CN116538259A - Transmission device for a vehicle and drive train having such a transmission device - Google Patents

Transmission device for a vehicle and drive train having such a transmission device Download PDF

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Publication number
CN116538259A
CN116538259A CN202310039111.2A CN202310039111A CN116538259A CN 116538259 A CN116538259 A CN 116538259A CN 202310039111 A CN202310039111 A CN 202310039111A CN 116538259 A CN116538259 A CN 116538259A
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CN
China
Prior art keywords
gear set
planetary gear
transmission
output shaft
planetary
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
CN202310039111.2A
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Chinese (zh)
Inventor
M·赖施
U·克尔
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ZF Friedrichshafen AG
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ZF Friedrichshafen AG
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Filing date
Publication date
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Publication of CN116538259A publication Critical patent/CN116538259A/en
Pending legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H48/00—Differential gearings
    • F16H48/06—Differential gearings with gears having orbital motion
    • F16H48/10—Differential gearings with gears having orbital motion with orbital spur gears
    • F16H48/11—Differential gearings with gears having orbital motion with orbital spur gears having intermeshing planet gears
    • 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
    • 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
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/0806—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with a plurality of driving or driven shafts
    • F16H37/0813—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with a plurality of driving or driven shafts with only one input shaft
    • F16H37/082—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with a plurality of driving or driven shafts with only one input shaft and additional planetary reduction gears
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H48/00—Differential gearings
    • F16H48/06—Differential gearings with gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K2001/001—Arrangement or mounting of electrical propulsion units one motor mounted on a propulsion axle for rotating right and left wheels of this axle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • 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
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/0021—Transmissions for multiple ratios specially adapted for electric vehicles

Abstract

A transmission with an input shaft, two output shafts and an integrated differential, comprising two radially nested planetary gear sets, comprising a rotary gear connected to a first planetary gear set and a second planetary gear set, wherein a first gear set element of the first planetary gear set is connected to the input shaft, a second gear set element thereof is connected to a first gear set element of the rotary gear, and a third gear set element thereof is connected to a first gear set element of the second planetary gear set, wherein a second gear set element of the second planetary gear set is connected to the first output shaft, a third gear set element thereof and a second gear set element of the rotary gear set are connected to a stationary structural element and a third gear set element of the rotary gear set is connected to the second output shaft, by means of which a first output torque is transmitted at least indirectly to the second output shaft. The invention further relates to a drive train having such a drive.

Description

Transmission device for a vehicle and drive train having such a transmission device
Technical Field
The present invention relates to a transmission for a vehicle drive train and to a drive train having such a transmission.
Background
A slewing gear device for distributing drive power present at a power input to a first power output and a second power output while reducing the output rotational speed to a rotational speed level that is lower than the drive rotational speed at the power input is known from DE 10 2013 215 877 B4. The swing gear transmission has a first gear stage including a first sun gear, a first planetary gear set, a first planet carrier, and a first ring gear. The rotary gear system further has a second gear stage, which includes a second sun gear, a second planetary gear set, a second planet carrier and a second ring gear. The rotary gear system further has a third planetary gear stage, which includes a third sun gear, a third planetary gear set and a third planet carrier. The first sun gear serves as a power input, wherein the first planet carrier is coupled to the second sun gear in a rotationally fixed manner. The second planetary gear carrier is fixed and stationary, wherein the first gear ring is coupled with the third sun gear. The first power output is realized by a third gear stage, wherein the second power output is realized by a second gear ring of the second gear stage. The third gear stage comprises a third ring gear, which is coupled in a rotationally fixed manner to the second planetary carrier.
Disclosure of Invention
The object of the invention is to provide a space-saving, in particular axially compact, transmission for a vehicle drive train. This object is achieved by a transmission having the features of independent patent claim 1, by a transmission having the features of independent patent claim 3 and by a transmission having the features of patent claim 14. Advantageous embodiments are the subject matter of the dependent claims, the following description and the figures.
According to a first aspect of the invention, a transmission for a vehicle drive train according to the invention comprises an input shaft, a first output shaft, a second output shaft and an integrated differential which is arranged effectively between the input shaft and the two output shafts, wherein the differential has a first planetary gear set with a plurality of gear set elements, a second planetary gear set with a plurality of gear set elements which is connected effectively therewith, and a third planetary gear set with a plurality of gear set elements which is connected effectively therewith, wherein the first planetary gear set is arranged at least partially radially inside the second planetary gear set, wherein the first gear set element of the first planetary gear set is connected in a rotationally fixed manner to the input shaft, wherein the second gear set element of the first planetary gear set is connected in a rotationally fixed manner to the first gear set element of the third planetary gear set, wherein the third gear set element of the first planetary gear set is connected in a rotationally fixed manner to the first planetary gear set element of the second planetary gear set, wherein the second planetary gear set element of the second planetary gear set is connected in a rotationally fixed manner to the first output shaft, wherein the third planetary gear set element of the second planetary gear set is connected in a rotationally fixed manner to the second planetary gear set, wherein the torque is not connected in a rotationally fixed manner to the second planetary gear set element of the second planetary gear set, wherein the torque is connected in a rotationally fixed manner to the second planetary gear set element of the second planetary gear set is connected in a rotationally fixed manner to the first planetary gear set, so that a second output torque corresponding to the first output torque can be transmitted to the first output shaft.
