CN103958240A - 纯电力全轮可驱动的机动车辆的动力传动系 - Google Patents

纯电力全轮可驱动的机动车辆的动力传动系 Download PDF

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CN103958240A
CN103958240A CN201280059647.0A CN201280059647A CN103958240A CN 103958240 A CN103958240 A CN 103958240A CN 201280059647 A CN201280059647 A CN 201280059647A CN 103958240 A CN103958240 A CN 103958240A
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vehicle bridge
power train
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CN103958240B (zh
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D·克诺布劳赫
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Dr Ing HCF Porsche AG
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Abstract

本发明涉及一种纯电力全轮可驱动的机动车辆的动力传动系(1)，该动力传动系包括一个具有差速器(23)的第一车桥(2)、一个具有差速器(26)的第二车桥(3)、以及用于驱动这两个车桥(2，3)的至少一个电动机器(11，32)。在这样的动力传动系中，根据本发明提供了，该至少一个电动机器(11，32)是相对于该机动车辆的行驶方向(4)横向地安排的并且经由一个正齿轮(12)连接至该动力传动系(1)的第一车桥(2)上，并且该第一车桥(2)和该第二车桥(3)各自具有一个冠齿轮(25)，其中这些冠齿轮(25)经由一个轴(27)相连接，所述轴(27)在其相应末端处具有与一个相应的冠齿轮(25)相接合的一个小齿轮(28)。这样的动力传动系允许以构造简单的方式、特别是标准化的方式从具有仅一个从动轴的初始状态将该动力传动系改装成全轮驱动。

