CN116592107A - Transmission for a vehicle and drive train comprising such a transmission - Google Patents

Transmission for a vehicle and drive train comprising such a transmission Download PDF

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Publication number
CN116592107A
CN116592107A CN202211719786.3A CN202211719786A CN116592107A CN 116592107 A CN116592107 A CN 116592107A CN 202211719786 A CN202211719786 A CN 202211719786A CN 116592107 A CN116592107 A CN 116592107A
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CN
China
Prior art keywords
gear set
planetary gear
transmission
rotationally fixed
fixed manner
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
CN202211719786.3A
Other languages
Chinese (zh)
Inventor
U·克尔
M·赖施
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ZF Friedrichshafen AG
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ZF Friedrichshafen AG
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by ZF Friedrichshafen AG filed Critical ZF Friedrichshafen AG
Publication of CN116592107A publication Critical patent/CN116592107A/en
Pending legal-status Critical Current

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Classifications

    • 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
    • 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
    • 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
    • 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
    • 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
    • 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
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H57/023—Mounting or installation of gears or shafts in the gearboxes, e.g. methods or means for assembly
    • 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
    • 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
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H2057/02086—Measures for reducing size of gearbox, e.g. for creating a more compact transmission casing
    • 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
    • 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
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/2002—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears
    • F16H2200/201—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with three sets of orbital gears

Abstract

A transmission having a differential comprising two planetary gear sets, further comprising a swing gear connected to the first and second planetary gear sets, the first gear set element of the first planetary gear set being connected to the input shaft, the second gear set element thereof being connected to the first gear set element of the swing gear, the third gear set element thereof being connected to the first gear set element of the second planetary gear set, the second gear set element of the second planetary gear set being connected to the second output shaft, the third gear set element thereof being connected to a stationary structural element, the second gear set element of the swing gear being connected to a stationary structural element, the third gear set element thereof being connected to the first output shaft, by means of the first planetary gear set a supporting torque of the first planetary gear set being switchable in the second planetary gear set such that a second output torque corresponding to the first output torque is transferable to the second output shaft.

Description

Transmission for a vehicle and drive train comprising such a transmission
Technical Field
The present invention relates to a transmission for a drive train of a vehicle and to a drive train having such a transmission.
Background
A slewing gear device for splitting a drive power applied to a power input into a first power output and a second power output, with a concomitant reduction of the output rotational speed to a rotational speed level that is lower than the drive rotational speed applied to the power input, is known from DE102013215877B 4. 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 slewing gear device further has a second gear stage, which comprises a second sun gear, a second planetary gear set, a second planet carrier and a second ring gear. The slewing gear device further has a third gear stage, which comprises a third sun gear, a third planetary gear set and a third planetary gear 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 stationary, wherein the first ring gear is coupled to 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 present invention is to provide a space-saving, in particular axially compact, transmission for a drive train of a vehicle. This object is achieved by a transmission having the features of independent claim 1, by a transmission having the features of independent claim 2 and by a drive train having the features of claim 12. Advantageous embodiments are the subject matter of the dependent claims, the following description and the figures.
The transmission for a drive train of a vehicle according to the invention comprises according to a first aspect of the invention 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 comprises 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 is effectively connected to the first planetary gear set, the transmission furthermore comprises a rotary gear transmission with a plurality of gear set elements which is effectively connected to the first planetary gear set and the second planetary gear set, wherein a first gear set element of the first planetary gear set is connected to the input shaft in a rotationally fixed manner, wherein a second gear set element of the first planetary gear set is connected to a first gear set element of the rotary gear transmission via a first coupling shaft in a rotationally fixed manner, wherein a third gear set element of the first planetary gear set element is connected to the second planetary gear set via a second coupling shaft in a rotationally fixed manner, wherein the second gear set element is connected to the second output shaft in a rotationally fixed manner, wherein the second gear set element of the second planetary gear set element is connected to the second output shaft in a rotationally fixed manner, wherein the second gear set element of the first planetary gear set element is connected to the first planetary gear set element in a rotationally fixed manner, wherein the backing torque of the first planetary gear set is switchable in the second planetary gear set such that a second output torque corresponding to the first output torque is transferable to the second output shaft. The direction of rotation of the driving means and the driven means is reversed in the first aspect of the invention.