By arranging the first planetary gear set according to the first aspect of the invention at least partially radially inside the second planetary gear set, a radially nested construction type of integrated differential is achieved. In other words, the gear set elements of the first and second planetary gear sets are axially arranged in a common plane. The first planetary gear set and the second planetary gear set are thus arranged substantially in a common gear plane, whereby the transmission is designed to be short as seen in the axial direction and can thus be designed to be particularly compact. The first planetary gear set and the second planetary gear set are arranged one above the other as seen in the radial direction.
According to a first aspect of the invention, the slewing gear device is preferably arranged axially between the drive unit and the first and second planetary gear sets.
According to a second aspect of the invention, a transmission for a vehicle drive train according to the invention comprises an input shaft, a first output shaft, a second output shaft and an integrated differential which is arranged effectively between the input shaft and the two output shafts, wherein the differential has a first planetary gear set with a plurality of gear set elements and a second planetary gear set with a plurality of gear set elements which are connected effectively therewith, furthermore the transmission comprises a slewing gear transmission with a plurality of gear set elements which are connected effectively with the first planetary gear set and the second planetary gear set, wherein the first gear set element of the first planetary gear set is connected non-rotatably with the input shaft, wherein the second gear set element of the first planetary gear set is connected non-rotatably with the first gear set element of the slewing gear transmission, wherein a third gear set element of the first planetary gear set is connected in a rotationally fixed manner to at least indirectly a first gear set element of the second planetary gear set, wherein a second gear set element of the second planetary gear set is connected in a rotationally fixed manner to the first output shaft, wherein the third gear set element of the second planetary gear set and the second gear set element of the third rotary gear transmission are connected in a rotationally fixed manner to each other and to a stationary structural element, wherein the third gear set element of the third rotary gear transmission is connected in a rotationally fixed manner to the second output shaft, wherein the first output torque can be transmitted at least indirectly to the second output shaft by means of the first planetary gear set, wherein the holding torque of the first planetary gear set can be converted in the second planetary gear set, so that a second output torque corresponding to the first output torque can be transmitted to the first output shaft, and wherein the slewing gear device is arranged axially between the first drive unit and the first and second planetary gear sets. In other words, the slewing gear device is arranged directly adjacent to the drive unit. No other planetary gear sets or other transmission members are arranged between the slewing gear transmission and the drive unit.
In the transmission according to the second aspect of the present invention, the first planetary gear set and the second planetary gear set may be arranged axially adjacent to each other, wherein the swing gear transmission is arranged between one of the first two planetary gear sets on the one side and the drive unit on the other side.
According to a second aspect of the invention, the first planetary gear set is preferably arranged at least partially radially inside the second planetary gear set. The transmission thus becomes compact, in particular of axially shorter design. It is also conceivable that the first planetary gear set and the second planetary gear set are not arranged in a common plane, but that the first planetary gear set is arranged offset in the axial direction relative to the second planetary gear set.
In such a transmission, as is proposed in each case according to the first or second aspect of the invention, the sum of the two gear torques is not integrated or combined in one component to form a common axle torque. Rather, the drive power directed to the input shaft is distributed among the integrated differential and transferred to the output shaft operatively connected thereto, depending on the design and connection of the planetary gear set. Thus, the components of the integrated differential can be configured to be more slender due to the respective relatively small torques. In addition, the components are reduced and the weight is reduced. A transmission is thus provided whereby, by means of an integrated differential, both functions of torque conversion and torque distribution can be achieved by a single integrated component, which were previously achieved by two separate components. The invention therefore relates to a combined gear ratio transmission and differential drive, which on the one hand effects a torque conversion and on the other hand distributes the torque to the output shaft, wherein also a power distribution is effected. With this type of transmission, high transmission ratios, in particular transmission ratios from i >10 to i=20, can be achieved.
