DE102011014119A1 - Powertrain e.g. stationary powertrain, for e.g. passenger car, has rotor including internal gears by which rotor is pushed into shoot connection with external teeth of inner part along axial direction - Google Patents

Abstract

The powertrain has drive shafts (5-1, 5-2) including three universal hinges (12-14) at each of axial ends and a center part between two of the hinges. A retarder (8) i.e. permanent magnet retarder, includes a circulating rotor (9) and a stator, which are switchable with one another into a rotational torque-transferring connection to brake the rotor. The rotor of the retarder includes internal gears by which the rotor is pushed into a shoot connection with external teeth of an inner part along axial direction behind a sleeve of the center part.

Description

The present invention relates to a drive train, in particular a motor vehicle drive train for passenger cars or commercial vehicles, in detail according to the preamble of claim 1. However, the invention is also applicable to stationary drive trains or other mobile drive trains, such as in rail vehicles.

Drive trains of the generic type have a retarder, which is used in motor vehicles for wear-free braking of the vehicle. A distinction is made between different retarder types, such as hydrodynamic retarder, electromotive retarder, also called electrodynamic retarder or eddy current brake, and permanent magnet retarder. The present invention relates to any type of retarder, but is particularly suitable for use with a permanent magnet retarder. Furthermore, the present invention is not limited to those retarders that can "only" brake, but also to those that generate a braking torque in a first operating state and in a second operating state, a drive torque, such as an electric motor in regenerative operation (braking operation ) Advantageously feeds a connected electrical storage and in a motor operation, in particular fed from the electrical storage, drive power generated. The same is possible, for example, with a hydrostatic motor in combination with a hydraulic or pneumatic pressure accumulator.

The retarder of the type mentioned have a rotor and a stator, which either form a working medium filled or filled with working space or which are connected to each other via a magnetic field in a torque-transmitting connection to transmit torque from the rotor to the stator and thereby the rotor decelerate. In permanent magnet retarders, for example, permanent magnets are arranged in the stator which optionally generate a magnetic field in which the rotor, which is made of magnetizable material, rotates. The position of the permanent magnet and / or a component associated therewith, for example a pole piece, can be changed such that in a first state no magnetic force acts on the rotor and in a second state the maximum magnetic force acts on the rotor. For example, the magnets can be bridged in the off state such that no magnetic force flows to the rotor, and in the on state, the lock-up is canceled. Also states with reduced magnetic force for setting a variable braking torque can be provided.

In Elektromagnetretardern (eddy current brakes) is generated by means of electromagnets, a magnetic field in which a rotor rotates of magnetizable material. By applying the rotor to the magnetic field, it is slowed down. In principle, it is of course also possible to provide the electromagnets in the rotor and the magnetizable material in the stator.

Although the known types of retarders bring numerous advantages due to their ability to decelerate the vehicle wear-free, the integration in a vehicle always means a structural overhead. Parts of the drivetrain have to be replaced by specially adapted components for the retarder, whereby the additional integration of the retarder into an existing drivetrain often causes problems due to its spatial extent. The replacement of entire powertrain components makes retrofitting a vehicle with a retarder expensive, which leads to acceptance problems for customers of retarder manufacturers. The spatial problems can often be circumvented only with special solutions.

The document US Pat. No. 3,871,466 describes a Elektromagnetretarder whose structure is indeed a solution to one of the mentioned spatial problems. Thus, according to this document, namely, it is possible to integrate the retarder into short drive trains between a change gear and the drive axle of a motor vehicle, in which two series-connected propeller shafts, each having a length compensation and in a so-called interim storage suspended from the frame of the motor vehicle is connected to each other by two new propeller shafts, the first of which is particularly short and is free from a length compensation, and the second compared to the original propeller shaft is made longer to replace, and both propeller shafts in a new intermediate storage, whose position has been moved relative to the original intermediate storage on the frame, to connect by means of a special external gear shaft, which also carries the rotor of the electromagnet retarder. The stator of the electromagnet retarder with the coils is suspended in the region of the intermediate bearing on the vehicle frame and forms itself the receptacle for the intermediate bearing in the form of two provided at the axial ends of the externally toothed roller bearings.