The transmission for a drive train of a vehicle according to the invention according to a second aspect of 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 comprises 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 is effectively connected to the first planetary gear set, the transmission furthermore comprises a rotary gear transmission with a plurality of gear set elements which is effectively connected to the first planetary gear set and the second planetary gear set, wherein a first gear set element of the first planetary gear set is connected to the input shaft in a rotationally fixed manner, wherein a second gear set element of the first planetary gear set is connected to a first gear set element of the rotary gear transmission in a rotationally fixed manner via a first coupling shaft, wherein a third gear set element of the first planetary gear set element is connected to the first planetary gear set element in a rotationally fixed manner via a second coupling shaft, wherein the second gear set element is connected to the second output shaft in a rotationally fixed manner, wherein the second gear set element of the second planetary gear set element is connected to the second output shaft in a rotationally fixed manner via a rotationally fixed manner, wherein the backing torque of the first planetary gear set is switchable in the second planetary gear set such that a second output torque corresponding to the first output torque is transferable to the second output shaft. According to a second aspect of the invention, the connection of the second and third gear set elements of the second planetary gear set and the second and third gear set elements of the slewing gear device is exchanged compared to the transmission according to the first aspect of the invention. The direction of rotation of the driving means and the driven means is in the same direction in the second aspect of the invention.
In this transmission, as is proposed in the first or second aspect of the invention, the sum of the two wheel torques is not combined in one component or combined to form a common axle torque. More precisely, the drive power introduced into the input shaft is distributed in an integrated differential and, depending on the design and connection of the planetary gear set, is further introduced into the output shaft that is operatively connected thereto. Thus, the components of the integrated differential can be configured to be more slender based on a corresponding, relatively small torque. In addition, components are reduced and weight is saved. A transmission is thus provided, by means of which both functions of torque conversion and torque distribution, which would otherwise have to be achieved by two separate components, can be achieved by means of a single integrated component. The invention thus relates to a combined gear ratio shifting device and differential drive which, on the one hand, effects a torque shift and, on the other hand, distributes the torque to the output shaft, wherein power splitting is also effected. With such a transmission, high gear ratios, in particular gear ratios of i >12 in value, can be achieved. The transmission proposed here comprises an integrated differential drive with a downstream rotary gear drive.
By integrated differential is meant in the context of the present invention a differential with a first planetary gear set and a second planetary gear set operatively connected to the first planetary gear set. The first planetary gear set is drivingly and operatively connected with the input shaft, the second planetary gear set, and at least indirectly with the first output shaft. The second planetary gear set is drivingly connected to the second output shaft and supported on a stationary structural element. By means of such an integrated differential, the input torque can be converted at the input shaft and distributed or transmitted to the two output shafts in defined proportions. The input power is preferably transmitted to the output shaft in each case by 50%, i.e. half. Thus, the differential does not have a member to which the sum of the two output torques is applied. In other words, the generation of the total torque is prevented. Furthermore, the differential has no teeth in the Block (Block) that rotate or rotate without rolling motion when the output rotational speed of the output shaft is the same. Therefore, the relative movement of the members of the differential gear that mesh with each other is always performed irrespective 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 indirectly, that is to say via a joint and/or a hub, for example, to the associated wheel.
The integrated differential is thus a planetary gear with two planetary gear sets having gear set elements, such as a sun gear, a ring gear and a plurality of planet gears guided by a planet carrier in a circular orbit around the sun gear. By "planetary gearset" is meant a unit having a sun gear, a ring gear, and a plurality of planet gears guided by a planet carrier in a circular orbit about the sun gear, wherein the planet gears mesh with the ring gear and the sun gear teeth.
