CN117847171A - Transmission mechanism, transmission system, electric drive device and vehicle with transmission mechanism - Google Patents

Transmission mechanism, transmission system, electric drive device and vehicle with transmission mechanism Download PDF

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Publication number
CN117847171A
CN117847171A CN202211216070.1A CN202211216070A CN117847171A CN 117847171 A CN117847171 A CN 117847171A CN 202211216070 A CN202211216070 A CN 202211216070A CN 117847171 A CN117847171 A CN 117847171A
Authority
CN
China
Prior art keywords
planetary gear
gear set
transmission
planetary
input shaft
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
CN202211216070.1A
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Chinese (zh)
Inventor
宋磊
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
ZF Friedrichshafen AG
Original Assignee
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
Priority to CN202211216070.1A priority Critical patent/CN117847171A/en
Priority to DE102023206270.4A priority patent/DE102023206270A1/en
Publication of CN117847171A publication Critical patent/CN117847171A/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
    • 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
    • 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
    • B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
    • B60K17/348—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having differential means for driving one set of wheels, e.g. the front, at one speed and the other set, e.g. the rear, at a different speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/62—Gearings having three or more central gears
    • F16H3/66—Gearings having three or more central gears composed of a number of gear trains without drive passing from one train to another
    • 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
    • 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
    • F16H57/08—General details of gearing of gearings with members having orbital motion
    • F16H57/082—Planet carriers
    • 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
    • F16H48/00—Differential gearings
    • F16H2048/02—Transfer gears for influencing drive between outputs
    • F16H2048/04—Transfer gears for influencing drive between outputs having unequal torque transfer between two outputs
    • 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
    • F16H2048/106—Differential gearings with gears having orbital motion with orbital spur gears characterised by two sun 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
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0034—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising two forward speeds
    • 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
    • F16H2200/2007—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with two sets of orbital 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
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
    • F16H2200/2064—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes using at least one positive clutch, e.g. dog clutch
    • 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
    • F16H2200/2097—Transmissions using gears with orbital motion comprising an orbital gear set member permanently connected to the housing, e.g. a sun wheel permanently connected to the housing

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Retarders (AREA)

Abstract

The invention relates to a transmission, a drive train, an electric drive and a vehicle having a transmission, comprising an input shaft, a first output shaft, a second output shaft, a first planetary gear set and a second planetary gear set connected to the first planetary gear set, the planetary gear sets each comprising a plurality of elements, the input shaft, the two output shafts, the first planetary gear set and the second planetary gear set and their elements being arranged and designed such that torque introduced via the input shaft is converted and distributed to the two output shafts in a defined ratio, preventing the generation of a total torque, wherein at least a third element of the first planetary gear set is connected in a rotationally fixed manner to a first element of the second planetary gear set, the second element of the second planetary gear set is fixed to a rotationally fixed part, the first planetary gear set is designed as a negative planetary gear set, and the first planetary gear set and/or the second planetary gear set comprises stepped planetary gears.

Description

Transmission mechanism, transmission system, electric drive device and vehicle with transmission mechanism
Technical Field
The invention relates to a transmission, in particular for a motor vehicle. The invention also relates to an electric drive, a drive train and a vehicle.
Background
A transmission is known from the prior art, for example from DE 10 2011 079 975 A1, which provides a torque conversion as a ratio of output torque to input torque and a gear ratio as a ratio of input rotational speed to output rotational speed.
Disclosure of Invention
The object of the present invention is to provide an alternative transmission mechanism which enables large transmission ratios to be achieved with a non-complex mechanical structure.
According to the invention, a transmission is proposed, comprising an input shaft, a first output shaft, a second output shaft, a first planetary gear set and a second planetary gear set connected to the first planetary gear set, wherein the first planetary gear set and the second planetary gear set each comprise a plurality of elements, wherein the input shaft, the two output shafts, the first planetary gear set and the second planetary gear set and the elements thereof are arranged and configured such that a torque introduced via the input shaft is converted and distributed to the two output shafts in a defined ratio, preventing a total torque from being produced, wherein at least a third element of the first planetary gear set is connected to a first element of the second planetary gear set in a rotationally fixed manner, and a second element of the second planetary gear set is fixed to a rotationally fixed part, wherein the first planetary gear set is configured as a negative planetary gear set, the second planetary gear set is configured as a negative planetary gear set, and the first planetary gear set and/or the second planetary gear set comprises a stepped gear.