It is easy to understand that in the document US Pat. No. 3,871,466 described embodiment leads to significant integration costs of the retarder. Furthermore, the vibration behavior of the entire drive train is changed by replacing the existing drive shafts with new lengthwise changed drive shafts, which Risk of resonance problems and therefore also not accepted by customers of retarder manufacturers.

The present invention has for its object to provide a drive train with a particularly inexpensive integration of a retarder, wherein the drive train components remain largely unchanged from corresponding embodiments without retarder and the risk of the occurrence of a changed unfavorable vibration behavior is minimized. The powertrain is also characterized by its robustness and cost-effective production.

The object of the invention is achieved by a drive train with the features of claim 1. The dependent claims describe advantageous and particularly expedient embodiments of the invention.

The drive train according to the invention, in particular motor vehicle drive train for passenger cars or utility vehicles, has at least one propeller shaft, comprising in each case a joint at each of its axial ends and a central part in the axial direction between the two joints. The middle part forms a length compensation or is provided with such, comprising an externally toothed inner part and an internally toothed sleeve. The outer toothing of the inner part and the inner toothing of the sleeve engage in the circumferential direction of the propeller shaft driving into one another and are displaceable relative to each other in the axial direction of the propeller shaft.

Further, a retarder is provided, which has a rotating rotor and a stator, which are connected to each other in a torque-transmitting connection to decelerate the rotor. In principle, any type of retarder, in particular the retarder mentioned above, thus also a motor, such as electric motor, into consideration. By means of such an engine, if the propeller shaft is additionally drivable via a further drive motor of the motor vehicle, in particular an internal combustion engine, a hybrid system can be created.

According to the invention, the rotor of the retarder now has a second internal toothing, which is pushed in the axial direction next to the sleeve of the middle part of the length compensation of the propeller shaft on the same outer toothing of the inner part in a drive connection.

According to an advantageous embodiment, the retarder is designed as a permanent magnet retarder, wherein the rotor and the stator have a plurality of permanent magnets or one of them has a plurality of permanent magnets and the other is provided with a magnetizable material. In a first switching state, the torque-transmitting connection between the rotor and the stator can be produced, and in a second operating state, this torque-transmitting connection can be interrupted, for example by short-circuiting the permanent magnets.

An embodiment according to the invention provides two drive shafts connected in series one behind the other in the drive power direction, in particular directly connected to each other, each having two joints, one or both of which is provided with a length compensation. The retarder can then be arranged on the first or the second propeller shaft, in the direction of the drive power flow in the traction mode.

In particular, the first propeller shaft is connected to the output of a drive motor of the drive train downstream transmission and the second propeller shaft is at least indirectly or directly, the latter in particular via a differential gear, connected to a drive axle with drive wheels of the motor vehicle to drive the power of the drive motor via the two propeller shafts to transfer to the drive wheels.

It is favorable if in the mentioned embodiment the axial end of the first propeller shaft facing away from the output of the change gear is mounted in an intermediate bearing suspended on a frame of the vehicle. In such a case, the retarder, if this is arranged on the length compensation of the first propeller shaft, that is, when the rotor engages in the external toothing of the inner part of the first propeller shaft, either on the output of the gearbox facing side of the intermediate bearing or usually still be positioned advantageously on the side facing away from the output of the gearbox side of the intermediate storage. In the latter case, the retarder is compared to a position on the second propeller shaft in a less dynamically stressed portion of the drive train with less propeller error, namely on the first propeller shaft, positioned and at the same time with a relatively large distance from the gearbox, in terms of available standing space is low.

According to one embodiment, the intermediate bearing surrounds the sleeve of the length compensation, on the externally toothed inner part of the rotor of the retarder is positioned. This is in particular the first propeller shaft in the aforementioned embodiment. However, a corresponding embodiment on the second propeller shaft is possible.

The stator of the retarder can advantageously be carried by the rotor of the retarder via a relative bearing, in particular in the form of a single or double rolling bearing. Alternatively, the stator can be mounted next to the rotor on the propeller shaft via a relative bearing or connected to the vehicle frame or other stationary component. The rolling bearing can be formed, for example, by two rolling bearings arranged directly one behind the other, that is to say without a distance from each other. It is advantageous if the stator is supported by means of a torque arm against rotation on the frame of the motor vehicle.

