CN113614417B

CN113614417B - Electric vehicle axle, powertrain unit and method for operating a parking lock device

Info

Publication number: CN113614417B
Application number: CN202080024210.8A
Authority: CN
Inventors: 卢博斯拉夫·斯莱扎克
Original assignee: Schaeffler Technologies AG and Co KG
Current assignee: Schaeffler Technologies AG and Co KG
Priority date: 2019-03-25
Filing date: 2020-03-11
Publication date: 2023-08-01
Anticipated expiration: 2040-03-11
Also published as: WO2020192829A1; CN113614417A; DE102019107580A1

Abstract

The present invention relates to a powertrain unit (10) having: a transmission (20) designed to transmit torque between the drive (16) and the output (18); a parking lock device (28) having a lock element which is movable between a release position and a lock position in order to limit a rotational mobility of a rotational member (30) rotatable about a rotational axis; furthermore, an electric motor (32) having a motor output (34); and furthermore has a coupling device (44) which is designed for decoupling the motor output (34) from the transmission (20) and which is operable, wherein the coupling device (44) is arranged operatively between the electric motor (32) and the transmission (20) and between the electric motor (32) and the parking brake device (28), and to a method for operating the parking brake device (28) and to an electric vehicle bridge (38) in a vehicle (14) having such a drive train unit (10).

Description

Electric vehicle axle, powertrain unit and method for operating a parking lock device

Technical Field

The present invention relates to a powertrain unit. The invention further relates to an electric vehicle axle having such a drive train unit and to a method for operating a parking lock device in a vehicle having such a drive train unit.

Background

Parking lock devices are known, for example, from DE 100 82 237b 4. A vehicle having a drive train is described, wherein an internal combustion engine acts via a starting clutch on a gear change transmission downstream of which an electric motor is connected, which can be used as a starter generator and can also be used as an additional electric drive engine to provide a drive torque for the drive train. In the powertrain, there is a positive shift clutch and a parking lock downstream of the motor for disengaging the powertrain.

In normal driving operation, the positive shifting clutch is closed and the parking lock is open. If the vehicle is to be parked and the parking lock is to prevent unintentional rolling of the vehicle, the parking lock is operated such that the drive train on the output side connected downstream of the gear change transmission is blocked in order to prevent rolling of the vehicle. If the internal combustion engine should be started, the positive shifting clutch is opened. After starting the internal combustion engine, the positive shifting clutch is closed again and the parking lock is simultaneously opened, so that the internal combustion engine can apply a drive torque to the drive wheels.

It is also known to reduce the operating force to be used by the parking lock. For example, DE 10 2014 223037a1 describes a parking lock, wherein an additionally used spring element reduces the actuating force of the parking lock.

Disclosure of Invention

The object of the present invention is to improve a parking lock device. The parking lock should be able to operate more reliably, be more cost-effective and be simpler to construct. The moment load acting on the parking lock should be reduced. In particular, the moment of inertia acting on the parking lock should be reduced. Furthermore, a drive train unit and an electric vehicle bridge with such an improved parking lock device should be proposed.

At least one of the objects is achieved by a powertrain unit of the following character. In this way, the moment of inertia formed by the motor output when the parking lock is actuated can be decoupled from the transmission and the parking lock. Moment loads acting on the transmission and the parking lock device by the electric motor, which occur when the parking lock device is operated, can be reduced. The transmission and the components connected thereto, such as the parking lock device, can be constructed more simply and cost-effectively.

The vehicle can be a motor vehicle. The vehicle can be a hybrid vehicle or an electric vehicle. The powertrain unit can be associated with an electric vehicle axle, also referred to as an E-axle. The drive means can be formed by an electric motor. The powertrain can be a hybrid powertrain. The drive means can be formed by an electric motor and an internal combustion engine. The electric motor and the internal combustion engine can be arranged in parallel or in series. The hybrid powertrain can have a hybrid device in series or parallel. The transmission can be incorporated into an E-axle. The transmission can be a dedicated hybrid transmission. The transmission can be a manual shift transmission, a dual clutch transmission, or an automatic transmission.