In the context of the present invention, an integrated differential is understood to be a differential having a first planetary gear set and a second planetary gear set which is operatively connected to the first planetary gear set, wherein the first planetary gear set is connected in a drive-effective manner to the input shaft, to the second planetary gear set and at least indirectly to the second output shaft. The second planetary gear set is drivingly connected to the first output shaft. By means of such an integrated differential, the input torque at the input shaft can be converted and distributed or transmitted to the two output shafts in a defined ratio. Preferably, the input torque is transmitted to the output shaft by 50%, i.e. half, respectively. Thus, the differential does not have a member on which the sum of the two output torques is carried. In other words, the generation of the total torque is prevented. Furthermore, when the output rotational speed of the output shaft is identical, the differential is provided with teeth that rotate without an integral rotation (im Block umlaufenden) or without a rolling motion. Thus, the intermeshing members of the differential are always in relative motion, independent of the output rotational speed of the output shaft. The output shaft of the transmission is in particular operatively connected to the wheels of the vehicle. The respective output shaft can be connected directly or directly, or indirectly, that is to say via a joint and/or a hub, for example, to the associated wheel.
The integrated differential is thus constructed as a planetary gear set with two planetary gear sets and gear set elements such as a sun gear, a ring gear and a plurality of planet gears guided by a planet carrier in an endless track around the sun gear. The term "planetary gear set" is understood to mean a unit having a sun gear, a ring gear and a plurality of planet gears guided by a planet carrier in an endless track about the sun gear, wherein the planet gears mesh with the ring gear and with the sun gear teeth.
The rotary gear is preferably designed as a planetary gear and is integrated in an integrated differential. The swing gear is connected in parallel with the first planetary gear set and the second planetary gear set. The rotary gear is supported with a gear set element at a stationary structural element. The stationary component is understood to be a component of the transmission which is not rotatable relative to one another and is not axially movable relative to one another, for example a transmission housing. Thus, the stationary structural element can be arranged fixedly to the housing. The term "fixed to the housing" is to be understood as meaning that no or no relative movement takes place between the individual gear set elements fixed to the housing and the fixed structural elements of the transmission.
Preferably, the slewing gear device has a third planetary gear set with a plurality of gear set elements. The third planetary gear set likewise comprises a sun gear, a ring gear and a plurality of planetary gear sets elements guided by a planet carrier in an endless orbit about the sun gear. It is contemplated that the swing gear transmission also includes a fourth planetary gear set or other planetary gear set.
Preferably, the input shaft is connected at least indirectly in a rotationally fixed manner to a drive shaft of the drive unit. The drive unit generates drive power, which is transmitted to the input shaft via the drive shaft. The drive shaft of the drive unit may be connected to the input shaft in a rotationally fixed manner. Alternatively, the drive shaft and the input shaft are coherent or unitary members. Depending on the configuration of the drive train, it is also possible to provide two or more input shafts, in particular if the drive train is a hybrid drive train and thus two or more drive units.
Preferably, the input shaft is configured as a hollow shaft. Thus, one of the output shafts, preferably the first output shaft, may pass axially through the input shaft. Preferably, one of the output shafts, in particular the first output shaft, passes through the transmission and, if possible, through the drive unit of the drive train. The respective output shaft is thereby guided through the transmission in a so-called "inline" manner in order to transmit drive power to the wheels operatively connected thereto. In this case, the output shafts are advantageously arranged coaxially with each other. By coaxially arranging the output shafts, a radially narrower design of the transmission can be achieved.
The term "shaft" is understood to mean a rotatable component of a transmission via which the relevant parts of the transmission are connected to one another in a rotationally fixed manner. The respective shafts can connect the components to one another axially or radially or both axially and radially. The shaft is not to be understood as merely a mechanical element, for example cylindrical, rotatably mounted for transmitting torque, but rather as a common connecting element connecting individual components or elements to one another, in particular connecting elements connecting a plurality of elements to one another in a rotationally fixed manner.
The two structural elements of the transmission are "connected" or "coupled" or "connected to each other" in a rotationally fixed manner, meaning that the structural elements are permanently coupled in the sense of the invention such that they cannot rotate independently of each other. This is to be understood as a permanent rotational connection. In particular, no shift element is provided between these structural elements, but rather the respective structural elements are fixedly coupled to one another, wherein these structural elements may be elements of a differential and/or a shaft and/or structural elements of a transmission that are not rotatable relative to one another. A rotationally flexible connection between two components is also understood to be a fixed or non-rotatable connection. In particular, the non-rotatable connection may also comprise a joint, for example, in order to achieve a steering movement or an elastic runout (einfelding) of the wheels.
In principle, the planetary gear sets of the transmission, in particular of the integrated differential and of the swing gear transmission, can be arranged arbitrarily with respect to one another and effectively connected to one another in order to achieve the desired gear ratio. According to one embodiment, the first gear set element is the sun gear of each planetary gear set, the second gear set element is the planet carrier of each planetary gear set, and the third gear set element is the ring gear of each planetary gear set. The input shaft is thus connected in a rotationally fixed manner to the sun gear of the first planetary gear set, the planet carrier of the first planetary gear set being connected in a rotationally fixed manner to the sun gear of the third planetary gear set of the rotary gear system, and the ring gear of the first planetary gear set being connected in a rotationally fixed manner at least indirectly to the sun gear of the second planetary gear set. In particular, the ring gear of the first planetary gear set is connected to the sun gear of the second planetary gear set via a coupling shaft in a rotationally fixed manner. The ring gear of the third planetary gear set is non-rotatably connected with the second output shaft.
