AT6549U1 - DRIVE AXLE FOR A VEHICLE WITH VARIABLE TORQUE DISTRIBUTION - Google Patents
DRIVE AXLE FOR A VEHICLE WITH VARIABLE TORQUE DISTRIBUTION Download PDFInfo
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- AT6549U1 AT6549U1 AT0058202U AT5822002U AT6549U1 AT 6549 U1 AT6549 U1 AT 6549U1 AT 0058202 U AT0058202 U AT 0058202U AT 5822002 U AT5822002 U AT 5822002U AT 6549 U1 AT6549 U1 AT 6549U1
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- drive
- axle
- gear
- shaft
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Classifications
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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
- F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
- F16H3/72—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously
- F16H3/724—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously using external powered electric machines
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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
- B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
- B60K17/043—Transmission unit disposed in on near the vehicle wheel, or between the differential gear unit and the wheel
- B60K17/046—Transmission unit disposed in on near the vehicle wheel, or between the differential gear unit and the wheel with planetary gearing having orbital motion
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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
- 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
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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
- 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/26—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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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 motors or the generators
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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
- 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/40—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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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 assembly or relative disposition of components
- B60K6/405—Housings
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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
- 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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
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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
- 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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
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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
- 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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
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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
- B60K7/00—Disposition of motor in, or adjacent to, traction wheel
- B60K7/0007—Disposition of motor in, or adjacent to, traction wheel the motor being electric
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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
- F16H48/00—Differential gearings
- F16H48/36—Differential gearings characterised by intentionally generating speed difference between outputs
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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
- B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
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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
- B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
- B60K17/16—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of differential gearing
- B60K17/165—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of differential gearing provided between independent half axles
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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
- B60K7/00—Disposition of motor in, or adjacent to, traction wheel
- B60K2007/0038—Disposition of motor in, or adjacent to, traction wheel the motor moving together with the wheel axle
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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
- B60K7/00—Disposition of motor in, or adjacent to, traction wheel
- B60K2007/0092—Disposition of motor in, or adjacent to, traction wheel the motor axle being coaxial to the wheel axle
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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
- 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
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- 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
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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)
- Hybrid Electric Vehicles (AREA)
- Arrangement Of Transmissions (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
Eine Antriebsachse mit variabler Momentenverteilung für ein Kraftfahrzeug enthält eine Mittenwelle (34) und je eine Achsantriebswelle, wobei eine Primärantriebswelle (33) mit der Mittenwelle (34) antriebsverbunden ist und ein Sekundärantrieb (8,9) vorgesehen ist. Um fahrdynamisch erwünschte Steuereingriffe vornehmen und einen Hybridbetrieb üben zu können, ist das Überlagerungsgetriebe (10,11) ein hohlradloses Stirnradplanetengetriebe mit zwei Sonnenrädern (41,42), deren erstes Sonnenrad (41) mit der Mittenwelle (34) und deren zweites Sonnenrad (42) jeweils mit einer Achsantriebswelle (43) antriebsverbunden ist, und dessen Planetenträger (45) mit dem Sekundärantrieb (8,9) antriebsverbunden ist.A drive axle with a variable torque distribution for a motor vehicle contains a center shaft (34) and one axle drive shaft each, a primary drive shaft (33) being drive-connected to the center shaft (34) and a secondary drive (8,9) being provided. In order to carry out control interventions that are desirable in terms of driving dynamics and to be able to practice hybrid operation, the superposition gear (10, 11) is a ring gearless spur planetary gear with two sun gears (41, 42), the first sun gear (41) with the center shaft (34) and the second sun gear (42 ) is each drive-connected to an axle drive shaft (43), and its planet carrier (45) is drive-connected to the secondary drive (8,9).
Description
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Die Erfindung betrifft eine Antriebsachse mit variabler Momentenverteilung für ein Kraftfahrzeug, deren Gehäuse eine Mittenwelle und je eine Achsantriebswelle enthält, wobei zwischen den Achsantriebswellen und der Zwischenwelle jeweils ein Überlagerungsgetriebe angeordnet ist, und wobei eine Primärantriebswelle mit der Mittenwelle antriebsverbunden ist und die Überlagerungsgetriebe jeweils mit einem Sekundärantrieb verbunden sind.