The use of such a transmission reduces the number of shafts nested within each other. In particular, a transmission having at most two shafts nested in one another can be realized. Furthermore, there is no need to spatially accommodate or enclose a complete planetary gear set or a hollow shaft of a plurality of complete planetary gear sets. The advantage achieved thereby is that the transmission is less complex, lighter in weight, smaller in diameter and thus can be constructed more compactly and at a lower cost.
The first planetary gear set and the second planetary gear set are preferably arranged adjacently in the axial direction. In other words, the gear set elements of the first planetary gear set are arranged in a common first plane and the gear set elements of the second planetary gear set are arranged in a common second plane, wherein the two planes extend substantially parallel and are arranged axially adjacent to each other. The respective common planes are oriented substantially perpendicular to the respective axles of the vehicle.
Alternatively, the first and second planetary gear sets are arranged radially nested. By arranging the first planetary gear set at least partially radially inside the second planetary gear set according to the first aspect of the invention, a radially nested construction of the 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 wheel plane, whereby the transmission can be constructed axially short and thus particularly compact. The first planetary gear set and the second planetary gear set are thus arranged overlapping each other as seen in the radial direction.
The rotary gear is preferably a planetary gear. The swing gear assembly is connected downstream of the first planetary gear set. In other words, the driving power of the driving unit is transmitted to the first output shaft via the first planetary gear set and the swing gear transmission. The rotary gear system is furthermore supported on a stationary structural element by means of a gear set element, in particular according to a first aspect of the invention by means of a second gear set element or according to a second aspect of the invention by means of a third gear set element. A stationary structural element refers to a rotationally fixed and axially fixed component of the transmission, for example a transmission housing. The housing can thus be fixedly arranged with the stationary structural element. The term "fixed housing" means that no relative movement occurs or does not occur between the corresponding fixed housing gear set element and the fixed position structural element of the transmission.
The slewing gear device preferably has a third planetary gear set with a plurality of gear set elements. The third planetary gear set likewise comprises a gear set element, for example a sun gear, a ring gear and a plurality of planet gears guided by a planet carrier in an endless orbit around the sun gear. It is contemplated that the swing gear transmission also includes a fourth planetary gear set or another planetary gear set.
The input shaft is preferably connected to a drive unit, in particular an electric machine or an internal combustion engine, for introducing torque into the transmission. The input shaft is thus connected at least indirectly in a rotationally fixed manner to the 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 is connected to the input shaft in a rotationally fixed manner. Alternatively, the drive shaft and the input shaft are associated or integral components. Depending on the design of the drive train, two or more input shafts may also be provided, in particular if the drive train is a hybrid drive train, and two or more drive units are provided.
The input shaft is preferably a hollow shaft. The input shaft preferably radially accommodates the first coupling shaft. In other words, the first coupling shaft is guided through the input shaft. The first coupling shaft is thereby guided through the transmission so-called "inline" in order to transmit drive power to the wheels operatively connected thereto. The output shafts can thereby be advantageously arranged coaxially with respect to each other. By this coaxial arrangement of the output shaft, a radially narrow design of the transmission can be achieved.
By "shaft" is meant a rotatable component of the transmission, by means of which the individual components of the transmission are connected to one another in a rotationally fixed manner. The respective shafts can connect the components to one another in the axial direction or in the radial direction, or can connect the components to one another both in the axial direction and in the radial direction. The term "shaft" refers not only to a machine element, which is supported in a rotatable manner, for example, in the form of a cylinder, for transmitting torque, but rather also to a common connecting element which connects individual components or elements to one another, in particular to a connecting element which connects a plurality of elements to one another in a rotationally fixed manner.