In this sense, the planet carrier of the second planetary gear set is furthermore connected to the first output shaft in a rotationally fixed manner, wherein the ring gear of the second planetary gear set is connected to the second planet carrier of the rotary gear mechanism in a rotationally fixed manner, which is in turn fixed in a position-specific manner. The ring gear of the rotary gear is furthermore connected in a rotationally fixed manner to the second output shaft. The connections of the gear unit elements between the planetary gear sets can be changed arbitrarily, depending on the gear change requirements, respectively.
Furthermore, other components, such as a countershaft or a coupling shaft, may also be arranged between the mentioned components, i.e. between the gear set elements of the planetary gear set. For example, the planet carrier of the first planetary gear set is connected to the sun gear of the third planetary gear set of the rotary gear via a countershaft in a rotationally fixed manner.
One or more of the planetary gear sets are preferably configured as a negative planetary gear set (Minus-Plus rad satz) or a positive planetary gear set (Plus-Plus rad satz), respectively. The minus planetary gear set corresponds to a planetary gear set with a carrier, a sun gear and a ring gear on which a first planetary gear is rotatably supported, wherein the toothing of at least one planetary gear meshes with both the toothing of the sun gear and the toothing of the ring gear, whereby when the sun gear rotates and the carrier (Steg) is fixed, the ring gear and the sun gear rotate in opposite directions. A positive planetary gear set differs from a negative planetary gear set in that the positive planetary gear set has first and second or inner and outer planetary gears rotatably supported on a planet carrier. The teeth of the first planetary gear or the inner planetary gear mesh with the teeth of the sun gear on the one hand and the teeth of the second planetary gear or the outer planetary gear on the other hand. The teeth of the outer planetary gears are also in mesh with the teeth of the ring gear. Thus, when the planet carrier is stationary, the ring gear and sun gear rotate in the same direction.
When one or more of the planetary gear sets are configured as a positive planetary gear set, the manner of connection of the planet carrier and the manner of connection of the ring gear are exchanged and the value of the stationary gear ratio is increased by 1. Similarly, when a negative planetary gear set is provided in place of a positive planetary gear set, then vice versa.
Alternatively, one or more planetary gear sets may also be configured as multi-stage planetary gear sets. Each multi-stage planetary gear of the respective multi-stage planetary gear set preferably comprises a first gear wheel and a second gear wheel connected in a rotationally fixed manner to the first gear wheel, wherein the first gear wheel meshes with the sun gear, for example, and the second gear wheel meshes with the ring gear, respectively, or vice versa. The two gears can be connected to one another in a rotationally fixed manner, for example by means of a countershaft or a hollow shaft. In the case of a hollow shaft, the hollow shaft can be rotatably mounted on a pin of the planet carrier. Preferably, the two gears of the respective multistage planetary gears have different diameters and numbers of teeth in order to adjust the gear ratio. In addition, a compound planetary gear set is also contemplated.
Preferably, the first planetary gear set divides the drive torque introduced into the differential via the input shaft into different torques, wherein a first torque is applied to a second gear set element of the first planetary gear set and a second torque different from the first torque is applied to a third gear set element of the first planetary gear set. The first planetary gear set thus divides the drive torque introduced into the transmission at the first gear set element of the first planetary gear set into two different torques at the second gear set element and the third gear set element, respectively.
Preferably, the two torques at the second and third gear set elements of the first planetary gear set have opposite signs. For example, an input torque calibrated as "1" at a first gear set element of a first planetary gear set is converted, for example, to a first torque "-4" at a second gear set element of the first planetary gear set and a second torque "3" at a third gear set element of the first planetary gear set. The sum of all torques is always "0". The first torque and the second torque are thus not equal.
It is also preferred that the stationary gear ratio of the first planetary gear set is numerically greater than the stationary gear ratio of the second planetary gear set and greater than the stationary gear ratio of the third planetary gear set. It is also preferred that the stationary gear ratio of the third planetary gear set is greater than the stationary gear ratio of the second planetary gear set. This is especially true if the planetary gear set is configured as a negative planetary gear set. A stationary gear ratio is defined as the ratio between the sun gear and the ring gear when the carrier of the corresponding planetary gear set is stationary. The stationary gear ratio may be positive or negative. By designing the stationary gear ratios of the planetary gear sets differently, it is possible to have at least a portion of the gear set elements with smaller diameters, so that the transmission can be constructed more compactly.
According to one embodiment, the first output shaft is arranged partly radially inside the second output shaft. Thus, the first output shaft is rotatably supported at least indirectly with respect to the second output shaft. The second output shaft is at least partially configured as a hollow shaft, wherein the second output shaft accommodates the first output shaft radially and axially in the region configured as a hollow shaft.
