DE102018210897A1 - Arrangement for driving an electric vehicle and method for operating it - Google Patents

Abstract

The invention relates to an arrangement for driving an electric vehicle, comprising at least one electrically drivable vehicle axle (1), two electric machines (E1, E2) for driving the at least one vehicle axle (1), one between the electric machines (E1, E2) and the at least one vehicle axle (1) arranged gear (3). The invention also relates to a method for operating the drive arrangement.
It is proposed that one of the two electrical machines (E1, E2) is designed as a permanent synchronous machine (E1) and the other as an asynchronous machine (E2). It is also proposed that the permanent synchronous machine (E1) be operated at a lower speed than the asynchronous machine (E2).

Description

The invention relates to an arrangement for driving an electric vehicle according to the preamble of patent claim 1 and a method for operating the drive arrangement according to the preamble of patent claim 17.

Through the DE 10 2011 056 046 A1 A drive train of a purely electrically drivable motor vehicle with two electrically drivable vehicle axles became known. For driving the vehicle, two electric machines are provided which are arranged coaxially to one another and parallel to the vehicle axle and which drive a differential arranged on the axle side via a multi-stage, non-shiftable spur gear. One of the two electrical machines can be disconnected by means of a switchable coupling, so that either only one or both machines can be used to drive the vehicle.

An object of the invention is to improve the drive of an electric vehicle.

The invention comprises the features of independent claims 1 and 17. Advantageous refinements result from the subclaims.

According to a first aspect of the invention, in an arrangement for driving an electric vehicle of the type mentioned at the outset, it is provided that one of the two electrical machines as a permanently excited synchronous machine, also called a permanent synchronous machine or PSM for short, and the other electrical machine as an asynchronous machine, ASM for short , is trained. The combination of the permanent synchronous machine on the one hand and the asynchronous machine on the other hand has the advantage that the electric drive can be operated for a relatively wide speed range with optimum efficiency and thus with lower losses. The electric drive according to the invention thus consumes less electrical energy from the battery carried in the vehicle. As is known, the permanent synchronous machine and the asynchronous machine have clear differences, which are expressed, for example, in a torque / speed diagram. In particular, the efficiency maps of both machines differ significantly: The maximum efficiency of a permanent synchronous machine is basically in a range of lower speeds, for example below 6000 revolutions per minute, while the maximum efficiency of an asynchronous machine is fundamentally in a range of higher speeds, for example above 6000 Revolutions per minute. This effect is used by the invention to the effect that the permanent synchronous machine is operated at lower speeds and the asynchronous machine at higher speeds, so that both electrical machines each work in their optimal efficiency range.

According to a preferred embodiment, the gearbox, which is arranged between the electrical machines and the vehicle axle, also called the wheel axle, is designed as a summation gearbox, which has two input shafts connected to the electric machines and one output shaft. The power of the two electrical machines flows into the transmission via the input shafts and adds up on the output or summation shaft. The simplest form of a summing gear consists of two drive pinions, each of which mesh with an output gear on the output shaft. The different speeds and the speed ratio of the permanent synchronous machine and the asynchronous machine are determined via the summation gear.

According to a further preferred embodiment, the input shafts are each designed as countershafts, the first countershaft being connected in a rotationally fixed manner to the permanent synchronous machine and the second countershaft being connected to the asynchronous machine. The countershafts offer the possibility of designing the gearbox in multiple stages or multiple gears, the output being carried out via the output shaft.

According to a further preferred embodiment, the electrical machines are parallel to the vehicle axis, i. H. with their axes of rotation arranged transversely to the direction of travel. This results in a compact design. It is also possible to arrange the electric motors in the direction of travel or at an angle to the direction of travel.

According to a further preferred embodiment, the output shaft is arranged parallel and offset (axially parallel) to the vehicle axle. This can be an advantage in certain installation situations, e.g. B. with an additional spur gear.

According to a further preferred embodiment, the output shaft of the transmission is arranged coaxially to the vehicle axis, the output shaft preferably being designed as a hollow shaft. The two countershafts are thus arranged axially parallel. The advantage of a particularly compact arrangement in the region of the vehicle axle is thus achieved.