Die variable Momentenverteilung auf die beiden Achsantriebswellen und somit Räder der Achse kann verschiedenen Zwecken dienen und in verschiedenen Antriebssystemen Anwendung finden : In einem Hybridantrieb, im Antriebsstrang eines Allradfahrzeuges und als dynamisches Differential" einer einzigen angetriebenen Achse.
Unter Hybridantrieb ist zu verstehen, dass zwei verschiedene Antriebsquellen vorhanden sind, die je nach Fahr- bzw. Betriebszustand oder Standort das Fahrzeug einzeln oder gemeinsam antreiben oder abbremsen.
In der Regel ist eine der Antriebsquellen eine Verbrennungskraftmaschine
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und die andere ist/sind ein oder mehrere über alle vier Quadranten steuer- bare elektrische Maschine. Diese wirkt im Bremsbetrieb als Generator, der
Strom an einen an Bord des Fahrzeuges befindlichen Stromspeicher (z. B. einen Akkumulator) liefert.
Bei Allradfahrzeugen ist auch eine verstellbare Drehmomentverteilung zwischen den beiden angetriebenen Achsen erwünscht, zum Beispiel zur
Anpassung an die jeweilige Achslastverteilung. Dazu sind üblicherweise in dem Verbindungsstrang zwischen den beiden Achsen besondere steuer- bare Kupplungen vorgesehen.
Im einfachsten Fall ist sie die einzige Antriebsachse eines konventionellen
Fahrzeuges. Die variable Momentenverteilung soll hier auch die Funktion eines steuerbar sperrbaren Differentiales erfüllen. Steuerbar sperrbare Achsdifferentiale können bei der Kurvenfahrt zwar die langsamere (kurveninnere) Achsantriebswelle auf die Drehzahl der schnelleren (kurvenäusseren) bringen, nicht aber die schnellere Achsantriebswelle auf eine noch höhere Drehzahl bringen. Das aber ist in gewissen Fahrsituationen erwünscht.
Diese Funktion wird als aktive Giermomentsteuerung (='active yaw control") bezeichnet. Dazu werden steuerbare Kupplungen verwendet, wobei aber die Momente an den Rädern nur abhängig von Differenzdrehzahlen steuerbar sind. Der Einsatz von Überlagerungsgetrieben ist zu einem anderen Zweck bei der Lenkung von Kettenfahrzeugen üblich.
Aus der EP 247 820 A2 ist eine gattungsgemässe Antriebsachse bekannt, die bei der (Fig. 4) das Überlagerungsgetriebe ein Doppelplanetengetriebe ist, dessen Hohlrad über eine Schneckentransmission mit einer sekundären
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Antriebsquelle (einem Hydro- oder Elektromotor) verbunden ist. Damit lässt sich zwar die Funktion eines aktiven Differentiales verwirklichen, durch den Einsatz der Schneckengetriebe ergeben sich jedoch grosse Nachteile. Das Schneckengetriebe hat vor allem im Schubbetrieb - ent-
EMI3.1
EMI3.2
EMI3.3
- einentriebetyp eigenen Übersetzungverhältnisse ist er für einen Hybridantrieb gänzlich ungeeignet. Bei Betrieb nur mit der sekundären Antriebsquelle und stillstehender Mittenachse wären Zugbetrieb und Nutzbremsbetrieb nur bei sehr kleinen Geschwindigkeiten möglich.
Ausserdem nehmen Schneckengetriebe viel Bauraum in Anspruch und sind teuer in der Herstellung..
Bei Allradfahrzeugen ist noch zu beachten, dass im Falle eines fahrdynamischen Bremseingriffes in kurzer Zeit sehr grosse Drehzahlunterschiede zwischen dem abzubremsenden Rad und den anderen Rädern auftreten. Dabei dürfen aber keine Bremsmomente durch den Antriebsstrang auf die anderen Räder übertragen werden. Durch die Selbsthemmung der Schneckengetriebe werden die Trägheitsmomente der Elektromotoren um ein Vielfaches verstärkt, was eben diese unzulässigen Motorkopplungen verursacht.