In the sense of the present invention, a "shaft" is understood to mean a rotary part of the transmission, by means of which the respective components of the transmission are connected to one another in a rotationally fixed manner or by means of which such a connection is established when the respective switching element is actuated. The respective shafts can connect the components to one another in the axial direction, in the radial direction, or in both the axial and radial directions. The respective shaft can thus also be present as an intermediate piece, by means of which the respective components are connected, for example, in the radial direction.
The elements are in particular in the form of a sun gear, a planet gear carrier and a ring gear.
In the sense of the present invention, "axial" refers to an orientation along the direction of a longitudinal central axis along which the planetary gear sets are arranged coaxially with each other. "radial" is understood to mean a diametrical orientation along an axis lying on the longitudinal central axis.
If the element is fixed, it is prevented from rotational movement. The non-rotatable part of the transmission may preferably be a permanently stationary component, preferably a housing of the transmission, a part of such a housing or a part connected non-rotatably to the housing.
By configuring the first planetary gear set and the second planetary gear set as negative planetary gear sets, wherein at least one of the two comprises stepped planetary gears, in particular the first planetary gear set comprises stepped planetary gears, a higher transmission ratio of the transmission can be achieved than if two conventional negative planetary gear sets were used.
The transmission can be embodied, for example, such that the input shaft is connected in a rotationally fixed manner to a first element of the first planetary gear set and the first output shaft is connected in a rotationally fixed manner to a second element of the first planetary gear set, wherein a third element of the first planetary gear set is connected in a rotationally fixed manner to a first element of the second planetary gear set, wherein the second element of the second planetary gear set is fixed to a rotationally fixed part of the transmission, and wherein the second output shaft is connected in a rotationally fixed manner to a third element of the second planetary gear set.
The expression torque conversion should be understood as follows: the transmission has two output shafts, the sum of which torque describes the transition of the transmission relative to the input torque. The gear ratio of the respective output shaft is initially not defined. Only when the two output shafts are coupled, for example by the wheels of a vehicle on a roadway, a defined rotational speed is produced. If the two output shafts rotate at the same rotational speed, for example, in the case of straight running, a gear ratio can be formed as in the prior art as a rotational speed ratio between the input rotational speed and one of the two identical output rotational speeds. In all other cases, the gear ratio of the transmission cannot be specified with the usual definition of gear ratios.
The two planetary gear sets may be arranged radially nested, i.e. the first planetary gear set may be arranged radially inside the second planetary gear set. However, the two planetary gear sets may also be arranged axially adjacent to each other, i.e. the first planetary gear set may be arranged axially beside the second planetary gear set, in particular one of the two planetary gear sets may be arranged inside the electric machine. Preferably, the teeth of the interconnecting members of both planetary gear sets (i.e. the third member of the first planetary gear set and the first member of the second planetary gear set) are formed on the same structural member, so that the interconnecting member may be regarded as a ring gear having inner teeth and outer teeth, by means of which the third member of the first planetary gear set and the first member of the second planetary gear set are formed.
The first planetary gear set is always embodied as a minus planetary gear set. The second planetary gear set is also always implemented as a minus planetary gear set. The negative planetary gear set comprises the following elements in a manner known in principle to a person skilled in the art: a sun gear, a planet gear carrier and a ring gear, wherein the planet gear carrier rotatably guides at least one, but preferably a plurality of planet gears, which mesh with the sun gear and the surrounding ring gear, respectively. If two elements are in tooth engagement, then the elements engage each other and vice versa. High efficiency can be achieved by a negative planetary gear set.
The first planetary gear set includes a first stepped planetary gear. Additionally, the second planetary gear set includes a second stepped planetary gear. The stepped planetary gear is a planetary gear having two teeth portions, which are different in pitch diameter, and form a ring gear coupling portion and a sun gear coupling portion, respectively. Specifically, the first stepped planetary gear has a first ring gear coupling portion and a first sun gear coupling portion, and/or the second stepped planetary gear has a second ring gear coupling portion and a second sun gear coupling portion, which may be configured as gears.
Preferably, the pitch of the teeth of the third element of the first planetary gear set and the pitch of the teeth of the first element of the second planetary gear set have at least similar dimensions, preferably the same dimensions. This results in the connecting shafts of the planetary gear sets being axially balanced. .
