DE102011086743A1 - Electromechanical vehicle drive device for multi-track electric car i.e. city car, has coupling device provided in intermediate region that is located between wheels and coupling powertrains that are locked by parking brake arrangement - Google Patents

Abstract

The device has an electromotor (1) coupled to a left driving wheel (WL) over a left wheel powertrain (DTL) for applying a drive torque (TL) that drives the left driving wheel. Another electromotor (2) is coupled to a right driving wheel (WR) over a right wheel powertrain (DTR) for applying a drive torque (TR) that drives the right driving wheel. A coupling device (3) is provided in an intermediate region that is located between the left and right driving wheels, and selectively couples the powertrains. A parking brake arrangement locks the powertrains. The coupling device comprises a dog clutch (9) and a friction clutch (12) such as overload clutch.

Description

Field of the invention

The invention relates to an electromechanical vehicle drive device, in particular for use in multi-lane electric vehicles for urban individual transport (eg so-called. "Citycars"), said vehicle drive means comprises a first wheel drive motor and a second wheel drive motor, each having a left or right wheel drive train associated with a twin-engine driven vehicle axle.

Background of the invention

Out DE 196 80 744 T1 a drive device for a motor vehicle is known, which as such comprises a first electric motor and a second electric motor which are each coupled via a planetary gear stage with a left and right wheel drive shaft. The ring gears of these epicyclic gear stages are coupled together and also locked via a locking device. When fixing the two ring gears can be driven via the corresponding electric motor associated with this left or right drive shaft with a reduction caused by the respective Umlaufrädergetriebestufe.

Out JP 11 278 084 A An auxiliary drive for a vehicle is known, which comprises two so-called. Ball reduction gear, which are accommodated in a circulation housing. The ball reduction gears are associated with a left and a right drive wheel and each coupled to an electric motor. With temporary fixation of the circulating housing and corresponding activation of the respective electric motor, it is possible to drive the left or the right drive wheel respectively via said electric motors.

In compact electric vehicles, especially multi-lane small vehicles, drive concepts are increasingly considered, in which the conversion of electrical energy storage systems made available electrical energy into mechanical work is not done by a single electric motor, but by several separate, each directly associated with a vehicle engine. In these multi-engine concepts, it is possible to act on both wheels of a vehicle axle with a drive torque applied by the respective drive motor via a short drive shaft mechanism and to dispense with a differential gear - as is the case with central engine drives.

In these multi-engine drive concepts, however, there is the problem that in case of failure of a motor, or loss of traction of a wheel vehicle propulsion is accomplished only via a wheel and the corresponding single motor.

Object of the invention

The invention has for its object to provide an electromechanical vehicle drive device of the type mentioned, in which at a loss of performance or the control technology caused shutdown of the two Radantriebsmotoren, and possibly even with a one-sided traction loss, sufficient vehicle propulsion can be realized , and in which selectively a reliable locking of the driven wheels is achievable.

Inventive solution

• – einem ersten Elektromotor, der einem linken Antriebsrad zugeordnet ist und mit diesem über einen linken Radsantriebsstrang gekoppelt ist, zur Aufbringung eines das linke Antriebsrad antreibenden Antriebsmomentes,
• – einem zweiten Elektromotor der einem rechten Antriebsrad zugeordnet ist und mit diesem über einen rechten Radsantriebsstrang gekoppelt ist, zur Aufbringung eines das rechte Antriebsrad antreibenden Antriebsmomentes,
• – wobei in einem zwischen dem linken Antriebsrad und dem rechten Antriebsrad liegenden Zwischenbereich eine Koppelungseinrichtung vorgesehen ist, zur selektiven Koppelung des linken und des rechten Radantriebsstranges, und
• – wobei die Koppelungseinrichtung derart ausgebildet ist, dass diese einen Überholzustand einnehmen kann, und dieser Überholzustand temporär unterschiedliche Winkelgeschwindigkeiten der Antriebsräder zulässt, und
• – wobei die Koppelungseinrichtung zudem derart ausgebildet ist, dass über diese der linke und der rechte Radantriebsstrang sperrbar ist.