Es ist daher Aufgabe der Erfindung, eine Antriebsachse vorzuschlagen, die die fahrdynamisch erwünschten Steuereingriffe erlaubt, und zusätzlich noch für den Hybridbetrieb uneingeschränkt tauglich ist.
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Erfindungsgemäss ist das Überlagerungsgetriebe ein hohlradloses Stirnradplanetengetriebe mit zwei Sonnenräder, deren erstes Sonnenrad mit der Mittenwelle und deren zweites Sonnenrad jeweils mit einer Achsantriebswelle antriebsverbunden ist, und dessen Planetenträger mit dem Sekundärantrieb antriebsverbunden ist.
Damit ist die Aufgabe gelöst, wobei noch der zusätzliche Vorteil erzielt wird, dass das erfindungsgemässe hohlradlose Planetengetriebe besonders kleine innere Verluste hat. Bei schlupfloser Geradeausfahrt ohne sekundären Antrieb laufen die beiden Planetengetriebe lastlos als Block um.
Im Detail aufgezählt werden mit der Erfindung die folgenden Vorteile erzielt :
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beide angetrieben sind, * freie Wahl der Momentenverteilung unabhängig von der Übersetzung eines Zentraldifferentiales, und von Reifen- und Übersetzungsfehlern, # kein Momentenverlust durch Bremseingriff oder eine schleifende
Kupplung, * aktive Beeinflussung der Fahrdynamik (Giermomentregelung) und optimale Traktion ohne Seitenführungsverlust bei Kurvenfahrt, * durch Leistungsübertragung über mechanische Elemente günstige
Wirkungsgrade, * geringer Bedarf an Bauraum für elektrische Maschinen, Leistungselek- tronik und Energiespeicher, * spezielle Ausbildung als Hybridantrieb, auch für Allradantrieb,
mit er- höhter Generatorleistung (Startergenerator) und Zwischenspeicherung.
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Vorzugsweise tragt der Planetenträger drehfest miteinander verbundene erste und zweite Planetenräder, wobei das Verhältnis der Übersetzung zwischen erstem Sonnenrad und erstem Planetenrad sich von dem Verhältnis der Übersetzung zwischen zweitem Sonnenrad und zweitem Planetenrad unterscheidet. (Anspruch 2). Dabei können diese sich unterscheidenden Übersetzungen durch verschiedene Zähnezahlen, verschiedene Durchmesser oder andere Massnahmen erreicht werden. Der Unterschied zwischen diesen beiden Übersetzungen bestimmt die Übersetzung, mit der das Moment des Sekundärantriebes eingetragen wird, und damit auch dessen Dimensionierung. Jedenfalls sind durch diese Konstellation des Planetengetriebes in besonders einfacher und platzsparender Weise die für das Zusammenwirken von Primärantrieb und Sekundärantrieb erforderlichen Übersetzungsverhältnisse realisierbar.
Als Sekundärantrieb ist eine mit dem Planetenträger direkt antriebsverbundene elektrische Maschine (Anspruch 3), die sowohl als Motor als auch als Generator laufen kann, am besten geeignet. Bei geeigneter Auslegung der Achsübersetzung laufen die beiden elektrischen Maschinen mit Achsdrehzahl. Es können aber auch bewusst andere Übersetzungverhältnisse gewählt werden, wenn zum Beispiel eine elektrische Maschine bei einer höheren Drehzahl den besseren Wirkungsgrad hat oder weniger Bauraum braucht, oder billiger ist. Dann läuft der Motor mit einem Vielfachen oder einem Bruchteil der Achsdrehzahl um.
Besonders günstig sind die Einbauverhältnisse, wenn in einer bevorzugten Ausführungsform der Erfindung der Elektromotor/Generator mit der jeweiligen Achsantriebswelle koachsial und sein Rotor als Hohlwelle ausgebildet ist, die die Achsantriebswelle aufnimmt (Anspruch 4). Dann ergibt sich auch ein besonders günstig geformtes Achsgehäuse, in dem alle Teile
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der Antriebsachse in einem gemeinsamen quer zur Achse geteilten Gehäu- se untergebracht sind (Anspruch 5).