The pitch of the helical teeth is understood to be the axial path measured along the associated axis of rotation that needs to be travelled when an imaginary tooth extends beyond the actual width of the gear in order to cause 360 deg. winding of the tooth around the axis. The term pitch applies in a similar manner to threads. A helical gear having a plurality of teeth may be compared to a multi-start thread. For the spindle, the word pitch is also used for the corresponding dimension.
Preferably, the input shaft is connected to a drive machine, in particular an electric machine or an internal combustion engine, in order to introduce torque into the transmission. In the case of an electric motor, the rotor of the electric motor is preferably connected to the input shaft in a rotationally fixed manner. Preferably, the rotor is connected to the input shaft via at least one gear stage.
The electric machine may be arranged coaxially or axially parallel to the planetary gear set. In the former case, the rotor of the electric machine can be connected directly to the input shaft in a rotationally fixed manner or can be coupled to the input shaft via one or more intermediate gear stages, the latter enabling a more advantageous design of the electric machine with higher rotational speeds and lower torques. In this case, at least one gear stage can be embodied as a spur gear stage and/or a planetary stage.
On the other hand, if the electric machine is arranged axially offset relative to the planetary gear set, the coupling takes place via one or more intermediate gear stages and/or traction drives. In this case, one or more gear stages can also be realized individually as spur gear stages or planetary stages. The traction drive may be a belt drive or a chain drive.
When the motor is arranged coaxially, it is preferred that the first output shaft leads through the rotor of the motor. The transmission with the motor is therefore particularly compact.
Preferably, the absolute value of the planetary row static gear ratio of the second planetary gear set is calculated at least approximately from the reciprocal value of the absolute value of the planetary row static gear ratio of the first planetary gear set plus 1, i.e.:
since in operation under practical conditions, asymmetrical transmission losses in the direction of the two output shafts can cause: a slight deviation from the calculation rules is advantageous for obtaining the same output torque at both axes, so the expression "at least approximately" is chosen. This expression is also used because it is sometimes not possible to strictly adhere to the rules of calculation, for example in terms of acoustic requirements, in terms of adhering to a combination of integer numbers of teeth and advantageous numbers of teeth.
Preferably, the drive machine is mounted transversely to the direction of travel. Preferably, the two output shafts are connected to the wheels of the vehicle in a rotationally fixed manner.
When the motor is arranged coaxially, it is preferred that the first output shaft leads through the rotor of the motor. The transmission with the motor is therefore particularly compact.
Preferably, the two output shafts distribute the incoming torque to different axles of the vehicle. The arrangement can thus be realized as a longitudinal transfer case (also referred to as a longitudinal distributor), i.e. a transmission is realized which distributes the introduced torque, for example, to a plurality of axles of the vehicle, in particular to the front axle and the rear axle.
The transmission mechanism does not have to distribute torque evenly over the output shaft. In particular in the embodiment as a longitudinal transfer case, an uneven distribution can be made between one axle and the other axle. For example, the torque provided by the input shaft can be distributed such that 60% of the torque is directed to the rear axle and 40% of the torque is directed to the front axle.
In the context of the present invention, a variable speed transmission or a multi-speed transmission, preferably a 2-speed transmission, may additionally be connected upstream of the transmission. In this case, the variable transmission or the multi-speed transmission can also be part of the transmission and serve to generate additional gear ratios, for example by shifting the rotational speed of the drive machine and driving the input shaft at the shifted rotational speed. The multi-speed transmission or the variable-speed transmission may in particular be in the form of a planetary gear.
The transmission is in particular part of a motor vehicle drive train for a hybrid or electric vehicle and is arranged here between a drive unit of the motor vehicle, which is designed as an internal combustion engine or an electric machine, and other components of the drive train which follow in the direction of the force flow towards the drive wheels of the motor vehicle. The input shaft of the transmission is preferably coupled to a crankshaft of the internal combustion engine or to a rotor shaft of the electric machine. The transmission may also be part of a drive train for a conventional motor vehicle, i.e. a vehicle driven by an internal combustion engine only.
In the sense of the present invention, the two components of the transmission are "connected" or "coupled" or "connected to each other" in a rotationally fixed manner, meaning that the components are permanently coupled such that they cannot rotate independently of each other. In this connection, no shift element can be provided between the components, but rather the respective components are fixedly coupled to one another, wherein the components can be elements of the planetary gear set and/or can also be non-rotatable components of the shaft and/or of the transmission. A rotationally flexible connection between two parts is also understood to mean a rotationally fixed connection. The non-rotatable connection may in particular also comprise joints, for example in order to be able to carry out steering movements or bouncing of the wheels.
