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WO2010066532A1 - Electrical drive unit having variable torque distribution - Google Patents

Electrical drive unit having variable torque distribution Download PDF

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Publication number
WO2010066532A1
WO2010066532A1 PCT/EP2009/065149 EP2009065149W WO2010066532A1 WO 2010066532 A1 WO2010066532 A1 WO 2010066532A1 EP 2009065149 W EP2009065149 W EP 2009065149W WO 2010066532 A1 WO2010066532 A1 WO 2010066532A1
Authority
WO
WIPO (PCT)
Prior art keywords
drive unit
wheel
axle
differential
torque
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/EP2009/065149
Other languages
German (de)
French (fr)
Inventor
Thorsten Biermann
Tomas Smetana
Bernd-Robert HÖHN
Franz Kurth
Christian Wirth
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Schaeffler Technologies AG and Co KG
Original Assignee
Schaeffler Technologies AG and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Schaeffler Technologies AG and Co KG filed Critical Schaeffler Technologies AG and Co KG
Priority to EP09760797A priority Critical patent/EP2376304A1/en
Publication of WO2010066532A1 publication Critical patent/WO2010066532A1/en
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • 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
    • B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
    • B60K23/08—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles
    • B60K23/0808—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles for varying torque distribution between driven axles, e.g. by transfer 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
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
    • 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
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • 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
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/442—Series-parallel switching type
    • 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
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/52—Driving a plurality of drive axles, e.g. four-wheel drive
    • 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
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • 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
    • F16H48/00—Differential gearings
    • F16H48/20—Arrangements for suppressing or influencing the differential action, e.g. locking devices
    • F16H48/30—Arrangements for suppressing or influencing the differential action, e.g. locking devices using externally-actuatable means
    • 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
    • F16H48/00—Differential gearings
    • F16H48/36—Differential gearings characterised by intentionally generating speed difference between outputs
    • 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
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
    • 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
    • F16H48/00—Differential gearings
    • F16H48/36—Differential gearings characterised by intentionally generating speed difference between outputs
    • F16H2048/364—Differential gearings characterised by intentionally generating speed difference between outputs using electric or hydraulic motors
    • 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
    • F16H48/00—Differential gearings
    • F16H48/06—Differential gearings with gears having orbital motion
    • F16H48/10—Differential gearings with gears having orbital motion with orbital spur gears
    • 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
    • F16H48/00—Differential gearings
    • F16H48/20—Arrangements for suppressing or influencing the differential action, e.g. locking devices
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the invention relates to a system for variable torque distribution within at least one axle of a vehicle.
  • a first drive unit is driven by a planetary gear and a differential each wheel of the axle with a same torque.
  • German patent application DE 10 2006 028 790 A1 discloses a device for distributing a drive torque to at least two drive shafts of a vehicle axle.
  • an axle drive is proposed that includes a differential having two electric motors, each associated with an output shaft. The respective output shaft is connected to an element of the differential.
  • the differential basket of the differential is driven by a drive.
  • the differential basket has an inner pair of differential gears and an outer pair of differential gears, each two differential gears of the pairs of differential gears are arranged on a common axis.
  • the output of each side of the axle is connected to the inner differential gear pair, each electric motor being connected via a hollow shaft to a differential gear of the outer differential gear pair.
  • the German patent application DE 103 19 684 A1 discloses a transmission for distributing a drive torque to at least two output shafts with at least two at least three-shaft planetary gear sets.
  • One wave each a planetary gear set is connected to a drive shaft.
  • one shaft of a planetary gearset represents one of the drive shafts and in each case at least one further shaft of a planetary gearset is operatively connected to a shaft of a further planetary gearset.
  • An operating state-dependent torque of a shaft can be supported in such a way in dependence on an operating state of the respective other shaft connected via the operative connection that, when a speed difference occurs between the drive shafts via the active connection, a torque changing the speed difference is applied to the planetary gear sets.
  • the electrically variable transmission consists of a drive element for receiving power from a machine. Furthermore, an output element is provided. Likewise, a first and a second motor or generator is provided. Likewise, the electrically variable transmission includes a first and a second differential gear set, each having a first, a second and a third element. The drive element is not permanently connected to any element of the gear sets.
  • the output element is constantly connected to an element of the gear sets.
  • a first connecting element which connects the first element of the first gear set constantly with the first element of the second gear set, is provided.
  • a second connecting element is provided, which connects the second element of the second gear set constantly with the second element of the first gear set or with a stationary element.
  • the first motor or generator is constantly connected to an element of the first or second gear set.
  • the second motor / generator is selectively connected to two of the elements of the first or second gear set.