1m Folgenden wird die Erfindung anhand von Abbildungen beschrieben und erläutert. Es stellen dar :
Fig. 1 : schematisch den Antrieb eines ersten Kraftfahrzeuges mit der erfindungsgemässen Antriebsachse,
Fig. 2 : schematisch den Antrieb eines ersten Kraftfahrzeuges mit der erfindungsgemässen Antriebsachse,
Fig. 3 : einen Schnitt durch die erfindungsgemässe Antriebsachse entsprechend Detail III in Fig. 2.
In Fig. 1 ist die Primärantriebsmaschine eine Verbrennungskraftmaschine 1, die im Fahrzeug sowohl quer als auch längs angeordnet sein kann. Sie ist direkt mit einem Generator verbunden, welcher im Falle eines Hybridantriebes mit Vorteil ein Starter-Generator moderner Bauweise ist. Die Verbrennungskraftmaschine 1 treibt über eine Kupplung beziehungsweise einen Drehmomentwandler ein Schaltgetriebe beziehungsweise Automatgetriebe, von dem aus eine Kardanwelle 5 zur erfindungsgemässen Antriebsachse 6 führt.
Die Antriebsachse 6 besteht aus einem Winkelgetriebe 7 (Triebling 7'und Tellerrad 7"), dem von elektrischen Maschinen 8, 9 gebildeten Sekundärantrieb und den Überlagerungsgetrieben 10, 11. Die elektrischen Maschinen 8, 9 sind in allen vier Quadranten steuerbare Motoren/Generatoren und ebenso symmetrisch angeordnet wie die beiden Überlagerungsgetriebe 10, 11. An diese schliessen die Radantriebswellen 12, 13 an. Der Generator 2 liefert Strom über die Steuerelektronik 14 entweder an den Energiespeicher 15 oder an die elektrischen Maschinen 8, 9.
Die Steuerelektronik 14 empfängt als Eingangssignale diverse fahrdynamische und Zustands-
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grössen sowie Befehle vom Lenker des Fahrzeuges, was im Einzelnen nicht dargestellt ist, und bildet aus diesen Stellgrössen für den Generator 2, die Zufuhr zum Speicher 15 und, was hier interessiert, Stellgrössen für die
Stromzufuhr 16, 17 zu den elektrischen Maschinen 8, 9.
In Fig. 2 sind gleiche Teile mit denselben Bezugszeichen versehen. Sie unterscheidet sich von der vorherigen nur dadurch, dass es sich hier um den Antriebsstrang eines Allradfahrzeuges handelt. Dem gemäss ist hier ein Verzweigungsgetriebe 20 (ein Differentialgetriebe ist dank der Erfindung nicht nötig) vorgesehen, von dem aus eine weitere Antriebswelle 21 zu einem Vorderachsdifferential 22 führt. Dieses kann ein konventionelles Differential-sperrbar oder nicht -, oder durch eine erfindunggemässe Antriebsachse ersetzt sein.
Bei beiden kann es sich um einen Hybridantrieb handeln, muss aber nicht.
In Fig. 3 ist zunächst das ganze Gehäuse summarisch mit 30 bezeichnet.
Es umschliesst das Winkelgetriebe 7, die elektrischen Maschinen 8, 9 und die Überlagerungsgetriebe 10, 11 und ist, vom Winkelgetriebe einnmal abgesehen, insgesamt symmetrisch, sodass im Folgenden nur mehr eine Seite beschrieben ist. Das Gehäuse 30 besteht aus einem Trieblingsgehäuse 31, in dem die Primärantriebswelle 33 mit ihrem Triebling 7' gelagert ist, einem Zentralgehäuse 32, in dem eine Mittenwelle 34 in Kegelrollenlagern 36 gelagert ist, einem Getriebegehäuse 37 und einem Motorgehäuse 38, das dessen Stator bildet.
Die Achse der Antriebsachse ist mit 40 bezeichnet, die einzelnen Gehäuseteile 32, 37 und 38 sind in Normalebenen zur Achse 40 geteilt und in der üblichen Weise miteinander verbunden.