The above object is achieved by an electromechanical vehicle drive device for a multi-lane electric vehicle, with:

• A first electric motor associated with a left drive wheel and coupled thereto via a left wheel drive train for applying a drive torque driving the left drive wheel;
• A second electric motor is associated with a right-hand drive wheel and is coupled thereto via a right-hand wheel drive train for applying a drive torque driving the right drive wheel,
• - Wherein in a lying between the left drive wheel and the right drive wheel intermediate region a coupling device is provided for the selective coupling of the left and the right Radantriebsstranges, and
• - Wherein the coupling device is designed such that it can assume a Überholzustand, and this Überholzustand temporarily allows different angular velocities of the drive wheels, and
• - Wherein the coupling device is also designed such that on this the left and the right wheel drive train can be blocked.

This makes it possible in an advantageous manner, in a multi-lane electric vehicle in which the power flow to the wheels of one axle via two separate, mechanically decoupled drive trains with separate electric motors is accomplished in certain vehicle operating states to couple the separate Radantriebsstränge and thus the one of the To transmit both motors provided drive torque to both drive wheels. This makes it possible in particular to continue to drive both wheels of the axle in case of failure or thermal overload of an electric motor and thus to provide a limp-home function which allows, for example, a workshop trip. The concept according to the invention also offers advantages for temporary one-sided traction loss, since the drive power of the electric motor of the low-traction wheel can be supplied to the other drive wheel and an increased drive torque is thus available on this wheel. Advantageously, a sufficient straight-line characteristic of the vehicle can be achieved by the inventive concept even when only one motor is activated. The coupling device is selectively in accordance with a switching device can be brought into a switching state in which this locks the two Radantriebsstränge against the transmission housing.

The invention can be used in E-vehicles with two independently operating electric motors as emergency running differential. The emergency running differential allows coupling of both wheel drive shafts in case of engine failure (two motors are part of the drive unit). When the emergency running differential is switched on, the still functioning engine drives both wheels, the vehicle remains ready to drive and enables a reduced-power but safe home or workshop trip. When cornering the required speed difference between the left and right wheel is made possible by targeted slippage of the clutch.

The electric motors associated with the respective wheel operate independently of each other in normal vehicle operation and the two wheels are not connected via a drive train system. On a differential with axle function as would be required in conventional vehicle designs with a single, two-wheel associated electric motor can be dispensed with. The inventive concept makes it possible to couple the two separate wheel drive trains in an emergency mode. The inventively provided coupling device provides the function of a "run-flat differential" which allows a purposeful slipping a sufficiently independent wheel rotation and thus a largely Radumfangsschlupffreie cornering.

According to the invention, both wheel drive cords, preferably directly the wheel drive shafts, are selectively coupled by means of a dog clutch limiting the coupling torque (emergency running differential). The coupling device slips when exceeding a max. adjacent drive torque, caused by tension of the drive shaft when cornering, by. The dog clutch is preferably switched by means of sliding sleeve and shift fork. The shift fork is preferably operated by means of a DC motor or a servomotor. The drive unit can be parallel to the axis or coaxial with the drive shaft.

The coupling device preferably comprises an actuator device, for transferring the coupling structures into a coupling switching position, or a freewheeling position. This actuator device can be designed as an electromechanical actuating device.

The coupling device preferably comprises a dog clutch. This dog clutch is preferably constructed so that it is switched on or disengaged in accordance with the actuating state of the actuator.

The coupling device can be designed as an overload clutch that opens or slips when a limit torque is exceeded and thus allows different Radumfangsgeschwindigkeiten. This overload clutch can be realized in particular by appropriate design of the dog clutch, for example, by the engagement toothing of the dog clutch oblique or curved surfaces forms which allow an overload of slipping the dog clutch.

According to a particular aspect of the invention, however, the coupling device comprises a friction clutch acting as an overload clutch through which in the engaged state of the dog clutch, the coupling torque is limited.