According to a further preferred embodiment, the vehicle axle has a differential which is connected to the output shaft. This creates a complete connection, ie a continuous drive train from the two electrical machines to the vehicle axle and the wheels arranged on the axle.

According to a further preferred embodiment, the electric vehicle has two electrically drivable vehicle axles and a transfer case which is connected on the input side to the output shaft of the transmission and on the output side to the two vehicle axles, that is to say the rear and the front. This enables a purely electric all-wheel drive.

According to a further preferred embodiment, the transmission is designed as a manual transmission, i. H. Individual gears or different speed levels can be switched between the electrical machines and the output shaft.

Preferably, three or four gears are shiftable, whereby the torque and speed of the two different electric machines (PSM and ASM) optimally match the driving conditions of the vehicle, e.g. B. Starting, driving uphill (climbing ability) and maximum driving speed can be adjusted. The number of gears can be increased as desired.

According to a further preferred embodiment, first gear gears are arranged on the first countershaft, second gear gears are arranged on the second countershaft and third gear gears are arranged on the output shaft, each of which meshes with both the first and the second gear gears. The common third gear gear means that all gear ratios are interdependent.

According to a further preferred embodiment, the third all-wheel gears on the output shaft are partially engaged only with the first gear gears on the first countershaft and partially only with the second gear gears on the second countershaft. In this way, independent gear ratios are achieved.

According to a further preferred embodiment, at least a first and a second gear gear are designed as idler gears. Here, the gear gears are loose, i.e. H. rotatably mounted on the countershaft and can be coupled to the countershaft if necessary, d. H. are connected in a rotationally fixed manner, for example by means of a switching element designed as a dog clutch.

According to a further preferred embodiment, shift elements are arranged on the first and second countershafts, which can be designed as positive or frictional clutches, separate or close the flow of force in a countershaft and thus enable the gears to be shifted.

According to a further preferred embodiment, a spur gear stage is arranged between the output shaft of the transmission and the differential. This enables a further reduction between the speeds of the electrical machines and the wheel speed. Depending on the arrangement of the gearbox and differential, a bevel gear stage can also be advantageous.

According to a further preferred embodiment, the electrical machines and the transmission are integrated in the vehicle axle, which has an axle body. The vehicle axle or the axle body with all its components is resiliently supported in relation to the chassis or vehicle frame. The vehicle axle with the integrated electric drive is preferably used for commercial vehicles.

According to a further aspect of the invention, a method for operating the drive arrangement provides for the permanent synchronous machine and the asynchronous machine to be operated at different speeds, the speed of the permanent synchronous machine always being lower than the speed of the asynchronous machine. This takes into account the different operating characteristics (torque / speed diagram) and efficiency maps of both electrical machines.

According to a preferred method variant, the first speed is in the range of the optimal, preferably the maximum, efficiency of the permanent synchronous machine and the second speed is in the range of the optimal, preferably, the maximum efficiency of the asynchronous machine. This means that both electrical machines work simultaneously in their optimal efficiency range, which reduces the energy requirements of the electrical drive. Depending on the choice of electrical machines, the ratio of the speeds of the asynchronous machine and the permanent synchronous machine can be approximately 1.8.

According to a further preferred method variant, the gears can be shifted in stages, ie the gear ratios between the first countershaft and the output shaft and the gear ratios between the second countershaft and the output shaft are not shifted simultaneously, but in succession. For example, when shifting up from second to third gear, i.e. from lower to upper gear, only the permanent synchronous machine is initially shifted up, while the asynchronous machine at relatively high speed, high performance and good efficiency remains in second gear. In contrast, the speed of the permanent synchronous machine (in third gear) is relatively low - with high performance and good efficiency. The gradual shifting also prevents an interruption in tractive power.

According to a further preferred method variant, one of the two electrical machines, that is to say either the permanent synchronous machine or the asynchronous machine, can be operated during operation in the vehicle with optimal efficiency and the other electrical machine with non-optimal efficiency. In this case, the main or primary power is called up in the electric machine with the better efficiency, while the electric machine with the currently poorer efficiency contributes the still missing power, the secondary power. This will result in further energy savings.