According to one embodiment of the invention, the inner part of the length compensation on a radially outwardly projecting collar on which rests the rotor of the retarder and is secured against displacement in this axial direction. It is particularly advantageous if the rotor is held captive on the inner part, in particular by caulking, a circlip, a Untermaßpassung and / or other frontally fitting retaining element, advantageously in conjunction with the aforementioned collar on the inner part, wherein the caulking, the Circlip or the other holding element can be provided on the side facing away from the collar of the rotor.

The invention will be described below by way of example with reference to an embodiment.

Show it:

1 a schematic plan view of a vehicle showing the positioning of two propeller shafts and an intermediate bearing in the vehicle drive train;

2 a possible arrangement of the retarder on the length compensation of a first of two propeller shafts in the region of the intermediate bearing;

3 an arrangement of the retarder in the region of the length compensation of the second propeller shaft;

4 a schematic representation of an embodiment with permanent magnet retarder in the on state;

5 the embodiment of the 4 in the off state;

6 a more detailed view of the arrangement of the retarder in the region of the length compensation of a propeller shaft.

In the 1 can be seen a schematic plan view of a vehicle with a drive motor 1 , with a gearbox 2 and drive wheels 4 , The drive wheels are via a drive axle 25 driven, which in turn is a axle drive 6 , For example, a differential gear is assigned. To the drive power of the drive motor 1 from the gearbox 2 on the axle drive 6 to transfer, with the axle drive 6 arranged in a different plane than the transmission 2 , is a PTO shaft 5 provided, which the transmission output shaft 3 with the axle drive 6 combines. The PTO shaft 5 is at its first, drive-side axial end on the transmission output shaft 3 in the transmission 2 stored, and at its second, output side axial end via an input shaft of the transaxle 6 at the axle drive 6 and / or on this on the drive axle 25 ,

Furthermore, in the region of the axial center of the propeller shaft 5 considered herein in the direction of the drive power flow from the engine 1 to the drive wheels 4 , in front of the second of three joints of the PTO shaft 5 the PTO shaft 5 about an interim storage 11 on the vehicle frame 7 , more precisely on a cross member 17 the same, the two side members 20 connects, hung up.

The PTO shaft 5 is like in the 2 and 3 represented, composed of two partial universal joints, hereinafter referred to as the first PTO shaft 5.1 and second propeller shaft 5.2 designated. Other nomenclatures provide for designating the first propeller shaft as joint intermediate shaft and the second propeller shaft as propeller shaft.

Because the first propeller shaft 5.1 and the second propeller shaft 5.2 are connected directly to each other, they have the output side of the first propeller shaft 5.1 and drive side of the second propeller shaft 5.2 a joint joint 12 , here in the form of a universal joint, on. Depending on another joint is at the drive-side axial end of the first propeller shaft 5.1 , herewith 13 designated, and at the output side axial end of the second propeller shaft 5.2 , herewith 14 designated, provided. Also these two joints 13 . 14 can for example be designed as a universal joint.

In both embodiments, in the 2 and 3 are shown, the output side end of the first propeller shaft 5.1 in the interim storage 11 stored. The interim storage 11 is therefore located between the joint 13 and the joint 12 , Alternatively, the intermediate storage could 11 but also on the output side of the joint 12 on the second propeller shaft 5.2 be positioned.

In the design shown here, the first propeller shaft 5.1 only very small angles balance between their two axial ends and is therefore subject to a relatively small dynamics. It is therefore advantageous, the inventively provided retarder, here in the form of a permanent magnet retarder 8th , on the first propeller shaft 5.1 to position, in view of the available space ideally on the output side of the intermediate storage 11 , This is in the 2 shown. Here is the length compensation 15 the first propeller shaft 5.1 through the interim storage 11 passed through, from the drive side to the output side of the intermediate storage 11 , and behind the sleeve of the length compensation 15 , which are described below on the basis of 6 is described is the rotor 9 of the permanent magnet retarder 8th on the inner part of the length compensation 15 positioned.

