are formed with overrunning clutches oriented in coordination with one another. Depending on the direction of rotation of the electric machine, the force flow is effected via the first gear or via the second gear and here via the intermediate wheel set to the output shaft. By reversing the motor rotation direction, it is thus possible to shift between the two speed ratios.
The transmission of the drive according to the invention comprises a drive shaft, an intermediate wheel set, a driven shaft and an overrunning clutch or one-way clutch as preferably passive shifting elements, and at least one bridging clutch for bridging the overrunning clutch.
The overrunning clutches of the two transmission stages are in this case configured in opposite fashion, so that only one transmission stage is engaged for each rotational direction of the electric machine. In the first gear, the force flow takes place directly from the drive wheel to the driven wheel. In the second gear, the force flow takes place from the drive wheel via the intermediate wheel set to the output wheel. The intermediate wheel set compensates for the reversal of the direction of rotation of the motor and the driven wheel is thus driven again in the correct direction of rotation. The overrunning clutch arranged in the intermediate wheel pair can realize the decoupling of kinematics related to the rotation direction of the intermediate wheel pair. Thus, gear shifting during reversal of the rotational direction of the motor is possible. In the simplest embodiment, no further shifting devices are required, which reduces the costs, the required installation space and the weight of the transmission. Nor is an additional shift actuator required.
The overrunning clutches arranged in the two transmission stages are blocked against the rotor shaft, i.e. for each rotational direction of the rotor shaft one of the overrunning clutches is loaded and the other overrunning clutch "idles" in the one-way clutch direction (Freilaufrichtung). The output shaft is preferably at the same time a cover, a connecting piece or a surrounding housing of the differential for the power branch. The differential can be configured in a particularly advantageous manner as a spur gear differential.
The gear ratios of the two stages can be adapted such that, by means of them, a specific usage scenario can also be particularly advantageously assigned. Thus, high gear stages can be designed for efficiency optimization when operating in cities, for example at vehicle speeds up to 60km/h, and low gear stages for operation outside of closed-circuit communities. Preferably, the stage comprising the intermediate wheel set is used for statistically fewer occurrences of application, so that the power guidance into the driven gear via the intermediate wheel set additionally meshes less than the stage in the driven gear directly coupled to the output shaft via the drive gear.
The intermediate wheels of the intermediate wheel set may have the same number of teeth or addendum circle diameter. It is however also possible to vary with respect to the number of teeth or the diameter of the tip circle, so that a gear ratio value different from "-1" for the transmission between the driving spur gear and the driven spur gear is generated via the intermediate wheel set.
Drawings
Further details and features of the invention will emerge from the following description in connection with the accompanying drawings. The drawings show:
Fig. 1 shows a schematic diagram for illustrating the construction of an electromechanical drive device according to the invention according to a first embodiment of the invention, having a jumper clutch arranged on an input shaft in a first transmission stage;
Fig. 2 shows a schematic diagram for illustrating the construction of an electromechanical drive according to the invention according to a second embodiment of the invention, having an axle differential integrated into the driven shaft and a jumper clutch provided in the intermediate wheel pair in the second transmission stage;
Fig. 3 shows a schematic diagram for illustrating the construction of an electromechanical drive according to the invention according to a third embodiment of the invention, having a wheel drive shaft guided by a rotor shaft, having an axle differential integrated into a driven shaft, and furthermore having a front-stage transmission arranged between the electric motor and the input shaft and a switchably activatable jumper clutch arranged in the intermediate wheel pair for blocking the second overrunning clutch.
Detailed Description
The view according to fig. 1 shows a first preferred embodiment of an electromechanical drive device for a motor vehicle according to the invention. The driving device includes: a motor E having a stator S and a rotor R. The drive device further comprises a reduction gear G, which is designed as a spur gear train and has an input shaft EW and an output shaft AW.