  • the second motor / generator is selectively connected to two of the elements of the first or second gear set.
  • a second torque transmitting device which is an element of the first or second gear set selectively connects to the Anthebselement, this element is different from the one which is connected by the first torque transmitting device.
  • a third torque transmitting device is provided which selectively connects a member of the second gear set to a member of the first gear set with a stationary member or to the drive member.
  • a fourth torque transmitting device is connected in parallel with a first and second motor / generator to selectively prevent their rotation.
  • a fifth torque transmitting device is connected in parallel with the other of the motors / generators to prevent their selective rotation.
  • First, second, third, fourth and fifth torque transfer devices are configured to provide an electrically variable transmission having a continuously variable range of speed ratios and four fixed forward speed ratios.
  • the invention has for its object to provide a system for variable torque distribution within at least one axis of a transmission that has a modular design and has a high power density.
  • variable torque distribution system comprising the features of claim 1.
  • the drive unit is designed as an electric drive unit which distributes the drive power within the axle by means of an overlay stage and a further electric motor.
  • this function can be used, inter alia, to generate driving-stabilizing yawing moments about the vertical axis of the vehicle. This can be done in the acceleration case as well as during braking maneuvers or in Rekuparationsfall. Recuperation would be with appropriate programming of the control of the vehicle even when cornering without oversteering or understeering influencing the driving behavior possible.
  • the superimposition stage is designed so that the superposition stage associated electric motor provides free differential function for the torque distribution at the differential.
  • the electric motor on the differential of the superposition stage is designed so that it stops when the same torque is applied to the wheels of an axle. In the event that this motor is activated, resulting from the planetary gear a specific speed of the differential gears in the differential unit. This causes a specific differential speed at the wheels of the respective drive axle regardless of the turning radius and the speed of the vehicle.
  • the system for variable torque distribution within at least one axle of a vehicle comprises a second drive unit, which has a smaller power than the first drive unit.
  • the second drive unit acts on a superimposition system, so that the torques within the wheel can be distributed on a wheel-specific basis.
  • the first drive unit can be designed as an electric motor or as an internal combustion engine.
  • the second drive unit is an electric motor.
  • the second drive unit does not have to be carried along, i. H. the second drive unit stands still when the wheel-specific torques within an axle are the same.
  • the overlay system on which the second drive unit acts is made up of two identical planetary gearboxes.
  • the wheel-specific distribution of torques is infinitely adjustable via the torque of the second drive unit.
  • the power of the second drive unit is at least ten times smaller than the power of the first drive unit. If the first drive unit and the second drive unit are each designed as electric motors, they have the form of hollow shaft motors.
  • FIG. 1 schematically shows the construction of a system for variable torque distribution within at least one axle of a vehicle.
  • Figure 2 shows the schematic view of a vehicle, each with an electric motor drive on each axis.
  • FIG. 1 shows a schematic view of the system 1 for variable moment distribution within at least one axle 10 of a vehicle (not shown).
  • a first drive unit 3 is provided, which transmits a torque to a differential 20 via an upstream planetary gear 7.
  • the planetary gear shown in Figure 1 7 represents only one possible embodiment of a transmission. It is obvious to a person skilled in the art that in the invention, other types of gear can be used.
  • the planetary gear 7 is provided with a first clutch 2 and a second clutch 4, so that different translations can be provided.
  • the differential 20 the corresponding torques are transmitted to the axle 10 and the wheels RL and RR.
  • a second drive unit 5 is provided, which is connected to a superposition system 11.
  • the overlay system 11 consists of a first planetary gear 21 and a second planetary gear 22.
  • the operation of the second drive unit 5, the overlay system 11 is also actuated, thereby wheelindividually the torques within the axis 10 to the individual wheels RL, RR of the axis 10 are distributed ,
  • the first drive unit 3 is designed as an electric motor.
  • the second drive unit 5 is formed as an electric motor.
  • the power of the first drive unit 3 is at least ten times greater than the power of the second drive unit 5.
  • the second drive unit 5 is silent. This means that when driving straight ahead, the second drive unit 5 does not have to be carried along, which ultimately leads to energy savings.
  • FIG. 2 shows the schematic representation of a vehicle in which the two systems for the variable torque distribution within at least one axle 10 are provided with electric motors, which thus form the first drive unit 3 and the second drive unit 5.
  • a controller 12 is provided which cooperates with the variable torque distribution systems on each axle 10. From the control unit corresponding commands are supplied to the second drive unit 5 in order to distribute the torque distribution required for the respective driving situation to the two wheels RL, RR of an axle 10.
  • the control unit 12 is associated with a battery 14, which provides the power supply for the first drive unit and / or second drive unit 5 in the drive case. In Rekuparationsfall the battery is charged via the control unit. Thus, the braking energy is again converted into electrical energy, which can be stored in the battery 14.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Arrangement And Driving Of Transmission Devices (AREA)

Abstract

The invention relates to a system (1) for variable torque distribution within at least one axle (10) of a vehicle. Each wheel (RL, RR) of the axle (10) is driven by an equal torque by at least a first drive unit (3) via a planetary transmission (7) and a differential (20). There is a second drive unit (5) for distributing the torque wheel-specifically within the axle (10) via an overlay system (11), said second drive unit having less power output than the first drive unit (3).