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Die Überlagerungsgetriebe 10, 11 sind hohlradlose Planetengetriebe, deren erstes Sonnenrad drehfest mit der Mittenwelle 34 verbunden ist, deren zweites Sonnenrad drehfest auf einer Achsantriebswelle 43 sitzt, welche ausserhalb des Gehäuses mit einem Anschlussflansch 44 für eine der
Radantriebswellen 12, 13 endet. In einem Planetenträger 45 sind erste und zweite Planetenräder 46, 47 drehbar gelagert. Je ein Planetenrad 46 und 47 sind drehfest miteinander verbunden beziehungsweise einstückig und haben im gezeigten Ausführungsbeispiel verschiedene Durchmesser.
Es sind jedoch die Verhältnisse der Zähnezahlen (noch allgemeiner : der Übersetzungen) der bei den Sonnenräder 41, 42 und der beiden Planetenräder 46, 47, die das Übersetzungsverhältnis bestimmen, mit dem das Drehmoment des Sekundärantriebs 8, 9 eingebunden-überlagert wird. Sie dürfen demnach nicht gleich gross sein. Der Planetenträger 45 setzt sich in achsialer Richtung nach aussen in einer Hohlwelle 48 fort, die die Achsantriebswelle 43 enthält und die gleichzeitig der Rotor der elektrischen Maschine 9 ist. Deren Stator 49 ist im Gehäuseteil 38 angebracht.
Anhand der Fig. 3 lässt sich auch die Arbeitsweise vorstellen. Bei "passiver" Fahrt, das ist an beiden Rädern der Achse schlupflose Geradeausfahrt ohne sekundäre Momentenzu- oder Abfuhr, drehen sich die beiden Sonnenräder 41, 42 mit gleicher Drehzahl, daher auch der Planetenträger und der Rotor 48 läuft leer mit derselben Drehzahl mit.
Soll sich in einer Kurve die kurvenäussere Achsantriebswelle 43 schneller drehen als die kurveninnere 43'und dazu mit einem höheren Moment angetrieben werden, so wird die elektrische Maschine 9 so angesteuert, dass sie als Motor ein Sekundärmoment liefert und über das Planetengetriebe dem primären Moment und der primären Drehzahl überlagert. In demselben Masse wir die andere elektrische Maschine so angesteuert, dass
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sie als Generator von der kurveninneren Achsantriebswelle 43'angetrie- ben wird und Strom zum Speicher 15 liefert.
Sollen bei einem Fahrzeug mit Allradantrieb nach Fig. 2 der auf die gesamte Achse übertragene Momentenanteil erhöht werden, so werden beide elektrischen Maschinen 8, 9 so angesteuert, dass sie über die Planetengetriebe 10, 11 ein Sekundärmoment zur Verfügung stellen.
Soll im Falle eines Hybridantriebes eine Nutzbremsung ausgeführt werden, so werden beide elektrischen Maschinen 8, 9 so angesteuert, dass sie als Generator arbeiten. Soll, als anderer Extremfall, der Antrieb nur über den Sekundärantrieb erfolgen, so wird die Mittenwelle 34 stillgesetzt und die elektrischen Maschinen 8, 9 treiben über die Planetengetriebe 10, 11, bei stillstehendem Sonnenrad 41 die Achsantriebswellen 43, 43'mit hoher Untersetzung. Dadurch können die elektrischen Maschinen 8, 9 klein bauen und mit relativ hoher Drehzahl ein hohes Antriebsmoment erzeugen, bei für die Fahrt in der Stadt noch ausreichender Fahrgeschwindig- keit.
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The invention relates to a drive axle with variable torque distribution for a motor vehicle, the housing of which contains a center shaft and a respective axle drive shaft, a superposition gear being arranged between each of the axle drive shafts and the intermediate shaft, and a primary drive shaft being drive-connected to the center shaft and the superposition gear each having a Secondary drive are connected.