The reducer G comprises a first spur gear stage GS1 with a first gear ratio i1 and a second spur gear stage GS2 with a second gear ratio i 2. The first spur gear stage GS1 has a first driving spur gear S1A and a first driven spur gear S1B. The first driving spur gear S1A is disposed on the input shaft EW and is engaged into the first driven spur gear S1B, which is disposed on the output shaft AW.
The second spur gear stage GS2 has a second driving spur gear S2A, an intermediate wheel set S2Z and a second driven spur gear S2B. The intermediate wheel set S2Z includes a first intermediate wheel Z1 and a second intermediate wheel Z2. The second drive spur gear S2A is arranged on the input shaft EW and engages here into the first intermediate wheel Z1. The second intermediate wheel Z2 engages radially from the outside into a second driven spur gear S2B, which is arranged on the output shaft AW.
In the drive device according to the invention, a first overrunning clutch FR1 is provided between the input shaft EW and the first drive cylindrical gear AW. Further, a second overrunning clutch FR2 is provided between the first intermediate wheel Z1 and the second intermediate wheel Z2. The first overrunning clutch FR1 is brought into a coupled state in a first rotational direction of the input shaft EW, and the second overrunning clutch FR2 is brought into a coupled state when the input shaft EW is rotated in a rotational direction opposite to the first rotational direction, and the intermediate wheel set guides the load therein. Furthermore, a bridging clutch UK is provided for bridging the first overrunning clutch FR1, so that a power transmission into the input shaft EW can be achieved during freewheeling of the motor vehicle or in order to provide a reverse gear function via the first or second driving spur gear S1A.
The jumper clutch UK is formed here, for example, as a claw clutch which is positively coupled, and in the engaged state the first drive spur gear S1A is coupled torsionally rigidly to the input shaft EW. The jumper clutch UK is placed in the required shift state via the actuator device OP. The actuator device OP is actuated via a control device, which also actuates the electric motor E and takes into account the rotational speeds of the input shaft EW and the output shaft AW.
The first gear ratio i1 is realized via the first spur gear stage GS1, whose absolute value in this embodiment is greater than the absolute value of the second gear ratio i2 realized via the second spur gear stage GS 2.
In this embodiment, the input shaft EW is oriented coaxially with the rotor axis X of the electric motor E, and the input shaft EW is driven here directly by the rotor shaft RW or is also formed directly by the rotor shaft RW.
The view according to fig. 2 shows a second exemplary embodiment of an electromechanical drive device for a motor vehicle according to the invention, which can be incorporated in particular and preferably as a rear axle drive unit in a motor vehicle.
The drive means again comprises: a motor E having a stator S and a rotor R; and a speed reducer G configured as a cylindrical gear transmission mechanism; and an input shaft EW and an output shaft AW. The reduction gear G here also comprises a first spur gear stage GS1 with a first gear ratio i1 and a second spur gear stage GS2 with a second gear ratio i 2. The first spur gear stage GS1 has a first driving spur gear S1A and a first driven spur gear S1B. The first driving spur gear S1A is disposed on the input shaft EW and is engaged into the first driven spur gear S1B, which is disposed on the output shaft AW.
The second spur gear stage GS2 has a second driving spur gear S2A, an intermediate wheel set S2Z and a second driven spur gear S2B. The second drive spur gear S2A is arranged on the input shaft EW and is here engaged in the first intermediate wheel Z1 of the intermediate wheel pair S2Z. The second intermediate wheel Z2 of the intermediate wheel pair S2Z engages radially from the outside into a second drive spur gear S2B, which is arranged on the output shaft AW.