Description

纯电力全轮可驱动的机动车辆的动力传动系
本发明涉及一种纯电力全轮可驱动的机动车辆的动力传动系，该动力传动系带有一个具有差速器的第一车桥、一个具有差速器的第二车桥、以及用于驱动这两个车桥的至少一个电动机器。
从DE 600 13 340 T2中已知的这样的一种用于电力可驱动的运土车辆或用于带有四轮驱动的农用车辆的动力传动系。所述动力传动系具有两个电动机器，这两个电动机器相对于行驶方向纵向地安排在一个、后车桥上方并且与安排在该后车桥前方的正齿轮传动装置相互作用。该齿轮传动装置通过一个轴或两个轴连接至指派给这两个车桥的这些差速器上、由此连接至该后车桥和前车桥上。
本发明的目的是在有待纯电力运行的机动车辆中提供一种动力传动系，其中通过结构上简单的、特别地标准化的方式，该动力传动系可以从具有仅一个从动车桥的初始状态改装成全轮驱动。
这个目的是通过按照专利权利要求1的特征设计的一种动力传动系来实现的。
因此该纯电力全轮可驱动的机动车辆的动力传动系具有一个带有差速器的第一车桥和一个带有差速器的第二车桥。此外，该动力传动系具有相对于该机动车辆的行驶方向横向地安排的至少一个电动机器。所述至少一个电动机器经由一个正齿轮传动装置连接至该动力传动系的第一车桥上。该第一车桥和第二车桥各自具有一个冠齿轮。这些冠齿轮经由一个轴相连接，其中该轴在其相应末端处具有接合在一个相应冠齿轮中的一个小齿轮。指派给该轴和/或这些对应的冠齿轮的这些小齿轮可以大小不同、并且因此带来了与所指派的冠齿轮相互作用的不同传动比。
特别地，提供单个电动机器或提供两个电动机器，其中一个电动机器可以借助于一个可切换离合器断开连接。因此不要求这两个电动机器同时被驱动。
该动力传动系可以具有由于在第一车桥和电动机器以及位于其间的正齿轮传动装置的区域中的这种所阐述的设计而非常紧凑的设计。该电动机器的扭矩可以经由该正齿轮传动装置被高度有效地传输至该第一轴。
该动力传动系优选地用于乘用车形式的机动车辆中。所述乘用车特别地是跑车。所述机动车辆、特别是乘用车或跑车，优选地是后驱动形式的。因此该至少一个电动机器被安排在该机动车辆或动力传动系的后部区域中。因此第一车桥位于该电动机器的前方。借助于该电动机器，首先第一车桥被驱动，并且第二车桥、具体为前车桥经由该第一车桥的冠齿轮、该轴和第二车桥的冠齿轮而被驱动。
然而原则上，该机动车辆可以是前驱动形式的。在此情况下，因此这个电动机器是位于该动力传动系的第二、前车桥的区域中、特别地位于所述车桥的前方。
被指派给该动力传动系的这些车轮特别地是通过多个传动轴单独地连接至动力传动系上。在这种情况下，该动力传动系不具有任何刚性车桥。
第一车桥的差速器可以不同地进行设计。它特别地处于常规的、并且因此开放式的差速器形式，或者处于具有一个行星齿轮机构和多个制动器的扭矩矢量分配式差速器的形式。这样的差速器是从现有技术中已知的。它使得第一车桥的这些车轮能够以一种不同的扭矩借助于该电动机器来被驱动。
与该轴及其小齿轮相互作用，第一和第二车桥的冠齿轮用于从第一车桥向第二车桥传输扭矩。在此，结构上特别有利的是冠齿轮设置在第一车桥和第二车桥各自的差速器上。特别地，该冠齿轮连接至该差速器的一个差速器壳体上。此外，该轴还可以具有一个可控离合器、特别地附加离合器，以便将这两个车桥进行连接或能够将其断开连接。
这产生了将具有仅一个从动车桥的纯电力驱动车辆改装成具有全轮驱动而无需用于另一车桥的额外电动机器的简单可能性。具体而言，这产生了对于根据本发明的动力传动系的实质性子区域使用从常规的全轮车辆中容易获知的技术，并且因此使用在已知的、借助于内燃发动机驱动的全轮车辆中使用的技术的可能性。这特别地涉及将扭矩从第一车桥传输至第二车桥。例如，已知的是该轴另外具有一个可控离合器、特别地是该附加离合器。该轴还可以按已知方式设计成一个传动轴/万向轴。特别地存在在根据本发明的动力传动系中使用传动轴/万向轴与附加离合器和相连接的车辆车桥的、从常规全轮车辆中容易获知的一种组合而不进行进一步修改的可能性。
任选地可以将该正齿轮传动装置设置成是可切换的。然而原则上，对此不作要求，因为具有恒定传动比的齿轮传动装置是完全足够的。
该正齿轮传动装置具有优选地位于该电动机器的输出轴与第一车桥之间的一个中间轴。这允许对该电动机器更多地减速。
从属权利要求、附图以及对优选示例性实施例的说明显现了本发明的进一步的特征，所述优选示例性实施例在附图中重现而不受所述附图例的限制。在附图中：
图1示出了根据本发明的动力传动系的实施例的示意图。
根据图1的示例性实施例展示了一种用于纯电力可驱动的机动车辆的动力传动系1，该机动车辆特别地是一种乘用车、尤其是跑车。
该具有单独的车轮悬架装置的动力传动系1具有第一、后车桥2和第二、前车桥3。相对于该机动车辆的向前行驶方向4，在下文中简称为行驶方向，后车桥2具有一个车桥左区段5和一个车桥右区段6。前车桥3具有一个车桥左区段7和一个车桥右区段8。后车轮9连接在车桥区段5和6中，并且前车轮10连接至车桥区段7和8中。所提及的车桥区段5至8各自具有传动轴。
动力传动系1的两个电动机器11、32和一个正齿轮传动装置12被安排在后车桥2后方。这些电动机器是相对于行驶方向4横向地安排的。这些电动机器11和32的由其输出轴13展示的旋转轴线因此是平行于后车桥2安排的。相应电动机器11、32的定子用参考号14表示，并且相应电动机器11、32的转子(从动轴13连接至该转子上)用参考号15表示。相应转子15安装在两个轴承16中。
具有该正齿接装置的齿轮传动装置12具有一个小齿轮17和一个与所述小齿轮啮合的正齿轮18，该小齿轮连接至电动机器11、32的输出轴13上以便随之旋转，其中所述正齿轮安装在该正齿轮传动装置12的一个中间轴19中并且连接至该中间轴19上以便随之旋转。与一个正齿轮21相互作用的一个小齿轮20连接至该中间轴19上、位于所述中间轴19的面向电动机器11的一侧上。所述正齿轮经由一个差速器驱动后车桥2。
电动机器11的输出轴13被指派有一个可切换的分离离合器33，并且因此仅经由电动机器32或经由这两个电动机器11、32的驱动是可能的。
输出轴13和中间轴19被安排成彼此平行；此外，中间轴19被安排成平行于后车桥。轴19被安装在多个轴承22中。
因此这些电动机器11、32经由该正齿轮传动装置12连接至后车桥2上以便驱动该后车桥。此外，所述电驱动的后车桥2具有一个差速器23。该差速器23是常规的、并且因此是开放式的差速器或者是具有一个行星齿轮装置和多个制动器24的一个扭矩矢量分配式差速器。后车桥2的车桥区段5和6安装在多个轴承25中以及差速器23中。
为了能够驱动第二、前车桥，第一、后从动车桥2和第二、前车桥3各自具有一个冠齿轮25。一个冠齿轮25设置在差速器23上、特别地连接至所述差速器23的差速器壳体上。另一个冠齿轮25设置在前车桥3的差速器26上、特别地同样连接至所述差速器26的差速器壳体上。这两个冠齿轮25经由一个轴27相连接，该轴在其相应末端处携带了一个小齿轮28。轴27另外具有处于附加(hang-on)离合器形式的一个可控离合器29。由于一个相应的小齿轮28接合在一个相应的冠齿轮25中，扭矩可以借助于该轴27从第一、从动后车桥2传输至第二、前车桥3。这些冠齿轮25和/或这些小齿轮28可以大小不同。
当差速器23处于一个扭矩矢量分配式差速器的形式时，就可以将不同的扭矩引入车桥区段5和6中。在图中用标记ΔT展示了扭矩矢量分配的可能性。
这产生了根据后车桥2的示例性实施例无需额外的电动机器、并且因此仅使用一个电动机器11地将具有仅一个从动车桥的纯电力驱动车辆改装成全轮驱动的可能性。特别地，有可能在纯电动车辆中使用从常规全轮车辆已知的、可以处于传动轴/万向轴形式的轴27与特别地处于附加离合器形式的一个离合器29和相连接的车辆车桥的一种组合，而无需进一步的修改。
轴27的、被安排在离合器29两侧的这些轴承用参考号30表示。相应的车桥区段7和8被安装在一个轴承31中和该差速器26中。