Description

Bezeichnung der Erfindung Name of the invention

Elektrische Antriebseinheit mit variabler MomentenverteilungElectric drive unit with variable torque distribution

Beschreibungdescription

Gebiet der ErfindungField of the invention

Die Erfindung betrifft ein System zur variablen Momentenverteilung innerhalb mindestens einer Achse eines Fahrzeugs. Mit einer ersten Antriebseinheit wird über ein Planetengetriebe und ein Differenzial jedes Rad der Achse mit einem gleichen Drehmoment angetrieben.The invention relates to a system for variable torque distribution within at least one axle of a vehicle. With a first drive unit is driven by a planetary gear and a differential each wheel of the axle with a same torque.

Hintergrund der ErfindungBackground of the invention

Die deutsche Offenlegungsschrift DE 10 2006 028 790 A1 offenbart eine Einrichtung zum Verteilen eines Antriebsmomentes auf wenigstens zwei Antriebswellen einer Fahrzeugachse. Ebenso wird ein Achsgetriebe vorgeschlagen, dass ein Differenzial umfasst, welches zwei Elektromotoren besitzt, die jeweils einer Abtriebswelle zugeordnet sind. Die jeweilige Abtriebswelle ist mit einem Element des Differenzials verbunden. Der Differenzial korb des Differenzials wird von einem Antrieb angetrieben. Der Differenzial korb besitzt ein inneres Ausgleichsräderpaar und ein äußeres Ausgleichsräderpaar, wobei jeweils zwei Ausgleichsräder der Ausgleichsräderpaare auf einer gemeinsamen Achse an- geordnet sind. Der Abtrieb jeder Seite der Achse ist mit dem inneren Ausgleichsräderpaar verbunden, wobei jeder Elektromotor über eine Hohlwelle mit einem Ausgleichsrad des äußeren Ausgleichsräderpaares des Differenzials verbunden ist.German patent application DE 10 2006 028 790 A1 discloses a device for distributing a drive torque to at least two drive shafts of a vehicle axle. Likewise, an axle drive is proposed that includes a differential having two electric motors, each associated with an output shaft. The respective output shaft is connected to an element of the differential. The differential basket of the differential is driven by a drive. The differential basket has an inner pair of differential gears and an outer pair of differential gears, each two differential gears of the pairs of differential gears are arranged on a common axis. The output of each side of the axle is connected to the inner differential gear pair, each electric motor being connected via a hollow shaft to a differential gear of the outer differential gear pair.

Die deutsche Offenlegungsschrift DE 103 19 684 A1 offenbart ein Getriebe zum Verteilen eines Antriebsmomentes auf wenigstens zwei Abtriebswellen mit mindestens zwei wenigstens dreiwelligen Planetensätzen. Jeweils eine Welle eines Planetensatzes ist mit einer Antriebswelle verbunden. Des Weiteren stellt jeweils eine Welle eines Planetensatzes eine der Antriebswellen dar und jeweils wenigstens eine weitere Welle eines Planetensatzes ist mit einer Welle eines weiteren Planetensatzes wirkverbunden. Ein betriebszustandsabhängi- ges Moment einer Welle ist in Abhängigkeit eines Betriebszustandes der jeweils anderen damit wirkverbundenen Welle über die Wirkverbindung derart abstützbar, dass bei Auftreten eines Drehzahlunterschiedes zwischen den Antriebswellen über die Wirkverbindung ein den Drehzahlunterschied veränderndes Moment an den Planetensätzen anliegt.The German patent application DE 103 19 684 A1 discloses a transmission for distributing a drive torque to at least two output shafts with at least two at least three-shaft planetary gear sets. One wave each a planetary gear set is connected to a drive shaft. Furthermore, in each case one shaft of a planetary gearset represents one of the drive shafts and in each case at least one further shaft of a planetary gearset is operatively connected to a shaft of a further planetary gearset. An operating state-dependent torque of a shaft can be supported in such a way in dependence on an operating state of the respective other shaft connected via the operative connection that, when a speed difference occurs between the drive shafts via the active connection, a torque changing the speed difference is applied to the planetary gear sets.