In the drive device according to the present invention, a first overrunning clutch FR1 is provided between the output shaft EW and the first driven cylindrical gear AW. A second overrunning clutch FR2 is furthermore provided between the two intermediate wheels Z1, Z2. The first overrunning clutch FR1 is brought into a coupled state in a first rotational direction of the input shaft, and the second overrunning clutch FR2 is brought into a coupled state when the input shaft EW is rotated in a rotational direction opposite to the first rotational direction, and the intermediate wheel set S2Z guides the load. Furthermore, a first jumper clutch UK is provided for bridging the second overrunning clutch FR2, so that a power transmission into the input shaft EW is possible via the second drive spur gear S2A during freewheeling of the motor vehicle. The crossover clutch UK is shown here by way of example as an electromagnetically actuable crossover clutch UK. The intermediate wheel set S2Z, the second overrunning clutch FR2, the jumper clutch UK and also the coils provided for its execution form an assembly here, which can be inserted in a pre-installed manner during the assembly of the transmission.
The bridging clutch UK is formed here as a claw clutch which is positively coupled and, in the engaged state, couples the first intermediate wheel Z1 with the second intermediate wheel Z2 in a torsionally rigid manner. The bridging clutch UK is thus bridged over the second overrunning clutch FR2. The bridging clutch UK is placed in the required switching state via the actuator device OP. The actuator device OP is actuated via a control device, not shown here, which also actuates the electric motor E and takes into account the rotational speeds of the input shaft EW and the output shaft AW.
A first gear ratio is realized via the first spur gear GS1, the absolute value of which is greater than the absolute value of a second gear ratio realized via the second spur gear stage GS 2.
In this embodiment, the input shaft EW is also oriented coaxially with the rotor axis X of the electric motor E, and the input shaft EW is driven here directly by the rotor shaft RW or is also formed directly by the rotor shaft RW.
The input shaft EW and the output shaft AW are oriented parallel to each other. The drive is designed to be arranged in the installed state in the motor vehicle such that the input shaft EW is oriented transversely to the vehicle longitudinal direction. The drive device may form an axle drive module which is arranged in the middle region between the left and right wheels of the axle.
Fig. 3 shows a view of a third exemplary embodiment of an electromechanical drive device for a motor vehicle according to the invention, which can in turn be incorporated into the motor vehicle preferably as a rear axle drive unit.
The drive means again comprises: a motor E having a stator S and a rotor R; and a speed reducer G configured as a cylindrical gear transmission mechanism; and an input shaft EW and an output shaft AW. The reduction gear G here also comprises a first spur gear stage GS1 with a first gear ratio i1 and a second spur gear stage GS2 with a second gear ratio i 2. The first spur gear stage GS1 has a first driving spur gear S1A and a first driven spur gear S1B. The first driving spur gear S1A is disposed on the input shaft EW and is engaged into the first driven spur gear S1B, which is disposed on the output shaft AW.
The second spur gear stage GS2 has a second driving spur gear S2A, an intermediate wheel set S2Z and a second driven spur gear S2B. The second drive spur gear S2A is arranged on the input shaft EW and is here engaged in the first intermediate wheel Z1 of the intermediate wheel pair S2Z. The second intermediate wheel Z2 of the intermediate wheel pair S2Z engages radially from the outside into a second drive spur gear S2B, which is arranged on the output shaft AW.
In the drive device according to the present invention, a first overrunning clutch FR1 is provided between the input shaft EW and the first drive spur gear S1A. Further, a second overrunning clutch FR2 is provided between the first intermediate wheel Z1 and the second intermediate wheel Z2. The first overrunning clutch FR1 is brought into the coupled state when the input shaft EW rotates in a first rotational direction, and the second overrunning clutch FR2 is brought into the coupled state when the input shaft EW rotates in a second rotational direction opposite to the first rotational direction.
The first overrunning clutch FR1 is provided in the first drive gear S1A. The second overrunning clutch FR2 is provided in the intermediate wheel set S2Z. The first gear ratio is realized via the first spur gear GS1, the absolute value of which is in this embodiment greater than the absolute value of the second gear ratio i2 realized via the second spur gear stage GS 2.
Furthermore, a bridging clutch UK is provided for bridging the second overrunning clutch FR2, so that a power transmission into the input shaft EW is possible via the second transmission stage GS2 during freewheeling of the motor vehicle.