The input shaft is furthermore preferably arranged axially between the integrated differential with the first planetary gear set and the second planetary gear set and the slewing gear device. This enables the drive unit to be connected axially between the integrated differential and the rotary gear. In one embodiment, the drive unit is arranged axially between the integrated differential and the slewing gear transmission. This makes the transmission more compact in design.
The term "connecting" or "coupling" or "connecting" two structural elements of the transmission to one another in a rotationally fixed manner means that the two structural elements are permanently coupled in the sense of the invention, so that they cannot rotate independently of one another. A permanent rotational connection is understood to mean this. In particular, no shift element is provided between these components, but rather the respective components are fixedly coupled to one another, wherein the components are components of the differential and/or are components of the axle and/or of the transmission which are not rotatable relative to one another. A rotationally elastic connection between two components is also understood to mean a fixed or rotationally fixed connection. In particular, the rotationally fixed connection can also comprise a joint, for example, in order to achieve a steering movement or a springing (einfelding) of the wheels.
In principle, the gearboxes of the transmission, in particular of the integrated differential and of the slewing gear device, can be arranged arbitrarily with respect to one another and can be operatively connected to one another in order to achieve the desired transmission ratio. According to one embodiment, the first gear set element is a sun gear of a respective planetary gear set, the second gear set element is a planet carrier of the respective planetary gear set, and the third gear set element is a ring gear of the respective 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 element, in particular a coupling shaft, in a rotationally fixed manner. According to one embodiment, according to a first aspect of the invention, a planet carrier of the second planetary gear set is connected to the second output shaft in a rotationally fixed manner, wherein a ring gear of the second planetary gear set is arranged in a stationary manner. Furthermore, the planet carrier of the third planetary gear set is arranged in a fixed position, wherein the ring gear of the third planetary gear set is connected to the first output shaft in a rotationally fixed manner. According to a second aspect of the invention, the ring gear of the second planetary gear set is connected to the second output shaft in a rotationally fixed manner, wherein the carrier of the second planetary gear set is arranged in a stationary manner. Furthermore, the ring gear of the third planetary gear set is arranged in a fixed manner, wherein the planet carrier of the third planetary gear set is connected to the first output shaft in a rotationally fixed manner. The manner in which the gear set elements are connected between the planetary gear sets can be arbitrarily changed as required for the gear ratio.
Between the components mentioned, i.e. the gear set elements of the planetary gear set, further components, such as a countershaft or a coupling shaft, can be arranged, similar to the coupling shaft mentioned.
The one or more planetary gear sets are preferably configured as a negative planetary gear set or as a positive planetary gear set, respectively. The minus planetary gear set corresponds to a planetary gear set having a planetary gear carrier on which a first planetary gear is rotatably mounted, a sun gear, and a ring gear, wherein the toothing of at least one planetary gear meshes with the toothing of the sun gear as well as with the toothing of the ring gear, whereby when the sun gear rotates with a fixed web, the ring gear and the sun gear rotate in opposite directions. The positive planetary gear set differs from the negative planetary gear set in that it has a first and a second or inner and an outer planetary gear, which are rotatably supported on the planetary gear carrier. The teeth of the first planetary gear or the inner planetary gear mesh on the one hand with the teeth of the sun gear and on the other hand with the teeth of the second planetary gear or the outer planetary gear. The teeth of the outer planetary gears are also in mesh with the teeth of the ring gear. This results in the ring gear and the sun gear rotating in the same direction with the stationary planet carrier.
When one or more of the planetary gear sets are configured as positive planetary gear sets, the manner of connection of the planet carrier and the ring gear is reversed and the value of the stationary gear ratio is increased by one. Similarly, when a negative planetary gear set (Minus-Plus) is provided instead of a positive planetary gear set (Plus-Plus), then vice versa.