Preferably, the second element of the second planetary gear set is a second planet carrier.
According to an embodiment of the invention, the first element of the first planetary gear set is a first sun gear, the second element of the first planetary gear set is a first planet carrier, and the third element of the first planetary gear set is a first ring gear; the first member of the second planetary gear set is the second sun gear and the third member of the second planetary gear set is the second ring gear.
According to another aspect, there is provided an electric drive having an electric motor and a transmission as described above, wherein the second element of the second planetary gear set of the transmission is fixed to the housing, and the rotor shaft of the electric motor forms or is drivingly connected to the input shaft. The housing may be a housing of the motor or a housing of the transmission mechanism, or may be a member non-rotatably connected to the housing.
According to another aspect, there is provided a drive train for a vehicle having a drive train with the above-mentioned features. The advantages of the transmission are also applicable to a drive train having such a transmission.
According to another aspect there is provided a vehicle having a drive train with a drive train of the above-described character. The advantages of the transmission are also applicable to vehicles having such transmissions.
In summary, the invention provides a transmission and a vehicle having such a transmission, which has an integrated design, namely torque conversion and torque distribution, as well as a compact and axially short design (in particular in the case of a nested arrangement). Due to the low complexity, the transmission is characterized by high efficiency and low cost. Significantly less meshing force occurs. In addition, the problem of biting can be reduced. Furthermore, very low lock values may be present. Furthermore, a higher gear ratio can be achieved.
Drawings
Advantageous embodiments of the invention set forth below are illustrated in the drawings. Fig. 1a to 1e show schematic views of a motor vehicle drive train;
FIG. 2 illustrates fixed speed gear ratios of various embodiments; and is also provided with
Fig. 3 to 6 show a number of preferred embodiments of the invention in schematic views.
Detailed Description
Fig. 1a to 1e respectively show a schematic illustration of a transmission G of a motor vehicle drive train 100 of a vehicle 1000 in the form of a passenger vehicle PKW.
The drive train 100 according to fig. 1a shows an electric drive which drives the rear axle a of the vehicle 1000. The drive train comprises a transmission G which distributes the drive torque of the motor EM to two output shafts 11 and 12. The transmission G and the motor are arranged in a common housing. The forward direction of travel is shown by arrow 99. As can also be seen in fig. 1a, the transmission G and the motor EM are oriented transversely to the direction of travel of the vehicle.
The drive train 100 according to fig. 1b shows an internal combustion engine type drive which drives the rear axle a of the vehicle 1000. The drive train comprises a transmission G which distributes the drive torque of the internal combustion engine VM to two output shafts 11 and 12, wherein a further transmission of the vehicle, for example an automatic transmission, is arranged between the transmission G and the internal combustion engine VM. The forward direction of travel is shown by arrow 99. As can also be seen in fig. 1b, the transmission G and the internal combustion engine VM are oriented along the direction of travel of the vehicle.
The drive train 100 according to fig. 1c shows an internal combustion engine type drive, which drives the rear axle a and the front axle B of the vehicle 1000. The drive train comprises a transmission G which distributes the drive torque of the internal combustion engine VM to the axles a and B, wherein a further transmission of the vehicle, for example an automatic transmission, is arranged between the transmission G and the internal combustion engine VM. The transmission G can be connected to the axle differential of the rear wheel axle a via the output shaft 11 and to the axle differential of the front axle B via the output shaft 12. The forward direction of travel is shown by arrow 99. As can also be seen in fig. 1c, the transmission G and the internal combustion engine VM are oriented along the direction of travel of the vehicle.
The drive train 100 according to fig. 1d shows an electric drive, i.e. an electric transverse front drive, which drives the front axle B of the vehicle 1000. The drive train comprises a transmission G which distributes the drive torque of the motor EM to two output shafts 11 and 12. The transmission G and the motor are arranged in a common housing. The forward direction of travel is shown by arrow 99. As can also be seen in fig. 1d, the transmission G and the motor EM are oriented transversely to the direction of travel of the vehicle.