The parking lock device is capable of restricting or preventing movement of the vehicle out of the parking position in the lock position. For example, in the locked position, movement of a vehicle located on a slope can be prevented. The rotating member can be a locking ring or a parking lock wheel. The rotating member can have locking teeth, in particular, provided on the outer circumference. The locking element can be connected in a positive-locking manner to the locking tooth of the rotating component by means of an engagement mechanism in the locking position. The locking element can be configured as a locking pawl. The engagement mechanism can be a pawl tooth of the locking pawl. The locking element can be preloaded by a spring element.

In a preferred embodiment of the invention, the electric motor is operatively disposed upstream of or in the transmission. Thereby, efficient operation of the motor can be caused.

In a specific embodiment of the invention, the coupling device is operatively arranged upstream of the transmission or in the transmission.

In a further specific embodiment of the invention, the coupling output is connected, in particular in a rotationally fixed manner, to the transmission input or to the transmission shaft. The coupling output can be connected directly to the transmission input or to the transmission shaft or can be formed in one piece.

In a particular embodiment of the invention, the rotating member is connected in particular directly and/or rotationally fixed to the transmission input, the transmission shaft or the transmission output.

In an advantageous embodiment of the invention, the coupling device comprises a clutch which is designed to cause a controllable torque transmission between the coupling input and the coupling output. The clutch can be a form-and/or friction-fitting clutch. The clutch can be electrically, electromagnetically, hydraulically, pneumatically and/or mechanically operated.

In a specific embodiment of the invention, the coupling device is operable by a first actuator and the parking lock device is operable by a second actuator. The first and second actuators can function separately from each other. The first and second actuators can be formed by a common actuator.

In a preferred embodiment of the invention, the coupling device causes decoupling of the motor output from the transmission, in particular only in an emergency operating state or immediately before the parking brake device is actuated from the release position into the locked position. The coupling output, in addition to the emergency operating state and the actuation of the parking brake device to bring about the locked position, can always be connected to the coupling input in a torque-efficient manner. The coupler device can be an emergency operation device. The emergency operation state can be triggered by a faulty operation of the electric motor.

Furthermore, in order to achieve at least one of the objects given above, an electric vehicle bridge in a vehicle with a powertrain unit is proposed.

Furthermore, in order to achieve at least one of the objects given above, a method for operating a parking lock device in a vehicle having a powertrain unit is proposed. The coupling device can also decouple the motor output from the parking lock device.

In this way, the moment of inertia of the motor output device, which is present when the parking lock device is actuated, can be decoupled from the parking lock device and the components connected thereto. The moment load acting on the transmission and the parking lock device can be reduced. The parking lock device can be constructed more simply and cost-effectively. The rotating member can be smaller. The parking lock function can be performed more reliably.

Further advantages and advantageous embodiments of the invention emerge from the description and the drawing.

Drawings

The present invention is described in detail below with reference to the drawings. The details are shown:

fig. 1 shows a powertrain unit in a specific embodiment of the present invention.

Fig. 2 shows a powertrain unit in another specific embodiment of the present invention.

Fig. 3 illustrates a powertrain unit in another particular embodiment of the invention.

Fig. 4 shows a powertrain unit in another specific embodiment of the present invention.

Fig. 5 shows a part of a powertrain unit in another specific embodiment of the invention.

Detailed Description

Fig. 1 illustrates a powertrain unit 10 in one particular embodiment of the present invention. The drive train unit 10 is operatively mounted in a drive train 12 of a motor vehicle 14, in particular a hybrid or electric vehicle, and has a transmission 20 which is designed to transmit torque between a drive 16 and an output 18. The transmission 20 includes a transmission housing 21, a transmission input 22 connected to the drive 16, a transmission output 24 connected to the output 18, and at least one transmission shaft 26, such as an intermediate shaft of the transmission 20, operatively disposed between the transmission input 22 and the transmission output 24.

Further, an operable parking lock device 28 is provided for restricting the mobility of the vehicle 14. The parking lock device 28 has a locking element which is movable between a release position and a locking position for limiting the rotational mobility of the rotational member 30 rotatable about the rotational axis, and in which the rotational member 30 is supported and locked in a manner fixed to the housing. This can cause the parking lock function of the vehicle 14. Movement of the vehicle 14 out of the park position can thereby be limited or prevented. For example, undesired movement of the vehicle 14 on a slope can be prevented. The rotating member 30 is connected, in particular rotationally fixed, with the transmission input 22.