Alternatively, it is also contemplated that one or more of the planetary gear sets are 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, for example, the sun gear teeth and the second gear wheel meshes with, respectively, the ring gear teeth, or vice versa. The two gears can be connected to one another in a rotationally fixed manner, for example via an intermediate shaft or a hollow shaft. In the case of a hollow shaft, it can be rotatably mounted on a pin of the planetary gear carrier. The two gears of the respective multistage planetary gear preferably have different diameters and tooth numbers in order to adjust the transmission ratio. In addition, a compound planetary gear set is also contemplated.
According to one embodiment, the stationary gear ratios of the planetary gear sets are the same. Almost the same efficiency can thereby be achieved on the output shaft. The stationary gear ratio is defined as the gear ratio between the sun gear and the ring gear when the carrier of the respective planetary gear set is stationary. The stationary gear ratio may be positive or negative.
Alternatively, the stationary gear ratios of the planetary gear sets are different. By setting the stationary gear ratios of the planetary gear sets to be different, at least a portion of the gear set elements may be configured with smaller diameters, thereby enabling a more compact configuration of the transmission. In addition, a smaller holding torque can be achieved.
The term "operative connection" refers to an unswitchable connection between two components for permanently transmitting drive power, in particular rotational speed and/or torque. The connection can be made 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" means that two components are (effectively) connected to each other or directly and then directly connected to each other via at least one additional component disposed between the two components. Thus, further components can be arranged between the shafts or gears, which components are operatively connected to the shafts or gears.
Further intermediate components, such as a rotary gear, spur gear, chain gear, belt gear, bevel gear, cardan shaft, torsional vibration damper, multi-speed transmission or the like, may 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, are arranged between the respective output shaft and the wheel operatively connected thereto.
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 fixed to a housing of the electric machine. The electric motor is preferably connected to a battery, which supplies the electric motor with electric energy. Furthermore, the electric motor can preferably be controlled or regulated by power electronics. The drive unit may alternatively 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.
Preferably, the drive unit is an electric motor and is arranged coaxially with the input shaft, wherein the first output shaft is guided through a rotor of the electric motor. This makes the transmission particularly compact.
A drive train according to the type described above can be used in a vehicle. The vehicle is preferably a motor vehicle, in particular a car (such as a car having a weight of less than 3.5 t), a bus or a truck (such as a bus or truck having a weight of more than 3.5 t). 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 shaft drivable by means of the drive train. The drive train according to the invention is effectively arranged on the drive shaft, wherein the drive train transmits the drive power of the drive unit via the transmission according to the invention to the wheels of the axle. It is also conceivable to provide such a drive train for each axle. The drive train is preferably mounted in a front-transverse configuration, so that the input shaft and the output shaft are oriented substantially transversely to the vehicle longitudinal direction. Alternatively, the drive train can be arranged obliquely to the longitudinal and transverse axes of the vehicle, wherein the output shaft is connected by means of a respective joint to the wheels of a respective axle arranged transversely to the longitudinal axis of the vehicle.
The above definition of the transmission according to the invention according to the first aspect of the invention and the description of the technical effects, advantages and advantageous embodiments likewise apply to the transmission according to the second aspect of the invention and to the drive train according to the invention, and vice versa.
Drawings
Three embodiments of the invention are described in more detail below with reference to the schematic drawings. Here, it is shown that:
FIG. 1 is a very schematic top view of a vehicle according to a first embodiment with a drive train according to the invention and a transmission according to the invention; and is also provided with
FIG. 2 is a very schematic illustration of the drive train according to the invention shown in FIG. 1;
FIG. 3 is a very schematic illustration of a drive train according to a second embodiment of the invention; and is also provided with
Fig. 4 is a very schematic illustration of a drive train according to a third embodiment of the invention.