The drive train 100 according to fig. 1e shows an electric all-wheel drive, which drives the rear axle a and the front axle B of the vehicle 1000. In this case, this is a transmission mechanism embodied as a longitudinal distributor. The drive train comprises a transmission G which distributes the drive torque of the motor EM to two output shafts 11 and 12. The output shaft 12 transmits torque to the front axle B, while the output shaft 11 transmits torque to the rear axle a. The corresponding torque is then again introduced into the corresponding axle differential. The transmission G and the motor are arranged in a common housing. The forward direction of travel is shown by arrow 99. As can also be seen in fig. 1e, the transmission G and the motor EM are oriented transversely to the direction of travel of the vehicle.
FIG. 2 shows a static planetary gear setAnd calculating rules of the dynamic ratio. This produces, with neglected transmission losses, correspondingly identical output torques of identical magnitude and sign at the two output shafts 11, 12. i.e 01 Representing the planetary gear set static gear ratio of the first planetary gear set P1. i.e 02 Representing the planetary gear set static gear ratio of the second planetary gear set P2.
Fig. 3 to 6 each show an embodiment of the transmission G, wherein the first planetary gear set is configured as a minus planetary gear set and the second planetary gear set is likewise configured as a minus planetary gear set, and wherein the first planetary gear set and/or the second planetary gear set comprise stepped planetary gears.
Fig. 3 shows a drive train 100 of a vehicle with a drive train G in a preferred first embodiment. The transmission mechanism G includes an input shaft 10, a first output shaft 11, a second output shaft 12, a first planetary gear set P1, and a second planetary gear set P2 connected to the first planetary gear set P1.
The first planetary gear set P1 is configured as a minus planetary gear set, and the second planetary gear set P2 is also configured as a minus planetary gear set. The planetary gear sets P1, P2 each include a plurality of elements E11, E21, E31, E12, E22, E32, wherein the first element E11 of the first planetary gear set P1 is the first sun gear SO1, the second element E21 is the first planet gear carrier PT1, and the third element E31 is the first ring gear HO1.
In the second planetary gear set P2, the first element E12 is the second sun gear SO2, the third element E32 is the second ring gear HO2, and the second element E22 is the second planet carrier PT2.
Furthermore, the first planetary gear set P1 comprises a first stepped planetary gear SP1, which has two differently sized gears Z1 and Z2 and thus has two differently sized gear ratios. The first gear Z1 is larger than the second gear Z2. The first gear Z1 meshes with the sun gear SO1, forming a sun gear connection. The second gear Z2 meshes with the ring gear HO1 to form a ring gear connection.
The planet gear carrier PT2 supports a planet gear SP2, which may be a common gear, i.e. a non-stepped spur gear. The planetary gear SP2 meshes with the radially inner sun gear SO2 and with the encircling ring gear HO 2.
The input shaft 10 is connected to the sun gear SO1 in a rotationally fixed manner. The first output shaft 11 is connected to the planet carrier PT1 of the first planetary gear set P1 in a rotationally fixed manner. The second output shaft 12 is connected to the ring gear HO2 in a rotationally fixed manner. The ring gear HO1 of the first planetary gear set P1 is connected in a rotationally fixed manner to the sun gear SO2 of the second planetary gear set P2, while the planet gear carrier PT2 of the second planetary gear set P2 is fixed to the rotationally fixed part GG. The non-rotatable part GG may be a transmission housing of the transmission G.
The ring gear HO1 of the first planetary gear set P1 and the sun gear SO2 of the second planetary gear set P2 form the same part, which is present here as a shaft 3 with internal and external toothing, i.e. in the form of a ring gear.
As can be seen in fig. 3, the input shaft 10, the first output shaft 11 and the second output shaft 12 are arranged coaxially with each other. The two planetary gear sets P1, P2 are arranged radially nested one within the other. Of course, in an embodiment not shown, the two planetary gear sets P1, P2 may be arranged coaxially with each other, i.e. axially spaced apart from each other.
It is also well known how the first output shaft 11 is guided through the input shaft 10 embodied as a hollow shaft. The two output shafts 11, 12 are each connected to a drive wheel of the vehicle.
The input shaft 10 is connected to a drive machine in the form of an electric motor EM in order to thus introduce an input torque into the transmission G. That is, the input shaft 10 and the output shafts 11, 12 rotate in the same direction. The input torque introduced can be distributed to the two output shafts 11, 12 by the connection of the two planetary gear sets P1, P2 to one another and the rotationally fixed connection of the planetary gear carrier PT2 to the housing GG. The transmission G here takes on not only the function of a variable speed transmission but also additionally the function of a differential transmission. That is, the torque introduced is not only converted, but also distributed to the different output shafts. In this embodiment, there is no reversal of the rotational direction.