Claims (12)

1.一种纯电力全轮可驱动的机动车辆的动力传动系(1)，该动力传动系带有一个具有差速器(23)的第一车桥(2)、一个具有差速器(26)的第二车桥(3)、并且用于驱动这两个车桥(2，3)的至少一个电动机器(11，32)，其特征在于，该至少一个电动机器(11，32)是相对于该机动车辆的行驶方向(4)横向地安排的并且经由一个正齿轮传动装置(12)连接至该动力传动系(1)的第一车桥(2)上，并且该第一车桥(2)和该第二车桥(3)各自具有一个冠齿轮(25)，其中这些冠齿轮(25)经由一个轴(27)相连接，其中该轴(27)在其相应末端处具有与一个相应的冠齿轮(25)相接合的一个小齿轮(28)。
2.如权利要求1所述的动力传动系，其特征在于，该第一车桥(2)是该机动车辆的后车桥。
3.如权利要求2所述的动力传动系，其特征在于，该至少一个电动机器(11，32)被安排在该后车桥(2)后方。
4.如权利要求1至3之一所述的动力传动系，其特征在于，所述动力传动系是一种乘用车、特别是跑车的动力传动系(1)。
5.如权利要求1至4之一所述的动力传动系，其特征在于，所述动力传动系具有单个电动机器(32)。
6.如权利要求1至4之一所述的动力传动系，其特征在于，所述动力传动系具有两个电动机器(11，32)，其中一个电动机器(11)能借助于一个可切换离合器(33)断开连接。
7.如权利要求1至6之一所述的动力传动系，其特征在于，该第一车桥(2)的差速器(23)是一种常规的开放式差速器或一种特别地具有一个行星齿轮装置和多个制动器(24)的扭矩矢量分配式差速器。
8.如权利要求1至7之一所述的动力传动系，其特征在于，该第一车桥(2)的差速器(23)和/或该第二车桥(3)的差速器(26)具有一个冠齿轮(25)。
9.如权利要求8所述的动力传动系，其特征在于，该冠齿轮(25)连接至该差速器的一个差速器壳体上。
10.如权利要求1至9之一所述的动力传动系，其特征在于，该正齿轮传动装置(12)具有在该电动机器(11)的输出轴(13)或这些电动机器(11，32)的多个输出轴(13)与该第一车桥(2)之间的一个中间轴(19)。
11.如权利要求1至10之一所述的动力传动系，其特征在于，该正齿轮传动装置(12)不是可切换的或者是可切换的。
12.如权利要求1至11之一所述的动力传动系，其特征在于，该轴(27)具有一个可控离合器(29)、特别是一个附加离合器。
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US20140335999A1 (en) 2014-11-13
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