Preferably, the first output shaft is arranged partly radially inside the first gear set element of the first planetary gear set. In particular, the first output shaft is rotatably supported relative to the sun gear of the first planetary gear set.
The term "operative connection" is understood to mean an unswitchable connection between two components, which connection is provided for continuous transmission of drive power, in particular of rotational speed and/or torque. The connection can be realized either directly or via a fixed transmission (festubersetzung). The connection can be realized, for example, by a fixed shaft, a toothing, in particular a spur toothing, and/or a wraparound mechanism (umschlingsmittel).
The term "at least indirectly" is to be understood as two components being (effectively) connected to each other or directly and thus directly connected to each other by at least one other component arranged between the two components. Thus, other components may be disposed between the shaft or gear that are operatively connected to the shaft or gear.
Further intermediate components, such as planetary gear drives, spur gear drives, chain drives, belt drives, bevel gear drives, cardan shafts, torsional vibration dampers, multi-gear drives or the like, can be arranged between the input shaft and the drive unit. Likewise, additional intermediate components, such as, for example, a cardan shaft, a gear ratio shift, a spring element and a damping element or the like, can be arranged between the respective output shaft and the wheel to which it is operatively connected.
According to a third aspect of the invention, a drive train for a vehicle according to the invention comprises a transmission according to the aforementioned embodiment and a drive unit operatively connected to the transmission. The drive unit is preferably an electric motor, wherein the input shaft of the transmission is the rotor of the electric motor or is connected or coupled in a rotationally fixed manner to the rotor or the rotor shaft. The rotor is rotatably supported relative to a stator of the electric machine that is fixed to the housing. The electric machine is preferably connected to a battery which supplies electric energy to the electric machine. Furthermore, the motor may preferably be controlled or regulated by power electronics. Alternatively, the drive unit may also be an internal combustion engine, wherein the input shaft is in this case, for example, a crankshaft or is connected or coupled in a rotationally fixed manner to the crankshaft.
Preferably, the drive unit is arranged coaxially with the integrated differential. Thus, no additional conversion from the input shaft to the rotor shaft or rotor or crankshaft of the drive unit is required.
A drive train according to the aforementioned type may be used in a vehicle. The vehicle is preferably a motor vehicle, in particular a car (e.g. a passenger car weighing less than 3.5 tons), a bus or a commercial vehicle (e.g. a bus weighing more than 3.5 tons and a commercial vehicle). In particular, the vehicle is an electric vehicle or a hybrid vehicle. The vehicle comprises at least two axles, wherein one of the axles forms a drive axle drivable by a drive train. The drive train according to the invention is effectively arranged on the drive axle, wherein the drive train transmits the drive power of the drive unit to the wheels of the axle via the transmission according to the invention. It is also conceivable to provide such a drive train for each axle. The drive train is preferably mounted in a Front-to-rear construction type (Front-query-Bauweise) such that the input shaft and the output shaft are aligned substantially transversely to the longitudinal direction of the vehicle. Alternatively, the drive train may be arranged at an angle to the longitudinal and transverse axes of the vehicle, wherein the output shaft is connected via a respective joint to the wheels of a respective axle arranged transversely to the longitudinal axis of the vehicle.
The definitions and the descriptions of the technical effects, advantages and advantageous embodiments of the transmission according to the invention as described above in relation to the first aspect of the invention also apply to the transmission according to the invention as well as to the drive train according to the invention as well as to the second aspect of the invention and vice versa.
Drawings
Embodiments of the invention are further explained below with the aid of the schematic drawings. Wherein:
fig. 1 shows a very schematic top view of a vehicle with a drive train according to the invention and a drive unit according to the invention according to a preferred embodiment; and
fig. 2 shows a very schematic illustration of the drive train according to the invention according to fig. 1.
Detailed Description
Fig. 1 shows a vehicle 1 with two axles 11a, 11b, wherein a drive train 2 according to the invention is arranged in a drive-efficient manner on a first axle 11 a. The first axle 11a may be both a front axle and a rear axle of the vehicle 1 and forms a driven axle of the vehicle 1. The drive train 2 comprises a drive unit 22 configured as an electric motor and a transmission 3 operatively connected thereto, wherein the structure and arrangement of the drive train 2 on the vehicle 1 is further described in the following figures. The electric motor is supplied with electrical energy from a battery, not shown here, which is operatively connected to a stator 19, shown in fig. 2, which is fixed to the housing. Furthermore, the motor is connected to power electronics, not shown here, for control and regulation. By energizing the stator 19, a rotatably arranged rotor 20 is rotated relative to the stator 19, which in turn is connected as a drive shaft in a rotationally fixed manner to the input shaft 4 of the transmission 3. Alternatively, the input shaft 4 may also be connected or coupled in a rotationally fixed manner to a separate rotor shaft of the rotor 20. According to fig. 2, the drive power of the drive unit 22 is introduced into the transmission 3 via the input shaft 4 and is converted there by the integrated differential 7 and is at least indirectly distributed to the first output shaft 5 and the second output shaft 6. The transmission 3 further has a slewing gear transmission 12. A drive unit 22 comprising a stator 19 and a rotor 20 is arranged coaxially with the integrated differential 7.