Fig. 4 shows another embodiment of the present invention. The second gear Z2 having a smaller number of teeth of the planetary gear SP1 of the first planetary gear set P1 is arranged to face the motor EM than the embodiment according to fig. 3. The remainder may be referred to the description of fig. 3.
Fig. 5 shows another preferred embodiment of the present invention. In contrast to the embodiment according to fig. 4, the second planetary gear set P2 likewise has stepped planetary gears, i.e. the second stepped planetary gear SP2. The stepped planetary gear includes a sun gear connection and a ring gear connection. For this purpose, the stepped planetary gear SP2 has a third gear Z3 and a fourth gear Z4, wherein the third gear Z3 is larger than the fourth gear Z4. The third gear Z3 is in toothed engagement with the second sun gear SO 2. The second sun gear SO2 is connected to the ring gear HO1 of the first planetary gear set P1 via the shaft 3 in a rotationally fixed manner. Thus, the second sun gear SO2 represents the first element E12 of the second planetary gear set P2. The fourth gearwheel Z4 is in toothed engagement with the second ring gearwheel HO2, which second ring gearwheel HO2 is connected to the second output shaft 12 in a rotationally fixed manner. The planet gear carrier PT2, which supports the gears Z3 and Z4, is in turn fixed at the transmission housing GG and is thus permanently prevented from rotating. The planet carrier PT2 represents the second element E22 of the second planetary gear set P2. As best seen in fig. 5, the two planetary gear sets P1 and P2 are arranged radially one above the other, wherein the first planetary gear set P1 is arranged radially inside the second planetary gear set P2. The remainder of the description refers to fig. 4.
Fig. 6 shows another preferred embodiment of the present invention. Compared to the embodiment according to fig. 5, the arrangement of the stepped planetary gears SP2 of the second planetary gear set P2 is changed such that the fourth gear Z4 having a smaller number of teeth is in toothed engagement with the second sun gear SO2 and the third gear Z3 is in toothed engagement with the second ring gear HO 2. The remainder of the description will be made with reference to fig. 5.
The present invention has been fully described and illustrated by the accompanying drawings and description. The specification and description are to be regarded in an illustrative rather than a restrictive sense. The invention is not limited to the disclosed embodiments. Other embodiments or variations to the invention will become apparent to those skilled in the art upon use of the invention and upon a careful study of the drawings, the disclosure and the appended claims.
In the claims, the words "comprising" and "having" do not exclude the presence of other elements or steps. The indefinite article "a" or "an" does not exclude the presence of a plurality. A single element or a single unit may fulfil the functions of several units in the units recited in the claims. The mere fact that certain measures are recited in mutually different dependent claims should not be understood that a combination of these measures cannot be used to advantage.
It is also to be noted that the features or feature combinations of the device according to the present disclosure described above and the features and feature combinations mentioned in the drawings and/or only shown in the drawings may be used not only in the respectively given combination, but also in other combinations or alone without departing from the scope of the present disclosure.
List of reference numerals
G transmission mechanism
GG non-rotatable parts, housing
E11 First element of first planetary gear set
E21 Second element of first planetary gear set
E31 Third element of first planetary gear set
E12 First element of second planetary gear set
E22 The second member of the second planetary gear set
E32 Third element of second planetary gear set
P1 first planetary gear set
P2 second planetary gear set
Planetary gear of SP1 first planetary gear set
Planetary gear of SP2 second planetary gear set
SO1 first sun gear
SO2 second sun gear
PT1 first planetary gear support
PT2 second planetary gear carrier
HO1 first gear ring
HO2 second gear ring
SP1 first stepped planetary gear
SP2 second step type planetary gear
Z1 gear
Z2 gear
Z3 gear
Z4 gear
EM motor
S stator
R rotor
VM internal combustion engine
Rear axle of A vehicle
Front axle of B vehicle
3. Shaft
10. Input shaft
11. First output shaft
12. Second output shaft
99. Forward direction of travel
100. Drive train
1000. Vehicle with a vehicle body having a vehicle body support
i 01 Fixed ratio of first planetary gear set
i 02 A fixed speed ratio of the second planetary gear set.