The variable torque distribution on the two axle drive shafts and thus the wheels of the axle can serve different purposes and can be used in different drive systems: in a hybrid drive, in the drive train of an all-wheel drive vehicle and as a dynamic differential of a single driven axle.
Hybrid drive is to be understood to mean that there are two different drive sources which, depending on the driving or operating state or location, drive or brake the vehicle individually or together.
As a rule, one of the drive sources is an internal combustion engine
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and the other is one or more electrical machines that can be controlled via all four quadrants. In braking mode, this acts as a generator that
Provides electricity to an on-board power storage device (e.g. an accumulator).
In all-wheel drive vehicles, an adjustable torque distribution between the two driven axles is also desirable, for example for
Adaptation to the respective axle load distribution. For this purpose, special controllable couplings are usually provided in the connecting line between the two axes.
In the simplest case, it is the only drive axle of a conventional one
Vehicle. The variable torque distribution should also fulfill the function of a controllable lockable differential. Controllable lockable axle differentials can bring the slower (inside the curve) axle drive shaft to the speed of the faster (outside the curve) when cornering, but not bring the faster axle drive shaft to an even higher speed. But this is desirable in certain driving situations.
This function is referred to as active yaw control. For this purpose, controllable clutches are used, but the torques on the wheels can only be controlled depending on differential speeds. The use of superimposed gearboxes is for another purpose when steering tracked vehicles common.
From EP 247 820 A2 a generic drive axle is known, which in the case of (Fig. 4) the superposition gear is a double planetary gear, the ring gear of which is via a worm transmission with a secondary one
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Drive source (a hydraulic or electric motor) is connected. Although the function of an active differential can be realized, the use of worm gears results in major disadvantages. The worm gear has mainly in overrun -
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- A transmission type with its own gear ratio is completely unsuitable for a hybrid drive. When operated only with the secondary drive source and the stationary center axis, pulling and braking operations would only be possible at very low speeds.
In addition, worm gears take up a lot of space and are expensive to manufacture.
In all-wheel drive vehicles, it should also be noted that in the event of a dynamic braking intervention, very large differences in speed between the wheel to be braked and the other wheels occur in a short time. However, braking torques must not be transmitted to the other wheels through the drive train. Due to the self-locking of the worm gears, the moments of inertia of the electric motors are increased many times over, which causes these impermissible motor couplings.
It is therefore an object of the invention to propose a drive axle which permits the control interventions desired in terms of driving dynamics and which is additionally fully suitable for hybrid operation.
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According to the invention, the superposition gear is a spur gear planetary gear without ring gear with two sun gears, the first sun gear of which is drive-connected to the center shaft and the second sun gear of which is in each case connected to an axle drive shaft, and the planet carrier of which is drive-connected to the secondary drive.
This achieves the object, with the additional advantage that the ring gearless planetary gear according to the invention has particularly small internal losses. When driving straight ahead without a secondary drive, the two planetary gears run as a block without load.
The following advantages are achieved with the invention:
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both are driven, * free choice of torque distribution regardless of the translation of a central differential, and of tire and translation errors, # no loss of torque due to brake intervention or a slipping
Clutch, * active influencing of driving dynamics (yaw moment control) and optimal traction without loss of cornering when cornering, * favorable through power transmission via mechanical elements
Efficiency, * low space requirement for electrical machines, power electronics and energy storage, * special training as hybrid drive, also for all-wheel drive,
with increased generator output (starter generator) and intermediate storage.
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The planet carrier preferably carries first and second planet gears connected to one another in a rotationally fixed manner, the ratio of the ratio between the first sun gear and the first planet gear differing from the ratio of the ratio between the second sun gear and the second planet gear. (Claim 2). These differing translations can be achieved by different numbers of teeth, different diameters or other measures. The difference between these two translations determines the translation with which the moment of the secondary drive is entered, and thus also its dimensioning. In any case, this constellation of the planetary gear enables the gear ratios required for the interaction of the primary drive and the secondary drive to be implemented in a particularly simple and space-saving manner.
An electrical machine that is directly connected to the planet carrier and that can run both as a motor and as a generator is best suited as the secondary drive. With a suitable design of the axle ratio, the two electrical machines run at axle speed. However, other gear ratios can also be chosen deliberately if, for example, an electrical machine at a higher speed has better efficiency or requires less installation space, or is cheaper. Then the engine runs at a multiple or a fraction of the axle speed.