In the embodiment according to the 2 can the second propeller shaft 5.2 be executed with or without length compensation.

According to the embodiment of 3 is the second propeller shaft 5.2 with a length compensation 15 provided and the rotor 9 of the permanent magnet retarder 8th is on the output side of the joint 12 in the axial direction in front of the sleeve of the length compensation 15 on the inner part of the length compensation 15 positioned.

In the in the 4 and 5 shown embodiment of a permanent magnet retarder whose rotor 9 and stator 10 According to the invention can be supported by the propeller shaft, the rotor encloses 9 the stator 10 in the circumferential direction. The rotor 9 turns over the axis of rotation 26 and is concentric with the stator 10 arranged.

The stator 10 has one opposite a radially inner fixed core region 10.1 circumferentially displaceable annular magnetic carrier 32 on top of a variety of permanent magnets 27 wearing. The permanent magnets 27 are circumferentially above the axis of rotation 26 arranged with alternating polarity one behind the other, that is all permanent magnets 27 in the sequence with even position number have a radially outer north pole and a radially inner south pole, and all permanent magnets 27 with odd position number have a radially outer south pole and a radially inner north pole.

Radially between the rotor 9 and the stator 10 is a switching element 28 arranged, which may be designed in particular stationary, for example as a housing shell of the stator 10 , The switching element 28 has a ring shape and circumferentially magnetizable return elements alternate 29 with non-magnetizable intermediate elements 30 from. The inference elements 29 For example, are made of steel or iron and the non-magnetizable intermediate elements made of aluminum.

If now, as in the 4 is shown, the return elements 29 the permanent magnet 27 In the radial direction, in particular aligned with each other, a magnetic field can form, that of the stator 10 into the rotor 9 and back goes. For example, as shown, the outer magnetic flux lines of the magnetic field range from a first permanent magnet 27 through the opposite first return element 29 in the rotor 9 In particular, made of steel or iron, in the circumferential direction along the rotor 9 , back through a second return element 29 radially inwardly by a second permanent magnet 27 and back in the opposite circumferential direction as in the rotor 9 through the magnetic carrier 32 , which may also be made of steel or iron accordingly, again in the first permanent magnet 27 , If, on the other hand, as in the 5 is shown, the intermediate elements 30 the permanent magnet 27 facing each other in the radial direction, so bridged in each case a return element 29 two adjacent to each other permanent magnets 27 , which results in a smaller magnetic field that does not reach the rotor 9 extends.

Accordingly exercises at the position in the 4 , which is referred to herein as the first position, the stator 10 by means of the magnetic fields a braking effect on the rotor 9 whereas, in the position designated as the second position according to the 5 no braking torque due to a magnetic field on the rotor 9 is exercised. In the first position is therefore the permanent magnet retarder 8th turned on, and in the second position is the permanent magnet retarder 8th switched off.

For limited displacement of the magnet carrier 32 is an actuator at this 31 connected, which can be formed for example by a single-acting or double-acting impression cylinder or more thereof. Other forms of actuator are possible, such as electric or pneumatic and hydraulic.

In the 6 is again a propeller shaft 5 with a length compensation 15 shown comprising an inner part 16 and a sleeve 18 , Between the inner part 16 and the sleeve 18 is a gearing 19 provided so that the inner part 16 and the sleeve 18 in the circumferential direction of the propeller shaft 5 drivingly intermesh and in the axial direction of the propeller shaft 5 are displaceable relative to each other. Accordingly, the inner part 16 an external toothing and the sleeve 18 an internal toothing, at least at their mutually facing axial ends.

In the axial direction next to the sleeve 18 is the rotor 9 of the permanent magnet retarder 8th engaging in the external toothing of the inner part 16 applied. In the present case, the rotor hits 9 with its illustrated inner adapter piece 21 directly in the outer toothing of the inner part 16 engages, on a fret 22 of the inner part 16 at. With its other axial end, the rotor 9 , here the adapter piece 21 , on the sleeve 18 abut when this on relative movement on the inner part 16 deformable or telescopic. Otherwise, the distance between the rotor will be 9 and the sleeve 18 to change.