Detailed Description
Fig. 1 shows a vehicle 1 with two axles 11a, 11b, wherein a drive train 2 according to the invention is arranged effectively on a first axle 11 a. The first axle 11a may be either a front axle or a rear axle of the vehicle 1, and forms a drive 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, in particular of the transmission 3, in the vehicle 1 is explained in more detail in the following figures. The motor is shown schematically in fig. 2. The motor is omitted in fig. 3 and 4 for simplicity. The electric motor is supplied with electric energy by means of a battery, not shown here, which is operatively connected to the stator 19, 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 rotor 20 which is arranged rotatably relative to the stator is brought into rotational movement relative to the stator 19 and is connected as a drive shaft to the input shaft 4 of the transmission 3 in a rotationally fixed manner. The input shaft 4 may alternatively be connected to a separate rotor shaft of the rotor 20 in a rotationally fixed manner or coupled thereto in a rotationally fixed manner. Fig. 3 and 4 only show the input shaft 4. The drive power of the drive unit 22 is guided via the input shaft 4 into the transmission 3 and is converted there by the integrated differential 7 and is distributed at least indirectly to the first output shaft 5 and the second output shaft 6. The transmission 3 further has a slewing gear 12. The drive unit 22 comprising the stator 19 and the rotor 20 is arranged coaxially with respect to the integrated differential 7.
A wheel 18 is connected at least indirectly to the ends of the output shafts 5, 6, which are arranged coaxially to each other in the figure, in order to drive 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 an electric vehicle, in which the drive is performed in a purely electric manner.
Fig. 2 to 4 show different embodiments of the transmission 3. The respective transmission 3 is a differential transmission and currently comprises an input shaft 4, a first output shaft 5 and a second output shaft 6. The output shafts 5, 6 are arranged coaxially with each other and extend in opposite directions relative to the wheels 18. The first output shaft 5 extends to the right and the second output shaft 6 extends to the left in the figure.
The transmission 3 comprises an integrated differential 7 comprising a first planetary gear set 8 with a plurality of gear set elements and a second planetary gear set 9 with a plurality of gear set elements operatively connected to the first planetary gear set. The transmission 3 further comprises a slewing gear device 12 which is operatively connected to the first and second planetary gear sets 8, 9, wherein the slewing gear device 12 has a third planetary gear set 10 with a plurality of gear set elements. The input shaft 4 is arranged axially between the integrated differential 7 with the first and second planetary gear sets 8, 9 and the swing gear 12, so that the drive unit 22 according to fig. 2 is arranged axially between the integrated differential 7 and the swing gear 12.
Currently 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 set element is a first ring gear 27a, wherein a plurality of first planet gears 28a are rotatably arranged on the first planet carrier 26a, which mesh with the first sun gear 25a and the first ring gear 26 a. Further, in the second planetary gear set 9, the first gear set element is a second sun gear 25b, the second gear set element is a second 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 the second carrier 26b, which mesh with the second sun gear 25b and the second ring gear 27 b. Further, in the third planetary gear set 10, the first gear set element is a third sun gear 25c, the second gear set element is a third planet 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 planet carrier 26c, which mesh with the third sun gear 25c and the third ring gear 27 c.
The first and second planetary gear sets 8, 9 are here respectively negative planetary gear sets and are arranged axially adjacent to one another. The third planetary gear set 10 is also a negative planetary gear set. The first planetary gear set 9 is arranged directly adjacent in the axial direction between the drive unit 22 and the second planetary gear set 9.
As shown in fig. 2, 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 slewing gear device 12 via the first coupling shaft 14 in a rotationally fixed manner. The input shaft 4 radially accommodates a first coupling shaft 14. In this way, the first sun gear 25a is a ring gear and the input shaft 4 connected to the first sun gear is a hollow shaft. The first coupling shaft 14 extends through the input shaft 4. The 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 via the second coupling shaft 15 in a rotationally fixed manner. The second planet carrier 26b of the second planetary gear set 9 is connected to the second output shaft 6 in a rotationally fixed manner, wherein the second ring gear 27b of the second planetary gear set 9 is connected to the stationary structural element 13 in a rotationally fixed manner. The third planet carrier 26c of the rotary gear 12 is likewise connected in a rotationally fixed manner to the stationary structural element 13, i.e. the housing is arranged fixedly. The third ring gear 27c of the third planetary gear set 10 is connected to the first output shaft 5 so as to be non-rotatable.