The slip clutch can be designed so that the slip torque is adjustable adjustable. A corresponding adjusting mechanism can be realized in interaction with the actuator device provided for actuating the dog clutch. Thus, it is advantageously possible to form the coupling device such that upon engagement of the dog clutch, the slip clutch is initially in a state with low slip torque, the slip torque is continuously adjustable to higher values by further actuation of the actuator. As a result, a substantially schaltruckfreies engagement of the dog clutch is possible.

The coupling device according to the invention is preferably controlled via an electronic control device. This control device can take into account a plurality of vehicle operating parameters in the control of the coupling device. The control device can be designed so that it takes into account the vehicle speed and, for example, allows the engagement of the coupling device only up to a certain speed. Furthermore, the slip-through torque of the slip clutch in dependence on Vehicle operating condition can be set. In particular, it is possible to set higher coupling moments at low vehicle speeds than at higher vehicle speeds. Furthermore, the steering wheel angle can also be taken into account via the control device. At low speeds and small steering angle angles, high coupling moments, or coupling moments leading to the expected angular velocity difference, can be set. It is also possible to take into account via the control device information about the wheel rotation, in particular the other, non-driven wheels of the vehicle. Thus, it can be determined from these wheel rotation information whether it is to be expected that the wheel associated with the currently passive electric motor should have a significantly higher or lower peripheral speed than the wheel associated with the active electric motor. In this case, the coupling state can be actively canceled or Slip torque can be actively lowered.

The activation of the inventively provided coupling device can be made dependent on a driver-side selection, for this purpose, for example, be provided in the cockpit area corresponding switch. Indications of a recommended activation of the system can be brought to the attention of the respective ad. The system can also be automatically activated as an emergency drive system.

The inventive concept makes it possible to achieve a certain degree of redundancy in drive systems with separate wheel drive motors, for example by transmitting the drive torque of an engine to both wheels in an emergency running state. The system according to the invention can be realized with relatively inexpensive components. On a planetary gear as a differential gear can be omitted.

Instead of a slip clutch in which a force transmission takes place by means of Coulomb friction on a friction lining, or a (lamella) packing of dry, or wet friction linings, the coupling device can also be constructed so that it provides the function of a rotary damper. Such a rotary damper may be constructed in the manner of a positive displacement, in particular co-rotating planetary gear pump, wherein the promoted at speed differences between the two vehicle wheels within the gear pump oil flow over a throttle or valve device is performed. When the valve is closed then the two Radantriebsstränge pronounced coupled. When the valve is opened, the coupling torque is lowered and a correspondingly lower torque is transmitted between the left and right wheel drive trains. This coupling device can be constructed so that its response behavior provides a certain offset by e.g. the overflow valve is biased by a spring and opens only at the appropriate system pressure.

The coupling device can furthermore be designed in such a way that it provides a non-linear behavior, in particular a degression with respect to the coupling moment or also a progression in the case of defined operating states. (e.g., high "breakaway torque", low differential torque or alternatively low breakaway torque and sharply increasing differential torque). The overflow valve can be controlled by an electronic control device in accordance with control strategies that are tuned to the appropriate vehicle and possibly an operating mode desired by the driver. By means of this electronic control device, a wide variety of system variables can be processed by control engineering approaches in order to achieve an optimum coupling characteristic for the current driving state.

According to a further aspect of the present invention, it is also possible to design the coupling device such that it comprises coupling elements in which the coupling moment can be controlled or regulated via a magneto or electrorheological fluid, in particular silicone oil, by a magnetic or electric field.

The coupling device according to the invention can be designed such that its rheological or hydraulic coupling structure can be activated in such a way that rigid coupling elements can be dispensed with and the blocking effect of the coupling device is set essentially only via these rheological or hydraulic structures. The activation then happens, for example, only via the speed difference or via an active control of the throttling.