The installation conditions are particularly favorable if, in a preferred embodiment of the invention, the electric motor / generator is designed coaxially with the respective axle drive shaft and its rotor is designed as a hollow shaft which receives the axle drive shaft (claim 4). Then there is also a particularly favorably shaped axle housing, in which all parts
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the drive axle are accommodated in a common housing which is divided transversely to the axle (claim 5).
The invention is described and explained below with the aid of figures. They represent:
1: schematically the drive of a first motor vehicle with the drive axle according to the invention,
2: schematically the drive of a first motor vehicle with the drive axle according to the invention,
3 shows a section through the drive axle according to the invention in accordance with detail III in FIG. 2.
In Fig. 1, the primary drive machine is an internal combustion engine 1, which can be arranged both transversely and lengthwise in the vehicle. It is connected directly to a generator, which in the case of a hybrid drive is advantageously a modern-design starter generator. The internal combustion engine 1 drives a manual transmission or automatic transmission via a clutch or a torque converter, from which a cardan shaft 5 leads to the drive axle 6 according to the invention.
The drive axis 6 consists of an angular gear 7 (Triebling 7 'and ring gear 7 "), the secondary drive formed by electrical machines 8, 9 and the superposition gears 10, 11. The electrical machines 8, 9 are controllable in all four quadrants motors / generators and arranged just as symmetrically as the two superposition gears 10, 11. The wheel drive shafts 12, 13 are connected to them. The generator 2 supplies current via the control electronics 14 either to the energy store 15 or to the electrical machines 8, 9.
The control electronics 14 receives various driving dynamics and status signals as input signals.
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sizes and commands from the driver of the vehicle, which is not shown in detail, and forms from these manipulated variables for the generator 2, the supply to the memory 15 and, what is of interest here, manipulated variables for the
Power supply 16, 17 to the electrical machines 8, 9.
2, the same parts are provided with the same reference numerals. It differs from the previous one only in that it is the drive train of an all-wheel drive vehicle. Accordingly, a branching gear 20 is provided here (a differential gear is not necessary thanks to the invention), from which a further drive shaft 21 leads to a front axle differential 22. This can be a conventional differential lockable or not, or can be replaced by a drive axle according to the invention.
Both can be a hybrid drive, but need not be.
In Fig. 3, the entire housing is initially collectively designated 30.
It encloses the bevel gear 7, the electrical machines 8, 9 and the superimposition gears 10, 11 and, apart from the bevel gear one time, is overall symmetrical, so that only one side is described below. The housing 30 consists of a drive housing 31, in which the primary drive shaft 33 is mounted with its drive 7 ', a central housing 32, in which a center shaft 34 is mounted in tapered roller bearings 36, a gear housing 37 and a motor housing 38, which forms its stator.
The axis of the drive axis is designated 40, the individual housing parts 32, 37 and 38 are divided in normal planes to the axis 40 and connected to one another in the usual manner.
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The superposition gears 10, 11 are ring gearless planetary gears, the first sun gear of which is non-rotatably connected to the center shaft 34, the second sun gear of which is non-rotatably seated on an axle drive shaft 43 which, outside the housing, has a connecting flange 44 for one of the
Wheel drive shafts 12, 13 ends. First and second planet gears 46, 47 are rotatably mounted in a planet carrier 45. Each planet gear 46 and 47 are non-rotatably connected to one another or in one piece and have different diameters in the exemplary embodiment shown.
However, it is the ratios of the number of teeth (more generally: the ratios) of the sun gears 41, 42 and the two planet gears 46, 47 that determine the gear ratio with which the torque of the secondary drive 8, 9 is integrated-superimposed. Accordingly, they cannot be the same size. The planet carrier 45 continues in the axial direction outwards in a hollow shaft 48 which contains the axle drive shaft 43 and which is also the rotor of the electrical machine 9. The stator 49 is mounted in the housing part 38.
