DE102020216248A1 - Method for driving an at least partially electrically powered vehicle and transmission arrangement and drive device for such a vehicle - Google Patents

Abstract

The invention relates to a method for driving an at least partially electrically driven vehicle (1), wherein a transmission arrangement (2) comprises at least a first electric machine (3a) and a second electric machine (3b), the two electric machines (3a, 3b ) are at least indirectly connected in a drive-effective manner to at least one output shaft (4a) and are controlled by power electronics (22), with at least one of the electrical machines (3a, 3b) depending on an overall efficiency and/or an overall output of the electrical machines (3a, 3b) is regulated by the power electronics (22) in such a way that neither a braking torque nor a drive torque is transmitted to the respective output shaft (4a). The invention also relates to a transmission arrangement (2), a drive device (15) and an at least partially electrically driven vehicle (1).

Description

The invention relates to a method for driving an at least partially electrically powered vehicle. Furthermore, the invention relates to a transmission arrangement, a drive device and an at least partially electrically driven vehicle.

From the DE 10 2015 002 405 A1 discloses a vehicle with at least two electric motors and a control device, the electric motors driving at least one shaft. The control device is designed to distribute power to be provided on the at least one shaft to the at least two electric motors as a function of the power to be provided. The respective electric motor is connected to a transmission, for example, with the electric motors and the transmission being combined to form a drive train.

The object of the present invention is to propose a method for driving an at least partially electrically operated vehicle and a transmission arrangement and a drive device with which the drive of the at least partially electrically operated vehicle is made more efficient. The object is solved by the subject matter of the independent patent claims. Advantageous embodiments are the subject matter of the dependent claims, the following description and the figures.

According to a method according to the invention for driving an at least partially electrically driven vehicle with a transmission arrangement with at least a first electric machine and a second electric machine, wherein the two electric machines are at least indirectly drivingly connected together with at least one output shaft, the two electric machines are driven by one Controlled power electronics, at least one of the electrical machines depending on an overall efficiency and / or a total power of the electrical machines is controlled by the power electronics in such a way that neither a braking torque nor a drive torque is transmitted to the respective output shaft. In other words, the transmission arrangement is designed as a multi-motor topology in which all electrical machines are mechanically connected to the respective output shaft, but at least one electrical machine is switched inactive by electromagnetic actuation depending on the operating situation and/or operating strategy of the vehicle in order to increase the overall efficiency to improve the transmission arrangement as a whole system.

Switching an electrical machine to inactive means that the respective electrical machine is zero-torque-controlled. The zero-torque control is used in freewheeling operation or in zero-torque operation, in which neither a positive torque nor a negative torque is transmitted to the output or to the respective output shaft. The drive train is therefore closed, but no braking torque or drive torque is transmitted from the electric motor to the driven wheels.

In zero-torque control, the electrical machine in question is typically supplied with approximately enough electrical energy that essentially neither a braking nor an accelerating torque is output to the drive train at the current speed. The energy supplied is used exclusively to compensate for the internal speed-dependent losses of the respective electrical machine. Such losses occur, for example, in the power electronics and are, for example, switching losses that can occur as a result of the tracking of induced voltage by an inverter in the power electronics. In addition, losses can occur due to field weakening currents and hysteresis losses. The power losses are counteracted by appropriate regulation of the electrical power supply to the respective electrical machine, so that the respective electrical machine to be switched inactive is operated essentially load-free with dynamic adjustment of the power supply. Consequently, the rotor shaft of the respective inactive electrical machine rotates with the current operating speed essentially without losses.

Depending on the type of construction, each electrical machine has a separate efficiency map, with a respective efficiency being present for each operating point of the respective electrical machine. In addition, at least one further efficiency map is provided that indicates a respective efficiency of the transmission arrangement at any operating point of the vehicle, ie when several or all electric machines contribute together to drive the vehicle or transmit torque to the output. Depending on how the electrical machines are combined with one another, this can lead to different efficiency characteristic diagrams and corresponding efficiencies for the respective operating point in the case of differently designed electrical machines. Depending on the operating point, suitable switching or zero-torque control of one or more electrical machines can enable the vehicle to be driven with optimum efficiency.

The control of the respective electric machine is preferably carried out by a torque controller of the power electronics. In other words, the torque controller carries out the zero torque control of the respective electrical machine. The torque controller monitors and controls or regulates a torque of the respective electrical machine, with a corresponding electrical power supply of the respective electrical machine taking place on the basis of the operating point and/or the operating strategy of the vehicle.

In particular, when the vehicle is driven in a driving cycle or at an operating point with low load requirements, the efficiency map of the respective electrical machines may result in an unfavorable overall efficiency at the respective operating point if there are several electrical machines currently acting on the output. It is therefore advantageous to switch at least one of the electrical machines to be inactive as a function of the overall efficiency, specifically by carrying out a zero-torque control of the respective electrical machine. Thus, there is no mechanical decoupling of the respective electrical machine, but the torque of the respective electrical machine is regulated to zero, with the remaining electrical machine or the remaining electrical machines continuing to generate drive power and transmit it to the output.