According to a further aspect of the present invention, it is possible to accomplish the coupling of the left and right wheel drive trains via a compact parallel transmission which detects the revolution differences R / L and increasingly blocks them as the differential angle increases. About this concept, it is possible to create a vehicle drive unit in which when, on a drive side, the moment is missing (whether the wheel is now on ice or an engine fails is irrelevant) increases the coupling torque with increasing angular difference. Here it is possible to implement in the system a certain "leak characteristic" which leads to the fact that the time progress first recorded Angular differences are "forgotten", so that, for example, a multiple avoidance of a roundabout provides no angle difference information that lead to an undesirable increase in the coupling torque. This compensation function can take into account in particular the steering wheel steering angle, or the speed difference between the wheels of another, in particular non-driven axle. Speed differences that result eg from the actual course of the vehicle then do not lead to the increase of the coupling torque.

The degree of coupling between the left-hand wheel drive train and the right-hand wheel drive train can be varied depending on the torque imbalance, the speed difference (possibly over a defined threshold value) detected by the ABS sensors, or the resulting angle of rotation between the drive shafts (the I component with speed difference control ), and the steering angle are set.

About the coupling device according to the invention also a parking lock function is still realized. For this purpose, for example, the coupling device can be controlled in two stages. When reaching the 1st stage, both drive sides are coupled as described with a fixed or variable coupling moment. In the 2nd stage an axle locking function is achieved by e.g. a sliding sleeve is actuated. This sliding sleeve is arranged, for example displaceable on the right half of the coupling. In the end position, the sliding sleeve is then positively locked in the housing.

Brief description of the figures

Further details and features of the invention will become apparent from the following description taken in conjunction with the drawings. It shows:

1 a schematic representation to illustrate the structure of a vehicle drive device according to the invention;

2 a simplified detailed representation to illustrate the structure of a coupling device according to the invention;

3 a further detail of a coupling device according to the invention similar 2 also with a parking lock device;

4 a schematic representation of a vehicle drive device according to the invention for illustrating three different binding areas of the present invention, a parking lock function coupling device between the left and the right vehicle wheel leading Radantriebssträngen.

Detailed description of the figures

1 shows an electromechanical vehicle drive device for a multi-track electric vehicle. This includes a first electric motor 1 which is associated with a left drive wheel WL and is coupled thereto via a left wheel drive train DTL for applying a driving torque TL driving the left drive wheel. The vehicle drive device further comprises a second electric motor 2 which is associated with a right drive wheel WR and is coupled thereto via a right wheel drive train DTR for applying a right drive wheel driving drive torque TR. The two drive torques TL, TR have the same orientation with respect to the wheel axis X.

The electromechanical vehicle drive device shown here is characterized in that in a lying between the left drive wheel WL and the right drive wheel WR intermediate coupling means 3 is provided for selectively coupling the left and right wheel drive train DTL, DTR. The coupling device 3 In this case, it is designed in such a way that it can assume an overtaking state, this overtaking state permitting temporarily different angular speeds of the drive wheels WL, WR.

The coupling device 3 includes an actuator device shown here in simplified form 4 for moving the coupling structures into a coupling switching position, or - as indicated here - in a freewheeling position.

The actuator device 4 is formed in this embodiment as an electromechanical adjusting device and includes a servomotor 5 via which an adjusting spindle 6 is drivable. On the adjusting spindle 6 sits a shift fork 7 , This shift fork 7 stands with a sliding sleeve 8th engaged. By appropriate control of the servomotor 5 can via the adjusting spindle 6 the shift fork 7 and thus also the coupled with this sliding sleeve 8th be moved axially.

The coupling device shown here 3 further includes a dog clutch nine , This claw clutch nine includes claws 9a the at the sliding sleeve 8th are formed, as well as counter-claws 10a the at the jaw clutch socket 10 are formed.

The coupling device 3 further includes a slip clutch 12 , This slip clutch 12 is designed as overload clutch and set in the embodiment shown here to a predetermined limit torque. The slip clutch 12 includes a coupling socket 12a , The coupling socket 12a is in the jaw clutch socket 10 via a rolling bearing 11 centered. Slip clutch and dog clutch are arranged in series in terms of power flow.

In the vehicle drive device according to the invention shown here, it is possible in case of failure, or operational shutdown of one of the electric motors 1 . 2 via the coupling device 3 to couple the two wheel drive trains DTL, DTR with each other. This makes it possible, via the left or right wheel drive motor 1 . 2 generated drive torque to both wheels WL, WR create. In a vehicle operating state in which one of the two wheels WL, WR can make no significant contribution to vehicle propulsion due to currently reduced wheel traction, then the drive power of this engine is the other vehicle available.