Die Veröffentlichungen DE 2006 002 537 T5, DE 2006 002 068 T5, DE 11 2006 000 751 T5, DE 11 2006 000 401 T5, DE 11 , 2006 002 557 T5, DE 11 2006 002 031 T5, DE 11 2006 002 210 T5 und DE 11 2006 002 069 T5 offenbaren verschiedene Ausführungsformen eines elektrisch verstellbaren Getriebes. In einer Ausführungsform besteht das elektrisch verstellbare Getriebe aus einem Antriebselement zur Aufnahme von Leistung von einer Maschine. Ferner ist ein Abtriebselement vorgesehen. Ebenso ist ein erster und ein zweiter Motor oder Generator vorgesehen. Ebenso umfasst das elektrisch verstellbare Getriebe einen ersten und einen zweiten Differenzialzahnradsatz, die jeweils ein erstes, ein zweites und ein drittes Element aufweisen. Das Antriebselement ist nicht ständig mit irgendeinem Element der Zahnradsätze verbunden. Das Abtriebselement ist dabei ständig mit einem Element der Zahnradsätze verbunden. Ein erstes Verbindungselement, das das erste Element des ersten Zahnradsatzes ständig mit dem ersten Element des zweiten Zahnradsatzes verbindet, ist vorgesehen. Ebenso ist ein zweites Verbindungselement vorgesehen, welches das zweite Element des zweiten Zahnradsatzes ständig mit dem zweiten Element des ersten Zahnradsatzes oder mit einem feststehenden Element verbindet. Der erste Motor oder Generator ist ständig mit einem Element des ersten oder zweiten Zahnradsatzes verbunden. Der zweite Motor/Generator ist selektiv mit zweien der Elemente des ersten oder zweiten Zahnradsatzes ver- bunden. Der zweite Motor/Generator ist selektiv mit zweien der Elemente des ersten oder zweiten Zahnradsatzes verbunden. Ebenso ist eine zweite Drehmomentübertragungseinrichtung vorgesehen, die ein Element des ersten oder zweiten Zahnradsatzes selektiv mit dem Anthebselement verbindet, wobei dieses Element verschieden ist von dem einen, das durch die erste Drehmomentübertragungseinrichtung verbunden ist. Ebenso ist eine dritte Drehmomentübertragungseinrichtung vorgesehen, die ein Element des zweiten Zahnradsat- zes selektiv mit einem Element des ersten Zahnradsatzes mit einem feststehenden Element oder mit dem Antriebselement verbindet. Eine vierte Drehmomentübertragungseinrichtung ist parallel zu einem ersten und zweiten Motor/Generator geschaltet, um deren Rotation selektiv zu verhindern. Eine fünfte Drehmomentübertragungseinrichtung ist parallel zu den anderen der Moto- ren/Generator geschaltet, um deren selektive Rotation zu verhindern. Erste, zweite, dritte, vierte und fünfte Drehmomentübertragungseinrichtung sind einrichtbar ausgestaltet, um ein elektrisch verstellbares Getriebe mit einem stufenlos verstellbaren Bereich von Drehzahlverhältnissen und vier festen Vorwärts- drehzahlverhältnissen bereitzustellen.The publications DE 2006 002 537 T5, DE 2006 002 068 T5, DE 11 2006 000 751 T5, DE 11 2006 000 401 T5, DE 11, 2006 002 557 T5, DE 11 2006 002 031 T5, DE 11 2006 002 210 T5 and DE 11 2006 002 069 T5 disclose various embodiments of an electrically variable transmission. In one embodiment, the electrically variable transmission consists of a drive element for receiving power from a machine. Furthermore, an output element is provided. Likewise, a first and a second motor or generator is provided. Likewise, the electrically variable transmission includes a first and a second differential gear set, each having a first, a second and a third element. The drive element is not permanently connected to any element of the gear sets. The output element is constantly connected to an element of the gear sets. A first connecting element, which connects the first element of the first gear set constantly with the first element of the second gear set, is provided. Likewise, a second connecting element is provided, which connects the second element of the second gear set constantly with the second element of the first gear set or with a stationary element. The first motor or generator is constantly connected to an element of the first or second gear set. The second motor / generator is selectively connected to two of the elements of the first or second gear set. The second motor / generator is selectively connected to two of the elements of the first or second gear set. Likewise, a second torque transmitting device is provided, which is an element of the first or second gear set selectively connects to the Anthebselement, this element is different from the one which is connected by the first torque transmitting device. Likewise, a third torque transmitting device is provided which selectively connects a member of the second gear set to a member of the first gear set with a stationary member or to the drive member. A fourth torque transmitting device is connected in parallel with a first and second motor / generator to selectively prevent their rotation. A fifth torque transmitting device is connected in parallel with the other of the motors / generators to prevent their selective rotation. First, second, third, fourth and fifth torque transfer devices are configured to provide an electrically variable transmission having a continuously variable range of speed ratios and four fixed forward speed ratios.