• 1 eine Fahrzeugachse mit einem elektrischen Antrieb durch zwei E-Motoren und ein Drei-Gang-Schaltgetriebe,
• 2 das Schaltgetriebe gemäß 1 im ersten/zweiten Gang,
• 3 das Schaltgetriebe im zweiten Gang,
• 4 das Schaltgetriebe im zweiten/dritten Gang,
• 5 das Schaltgetriebe im dritten Gang,
• 6 das Schaltgetriebe in einer Anordnung koaxial zur Fahrzeugachse,
• 7 einen elektrischen Antrieb mit Schalt- und Verteilergetriebe für zwei Fahrzeugachsen,
• 8 einen elektrischen Antrieb mit Schalt- und Verteilergetriebe in koaxialer Anordnung für zwei Fahrzeugachsen,
• 9 eine Fahrzeugachse mit einem elektrischen Antrieb durch zwei E-Motoren und ein Vier-Gang-Schaltgetriebe in achsparalleler Anordnung,
• 10 das Schaltgetriebe gemäß 9 im zweiten/dritten Gang,
• 11 das Schaltgetriebe im dritten/vierten Gang,
• 12 das Schaltgetriebe im vierten Gang,
• 13 einen elektrischen Antrieb mit zwei E-Motoren und Schaltgetriebe in koaxialer Anordnung zur Fahrzeugachse,
• 14 einen elektrischen Antrieb für zwei Fahrzeugachsen durch zwei E-Motoren mit Vier-Gang-Schaltgetriebe und Verteilergetriebe in achsparalleler Anordnung und
• 15 den elektrischen Antrieb gemäß 14, jedoch in koaxialer Anordnung von Schalt- und Verteilergetriebe.

Exemplary embodiments of the invention are shown in the drawing and are described in more detail below, further features and / or advantages being able to result from the description and / or the drawing. Show it

• 1 a vehicle axle with an electric drive through two electric motors and a three-speed manual transmission,
• 2 the manual transmission according 1 in first / second gear,
• 3 the gearbox in second gear,
• 4 the gearbox in second / third gear,
• 5 the manual gearbox in third gear,
• 6 the manual transmission in an arrangement coaxial to the vehicle axis,
• 7 an electric drive with gearbox and transfer case for two vehicle axles,
• 8th an electric drive with gearbox and transfer case in a coaxial arrangement for two vehicle axles,
• 9 a vehicle axle with an electric drive through two electric motors and a four-speed manual transmission in an axially parallel arrangement,
• 10 the manual transmission according 9 in second / third gear,
• 11 the gearbox in third / fourth gear,
• 12 the manual gearbox in fourth gear,
• 13 an electric drive with two electric motors and gearbox in a coaxial arrangement to the vehicle axle,
• 14 an electric drive for two vehicle axles through two electric motors with four-speed manual transmission and transfer case in an axially parallel arrangement and
• 15 the electric drive according to 14 , but in a coaxial arrangement of the gearbox and transfer case.