By means of the first planetary gear set 8, a first output torque can be transmitted to the first output shaft 5 via the swing gear 12, wherein the 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 second output shaft 6.
In this embodiment, the stationary gear ratios of all planetary gear sets 8, 9, 10 are the same. The same ratio of diameters of the gear set elements, particularly the planet gears 28a-28c, clearly shows this. According to the stationary gear ratio, a gear ratio greater than i= -12 can be achieved.
In the second and third exemplary embodiments according to fig. 3 or 4, the connection of the gear set elements of the second and third planetary gear sets 9, 10 is partially exchanged. The connection of the first planetary gear set 8 remains unchanged. The second ring gear 27b of the second planetary gear set 9 is currently connected in a rotationally fixed manner to the second output shaft 6, wherein the second planet carrier 26b of the second planetary gear set 9 is connected in a rotationally fixed manner to the stationary component 13. The third ring gear 27c of the rotary gear 12 is likewise connected in a rotationally fixed manner to the stationary structural element 13. The third carrier 26c of the third planetary gear set 10 is connected to the first output shaft 5 in a rotationally fixed manner.
Another difference from the first embodiment according to fig. 2 is that the stationary gear ratios of the planetary gear sets 8, 9, 10 are different, as can be seen from the different diameters of the gear set elements. With the embodiment shown in fig. 3, a transmission ratio of i=12 can be realized, for example. With the embodiment according to fig. 4, a transmission ratio of i=24 can be realized, for example.
It should be pointed out that the assignment of the gear set elements to the elements of the respective planetary gear sets 8, 9, 10 can be changed at will. The corresponding connection of the gear set elements, such as sun gear, planet carrier and ring gear, is made as required for the gear ratios, including the symbols. Instead of a negative planetary gear set, the respective planetary gear set 8, 9, 10 may also be a positive planetary gear set, by exchanging the connection of the planet carrier and the ring gear and increasing the value of the stationary gear ratio by one. Similarly, the reverse is true for this. The swing gear 12 may also include two or more planetary gear sets or a combination of planetary gear sets.
Furthermore, it is conceivable to arrange additional gear ratios, not shown here, between the drive unit 22 and the transmission 3, for example in the form of a planetary gear with one or more planetary gear sets, in order to increase the overall gear ratio of the drive.
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. First coupling shaft
15. Second 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 the third planetary gear of the third planetary gear set.

Claims (14)

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 arranged effectively 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) which is connected effectively with the first planetary gear set, the transmission (3) furthermore comprising a rotary gear transmission (12) which is connected effectively with the first and second planetary gear sets (8, 9) and has a plurality of gear set elements, wherein a first gear set element of the first planetary gear set (8) is connected to the input shaft (4) in a rotationally fixed manner, wherein a second gear set element of the first planetary gear set (8) is connected to a first planetary gear set element of the rotary gear set (12) in a rotationally fixed manner via a first coupling shaft (14), wherein a first gear set element of the first planetary gear set (8) is connected to a second planetary gear set element of the rotary gear set (15) in a rotationally fixed manner via a first coupling element of the first planetary gear set (15), wherein a second gear set element of the second planetary gear set (9) is connected to the second output shaft (6) in a rotationally fixed manner, wherein a third gear set element of the second planetary gear set (9) is connected to a stationary structural element (13) in a rotationally fixed manner, wherein a second gear set element of the rotary gear (12) is connected to a stationary structural element (13) in a rotationally fixed manner, wherein a third gear set element of the rotary gear (12) is connected to the first output shaft (5) in a rotationally fixed manner, and wherein a first output torque can be transmitted to the first output shaft (5) at least indirectly by means of the first planetary gear set (8), wherein a holding torque of the first planetary gear set (8) can be converted in the second planetary gear set (9) in such a way that a second output torque corresponding to the first output torque can be transmitted to the second output shaft (6).