At the ends of the output shafts 5, 6, which are currently arranged coaxially to each other, wheels 18 are respectively connected at least indirectly for driving the vehicle 1. Between the respective wheel 18 and the output shaft 5, 6, a joint 21 and a hub 23 are arranged in order to compensate for possible tilting positions of the output shaft 5, 6. The vehicle 1 is thus an electric vehicle in which the drive is performed in a purely electric manner.
The transmission 3 further shown in fig. 2 is a differential transmission and comprises in the present case an input shaft 4, a first output shaft 5 and a second output shaft 6. The output shafts 5, 6 are arranged coaxially to each other and extend in opposite directions towards the wheels 18, wherein the first output shaft 5 passes axially through the transmission 3, in particular through the integrated differential 7 and the swing gear 12, and the drive unit 22. The first output shaft 5 is partially arranged radially inside the second output shaft 6. Thus, the integrated differential 7 is also partially disposed radially inward of the second output shaft 6.
The integrated differential 7 and the rotary gear 12 are effectively arranged between the input shaft 4 and the two output shafts 5, 6, wherein the rotary gear 12 is arranged axially between the integrated differential 7 and the drive unit 22. The slewing gear device 12 is integrated in the integrated differential 7. The integrated differential 7 includes a first planetary gear set 8 having a plurality of gear set elements and a second planetary gear set 9 operatively connected thereto having the same plurality of gear set elements. In the present case, in the first planetary gear set 8, the first gear set element is a first sun gear 25a; the second gear set element is a first planet carrier 26a; and the third gear group element is a first ring gear 27a in which a plurality of first planetary gears 28a, which mesh with the first sun gear 25a and the first ring gear 27a, are rotatably arranged on the first planetary carrier 26 a. The first output shaft 5 is partially arranged radially inside the first sun gear 25a of the first planetary gear set 8. The first sun gear 25a is thus configured as a ring gear and the input shaft 4 connected thereto is configured as a hollow shaft.
In the present case, in the second planetary gear set 9, the first gear set element is the second sun gear 25b; the second gear set element is a second planet carrier 26b; and the third gear set element is a second ring gear 27b, wherein a plurality of second planet gears 28b are rotatably arranged on a second planet gear carrier 26b, which planet gears mesh with the second sun gear 25b and the second ring gear 27 b. The first planetary gear set 8 and the second planetary gear set 9 are each designed as minus planetary gear sets and are nested radially and thus arranged in a common plane perpendicular to the axis 11 a. Thereby saving axial installation space. In the present case, the first planetary gear set 8 is arranged radially inside the second planetary gear set 9.
The rotary gear 12 is likewise designed as a planetary gear and comprises a third planetary gear set 10 having a plurality of gear set elements. In the present case, in the third planetary gear set 10, the first gear set element is the third sun gear 25c; the second gear set element is a third planetary gear carrier 26c and the third gear set element is a third ring gear 27c, wherein a plurality of third planet gears 28c are rotatably arranged on the third planetary gear carrier 26c, which planet gears mesh with the third sun gear 25c and the third ring gear 27 c. The third planetary gear set 10 is configured as a minus planetary gear set and is arranged directly adjacent to the planetary gear sets 8, 9 and the drive unit 22 in the axial direction.
The first sun gear 25a of the first planetary gear set 8 is connected to the input shaft 4 in a rotationally fixed manner. The first planet carrier 26a of the first planetary gear set 8 is connected to the third sun gear 25c of the third planetary gear set 10 in a rotationally fixed manner. The first ring gear 27a of the first planetary gear set 8 is connected to the second sun gear 25b of the second planetary gear set 9 by the coupling shaft 14 in a rotationally fixed manner. The second planet carrier 26b of the second planetary gear set 9 is connected to the first output shaft 5 in a rotationally fixed manner. The second ring gear 27b of the second planetary gear set 9 is furthermore connected in a rotationally fixed manner to the third planet carrier 26c of the third planetary gear set 10. The third ring gear 27c of the third planetary gear set 10 is furthermore connected in a rotationally fixed manner to the second output shaft 6.
By means of the first planetary gear set 8, a first output torque can be transmitted to the second output shaft 6, wherein a supporting torque of the first planetary gear set 8 can be converted in the second planetary gear set 9, so that a second output torque corresponding to the first output torque can be transmitted to the first output shaft 5. The support torque of the second planetary gear set 9 is supported by the slewing gear 12 with the housing on a stationary structural element 13, which in the present case is the transmission housing.