1 shows a vehicle axle 1 with an electric drive 2 which has two electric motors E1 . E2 , a switchable summation gear 3 as well as an axle differential 4 , also transverse differential or short differential 4 called includes. The vehicle axle 1 what drive wheels 5 . 6 is shown in simplified form; it comprises an axle body, not shown, in which the electric drive 2 is integrated. The vehicle axle 1 is - which is not shown - resiliently supported against a vehicle frame, also called a chassis, the vehicle preferably being designed as a commercial vehicle. The two electrical machines E1 . E2 are trained differently: the first electrical machine E1 is a permanently excited synchronous machine E1 , also a permanent synchronous machine for short E1 called, abbreviated PSM, trained while the second electrical machine E2 as an asynchronous machine E2 , abbreviated ASM, is trained. Both electrical machines E1 . E2 are operable for driving as electric motors and in overrun or braking operation as generators for the recuperation of braking energy. The permanent synchronous machine E1 has - as is known from the prior art - permanent magnets which are arranged in the rotor (inner rotor) for generating a permanent excitation field. External rotor designs are also possible. The asynchronous machine E2 is also known from the prior art and - like the permanent synchronous machine - is already widely used for driving electric vehicles. The permanent synchronous machine E1 and the asynchronous machine E2 differ in particular by their efficiency fields, the range of maximum efficiency of the permanent synchronous machine E1 basically at relatively low speeds, while the range of maximum efficiency of the asynchronous machine E2 is generally at higher speeds. For example, the maximum efficiency of the permanent synchronous machine is E1 in a speed range of about 4000 to 6000 revolutions per minute, while the maximum efficiency of the asynchronous machine E2 For example, is above a speed of about 6000 revolutions per minute and extends over a relatively wide speed range, ie up to about 12000 revolutions per minute and more. The efficiency of the permanent synchronous machine E1 is generally somewhat higher, for example at 93%, compared to an efficiency of about 90% of the asynchronous machine E2 , This The effect of the different efficiency maps is for the electrical drive according to the invention through the parallel operation of two different electrical machines (PSM and ASM), hereinafter also referred to as electric motors E1 . E2 called, exploited.

The summation gear 3 is in a preferred embodiment as a switchable countershaft transmission 3 formed, that is, it has a first, with the first electric motor E1 countershaft non-rotatably connected VGW1 and a second, with the second electric motor E2 connected countershaft VGW2 and a summing or output shaft AW on. On the first countershaft VGW1 are three gears Z1 . Z2 . Z3 , also first gear gears Z1 . Z2 . Z3 called, on the second countershaft VGW2 three gears Z4 . Z5 . Z6 , also second gear gears Z4 . Z5 . Z6 called, and on the output shaft AW three gears Z7 . Z8 . Z9 , also third gear gears Z7 . Z8 . Z9 called, partially rotatably and partially arranged as idler gears. On the first countershaft VGW1 are also three clutches, K1 . K2 . K3 and on the second countershaft VGW2 three more clutches K4 . K5 . K6 arranged, which can be designed as friction or non-positive, switchable clutches. The gears Z1 . Z4 both stand with the gear Z7 who have favourited Gears Z2 . Z5 both stand with the gear Z8 , and the gears Z3 . Z6 both stand with the gear Z9 engaged. Because of this arrangement, the summing gear 3 a total of three gears are shifted, which are described below:

In the first gear, which is shown in the drawing by a bold, solid line, the power flow (primary power flow) runs from the first electrical machine, the permanent synchronous machine E1 , on the first countershaft VGW1 and the gear stage or gear pair Z3 / Z9 into the output shaft AW , while the performance of the second electric motor, the asynchronous machine E2 , on the second countershaft VGW2 and the gear stage Z6 / Z9 as a secondary force flow in the output shaft AW flows. The performance of both electric motors E1 . E2 so by engaging the same gear Z9 on the output shaft AW summed up and then via a spur gear stage 7 the differential 4 , which is used as a bevel gear differential 4 is trained, supplied.

Due to the different efficiency maps of the permanent synchronous machine mentioned above E1 and the asynchronous machine E2 becomes the permanent synchronous machine E1 constantly at a lower speed and the asynchronous machine E2 operated at a higher speed, so each of the two electrical machines E1 . E2 or at least one works in the optimal efficiency range. Through the summation gear 3 becomes the speed ratio of the two electrical machines E1 . E2 certainly. Depending on the choice of the permanent synchronous machine and the asynchronous machine, the speed ratio z. B. are about 1.8.

In the illustrated embodiment according to 1 both electric motors are running E1 . E2 in first gear, the permanent synchronous machine E1 with the lower speed and better efficiency compared to the asynchronous machine E2 is working. The total power required to drive the vehicle axle is made up of the two power flows via the first and second countershafts VGW1 . VGW2 together, the permanent synchronous machine E1 here the main or primary power and the asynchronous machine E2 deliver the differential power that is missing for the entire line, also called secondary power or hereinafter referred to as secondary power flow. The machine with the poorer efficiency therefore contributes the lower power, the secondary force flow, which is indicated in the following.