The drive train unit 10 further comprises an electric motor 32 as drive unit 16, which has a motor output 34. The engine output 34 can be a rotor of the electric motor 32 or a component connected in a rotationally fixed manner thereto. The electric motor 32 is operatively disposed upstream of the transmission 20. The drive train unit 10 can be associated with an axle 36, which is in particular designed as an electric axle 38. The axle 36 has two wheels 40. The output device 18 is connected to the axle 36 or is formed by the axle 36 or differential 42.

To decouple the motor output 34 of the electric motor 32 from the drive train 12, an operable coupling device 44 is provided, which has a coupling input 46 and a coupling output 48 that is releasably connectable thereto. The coupling output 48 is connected, in particular rotationally fixed, to the transmission input 22. The coupling device 44 includes a clutch 50 that is designed to cause a controllable torque transfer between the coupling input 46 and the coupling output 48. The clutch 50 can be a form-and/or friction-fit clutch. The clutch 50 can be electrically, electromagnetically, hydraulically, pneumatically, and/or mechanically operated. The coupler device 44 is operable by a first actuator and the parking lock device 28 is operable by a second actuator.

The coupling device 44 is operatively disposed upstream of the transmission 20 and between the motor 32 and the transmission 20, and between the motor 32 and the park lock device 28. The moment of inertia caused by the motor output 34 can thereby be decoupled from the transmission 20 and the parking lock device 28. The torque acting on the transmission 20 and the parking lock device 28 through the motor 32, which occurs when the parking lock device 28 is operated, can thereby be reduced. The transmission 20 and the components connected thereto, such as the parking lock device 28, can be more simply and cost-effectively constructed.

The parking lock function caused by the parking lock device 28 can be caused by moving the lock element into the lock position and in particular by first actuating the coupling device 44 immediately before moving the lock element into the lock position, so that the coupling output 48 is separated from the coupling input 46, so that the motor output 34 is decoupled from the transmission 20 and the parking lock device 28. The coupling device 44 can decouple the motor output 34 from the transmission 20 in an emergency operating state, wherein, for example, the electric motor 32 has failed. The coupling output 48 can be connected to the coupling input 46 in a torque-efficient manner, except for the emergency operating state and the actuation of the parking brake 28 to bring about a locked position.

In fig. 2, a powertrain unit 10 in another specific embodiment of the present invention is shown. The construction and function is similar to the drive train unit described in fig. 1, except for the arrangement and engagement of the parking lock device 28, which is connected here to a transmission shaft 26, which can be an intermediate shaft. The rotary member 30 of the parking lock device 28 is in this case connected in particular in a rotationally fixed manner to the transmission shaft 26.

Fig. 3 illustrates a powertrain unit 10 in another particular embodiment of the present invention. The construction is also similar to that described in fig. 1, except for the arrangement and engagement of the parking lock device 28, which is connected here to the transmission output 24. The rotating member 30 of the parking lock device 28 is in this case connected in particular in a rotationally fixed manner to the transmission output 24.

In fig. 4, a powertrain unit 10 in another specific embodiment of the present invention is shown. In the arrangement which is likewise similar to that of fig. 1, the parking lock device 28 and the coupling device 44 are provided in the transmission 20. The parking lock device 28 is connected to the transmission shaft 26.

Fig. 5 illustrates a portion of a powertrain unit 10 in another particular embodiment of the present invention. The coupling device 44 is operatively disposed between the motor 32 and the transmission 20. The coupling output 48 is connected to the transmission shaft 26. The parking lock device 28 is arranged in the transmission 20 and the rotating member 30, for example a locking ring or a parking lock wheel, is connected in particular in a rotationally fixed manner to the transmission shaft 26.

When the parking lock device 28 is actuated from the release position into the lock position, the transmission shaft 26 and the rotating member 30 can be loaded with the moment of inertia 52 by the high moment of inertia of the electric motor 32. If the coupling device 44 is actuated prior to actuating the parking brake device 28 into an open position in which no further torque is transmitted between the coupling input 46 and the coupling output 48, the transmission 20 and the parking brake device 28 can be decoupled from the motor output 34 and its high moment of inertia and the moment of inertia 52 is not transmitted to the transmission 20 and the parking brake device 28. The moment load on the transmission 20 and the parking lock device 28 can thus be limited to the moment of inertia 54, which is caused by the inertia of components acting in the drive train, such as the differential, the axles and the transmission output.