The bridging clutch UK is in turn formed here as a claw clutch which is coupled in a positive-locking manner and is coupled in a torsionally rigid manner to the second intermediate wheel Z2 in the engaged state of the first intermediate wheel Z1. The jumper clutch UK is placed in the required shift state via the actuator device OP. The actuator device OP is actuated via a control device, not shown here, which also actuates the electric motor E and takes into account the rotational speeds of the input shaft EW and the output shaft AW.
In contrast to the embodiment according to fig. 1 and 2, in this embodiment the input shaft EW is not oriented coaxially with the rotor axis X of the motor E, but is offset parallel thereto. The input shaft EW is driven indirectly with the pre-stage GS3 engaged. The pre-stage GS3 comprises a spur gear S3A which is driven directly by the rotor shaft RW and furthermore has a spur gear S3B which is arranged on the input shaft EW and which engages with the spur gear S3A.
In the embodiment shown, the axle differential AD, which now serves to branch off the drive power to the left and right wheel drive axles WSL, WSR, is incorporated into the drive device in such a way that it surrounds the housing ADH as a carrier for the output shaft AW and the two output gears S1B, S B. The axle differential AD is in turn preferably embodied as a spur gear differential, although it is shown differently as a bevel gear differential. Is arranged coaxially around the housing ADH with the rotor axis X. The rotor shaft RW is formed as a hollow shaft and a section of the wheel drive shaft WSL is guided coaxially through the rotor shaft RW. The wheel drive shafts WSL, WSR are shown here by way of example as cardan shafts. If applicable, the drive is designed as a rigid shaft module, so that the illustrated universal joint (Gelenke) can be dispensed with.
The input shaft EW and the output shaft AW are oriented parallel to each other. The drive is designed to be arranged in the installed state in the motor vehicle such that the input shaft EW is oriented transversely to the vehicle longitudinal direction. The drive device may form an axle drive module, which is arranged in the middle region between the left and right wheels LW, RW.
The overrunning clutches FR1, FR2 are brought into a coupled state or an idle state depending on the rotational direction of the rotor R of the electric motor E. The overrunning clutches FR1, FR2 may be configured as friction-and/or form-fittingly coupled overrunning clutches or one-way clutches. It is possible for the overrunning clutches FR1, FR2 to also be realized in conjunction with the axial displaceability of the spur gear, so that, for example, the overrunning clutches FR1, FR2 can be designed such that they initially drive the gear associated therewith as a friction-fit coupling, wherein the gear is displaced axially due to the gear reaction force, i.e. the axial force of the correspondingly designed tilting toothing, and also has a positively coupled state with its shaft. This results in a particularly high torque transmission capacity and a reduction in the load of the friction-fit coupling of the overrunning clutch.
It is furthermore possible in the embodiment described above to provide and to form the intermediate wheel set S2Z for reversing the direction of rotation as a gear set extending axially longer, and this is incorporated into the drive in such a way that the second intermediate wheel Z2 likewise engages into the first driven gear S1B. The second driven gear S2B can be omitted. It is furthermore possible for the first and second driven gears S1B, S B to be identically constructed and for the gear set for the second drive gear S2A to be formed subsequently via the intermediate wheel set S2Z, wherein the second drive gear S2A then preferably has a smaller tip circle radius than the first drive gear S1A. In this case, a transmission ratio with a greater absolute value is then achieved via the second spur gear stage GS 2.
According to a further aspect of the invention, it is also advantageously possible for the two spur gear stages GS1, GS2 to be designed such that the axis X2 of the intermediate gear pair S2Z also lies in an axis plane defined by the axes XEW, XAW of the input shaft EW and the output shaft AW. This measure is particularly advantageous for realizing a transmission housing in the form of a basin, which is not shown here.