It should be clearly noted that the allocation of gear set elements to elements of the respective planetary gear sets 8, 9, 10 may be arbitrarily changed. The respective connection of the gear set elements, such as sun gear, planet gear carrier and ring gear, is in each case made according to the requirements of the transmission ratio, including the symbols. Instead of a negative planetary gear set, each planetary gear set 8, 9, 10 can also always be designed as a positive planetary gear set, by exchanging the connection between the planet carrier and the ring gear and increasing the value of the stationary gear ratio by one. Similarly, the reverse operation is also possible. The swing gear 12 may also include two or more planetary gear sets or a compound planetary gear set.
It is also conceivable to arrange an additional gear ratio shift device, not shown here, between the drive unit 22 and the transmission 3, which is designed, for example, as a planetary gear with one or more planetary gear sets, in order to increase the overall transmission ratio of the drive.
The first planetary gear set 8 serves to divide the drive torque introduced into the differential 7 via the input shaft 4 into different torques, wherein a first torque is applied to a second gear set element of the first planetary gear set 8, i.e. to the first planetary gear carrier 26a, and a second torque different therefrom is applied to a third gear set element of the first planetary gear set 8, i.e. to the first ring gear 27 a. A driving torque is applied to the first sun gear 25 a. The two torques have opposite signs on the second and third gear set elements of the first planetary gear set 8, i.e. on the first planet carrier 26a and the first ring gear 27 a.
The stationary gear ratio of the first planetary gear set 8 is numerically greater than the stationary gear ratio of both the second planetary gear set 9 and the rotary gear 12. Furthermore, the stationary gear ratio of the slewing gear device 12 is numerically greater than the stationary gear ratio of the second planetary gear set 9.
List of reference numerals:
1. vehicle with a vehicle body having a vehicle body support
2. Drive train
3. Transmission device
4. Input shaft
5. First output shaft
6. Second output shaft
7. Differential mechanism
8. First planetary gear set
9. Second planetary gear set
10. Third planetary gear set
11a first axle
11b second axle
12. Rotary gear transmission device
13. Fixed structural element
14. Coupling shaft
18. Wheel of vehicle
19. Stator
20. Rotor
21. Joint
22. Driving unit
23. Hub
25a first sun gear of the first planetary gear set
25b second sun gear of the second planetary gear set
25c third sun gear of the third planetary gear set
26a first planet carrier of a first planetary gear set
26b second planet carrier of the second planetary gear set
26c third planetary gear set third planetary gear carrier
27a first ring gear of a first planetary gear set
27b second ring gear of second planetary gear set
27c third ring gear of third planetary gear set
28a first planetary gear of the first planetary gear set
28b second planetary gear of the second planetary gear set
28c third planetary gear of third planetary gear set

Claims (15)

1. A transmission (3) for a drive train (2) of a vehicle (1), having an input shaft (4), a first output shaft (5), a second output shaft (6) and an integrated differential (7) which is effectively arranged between the input shaft (4) and the two output shafts (5, 6), wherein the differential (7) comprises a first planetary gear set (8) having a plurality of gear set elements and a second planetary gear set (9) having a plurality of gear set elements which is effectively connected to the first planetary gear set, wherein the first planetary gear set (8) is arranged at least partially radially inside the second planetary gear set (9), the transmission (3) further comprises a slewing gear transmission (12) having a plurality of gear set elements which is effectively connected to the first planetary gear set (8) and the second planetary gear set (9), wherein a first gear set element of the first planetary gear set (8) is non-rotatably connected to the input shaft (4), wherein a first element of the first gear set (8) is non-rotatably connected to the first planetary gear set element of the transmission (12), the third gear set element of the first planetary gear set (8) is connected to the first gear set element of the second planetary gear set (9) in a rotationally fixed manner, wherein the second gear set element of the second planetary gear set (9) is connected to the first output shaft (5) in a rotationally fixed manner, wherein the third gear set element of the second planetary gear set (9) and the second gear set element of the rotary gear transmission (12) are connected to each other in a rotationally fixed manner and to a stationary structural element (13), wherein the third gear set element of the rotary gear transmission (12) is connected to the second output shaft (6) in a rotationally fixed manner, and wherein a first output torque can be transmitted to the second output shaft (6) at least indirectly by means of the first planetary gear set (8), wherein a support torque of the first planetary gear set (8) can be converted in the second planetary gear set (9) in such a manner that a second output torque corresponding to the first output torque can be transmitted to the first output shaft (5).
2. Transmission (3) according to claim 1, wherein the slewing gear transmission (12) is arranged axially between a drive unit (22) and the first planetary gear set (8) and the second planetary gear set (9).