The power output of the separate electric motors 1 . 2 takes place in the embodiment shown via separate reduction gear stages GL, GR. In the variant shown, a torque-limited coupling of the wheel drive shafts takes place via the coupling device 13 . 14 , It is also possible to accomplish the coupling of the left wheel drive train DTL with the right wheel drive train DTR via a coupling device, for example, the rotor of the motors 1 . 2 , or less heavily translated portions of the two wheel drive trains DTL, DTR connects. The coupling device 3 then has lower torques to transmit at correspondingly higher speeds.

The variant shown here is particularly suitable for a Hinterachskonstruktion with a rigid axle body which is supported for example via a Panhardstab transversely to the vehicle longitudinal direction. The electric motors 1 . 2 can sit directly on this axle body. About the coupling device 3 can then directly the wheel drive shafts 13 . 14 be coupled selectively, lastmomentbegrenzt. Alternatively, the concept shown here is also suitable for independent wheel suspensions in which the wheel drive cords DTL, DTR each comprise a drive shaft leading to the respective wheel WL, WR. The wheel drive cords DTL, DTR can then be coupled to one another via the coupling device in an area upstream of the respective propeller shaft in the power flow. In this case, the coupling device 3 For example, be arranged so that through this directly the motor shafts 1a . 2a the electric motors 1 . 2 be coupled.

In the embodiment shown here, the control of the coupling device takes place 3 via an electronic control device C. This control device C is in signal communication with a plurality of sensors of the vehicle and may, in accordance with a control program, the servomotor 5 drive. This control program may, for example, include a vehicle emergency operating mode in which the vehicle can be operated via only one engine, for example if the corresponding other engine can not deliver power at the moment, eg because of a defect. Even in situations with unilaterally reduced wheel traction, a temporary coupling of the two wheel drive trains DTL, DTR can be initiated via the control device. Thus, for example, when parking a unilaterally parked on unpaved ground vehicle, the drive power of the motor of the low-traction wheel are fed to the still standing on the road wheel. As a result, the thermal load of both engines is made uniform.

If a vehicle equipped with a vehicle drive device according to the invention travels through a curve, the circumferential speed difference between the coupled wheels can be compensated for via the coupling device by allowing a corresponding internal slip.

In 2 is in the form of a simplified detailed representation of the coupling device 3 represented as in the vehicle drive device according to 1 is provided. The coupling device 3 is used for selective and torque-limited coupling of driven via separate drive motors Radantriebsstränge DTL, DTR. The coupling device 3 is by controlling the servomotor 5 in a clutch state, or brought into the freewheeling state shown here. The coupling device further forms part of a parking lock device.

The coupling device 3 includes a dog clutch connected to the right wheel drive train DTR 10 , This jaw clutch socket 10 forms counter-claws 10a the one with the claws 9a the sliding sleeve 8th can be brought into engagement. The sliding sleeve 8th sits on the coupling socket 12a the slip clutch 12 , This coupling socket 12a is about the rolling bearing 11 in the dog clutch socket 10 centered and rotatably mounted. The dog clutch socket 10 is via an axial toothing 8b on a complementary axial toothing 12b the coupling socket 12 guided.

Inside the coupling socket 12a is a ring pier 12c educated. This ring bridge 12c sits between two friction ring pads 16 . 17 , On a shaft journal 14 of the left wheel drive train DTL sits a friction clutch hub 18 , The friction clutch hub 18 forms an annular shoulder on which one of the friction ring coverings 16 sitting. The frictional torque transmission via the friction slip clutch 12 done by the ring bridge 12c between the friction linings 16 . 17 is tense. The application of the clamping force takes place via a pressure plate or clamping ring 19 , This clamping ring 19 carries several compression springs 20 , These springs 20 are supported axially in the pressure ring and on a support ring 21 from. The support ring is over a fixing nut 22 axially on the friction clutch hub 18 secured. About the spring characteristic and preload of the compression springs, the friction coefficient of the friction linings 16 . 17 and the geometrical relationships of the friction force transmission system may be the slip torque of the slip clutch 12 be matched. Preferably, this moment will be about 50% of the maximum drive torque of one of the motors 1 . 2 limited. At this moment a sufficient emergency differential function and a sufficient power transfer are guaranteed.