Deviating from the drawing, the summing gear in its simplest form can also be designed in one stage, that is to say limited to the two gear stages Z1 / Z9 and Z4 / Z9 , the gear Z9 is arranged on the output shaft.

2 shows the same electric drive 2 , as in 1 shown, but with a first shift variant called "first / second gear", represented by a bold, continuous line for the second gear. The first course, represented as in 1 , initially remains engaged, ie the power flow (secondary power flow) runs via the gear pair Z6 / Z9 into the output shaft AW , The second gear for the permanent synchronous machine E1 runs over the gear pair Z2 / Z8 into the output shaft AW , The asynchronous machine now runs E2 with higher speed with good efficiency and high performance, while the permanent synchronous machine E1 runs at lower speed in a very good efficiency range. The "first / second gear" shift variant avoids an interruption in tractive power, because during the shifting of the second gear for the first electrical machine E1 (PSM) the power flow of the second electrical machine E2 (ASM) remains in first gear.

3 shows another gearshift variant "second gear" for the electric drive 2 , especially the summation gear 3 , The second course is running - just like in 2 shown - from the first electrical machine E1 about the gear pair Z2 / Z8 into the output shaft AW , The flow of power ( Secondary force flow) from the second electrical machine E2 runs in second gear over the gear pair Z5 / Z8 ,

4 shows a further shift variant "second / third gear", ie again a step shift, in which the second gear for the second electrical machine E2 , the asynchronous machine, remains engaged while the third gear for the first electric machine E1 , the permanent synchronous machine, is already inserted. The power flow of the third gear, represented by a bold, continuous line, runs over the gear pair Z1 / Z7 on the output shaft AW , The second gear of the second electrical machine E2 , the asynchronous machine, runs as well in 3 shown, as a secondary force flow over the gear pair Z5 / Z8 , This means that the power flow is maintained even when shifting up from second to third gear, and an interruption in traction is avoided.

5 shows another circuit variant for the summing gear 3 , namely the third gear for the permanent synchronous machine E1 and the asynchronous machine E2 : The power flow runs on the one hand via the gear pair Z1 / Z7 and on the other hand as a secondary force flow via the gear pair Z4 / Z7 on the summing and output shaft AW ,

6 shows a further embodiment of the invention, namely an electric drive 12 with a summing gear 13 , which is coaxial to a vehicle axis 11 is arranged and under construction the summing gear 3 ( 1 - 4 ) corresponds. The two countershafts VGW1 . VGW2 , each with the permanent synchronous machine E1 or the asynchronous machine E2 are connected are parallel to the vehicle axis 11 arranged while the output shaft AW formed as a hollow shaft and coaxial to the vehicle axis 11 is arranged. The hollow shaft AW is with a bridge 14a of the differential 14 connected, which on the one hand a right axis section 11a and on the other hand a left axle section 11a which by the hollow shaft AW is guided, drives. This coaxial design is particularly space-saving and compact.

7 shows a further embodiment of the invention, namely an electric drive 22 for an electric vehicle with two electrically drivable vehicle axles 21a . 21b , The electric drive 22 includes a summing gear 23 which is from a permanent synchronous machine E1 and an asynchronous machine E2 is driven and via the output shaft AW and a spur gear 27 a longitudinal differential 24 , also transfer case 24 called, drives. The transfer case 24 is designed as a planetary gear, whose bridge over the spur gear 27 is driven, the sun gear via a first drive shaft 25a the first vehicle axle 21a and its ring gear via a second drive shaft 25b the second vehicle axle 21b drive. The summation gear 23 , which is the construction of the summing gear 3 ( 1 - 4 ) is offset axially parallel to the two drive shafts 25a . 25b arranged.

8th shows a further embodiment of the invention, an electric drive 32 for two vehicle axles 31a . 31b with summing gear 33 which over the output shaft AW a longitudinal differential 34 or transfer case 34 drives. Here is the output shaft AW formed as a hollow shaft and drives the web of the transfer case designed as a planetary gear 34 on. About the sun gear is about a drive shaft 35a the first vehicle axle 31a , and via the ring gear of the planetary gear 34 is via another drive shaft 35b the second vehicle axle 31b driven. The output shaft AW of the summation gear 33 is coaxial to the transfer case 34 and the two drive shafts 35a . 35b arranged, resulting in a compact design.