If the transmission housing is embodied in a pot-type manner, the axis X2 of the intermediate wheel set S2Z is also offset parallel to the plane described above. The input shaft EW and the output shaft AW, especially when they carry an axle differential AD, are preferably inserted into the transmission housing from opposite sides. The sealing of the transmission housing on the side of the electric motor E can be achieved by a sealing flange of the electric motor or also by a housing section which carries the front-stage transmission GS3 itself.
In a broad sense, the invention consists in an electromechanical drive for a motor vehicle, comprising: two oppositely driven spur gear stages which form parallel power transmission paths with different gear ratios, wherein the spur gear stages are load-guided with the installation of a cooperatively oriented overrunning clutch, so that by selecting the rotational direction of the electric motor, a gear ratio which is effective for the power transmission to the transmission output can be selected, wherein in addition at least one of the overrunning clutches can be selectively bridged by a bridging clutch.
Claims (10)
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102018129938.9A DE102018129938B3 (en) | 2018-11-27 | 2018-11-27 | Electromechanical drive arrangement for a motor vehicle |
| DE102018129938.9 | 2018-11-27 |
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| Publication Number | Publication Date |
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| CN111216546A CN111216546A (en) | 2020-06-02 |
| CN111216546B true CN111216546B (en) | 2024-09-13 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN201911173361.5A Active CN111216546B (en) | 2018-11-27 | 2019-11-26 | Electromechanical drive for a motor vehicle |
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| CN (1) | CN111216546B (en) |
| DE (1) | DE102018129938B3 (en) |
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| DE102020202847A1 (en) | 2020-03-05 | 2021-09-09 | Volkswagen Aktiengesellschaft | Drive train for a vehicle and a method for controlling and / or regulating a drive train |
| CN114379359A (en) * | 2020-10-19 | 2022-04-22 | 采埃孚股份公司 | Transmission and drive system for motor vehicles |
| DE102021100868A1 (en) | 2021-01-18 | 2022-07-21 | Audi Aktiengesellschaft | Drive device for a vehicle axle of a vehicle |
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| US7214156B2 (en) * | 2004-06-18 | 2007-05-08 | Eaton Corporation | Start and operation sequences for hybrid motor vehicles |
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| EP2466738B1 (en) * | 2010-12-20 | 2018-04-04 | ams AG | Voltage converter and method for voltage conversion |
| JP5467197B2 (en) * | 2011-05-24 | 2014-04-09 | ジヤトコ株式会社 | Hybrid drive device |
| DE102012015863A1 (en) * | 2012-08-06 | 2014-05-15 | Getrag Getriebe- Und Zahnradfabrik Hermann Hagenmeyer Gmbh & Cie Kg | Multi-step transmission for a motor vehicle |
| DE102012219125A1 (en) * | 2012-10-19 | 2014-04-24 | Zf Friedrichshafen Ag | Planetary gear for a hybrid drive of a motor vehicle |
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| DE102015104778B4 (en) * | 2015-03-27 | 2025-03-06 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Electric axle drive for a motor vehicle |
| DE102015110839A1 (en) * | 2015-07-06 | 2017-01-12 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Electric final drive for a motor vehicle |
| CN107599829B (en) * | 2017-07-18 | 2020-04-21 | 重庆福特来动力科技有限公司 | Energy recovery device of electric vehicle |
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| KR20130013283A (en) * | 2011-07-28 | 2013-02-06 | 현대자동차주식회사 | Power tain for electric vehicle |
| CN104948670A (en) * | 2015-06-30 | 2015-09-30 | 中国水利水电第七工程局有限公司 | Double-input conversion device with self-locking function |
| CN106481745A (en) * | 2016-12-16 | 2017-03-08 | 上海纳铁福传动系统有限公司 | Main drive system and secondary drive system used by two grades of speed change gears, electric motor cars |
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|---|---|
| DE102018129938B3 (en) | 2019-11-21 |
| CN111216546A (en) | 2020-06-02 |
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