The present invention is not limited to the embodiment shown here by way of example. The coupling device 3 may also have a different structure, for example, be designed as a multi-plate clutch with servo effect. While in the variant shown here, the actuators, in particular the servomotor 5 can be kept de-energized after bringing about the required coupling state, it is also possible, the coupling device 3 form as a magnetic coupling, which is possibly to be maintained during maintenance of the engaged state under power. The actuator for adjusting the clutch state may also have a different structure. So in particular the shift fork 7 also as a pivotable movable structure 7 be executed. It is also possible to actuate the coupling device 3 in a purely mechanical way, for example via a cable, a linkage, or via a cable, a linkage, or via a pressure medium in conjunction with a bellows membrane, or cylinder device to accomplish.

According to a particular aspect of the present invention, it is possible to form the coupling device such that the coupling torque which can be selectively transmitted by the latter can be changed in an adjustable way. When using a friction clutch, the maximum transmittable torque can be adjusted for example by adjusting the friction lining.

The respective maximum coupling moment to be set can be set as a function of vehicle operating parameters. Thus, for example, depending on the steering wheel angle and the vehicle speed, the maximum coupling moment can be set. Furthermore, the maximum coupling torque can be adjusted depending on the instantaneous engine torque of the active wheel drive motor, for example, be set to 52% of the same. With this setting, a uniform power distribution results and the independence of the rotation of the two wheels is not impaired beyond a degree of coupling required for uniform power distribution.

As far as the vehicle is equipped with an electromechanical power steering system, it is possible to counteract any changes in the steering characteristic - as they result from the engagement of the coupling device, in particular the somewhat stiffer straight-ahead - by modification of the steering force assistance function. As far as a temporarily asymmetric propulsion generation by unilateral wheel drive takes place after releasing the coupling device, the resulting change in the steering characteristic can also be taken into account by modification of the steering force support function. As far as the vehicle has ESP or ABS, the engagement state of the coupling device 3 be tuned in consideration of these systems.

The vehicle drive device according to the invention can be designed as an axle unit, in particular a rear axle unit, which is used as a largely preassembled drive assembly in a corresponding vehicle. This drive assembly can form a rigid drive axle in which thus both wheels always rotate about a common, spring-loaded with respect to the vehicle axis. This vehicle drive device can also be designed as an axle unit for a vehicle with independent wheel suspension. The coupling device then sits, for example, between the propeller shaft flanges to which the Radantriebsgelenkwellen are connected on the vehicle side. As already mentioned above, the coupling device according to the invention ( 3 ) may also be arranged closer to the wheel drive motors in the power flow, in particular directly selectively coupling the motor shafts. The wheel drive motors can be combined via corresponding structural components to form a motor assembly. By means of these structural components, a housing device for the coupling device including the actuator device can be formed.

The parking lock device according to the invention integrated in the illustrated assembly comprises a Sperrschiebemuffe 20 , This lock slide sleeve 20 is on the sliding sleeve 8th rotatably guided, axially displaceable. The Sperrschiebemuffe carries a engaging teeth 21 , This engagement toothing 21 is on the front side of the Sperrschiebemuffe 20 trained and is after overcoming a corresponding travel with a housing side fixed counter teeth 22 positively engageable. In such an engaged position, the two Radantriebsstränge are rigidly coupled together and also on the transmission housing G via the counter teeth 22 established. This state (not shown here) corresponds to a parking lock state. To reach this parking lock state is via the shift fork 7 first the sliding sleeve 8th axially shifted until the gears 9a . 10a engage each other. By this engagement state, the two Radantriebsstränge are coupled together. The shift fork 7 lies here on a stop ring 23 at. The stop ring 23 sits on several, in the circumferential direction of the sliding sleeve 8th subsequent punch heads 24 , The stamp heads 24 be through coil springs 25 against the stop ring 24 crowded and pull over them the punch heads 24 carrying shanks the Sperrschiebemuffe 20 in the starting position shown here.