9 shows a further embodiment of the invention, an electric drive 42 with one to the vehicle axle 41 Summing gear arranged offset parallel to the axis 43 which has a spur gear 47 a transverse differential 47 to drive the drive wheels 45 . 46 drives. The summation gear 43 has two countershafts VGW1 . VGW2 which from a permanent synchronous machine E1 and from an asynchronous machine E2 are driven, as well as an output shaft AW on. On the first countershaft VGW1 are three gears Z11 . Z12 . Z13 , also gear gears Z11 . Z12 . Z13 called, as well as three clutches K1 . K4 . K5 arranged. On the second countershaft VGW2 are two gears Z14 . Z15 , also second gear gears Z14 . Z15 called, arranged. On the output shaft AW are four gears Z16 . Z17 . Z18 . Z19 arranged (without the gear of the spur gear stage 47 ). On the second countershaft VGW2 are two clutches K2 . K3 arranged. With the summing gear designed as a manual gearbox 43 there are a total of four gears (without intermediate gears), of which in 9 a first shift variant "first gear ( E1 )/ second gear ( E2 ) ”Is shown as a solid, bold line. The power flow in first gear thus runs from the permanent synchronous machine E1 over the first countershaft VGW1 and the gear pair Z12 / Z17 on the output shaft AW , while at the same time the power flow (secondary flow) from the asynchronous machine E2 over the second countershaft VGW2 and the gear pair Z15 / Z18 on the output shaft AW runs. From the output shaft AW the power flow takes place via the spur gear stage 47 into the transverse differential 44 , designed as a bevel gear differential 44 , and over the vehicle axle 41 on the drive wheels 45 . 46 of Vehicle. In contrast to the exemplary embodiment according to 1 to 4 comb the third gear gears Z16 . Z17 . Z18 . Z19 on the output shaft AW here not with the first and second gear gears, but on the one hand with the first gear gears corresponding to the gear pairings Z12 / Z17 and Z13 / Z19 and on the other hand with the second gear Z15 on the second countershaft VGW2 according to the gear pair Z15 / Z18 , This arrangement of the gear gears results in independent gear ratios.

10 shows the first electric motor E1 in third gear, the power flow (secondary power flow) via the gear pair Z13 / Z19 and the second electric motor E2 in second gear, the power flow via the gear pair Z15 / Z18 he follows. The gears for the first electric motor E1 and the second electric motor E2 can - as also explained above for the first embodiment - be switched in stages, ie one after the other, so that there is no interruption in traction on the output shaft AW he follows.

11 shows the electric motor E1 in third gear, the power flow via the gear pair Z13 / Z19 and the electric motor E2 in fourth gear, the power flow (secondary power flow) via the gear pair Z14 / Z16 on the output shaft AW he follows. Based on the circuit according to 10 was the third gear ( Z13 / Z19 ) for the electric motor E1 kept while only the circuit for the second electric motor E2 in fourth gear ( Z14 / Z16 ) took place. Here, too, the traction on the output shaft AW not interrupted during switching.

12 shows the electric drive 42 in fourth gear for both electric motors E1 . E2 , with the power flow from the first countershaft VGW1 about the gear pair Z11 / Z16 and from the second countershaft VGW2 about the gear pair Z14 / Z16 on the output shaft AW respectively.

13 shows a further embodiment of the invention, an electric drive 52 for a vehicle axle 51 , the summation gear 53 for the two electric motors E1 . E2 coaxial to the vehicle axis 51 is arranged. The output shaft AW of the summation gear 53 is designed as a hollow shaft and drives a web of the bevel gear differential 54 which over the two drive shafts 51a . 51b the drive wheels 55 . 56 drives.