Claims (14)

1. A transmission (G) comprising an input shaft (10), a first output shaft (11), a second output shaft (12), a first planetary gear set (P1) and a second planetary gear set (P2) connected to the first planetary gear set, wherein the first planetary gear set (P1) and the second planetary gear set (P2) each comprise a plurality of elements (E11, E21, E31; E12, E22, E32), wherein the input shaft (10), the two output shafts (11, 12), the first planetary gear set (P1) and the second planetary gear set (P2) and their elements are arranged and constructed such that
-converting the torque introduced through the input shaft (10) and distributing it in a defined ratio to the two output shafts (11, 12), and
-preventing the generation of a total torque,
-wherein at least the third element (E31) of the first planetary gear set (P1) is non-rotatably connected with the first element (E12) of the second planetary gear set (P2) and
-the second element (E22) of the second planetary gear set (P2) is fixed at a non-relatively rotatable part (GG),
wherein the first planetary gear set (P1) is configured as a minus planetary gear set, the second planetary gear set (P2) is configured as a minus planetary gear set, and
wherein the first planetary gear set (P1) and/or the second planetary gear set (P2) comprise stepped planetary gears (SP 1, SP 2).
2. The transmission (G) according to claim 1, wherein,
the input shaft (10) is connected in a rotationally fixed manner to a first element (E11) of the first planetary gear set (P1);
the first output shaft (11) is connected in a rotationally fixed manner to a second element (E21) of the first planetary gear set (P1);
wherein the third element (E31) of the first planetary gear set (P1) is connected in a rotationally fixed manner to the first element (E12) of the second planetary gear set (P2);
wherein a second element (E22) of the second planetary gear set (P2) is fixed to a non-rotatable part (GG) of the transmission (G);
the second output shaft (12) is connected in a rotationally fixed manner to a third element (E32) of the second planetary gear set (P2).
3. The transmission (G) according to claim 2, wherein the first planetary gear set (P1) comprises a first stepped planetary gear (SP 1).
4. A transmission (G) according to claim 3, wherein the second planetary gear set (P2) comprises a second stepped planetary gear (SP 2).
5. A transmission (G) according to claim 3, wherein the first stepped planetary gear (SP 1) has a first ring gear connection and a first sun gear connection.
6. The transmission (G) according to claim 4, wherein the second stepped planetary gear (SP 2) has a second ring gear connection and a second sun gear connection.
7. The transmission (G) according to any one of claims 1 to 6, wherein the second element (E22) of the second planetary gear set (P2) is a second planet carrier (PT 2).
8. The transmission (G) of claim 7, wherein the first element (E11) of the first planetary gear set (P1) is a first sun gear, the second element (E21) of the first planetary gear set (P2) is a first planet carrier (PT 1), the third element (E31) of the first planetary gear set (P1) is a first ring gear, and
the first element (E12) of the second planetary gear set (P2) is a second sun gear and the third element (E32) of the second planetary gear set (P2) is a second ring gear.
9. The transmission (G) according to any one of claims 1 to 6, wherein the first planetary gear set (P1) is arranged radially inside the second planetary gear set (P2).
10. The transmission (G) according to any one of the preceding claims 1 to 6, wherein the first planetary gear set (P1) is arranged axially beside the second planetary gear set (P2).
11. The transmission (G) according to any one of claims 2 to 6, characterized in that the third element (E31) of the first planetary gear set (P1) and the first element (E12) of the second planetary gear set (P2) are formed by a ring gear having an inner toothing and an outer toothing.
12. An electric drive having an electric motor and a transmission according to any one of claims 1 to 11, wherein a second element (E22) of the second planetary gear set (P2) is fixed to a housing, a rotor shaft of the electric motor being formed as the input shaft (10) or being drivingly connected to the input shaft (10).
13. A drive train having a drive train according to any one of claims 1 to 11.
14. A vehicle having a drive train according to claim 13 or a drive train according to any one of claims 1 to 11.
CN202211216070.1A 2022-09-30 2022-09-30 Transmission mechanism, transmission system, electric drive device and vehicle with transmission mechanism Pending CN117847171A (en)

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CN202211216070.1A CN117847171A (en) 2022-09-30 2022-09-30 Transmission mechanism, transmission system, electric drive device and vehicle with transmission mechanism
DE102023206270.4A DE102023206270A1 (en) 2022-09-30 2023-07-03 Transmission, drive train, electric drive device and vehicle with such a transmission

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DE102021203412B4 (en) * 2021-04-07 2023-08-10 Zf Friedrichshafen Ag Rolling differential gear with step planet, as well as drive train and vehicle with such a gear

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