Der Erfindung liegt die Aufgabe zugrunde, ein System zur variablen Momentenverteilung innerhalb mindestens einer Achse eines Getriebes zu schaffen, dass einen modularen Aufbau besitzt und eine hohe Leistungsdichte aufweist.The invention has for its object to provide a system for variable torque distribution within at least one axis of a transmission that has a modular design and has a high power density.

Die obige Aufgabe wird durch ein System zur variablen Momentenverteilung gelöst, welches die Merkmale des Anspruchs 1 umfasst.The above object is achieved by a variable torque distribution system comprising the features of claim 1.

Mit der gegenwärtigen Erfindung ist es möglich, eine elektrische Antriebseinheit oder auch eine Antriebseinheit mit einem Verbrennungsmotor bereitzustellen, so dass die Antriebsleistung innerhalb einer Achse radindividuell verteilt werden kann. In einer Ausführungsform ist die Antriebseinheit als elektrische Antriebseinheit ausgebildet, die mittels einer Überlagerungsstufe und einem weiteren Elektromotor die Antriebsleistung innerhalb der Achse radindividuell verteilt. Diese Funktion kann u. a. in Abhängigkeit der Fahrsituation dazu eingesetzt werden, fahrstabilisierende Giermomente um die Hochachse des Fahrzeugs zu erzeugen. Dies kann im Beschleunigungsfall als auch bei Bremsmanövern bzw. im Rekuparationsfall geschehen. Rekuparation wäre bei entspre- chender Programmierung der Steuerung des Fahrzeugs auch bei Kurvenfahrt ohne übersteuernde bzw. untersteuernde Beeinflussung des Fahrverhaltens möglich. Die Überlagerungsstufe ist dabei so konzipiert, dass der der Überlagerungsstufe zugeordnete Elektromotor bei freier Differenzialfunktion für die Momentenverteilung am Differenzial sorgt. Der Elektromotor am Differenzial der Überlagerungsstufe ist dabei derart konzipiert, dass er stillsteht, wenn an den Rädern einer Achse das gleiche Drehmoment anliegt. Für den Fall, dass dieser Motor aktiviert wird, ergibt sich über die Planetenradstufen eine konkrete Drehzahl der Ausgleichsräder in der Differenzialeinheit. Diese bewirkt eine konkrete Differenzdrehzahl an den Rädern der jeweiligen Antriebsachse unabhängig vom Kurvenradius und der Geschwindigkeit des Fahrzeugs.With the present invention, it is possible to provide an electric drive unit or even a drive unit with an internal combustion engine, so that the drive power can be distributed wheel-individually within an axle. In one embodiment, the drive unit is designed as an electric drive unit which distributes the drive power within the axle by means of an overlay stage and a further electric motor. Depending on the driving situation, this function can be used, inter alia, to generate driving-stabilizing yawing moments about the vertical axis of the vehicle. This can be done in the acceleration case as well as during braking maneuvers or in Rekuparationsfall. Recuperation would be with appropriate programming of the control of the vehicle even when cornering without oversteering or understeering influencing the driving behavior possible. The superimposition stage is designed so that the superposition stage associated electric motor provides free differential function for the torque distribution at the differential. The electric motor on the differential of the superposition stage is designed so that it stops when the same torque is applied to the wheels of an axle. In the event that this motor is activated, resulting from the planetary gear a specific speed of the differential gears in the differential unit. This causes a specific differential speed at the wheels of the respective drive axle regardless of the turning radius and the speed of the vehicle.

Das System zur variablen Momentenverteilung innerhalb mindestens einer Achse eines Fahrzeugs umfasst eine zweite Antriebseinheit, die eine kleinere Leistung als die erste Antriebseinheit aufweist. Die zweite Antriebseinheit wirkt auf ein Überlagerungssystem, so dass radindividuell die Drehmomente innerhalb der Achse verteilbar sind.The system for variable torque distribution within at least one axle of a vehicle comprises a second drive unit, which has a smaller power than the first drive unit. The second drive unit acts on a superimposition system, so that the torques within the wheel can be distributed on a wheel-specific basis.

Die erste Antriebseinheit kann als Elektromotor oder als Verbrennungsmotor ausgebildet sein. Die zweite Antriebseinheit ist ein Elektromotor.The first drive unit can be designed as an electric motor or as an internal combustion engine. The second drive unit is an electric motor.