14 shows a further embodiment of the invention, an electric drive 62 with summing gear 63 , a transfer case 64 , also longitudinal differential 64 called, for two electrically drivable vehicle axles 61a . 61b , The output shaft AW of the summation gear 63 is about a spur gear stage 67 with the web of the transfer case designed as a planetary gear 64 connected. The output from the transfer case 64 takes place on the one hand via the sun shaft on a first drive shaft 65a to drive the first vehicle axle 61a and on the other hand via the ring gear shaft to a second drive shaft 65b to drive the second vehicle axle 61b ,

15 shows a further embodiment of the invention, an electric drive 72 with a summing gear 73 , which with a longitudinal differential designed as a planetary gear 74 connected and arranged coaxially to this. The output shaft AW of the summation gear 73 is designed as a hollow shaft and drives the web of the planetary gear 74 on. The output from the planetary gear 74 takes place via a first drive shaft 75a , through the hollow shaft AW through, onto the first vehicle axle 71a , while driving the second vehicle axle 71b via the drive shaft 75b he follows. The coaxial design of the output shaft AW and transfer case 74 with the distributor or drive shafts 75a . 75b results in a compact design for a purely electric two-axle or four-wheel drive.

LIST OF REFERENCE NUMBERS

1

vehicle axle

2

electric drive

3

summing

4

differential

5

drive wheels

6

drive wheels

7

spur gear

11

vehicle axle

12

electric drive

13

summing

14

differential

21a

first vehicle axle

21b

second vehicle axle

22

electric drive

23

summing

24

Longitudinal differential / transfer case

25a

drive shaft

25b

drive shaft

27

spur gear

31a

first vehicle axle

31b

second vehicle axle

32

electric drive

33

summing

34

Transfer Case

35a

drive shaft

35b

drive shaft

41

vehicle axle

42

electric drive

43

summing

44

differential

45

drive wheels

46

drive wheels

47

spur gear

51

vehicle axle

51a

first axis section

51b

second axis section

52

electric drive

53

summing

54

bevel gear

55

drive wheels

56

drive wheels

61a

first vehicle axle

61b

second vehicle axle

62

electric drive

63

summing

64

Longitudinal differential / transfer case

65a

drive shaft

65b

drive shaft

67

spur gear

71a

first vehicle axle

71b

second vehicle axle

72

electric drive

73

summing

74

Transfer Case

75a

drive shaft

75b

drive shaft

AW

output shaft

E1

first electric motor (PSM)

E2

second electric motor (ASM)

K1 - K6

first to sixth clutch

VGW1

first countershaft

VGW2

second countershaft

Z1, Z2, Z3

first gear gears

Z4, Z5, Z6

second gear gears

Z7, Z8, Z9

third gear gears

Z11, Z12, Z13

first gear gears

Z14, Z15

second gear gears

Z16 - Z19

third gear gears

QUOTES INCLUDE IN THE DESCRIPTION

This list of documents listed by the applicant has been generated automatically and is only included 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.

Patent literature cited

• DE 102011056046 A1 [0002]

Claims (20)