The mode of operation can also be imagined on the basis of FIG. 3. In the case of "passive" travel, that is slip-free straight travel on both wheels of the axle without secondary torque supply or removal, the two sun wheels 41, 42 rotate at the same speed, hence the planet carrier and the rotor 48 run idle at the same speed.
If, in a curve, the axle drive shaft 43 on the outside of the curve is to rotate faster than the inside 43 'of the curve and is also driven with a higher torque, the electric machine 9 is controlled in such a way that it delivers a secondary torque as a motor and, via the planetary gear, the primary torque and primary speed overlaid. The other electrical machine is controlled to the same extent that
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it is driven as a generator by the axle drive shaft 43 ′ on the inside of the curve and supplies current to the store 15.
If the torque component transmitted to the entire axle is to be increased in a vehicle with all-wheel drive according to FIG. 2, then both electrical machines 8, 9 are controlled in such a way that they provide a secondary torque via the planetary gears 10, 11.
If useful braking is to be carried out in the case of a hybrid drive, both electrical machines 8, 9 are controlled so that they work as a generator. If, as another extreme case, the drive should only take place via the secondary drive, the center shaft 34 is stopped and the electrical machines 8, 9 drive via the planetary gears 10, 11, with the sun gear 41 at a standstill, the axle drive shafts 43, 43 ′ with high reduction. As a result, the electrical machines 8, 9 can be made small and generate a high drive torque at a relatively high speed, while the driving speed is still sufficient for driving in the city.
Claims (5)
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
AT0058202U AT6549U1 (en) | 2002-09-03 | 2002-09-03 | DRIVE AXLE FOR A VEHICLE WITH VARIABLE TORQUE DISTRIBUTION |
PCT/AT2003/000255 WO2004022373A1 (en) | 2002-09-03 | 2003-09-03 | Drive axle comprising a variable torque distribution for a motor vehicle |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
AT0058202U AT6549U1 (en) | 2002-09-03 | 2002-09-03 | DRIVE AXLE FOR A VEHICLE WITH VARIABLE TORQUE DISTRIBUTION |
Publications (1)
Publication Number | Publication Date |
---|---|
AT6549U1 true AT6549U1 (en) | 2003-12-29 |
Family
ID=29274051
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
AT0058202U AT6549U1 (en) | 2002-09-03 | 2002-09-03 | DRIVE AXLE FOR A VEHICLE WITH VARIABLE TORQUE DISTRIBUTION |
Country Status (2)
Country | Link |
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AT (1) | AT6549U1 (en) |
WO (1) | WO2004022373A1 (en) |
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- 2003-09-03 WO PCT/AT2003/000255 patent/WO2004022373A1/en not_active Application Discontinuation
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WO2010060495A1 (en) * | 2008-11-26 | 2010-06-03 | Mueller Werner | Transmission arrangement |
WO2012028372A1 (en) * | 2010-09-03 | 2012-03-08 | Schaeffler Technologies Gmbh & Co. Kg | Drive unit |
DE102011056047A1 (en) * | 2011-12-05 | 2013-06-06 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Powertrain of a purely electric allradbetreibbaren motor vehicle |
US9096126B2 (en) | 2011-12-05 | 2015-08-04 | Dr. Ing. H.C.F. Porsche Aktiengesellschaft | Drive train of a purely electrically all-wheel drivable motor vehicle |
US10723217B2 (en) | 2016-09-15 | 2020-07-28 | Deere & Company | Drive train system |
WO2019093894A3 (en) * | 2017-11-10 | 2019-09-12 | 1E Taraz Holding B.V. | Hybrid power train arrangement for a vehicle |
CN111572627A (en) * | 2020-06-17 | 2020-08-25 | 上海智御动力技术有限公司 | Inner and outer wheel corner distribution device |
CN113525055A (en) * | 2021-08-05 | 2021-10-22 | 一汽解放汽车有限公司 | Double-motor speed reducer |
CN113525055B (en) * | 2021-08-05 | 2022-05-13 | 一汽解放汽车有限公司 | Double-motor speed reducer |
Also Published As
Publication number | Publication date |
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WO2004022373A1 (en) | 2004-03-18 |
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