Es ist eine Steuerung vorgesehen, die bei Kurvenfahrt im Antriebsfall, Bremsmanövern und/oder im Rekuparationsfall die zweite Antriebseinheit derart steuert und antreibt, dass radindividuell die Drehmomente innerhalb der jeweils angetriebenen Achse unabhängig von dem Fahrverhalten verteilbar sind.It is provided a control that controls the corner drive in the case of driving, braking maneuvers and / or in Rekuparationsfall the second drive unit such that individual wheel torque within the respective driven axle are distributed independently of the driving behavior.

Ebenso muss die zweite Antriebseinheit nicht mitgeschleppt werden, d. h. die zweite Antriebseinheit steht still, wenn die radindividuellen Drehmomente innerhalb einer Achse gleich groß sind.Likewise, the second drive unit does not have to be carried along, i. H. the second drive unit stands still when the wheel-specific torques within an axle are the same.

Das Überlagerungssystem, auf welches die zweite Antriebseinheit wirkt, ist aus zwei identischen Planetengetrieben aufgebaut. Die radindividuelle Verteilung der Drehmomente ist stufenlos über das Drehmoment der zweiten Antriebseinheit einstellbar. Die Leistung der zweiten Antriebseinheit ist mindestens zehnfach kleiner als die Leistung der ersten Antriebseinheit. Falls die erste Antriebseinheit und die zweite Antriebseinheit jeweils als Elektromotoren ausge- bildet sind, weisen sie die Form von Hohlwellenmotoren auf. Im Folgenden sollen Ausführungsbeispiele die Erfindung und ihre Vorteile anhand der beigefügten Figuren näher erläutern.The overlay system on which the second drive unit acts is made up of two identical planetary gearboxes. The wheel-specific distribution of torques is infinitely adjustable via the torque of the second drive unit. The power of the second drive unit is at least ten times smaller than the power of the first drive unit. If the first drive unit and the second drive unit are each designed as electric motors, they have the form of hollow shaft motors. In the following, embodiments of the invention and their advantages with reference to the accompanying figures will be explained in more detail.

Figur 1 zeigt schematisch den Aufbau eines Systems zur variablen Momentenverteilung innerhalb mindestens einer Achse eines Fahr- zeugs.FIG. 1 schematically shows the construction of a system for variable torque distribution within at least one axle of a vehicle.

Figur 2 zeigt die schematische Ansicht eines Fahrzeugs mit jeweils einem elektromotorischen Antrieb auf jeder Achse.Figure 2 shows the schematic view of a vehicle, each with an electric motor drive on each axis.

Für gleiche oder gleich wirkende Elemente der Erfindung werden identische Bezugszeichen verwendet. Ferner werden der Übersicht halber in den einzel- nen Figuren nur Bezugszeichen dargestellt, die für die Beschreibung der jeweiligen Figur erforderlich sind. Die dargestellten Ausführungsformen stellen lediglich Beispiele dar, wie die erfindungsgemäße Vorrichtung ausgestaltet sein kann. Sie stellen keine abschließende Begrenzung der Erfindung dar.For identical or equivalent elements of the invention, identical reference numerals are used. Furthermore, for the sake of clarity, only reference symbols which are required for the description of the respective figure are shown in the individual figures. The illustrated embodiments are merely examples of how the device according to the invention can be configured. They do not represent a final limitation of the invention.