Is over the shift fork 7 the sliding sleeve 8th with the teeth 10a brought into engagement, so first the two wheel drive trains DTL and DTR with the involvement of the friction clutch 16 coupled together. Will the force of the shift fork 7 further increased, so this shifts the stop ring 23 in this illustration further to the right and thus moves the Sperrschiebemuffe 20 in the housing-side interlocking 22 one. Now the wheel drive trains DTL and DTR are fixed to the transmission housing G and thus locked. The locking slide sleeve 20 sits on the sliding sleeve 8th and also centered on the jaw clutch socket 10 ,

In 3 a further variant of a coupling device according to the invention is shown, through which the left wheel drive train DTL with the right wheel drive train DTR is selectively and torque limited coupled. The variant shown here further comprises a parking lock device 40 , Through this parking lock device 40 can the clutch claw bush 10 on a stationary housing 41 be determined. On the case 41 are gear teeth for this purpose 42 educated. In these teeth is a complementary toothing 43 retracted. This complementary toothing 43 is here at one end of the sliding sleeve 8th educated. On the sliding sleeve 8th is another locking toothing 44 trained with the counter-claws 10a the dog clutch socket 10 can be brought into engagement. To put the system in the park or Vollarretierzustand, by appropriate control of the servomotor 5 via the adjusting spindle 6 the shift fork 7 and thus also the coupled with this sliding sleeve 8th shifted axially to the left. This will get the gears 42 . 43 and 10a . 44 engaged with each other. This is the jaw clutch socket 10 on the housing 41 established. The left drive train DTL is on the slip clutch 12 with the coupling socket 12a frictionally coupled. The coupling socket 12a is over the sliding sleeve 8th on the housing 41 established. Due to the rigid locking of the right drive train DTR and the frictional locking of the left drive train DTL, a sufficient locking action of the twin-engine operated vehicle axle can be accomplished. It is also possible, further teeth, for example on the friction clutch hub 18 form so that these too rigid with the housing 41 or another, definable structure can be locked.

The coupling device according to the invention can also be constructed so that it can be brought into an operating state in which a coupling of the two Radantriebsstränge is accomplished such that rotational angle differences between the drive trains are possible, and also an operating state is selectable, in which a rigid coupling of the Radantriebsstränge DTL, DTR is achieved.

The coupling device according to the invention can also deviate greatly in its structure from the example shown here. Thus, the friction clutch can be designed as a wet multi-plate clutch. This multi-plate clutch can in turn be designed so that this provides a characteristic curve in which the coupling torque is dependent on the angular velocity difference of the drive trains. The adjusting mechanism can differ significantly in their construction from the variant shown here by way of example. The entire system can be provided with a plurality of securing devices by which it is determined as a function of the driving state which setting conditions the coupling device is allowed to assume.

4 shows very simplified an electromechanical vehicle drive device for a multi-track electric vehicle. This includes a first electric motor 1 which is associated with a left drive wheel WL and is coupled thereto via a left wheel drive train DTL for applying a driving torque driving the left drive wheel. The vehicle drive device further comprises a second electric motor 2 which is associated with a right drive wheel WR and is coupled thereto via a right wheel drive train DTR for applying a right drive wheel driving drive torque. The two drive torques have the same orientation with respect to the wheel axis X in normal operation.

The electromechanical vehicle drive device shown here is characterized by that in a lying between the left drive wheel WL and the right drive wheel WR intermediate region coupling means 3a . 3b or 3c is provided for selectively coupling the left and right wheel drive train DTL, DTR. The coupling device 3a . 3b or 3c In this case, it is designed in such a way that it can assume an overtaking state, this overtaking state permitting temporarily different angular speeds of the drive wheels WL, WR. In addition, the coupling device 3a . 3b or 3c designed such that over these the two Radantriebsstränge DTL, DTR are selectively lockable.