2. 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 arranged effectively 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) which is connected effectively with the first planetary gear set, the transmission (3) furthermore comprising a rotary gear transmission (12) which is connected effectively with the first and second planetary gear sets (8, 9) and has a plurality of gear set elements, wherein a first gear set element of the first planetary gear set (8) is connected to the input shaft (4) in a rotationally fixed manner, wherein a second gear set element of the first planetary gear set (8) is connected to a first planetary gear set element of the rotary gear set (12) in a rotationally fixed manner via a first coupling shaft (14), wherein a first gear set element of the first planetary gear set (8) is connected to a second planetary gear set element of the rotary gear set (15) in a rotationally fixed manner via a first coupling element of the first planetary gear set (15), wherein a second gear set element of the second planetary gear set (9) is connected to a fixed-position component (13) in a rotationally fixed manner, wherein a third gear set element of the second planetary gear set (9) is connected to the second output shaft (6) in a rotationally fixed manner, wherein a second gear set element of the rotary gear (12) is connected to the first output shaft (5) in a rotationally fixed manner, wherein a third gear set element of the rotary gear (12) is connected to the fixed-position component (13) in a rotationally fixed manner, and wherein a first output torque can be transmitted to the first output shaft (5) at least indirectly by means of the first planetary gear set (8), wherein a holding 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 second output shaft (6).
3. The transmission according to claim 1 or claim 2, wherein the first and second planetary gear sets (8, 9) are arranged axially adjacent to each other or the first planetary gear set (8) is arranged radially inside the second planetary gear set (9).
4. A transmission (3) according to any one of the preceding claims, wherein the input shaft (4) is arranged axially between the integrated differential (7) with the first and second planetary gear sets (8, 9) and the slewing gear transmission (12).
5. A transmission (3) according to any one of the preceding claims, wherein the input shaft (4) radially accommodates the first coupling shaft (14).
6. Transmission (3) according to any one of the preceding claims, wherein the input shaft (4) is connected to a drive unit (22), in particular an electric motor or an internal combustion engine, for introducing torque into the transmission (3).
7. A transmission (3) as claimed in any one of the preceding claims, wherein the slewing gear device (12) has a third planetary gear set (10) with a plurality of gear set elements.
8. The transmission (3) of claim 7 wherein the first gear set element is a sun gear of a respective planetary gear set (8, 9, 10), the second gear set element is a planet carrier of a respective planetary gear set (8, 9, 10), and the third gear set element is a ring gear of a respective planetary gear set (8, 9, 10).
9. A transmission (3) according to any one of the preceding claims, wherein the planetary gear sets (8, 9, 10) are negative planetary gear sets or positive planetary gear sets, respectively.
10. A transmission (3) according to any one of the preceding claims, wherein the stationary gear ratios of the planetary gear sets (8, 9, 10) are identical.
11. The transmission (3) according to any one of claims 1 to 9, wherein the stationary gear ratios of the planetary gear sets (8, 9, 10) are different.
12. 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).
13. A drive train (2) according to claim 12, wherein the drive unit (22) is arranged coaxially with the integrated differential (7).
14. The drive train (2) according to claim 12 or 13, wherein the drive unit (22) is an electric motor and is arranged coaxially with the input shaft (4), wherein the first output shaft (5) is guided through a rotor (20) of the electric motor.
CN202211719786.3A 2022-02-03 2022-12-30 Transmission for a vehicle and drive train comprising such a transmission Pending CN116592107A (en)

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DE102022201141.4A DE102022201141A1 (en) 2022-02-03 2022-02-03 Transmission for a vehicle and drive train with such a transmission

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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

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