3. A transmission (3) for a drive train (2) of a vehicle (1), the transmission having an input shaft (4), a first output shaft (5), a second output shaft (6) and an integrated differential (7) which is arranged effectively between the two output shafts (5, 6) of the input shaft (4), wherein the differential (7) comprises a first planetary gear set (8) having a plurality of gear set elements and a second planetary gear set (9) having a plurality of gear set elements which is in operative connection with the first planetary gear set, the transmission (3) further comprising a slewing gear transmission (12) having a plurality of gear set elements which is in operative connection with a first planetary gear set (8) and a second planetary gear set (9), wherein a first gear set element of the first planetary gear set (8) is in non-rotatable connection with the input shaft (4), wherein a second gear set element of the first planetary gear set (8) is in non-rotatable connection with a first element of the slewing gear set (12), wherein the first element of the first planetary gear set (8) is in non-rotatable connection with at least one of the second planetary gear sets (9), the second gear set element of the second planetary gear set (9) is connected to the first output shaft (5) in a rotationally fixed manner, wherein the third gear set element of the second planetary gear set (9) and the second gear set element of the rotary gear mechanism (12) are connected to each other in a rotationally fixed manner and to a stationary structural element (13), wherein the third gear set element of the rotary gear mechanism (12) is connected to the second output shaft (6) in a rotationally fixed manner, and wherein a first output torque can be transmitted to the second output shaft (6) at least indirectly by means of the first planetary gear set (8), wherein a support torque of the first planetary gear set (8) can be converted in the second planetary gear set (9) such that a second output torque corresponding to the first output torque can be transmitted to the first output shaft (5), and wherein the rotary gear mechanism (12) is arranged axially between a drive unit (22) and the first planetary gear set (8) and the second planetary gear set (9).
4. A transmission (3) according to claim 3, wherein the first planetary gear set (8) is arranged at least partially radially inside the second planetary gear set (9).
5. Transmission (3) according to any one of the preceding claims, wherein the first planetary gear set (8) is used for dividing a drive torque introduced into the differential (7) via the input shaft (4) into different torques, wherein a first torque is on a second gear set element of the first planetary gear set (8) and a second torque different from the first torque is on a third gear set element of the first planetary gear set (8).
6. Transmission (3) according to claim 5, wherein the two torques on the second and third gear set elements of the first planetary gear set (8) have opposite signs.
7. A transmission (3) according to any one of the preceding claims, wherein the value of the stationary transmission ratio of the first planetary gear set (8) is greater than the stationary transmission ratio of the second planetary gear set (9) and greater than the stationary transmission ratio of the slewing gear transmission (12).
8. A transmission (3) according to any one of the preceding claims, wherein the stationary transmission ratio of the slewing gear transmission (12) is greater than the stationary transmission ratio of the second planetary gear set (9).
9. A transmission (3) according to any one of the preceding claims, wherein the first output shaft (5) is arranged partly radially inside the second output shaft (6).
10. A transmission (3) according to any one of the preceding claims, wherein the first output shaft (5) is arranged partly radially inside a first gear set element of the first planetary gear set (8).
11. A transmission (3) according to any one of the preceding claims, wherein the slewing gear transmission (12) has a third planetary gear set (10).
12. A transmission (3) according to claim 11, wherein the first gear set element is a sun gear of the respective planetary gear set (8, 9, 10), the second gear set element is a planet carrier of the respective planetary gear set (8, 9, 10) and the third gear set element is a ring gear of the respective planetary gear set (8, 9, 10).
13. Transmission (3) according to any one of the preceding claims, wherein the planetary gear sets (8, 9, 10) are each configured as a negative planetary gear set or as a positive planetary gear set.
14. A drive train (2) for a vehicle (1), comprising a transmission (3) according to any of the preceding claims and a drive unit (22), in particular an electric motor, operatively connected to the transmission (3).
15. A drive train (2) according to claim 14, wherein the drive unit (22) is arranged coaxially with the integrated differential (7).
CN202310039111.2A 2022-02-03 2023-01-13 Transmission device for a vehicle and drive train having such a transmission device Pending CN116538259A (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102022201146.5 2022-02-03
DE102022201146.5A DE102022201146B4 (en) 2022-02-03 2022-02-03 Compact differential gear with reduction for a vehicle and drive train with such a gear

Publications (1)

Publication Number Publication Date
CN116538259A true CN116538259A (en) 2023-08-04

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DE (1) DE102022201146B4 (en)

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4720269B2 (en) 2005-04-18 2011-07-13 日産自動車株式会社 Motor power transmission device
DE102013215877B4 (en) 2013-08-12 2016-06-09 Schaeffler Technologies AG & Co. KG Planetary gear, in particular axle for a motor vehicle
DE102014201245B4 (en) 2014-01-23 2022-01-13 Schaeffler Technologies AG & Co. KG Electromechanical axle drive for a motor vehicle
DE102014214326A1 (en) 2014-07-23 2016-01-28 Schaeffler Technologies AG & Co. KG Drive arrangement with a rolling differential and a torque vectoring unit

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