The rotor 9 , here the inner adapter piece 21 , is wearing a warehouse 23 , here in the form of a rolling bearing, which may for example be designed as a single bearing or double bearings, by means of which the stator 10 on the rotor 9 is relatively stored. For this purpose, the stator 10 For example, by means of a torque arm (not shown) to be supported on the vehicle frame.

In the presently illustrated embodiment, the stator 10 also an adapter, here with 24 referred to, by means of which he is on the camp 23 is held.

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• US 3871466 A [0006, 0007]

Claims (10)

Drive train, in particular motor vehicle drive train for passenger cars or commercial vehicles, 1.1 with a propeller shaft ( 5 . 5.1 . 5.2 ), each comprising a joint ( 12 . 13 . 14 ) at each of its axial ends and a central part between the two joints ( 12 . 13 . 14 ); where 1.2 the middle part is a length compensation ( 15 ) with an externally toothed inner part ( 16 ) and an internally toothed sleeve ( 18 ), wherein the external toothing of the inner part ( 16 ) and the internal toothing of the sleeve ( 18 ) in the circumferential direction of the propeller shaft ( 5 . 5.1 . 5.2 ) are drivingly intermeshable and displaceable relative to each other in the axial direction; 1.3 with a retarder ( 8th ), a rotating rotor ( 9 ) and a stator ( 10 ), which are switchable together in a torque-transmitting connection to the rotor ( 9 ) decelerate; characterized in that 1.4 the rotor ( 9 ) of the retarder ( 8th ) has a second internal toothing and with this in the axial direction next to the sleeve ( 18 ) of the middle part on the same outer toothing of the inner part ( 16 ) is pushed in a drive connection. Drive train according to claim 1, characterized in that the retarder as a permanent magnet retarder ( 8th ) is executed, the rotor ( 9 ) and stator ( 10 ) are switchable via a magnetic field in a torque-transmitting drive connection, wherein the rotor ( 9 ) and the stator ( 10 ) a plurality of permanent magnets ( 27 ) or of which a permanent magnet ( 27 ) and the other is provided with a magnetizable material, and in a first switching state, the torque-transmitting connection between them can be produced and is interruptible in a second switching state. Drive train according to one of claims 1 or 2, characterized in that two in the drive power direction connected in series, in particular directly connected to each other propeller shafts ( 5.1 . 5.2 ) each with two joints ( 12 . 13 . 14 ), of which one or both are provided with a length compensation ( 15 ), and the retarder ( 8th ) on the first or the second propeller shaft ( 5.1 . 5.2 ) is arranged. Drive train according to claim 3, characterized in that the two propeller shafts ( 5.1 . 5.2 ) an output of a by a drive motor ( 1 ) driven gearbox ( 2 ) and a drive axle ( 25 ) with drive wheels ( 4 ) of the motor vehicle. Drive train according to claim 4, characterized in that the output of the transmission ( 2 ) facing away from the axial end of the first connected to the output drive shaft ( 5.1 ) in one on a frame ( 7 ) of the vehicle suspended intermediate storage ( 11 ) is stored. Drive train according to claim 5, characterized in that the retarder ( 8th ) on the length compensation ( 15 ) of the first propeller shaft ( 5.1 ) and also the intermediate storage ( 11 ) the sleeve ( 18 ) of this length compensation ( 15 ) and in particular also the inner part ( 16 ) encloses. Drive train according to claim 6, characterized in that the retarder ( 8th ) on the output of the transmission ( 2 ) facing away from the intermediate storage ( 11 ) is positioned. Drive train according to one of claims 1 to 7, characterized in that the stator ( 10 ) of the retarder ( 8th ) from the rotor ( 9 ) of the retarder ( 8th ) via a relative bearing, in particular in the form of a single or double rolling bearing ( 23 ), and in particular against the frame ( 7 ) is supported by means of a torque arm against rotation. Drive train according to one of claims 1 to 8, characterized in that the rotor ( 9 ) in the axial direction on a collar ( 22 ) of the inner part ( 16 ) is present. Drive train according to one of claims 1 to 9, characterized in that the rotor ( 9 ) on the inner part ( 16 ) is held captive, in particular by caulking, a retaining ring, a Untermaßpassung and / or a front-side fitting retaining element.

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