Figur 1 zeigt eine schematische Ansicht des Systems 1 zur variablen Momen- tenverteilung innerhalb mindestens einer Achse 10 eines Fahrzeugs (nicht dargestellt). Es ist eine erste Antriebseinheit 3 vorgesehen, die über eine vorgelagertes Planetengetriebe 7 ein Moment an ein Differenzial 20 überträgt. Das in der Figur 1 dargestellte Planetengetriebe 7 stellt lediglich eine mögliche Ausführungsform eines Getriebes dar. Es ist für einen Fachmann selbstverständ- lieh, dass bei der Erfindung auch andere Getriebetypen einsetzbar sind. Das Planetengetriebe 7 ist dabei mit einer ersten Kupplung 2 und einer zweiten Kupplung 4 versehen, so dass unterschiedliche Übersetzungen bereitgestellt werden können. Über das Differenzial 20 werden die entsprechenden Drehmomente auf die Achse 10 bzw. die Räder RL und RR übertragen. Ferner ist eine zweite Antriebseinheit 5 vorgesehen, die mit einem Überlagerungssystem 11 verbunden ist. Das Überlagerungssystem 11 besteht aus einem ersten Planetengetriebe 21 und einem zweiten Planetengetriebe 22. Die Betätigung der zweiten Antriebseinheit 5 wird das Überlagerungssystem 11 ebenfalls betätigt, so dass dadurch radindividuell die Drehmomente innerhalb der Achse 10 auf die einzelnen Räder RL, RR der Achse 10 verteilbar sind. In einer bevorzugten Ausführungsform ist die erste Antriebseinheit 3 als Elektromotor ausgebildet. Ebenso ist auch die zweite Antriebseinheit 5 als Elektromotor ausgebildet. Dabei ist die Leistung der ersten Antriebseinheit 3 mindestens zehnfach größer als die Leistung der zweiten Antriebseinheit 5. Bei einer Geradeausfahrt, bei der auf beiden Rädern RL und RR der Achse 10 die gleichen Drehmomente anliegen, liegt die zweite Antriebseinheit 5 still. Dies bedeutet, dass bei Geradeausfahrt die zweite Antriebseinheit 5 nicht mitgeschleppt werden muss, was schließlich zu einer Energieersparnis führt.FIG. 1 shows a schematic view of the system 1 for variable moment distribution within at least one axle 10 of a vehicle (not shown). A first drive unit 3 is provided, which transmits a torque to a differential 20 via an upstream planetary gear 7. The planetary gear shown in Figure 1 7 represents only one possible embodiment of a transmission. It is obvious to a person skilled in the art that in the invention, other types of gear can be used. The planetary gear 7 is provided with a first clutch 2 and a second clutch 4, so that different translations can be provided. About the differential 20, the corresponding torques are transmitted to the axle 10 and the wheels RL and RR. Furthermore, a second drive unit 5 is provided, which is connected to a superposition system 11. The overlay system 11 consists of a first planetary gear 21 and a second planetary gear 22. The operation of the second drive unit 5, the overlay system 11 is also actuated, thereby wheelindividually the torques within the axis 10 to the individual wheels RL, RR of the axis 10 are distributed , In a preferred embodiment, the first drive unit 3 is designed as an electric motor. Likewise, the second drive unit 5 is formed as an electric motor. In this case, the power of the first drive unit 3 is at least ten times greater than the power of the second drive unit 5. In a straight ahead driving, in which abut on both wheels RL and RR of the axis 10, the same torques, the second drive unit 5 is silent. This means that when driving straight ahead, the second drive unit 5 does not have to be carried along, which ultimately leads to energy savings.

Figur 2 zeigt die schematische Darstellung eines Fahrzeugs, bei dem die bei- den Systeme für die variable Momentenverteilung innerhalb mindestens einer Achse 10 mit Elektromotoren versehen sind, die somit die erste Antriebseinheit 3 und die zweite Antriebseinheit 5 bilden. Es ist eine Steuerung 12 vorgesehen, die mit den Systemen zur variablen Momentenverteilung auf jeder Achse 10 zusammenwirkt. Von der Steuereinheit werden entsprechende Befehle an die zweite Antriebseinheit 5 geliefert, um die für die jeweilige Fahrsituation erforderliche Drehmomentverteilung auf die beiden Räder RL, RR einer Achse 10 zu verteilen. Ferner ist der Steuereinheit 12 eine Batterie 14 zugeordnet, die im Antriebsfall die Energieversorgung für die erste Antriebseinheit und/oder zweite Antriebseinheit 5 zur Verfügung stellt. Im Rekuparationsfall wird die Batterie über die Steuereinheit geladen. Somit wird die Bremsenergie wieder in elektrische Energie umgewandelt, welche in der Batterie 14 gespeichert werden kann. FIG. 2 shows the schematic representation of a vehicle in which the two systems for the variable torque distribution within at least one axle 10 are provided with electric motors, which thus form the first drive unit 3 and the second drive unit 5. A controller 12 is provided which cooperates with the variable torque distribution systems on each axle 10. From the control unit corresponding commands are supplied to the second drive unit 5 in order to distribute the torque distribution required for the respective driving situation to the two wheels RL, RR of an axle 10. Furthermore, the control unit 12 is associated with a battery 14, which provides the power supply for the first drive unit and / or second drive unit 5 in the drive case. In Rekuparationsfall the battery is charged via the control unit. Thus, the braking energy is again converted into electrical energy, which can be stored in the battery 14.