In this schematic representation is exemplified, at which points between the Radantriebssträngen the coupling device according to the invention 3a . 3b . 3c can be arranged.

About the by the reference 3a characterized coupling device 3a Immediately the motor output shafts can be coupled together without intermediate transmission. The coupling device 3a can be carried out in this case relatively small-sized and must transmit significantly lower coupling moments than in the case of installation situations described below 3b or 3c , The coupling device 3a is effective here at the motor level.

In the arrangement of the coupling device in the by the reference numeral 3b marked point is the coupling device 3b between the Radantriebssträngen DTL and DTR in an already translated strand section effectively and is interpreted as correspondingly higher coupling moments.

In the arrangement of the coupling device in the by the reference numeral 3c marked point is the coupling device 3c between the wheel drive trains DTL and DTR between the output shafts and is thus interpreted to the required between the wheels WL, WR coupling moment. The coupling device 3c is with regard to the transmission torque "practically at wheel level".

The corresponding at the positions 3a . 3b or 3c between the Radantriebssträngen provided coupling device allows selective coupling of the Radantriebsstränge DTL, DTR with overtaking or emergency differential function. Furthermore, a parking lock function is realized via this coupling device by, for example, a selectively provided for bringing about the coupling state coupling member can be moved into a functional position, which blocks the two Radantriebsstränge to the transmission housing.

QUOTES INCLUDE IN THE DESCRIPTION

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

Cited patent literature

• DE 19680744 T1 [0002]
• JP 11278084 A [0003]

Claims (10)

Electromechanical vehicle propulsion device for a multilane electric vehicle, comprising: - a first electric motor ( 1 ) associated with a left drive wheel (WL) and coupled thereto via a left wheel drive train (DTL) for applying a drive torque (TL) driving the left drive wheel (WL), - a second electric motor ( 2 ) associated with a right drive wheel (WR) and coupled thereto via a right wheel drive train (DTR) for applying a drive torque (TR) driving the right drive wheel, wherein in one between the left drive wheel (WL) and the right drive wheel ( WR) intermediate area a coupling device ( 3 ) is provided for selectively coupling the left and right wheel drive train (DTL, DTR), and - and a parking brake device ( 20 . 21 . 22 . 23 . 24 ) is provided, via which the two Radantriebsstränge (DTL, DTR) can be locked. Electromechanical vehicle drive device according to claim 1, characterized in that the coupling device ( 3 ) is designed such that it can assume a Überholzustand, and this Überholzustand temporarily different angular velocities of the drive wheels (WL, WR) allows and that the coupling device ( 3 ) an actuator device ( 4 ) for transferring coupling structures ( 9a . 10a ) in a coupling switching position, or in a freewheeling position. Electromechanical vehicle drive device according to claim 2, characterized in that the actuator device ( 4 ) is designed as an electromechanical actuating device, and that the parking lock device ( 20 . 21 . 22 . 23 . 24 ) comprises a locking member which is displaceable on this adjusting device. Electromechanical vehicle drive device according to claim 3, characterized in that the actuator device ( 4 ) is designed such that it can be kept de-energized after causing the required switching state. Electromechanical vehicle drive device according to at least one of claims 1 to 4, characterized in that the coupling device ( 3 ) a dog clutch ( nine ). Electromechanical vehicle drive device according to at least one of claims 1 to 4, characterized in that the coupling device ( 3 ) a slip clutch ( 12 ). Electromechanical vehicle drive device according to claim 6, characterized in that the slip clutch ( 12 ) is designed as overload clutch. Electromechanical vehicle drive device according to claim 6 or 7, characterized in that the slip torque is adjustable adjustable. Electromechanical vehicle drive device according to at least one of claims 6 to 8, characterized in that the parking lock device ( 20 . 21 . 22 . 23 . 24 ) a sliding bush ( 20 ) comprises the provided with a side of the transmission housing (G) counter-toothing ( 22 ) rotatably engageable. Electromechanical vehicle drive device according to at least one of claims 1 to 9, characterized in that a control device (C) is provided for controlling the coupling device ( 3 ), so that it enters a park locked state.

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