Arrangement for driving an electric vehicle, comprising - at least one electrically drivable vehicle axle (1, 11, 21a, 21b, 31a, 31b, 41, 51, 61a, 61b, 71a, 71b), - two electric machines (E1, E2) for driving the at least one vehicle axle (1, 11, 21a, 21b, 31a, 31b, 41, 51, 61a, 61b, 71a, 71b), - one between the electrical machines (E1, E2) and the at least one vehicle axle (1, 11 , 21a, 21b, 31a, 31b, 41, 51, 61a, 61b, 71a, 71b) arranged gear (3, 13, 23, 33, 43, 53, 63, 73), characterized in that one of the two electrical machines (E1, E2) as a permanently excited synchronous machine (E1) and the other as an asynchronous machine (E2). Arrangement after Claim 1 , characterized in that the gear is designed as a summing gear (3, 13, 23, 33, 43, 53, 63, 73) and has two input shafts and one output shaft (AW). Arrangement after Claim 2 , characterized in that the input shafts are designed as a first and a second countershaft (VGW1, VGW2), the first countershaft (VGW1) with the permanently excited synchronous machine (E1) and the second countershaft (VGW2) with the asynchronous machine (E2) are connected. Arrangement after Claim 1 . 2 or 3 , characterized in that the electrical machines (E1, E21,) are arranged parallel to the vehicle axis (1, 11, 41, 51). Arrangement according to one of the Claims 1 to 4 , characterized in that the output shaft (AW) is arranged parallel to the vehicle axis (1, 11, 41, 51). Arrangement according to one of the Claims 1 to 4 , characterized in that the output shaft (AW) is arranged coaxially to the vehicle axis (11, 51). Arrangement according to one of the Claims 2 to 6 , characterized in that the at least one vehicle axle (1, 11, 41, 51) has a differential (4, 14, 44, 54) and that the output shaft (AW) directly or indirectly with the differential (4, 14, 44, 54) is connected. Arrangement according to one of the Claims 2 to 6 , characterized by two electrically drivable vehicle axles (21a, 21b, 31a, 31b, 61a, 61b, 71a, 71b) and a transfer case (24, 34, 64, 74) which on the input side with the output shaft (AW) and on the output side with the two Vehicle axles (21a, 21b, 31a, 31b, 61a, 61b, 71a, 71b) is connected. Arrangement according to one of the Claims 1 to 8th , characterized in that the transmission is designed as a manual transmission (3, 13, 23, 33, 43, 53, 63, 73). Arrangement after Claim 9 , characterized in that at least one gear for the first and the second electrical machine (E1, E2) is shiftable. Arrangement after Claim 9 or 10 , characterized in that on the first countershaft (VGW1) first gear wheels (Z1, Z2, Z3), on the second countershaft (VGW2) second gear wheels (Z4, Z5, Z6) and on the output shaft (AW) third gear wheels (Z7, Z8, Z9) are arranged, the first gear gears (Z1, Z2, Z3) and the second gear gears (Z4, Z5, Z6) respectively engaging with the third gear gears (Z7, Z8, Z9). Arrangement after Claim 9 or 10 , characterized in that on the first countershaft (VGW1) first gearwheels (Z11, Z12, Z13), on the second countershaft (VGW2) second gearwheels (Z14, Z15) and on the output shaft (AW) third gearwheels (Z16, Z17, Z18, Z19) are arranged, the third gear gears (Z17, Z19) engaging with the first gear gears (Z12, Z13) and the third gear gear (Z18) with the second gear gear (Z15). Arrangement after Claim 9 . 10 or 11 , characterized in that at least a first and a second gear gear (Z1, Z4, Z11, Z14) are designed as idler gears. Arrangement according to one of the Claims 9 to 13 , characterized in that on the first and the second countershaft (VGW1, VGW2) switching elements (K1 to K6) are arranged. Arrangement according to one of the Claims 3 to 14 , characterized in that a spur gear stage (7, 47) is arranged between the output shaft (AW) of the transmission (3, 43) and the differential (4, 44). Arrangement according to one of the Claims 1 to 15 , characterized in that the two electrical machines (E1, E2) and the transmission (3, 13, 43, 53) are integrated in the vehicle axle (1, 11, 41, 51). Method for operating the drive arrangement according to one of the Claims 1 to 16 , thereby characterized in that the permanently excited synchronous machine (E1) is operated at a first speed (n1) and the asynchronous machine (E2) at a second speed (n2), the first speed being less than the second speed (n1 <n2). Procedure according to Claim 17 , characterized in that the first speed (n1) is in the range of the optimal, preferably the maximum efficiency of the permanently excited synchronous machine (E1) and the second speed (n2) is in the range of the optimal, preferably the maximum efficiency of the asynchronous machine (E2). Procedure according to Claim 17 or 18 , characterized in that the individual gears can be shifted in stages, the asynchronous machine (E2) in the lower gear when shifting up; ie remains at a relatively high speed, while the permanently excited synchronous machine (E1) shifts into higher gear and runs at a relatively low speed. Procedure according to Claim 17 . 18 , or 19, characterized in that the electrical machine (E1 or E2), which is currently operated with the optimal efficiency, delivers the maximum power (primary power), while the other electrical machine (E2 or E1), which is not with the Optimal efficiency is operated, the remaining power required for the drive of the vehicle (secondary power).

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