Description of the reference numerals

10. Power assembly unit

12. Power assembly

14. Vehicle with a vehicle body having a vehicle body support

16. Driving device

18. Output device

20. Transmission device

21. Transmission case

22. Transmission input

24. Transmission output

26. Transmission shaft

28. Parking lock device

30. Rotating member

32. Motor with a motor housing having a motor housing with a motor housing

34. Motor output device

36. Axle of vehicle

38. Electric vehicle axle

40. Wheel of vehicle

42. Differential mechanism

44. Coupler device

46. Coupler input

48. Coupler output

50. Clutch device

52. Moment of inertia

54. Moment of inertia.

Claims

1. A powertrain unit (10) in a powertrain (12) of a vehicle (14), having:

a transmission (20) designed for transmitting torque between a drive (16) and an output (18), having a transmission input (22) connected to the drive (16), a transmission output (24) connected to the output (18), and at least one transmission shaft (26) operatively arranged between the transmission input (22) and the transmission output (24); the power train unit further includes:

a parking lock device (28) which is designed to limit the mobility of the vehicle (14) and is operable, said parking lock device having a locking element which, in order to limit the rotational mobility of a rotational member (30) which is rotatable about a rotational axis, is movable between a release position and a locking position and in which the rotational member (30) is locked; the power train unit further includes:

an electric motor (32) having a motor output (34); and further the powertrain unit has:

an operable coupling device (44) designed for decoupling the motor output (34) from the transmission (20), having a coupling input (46) and a coupling output (48) which can be connected releasably thereto,

it is characterized in that the method comprises the steps of,

the coupling device (44) for decoupling the motor output (34) from the transmission (20) is operatively arranged between the electric motor (32) and the transmission (20) and between the electric motor (32) and the parking lock device (28); the moment of inertia formed by the motor output (34) when the parking lock (28) is actuated can be decoupled from the transmission (20) and the parking lock (28).

2. The powertrain unit (10) of claim 1,

it is characterized in that the method comprises the steps of,

the electric motor (32) is operatively disposed upstream of or in the transmission (20).

3. The powertrain unit (10) of claim 1,

it is characterized in that the method comprises the steps of,

the coupling device (44) is operatively arranged upstream of the transmission (20) or in the transmission.

4. The powertrain unit (10) according to any of the preceding claims,

it is characterized in that the method comprises the steps of,

the coupling output (48) is connected to the transmission input (22) or the transmission shaft (26).

5. A powertrain unit (10) according to any one of claims 1 to 3,

it is characterized in that the method comprises the steps of,

the rotating member (30) is connected with the transmission input (22), the transmission shaft (26) or the transmission output (24).

6. A powertrain unit (10) according to any one of claims 1 to 3,

it is characterized in that the method comprises the steps of,

the coupling device (44) comprises a clutch (50) which is designed for controllable torque transmission between the coupling input (46) and the coupling output (48).

7. A powertrain unit (10) according to any one of claims 1 to 3,

it is characterized in that the method comprises the steps of,

the coupling device (44) is operated by a first actuator and the parking lock device (28) is operated by a second actuator.

8. A powertrain unit (10) according to any one of claims 1 to 3,

it is characterized in that the method comprises the steps of,

the coupling device (44) causes a decoupling of the motor output (34) from the transmission (20) in an emergency operating state or immediately before the parking lock device (28) is actuated from the release position into the lock position.

9. An electric trolley bridge (38) in a vehicle (14) having a powertrain unit (10) according to any one of the preceding claims.

10. A method for operating a parking lock device (28) in a vehicle having a powertrain unit (10) comprising any of the preceding claims, wherein the parking lock device (28) is operated by moving a lock element into a locked position,

it is characterized in that the method comprises the steps of,

before the locking element is moved into the locked position, the coupling device (44) is first actuated in order to decouple the motor output (34) from the transmission (20).