Claims

Patentansprüche claims 1. System (1 ) zur variablen Momentenverteilung innerhalb mindestens einer Achse (10) eines Fahrzeugs, mit einer ersten Antriebseinheit (3), die über ein Planetengetriebe (7) und ein Differenzial (20) jedes Rad (RL, RR) der Achse (10) mit einem gleichen Drehmoment antreibt, dadurch gekennzeichnet, dass eine zweite Antriebseinheit (5) vorgesehen ist, die eine kleinere Leistung als die erste Antriebseinheit (3) aufweist, wobei die zweite Antriebseinheit (5) auf ein Überlagerungssystem (11 ) wirkt, so dass radindividuell die Drehmomente innerhalb der Achse (10) verteilbar sind.1. System (1) for the variable torque distribution within at least one axle (10) of a vehicle, comprising a first drive unit (3) via a planetary gear (7) and a differential (20) of each wheel (RL, RR) of the axle ( 10) with a same torque drives, characterized in that a second drive unit (5) is provided, which has a smaller power than the first drive unit (3), wherein the second drive unit (5) acts on a superposition system (11) that the torques within the wheel (10) can be distributed individually for each wheel. 2. System (1 ) nach Anspruch 1 , dadurch gekennzeichnet, dass die erste Antriebseinheit (3) ein Elektromotor oder ein Verbrennungsmotor ist und dass die zweite Antriebseinheit (5) ein Elektromotor ist.2. System (1) according to claim 1, characterized in that the first drive unit (3) is an electric motor or an internal combustion engine and that the second drive unit (5) is an electric motor. 3. System (1 ) nach Anspruch 1 und 2, dadurch gekennzeichnet, dass eine Steuerung (12) vorgesehen ist, die bei Kurvenfahrt im Antriebsfall, Bremsmanövern und/oder im Rekuperationsfall die zweite Antriebseinheit (5) derart steuert und antreibt, dass radindividuell die Drehmomente in- nerhalb der jeweils angetriebenen Achse (10) verteilbar sind.3. System (1) according to claim 1 and 2, characterized in that a controller (12) is provided which controls the second drive unit (5) during cornering in the drive case, braking maneuvers and / or recuperation in such a way that individually wheel Torques within the respective driven axle (10) can be distributed. 4. System (1 ) nach Anspruch 3, dadurch gekennzeichnet, dass die zweite Antriebseinheit (5) still steht, wenn die radindividuellen Drehmomente gleich groß sind.4. System (1) according to claim 3, characterized in that the second drive unit (5) stands still when the wheel-individual torques are equal. 5. System (1 ) nach den Ansprüchen 1 bis 4, dadurch gekennzeichnet, dass das Überlagerungssystem (11 ) aus zwei identischen Planetengetrieben (21 , 22) besteht, wobei die radindividuelle Verteilung der Drehmomente stufenlos über das Drehmoment der zweiten Antriebseinheit (5) einstellbar ist. 5. System (1) according to claims 1 to 4, characterized in that the overlay system (11) consists of two identical planetary gears (21, 22), wherein the wheel-individual distribution of torques continuously adjustable via the torque of the second drive unit (5) is. 6. System nach einem der Ansprüche 1 bis 5, dadurch gekennzeichnet, dass die Leistung der zweiten Antriebseinheit (5) mindestens 10-fach kleiner ist als die Leistung der ersten Antriebseinheit (3).6. System according to one of claims 1 to 5, characterized in that the power of the second drive unit (5) is at least 10 times smaller than the power of the first drive unit (3). 7. System nach Anspruch 1 , dadurch gekennzeichnet, dass die erste An- triebseinheit (3) und die zweite Antriebseinheit (5) jeweils als Elektromotor ausgebildet sind und die Form von Hohlwellenmotoren besitzen.7. System according to claim 1, characterized in that the first drive unit (3) and the second drive unit (5) are each designed as an electric motor and have the form of hollow shaft motors. 8. System nach einem der Ansprüche 1 bis 7, dadurch gekennzeichnet, dass das Differenzial (20) als Stirnraddifferenzial ausgeführt wird.8. System according to one of claims 1 to 7, characterized in that the differential (20) is designed as a spur gear differential. 9. System nach Anspruch 1 dadurch gekennzeichnet, dass das Planeten- getriebe (7) mit einer ersten Kupplung (2) und einer zweiten Kupplung (4) versehen ist, so dass in Abhängigkeit der Aktuierung der ersten Kupplung (2) und der zweiten Kupplung (4) zwei unterschiedliche Übersetzungen bereitstellbar sind. 9. System according to claim 1, characterized in that the planetary gear (7) with a first clutch (2) and a second clutch (4) is provided, so that in dependence on the actuation of the first clutch (2) and the second clutch (4) two different translations can be provided.
PCT/EP2009/065149 2008-12-12 2009-11-13 Electrical drive unit having variable torque distribution Ceased WO2010066532A1 (en)

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US9593754B2 (en) 2010-07-14 2017-03-14 E-Aam Driveline Systems Ab Axle assembly with torque distribution drive mechanism
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US9719585B2 (en) 2010-07-14 2017-08-01 E-Aam Driveline Systems Ab Axle assembly with torque distribution drive mechanism
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