As a result, the drive torque is transmitted to the output with at least one less electric machine, with so many electric machines being zero-torque controlled or so many electric machines still generating torque for the output that the overall efficiency of the transmission arrangement compared to the drive state before the deactivation of the respective electric machine is improved. The overall efficiency results from the efficiency map of the electrical machine or machines actively acting on the output at the respective operating point, taking into account the power required for zero torque control. In other words, zero torque control is carried out on at least one electrical machine at specific operating points, so that the respective inactive electrical machine produces comparatively low losses.

If the vehicle is to be driven with higher load requirements, for example if the driver wants to drive at full throttle, the desired operating point of the drive device may lie outside the map limits of the respective electrical machine or machines acting on the output. In this case, the electric machine or electric machines producing the drive torque cannot achieve the desired operating point due to the design-dependent power limits or the map limits of the respective efficiency map of the respective electric machine. Depending on the total power of the respective electrical machines generating the drive power, at least one zero-torque-controlled or inactive electrical machine is therefore switched on by means of the power electronics. Appropriate energization of this electrical machine, which is now also active, consequently also generates a drive torque, which is preferably overlaid with the drive torques of the other active electrical machines. This improves the performance of the gear assembly and the overall efficiency of the gear assembly. It is advantageous that the rotor shaft of the respective inactive electrical machine, even if it is regulated without a load, always rotates with the current operating speed of the other electrical machines that generate the drive torque. As a result, activation or corresponding regulation of the inactive electrical machine previously regulated to zero can take place at any time unnoticed and comparatively quickly in order to adapt the overall efficiency of the transmission arrangement to the current operating conditions and thereby improve it.

The respective electrical machines are preferably controlled as a function of at least one loss characteristics map of the electrical machines. In other words, activation or deactivation takes place, that is to say zero torque control of the respective electrical machine, taking into account the respective loss characteristics map of the electrical machines. The loss map depends, among other things, on the design, size and power of the respective electrical machine and enables conclusions to be drawn about the efficiency at each operating point of the machine. The efficiency of the respective electrical machine also depends at different operating points on the desired drive strategy of the vehicle, the efficiency map limits or the loss maps of the respective electrical machine. Depending on the desired operating point, the strategy decides when which electric machine is controlled by the power electronics in such a way that neither a braking torque nor a drive torque is transmitted to the respective output shaft.

By electrically energizing an electrical machine, a torque is applied to a stator that interacts with a stator that is fixed to the housing Transmitted rotor, which generates a positive or negative torque depending on the direction of rotation and depending on the other electrical machines, namely a braking torque or a drive torque. If the torque of the electric machine controlled or regulated by the power electronics as a function of the overall efficiency and/or the overall power of the electric machines acts in the same direction as the respective torque of the other electric machines, then a drive torque acts which, together with the other drive torques, Drive of the vehicle is superimposed. If the torque of this electrical machine acts in the opposite direction, a braking torque acts, which inhibits a drive torque of the other electrical machines. With zero-torque control of the respective electrical machine, neither a braking torque nor a drive torque acts, so that the electrical machine is carried along without load regardless of the operating point and has no influence on the drive torque or braking torque of the other electrical machines.

On the basis of the loss characteristic diagrams of the electrical machines, the desired operating point is set by corresponding inactivation or activation of the electrical machines, with the aim being to operate the electrical machines with optimized efficiency. The activation or deactivation of the respective electrical machine can advantageously be carried out at any operating point, so that the drive of the vehicle can be designed to be efficient and, in particular, energy-saving.

The respective electrical machine is preferably regulated based on a total period of use of the respective electrical machine. Because electrical machines with a longer total service life, in contrast to electrical machines with a lower total service life, are preferably zero-torque controlled or switched inactive, uniform loading and wear of all components of the transmission arrangement, in particular the electrical machines, is ensured. By cyclically changing between the electrical machines, in particular the thermal load on all electrical machines can be reduced, so that both the maximum continuous output and the service life of the gear arrangement can be increased. This also reduces wear on the electrical machines and increases their service life.

A transmission arrangement according to the invention for an at least partially electrically driven vehicle comprises at least a first electrical machine and a second electrical machine, the two electrical machines being able to be connected at least indirectly together with at least one output shaft in a drive-effective manner and being controllable by power electronics, with at least one of the electrical machines in Depending on an overall efficiency and / or an overall performance of the electrical machines can be controlled by the power electronics in such a way that neither a braking torque nor a drive torque is transmitted to the respective output shaft.

The power electronics are set up to regulate at least one of the at least two electrical machines in such a way that power losses of the respective electrical machine and the power electronics are compensated for and the respective electrical machine acts on the output neither with a braking torque nor with a drive torque. In addition, a so-called torque boost function can be achieved directly and essentially unnoticed by suitably connecting one or more previously zero-torque-controlled or inactive electrical machines with appropriate electrical current supply. The at least one output shaft is arranged coaxially to an output axis. Two output shafts are preferably arranged coaxially to one another and coaxially to the output axis, each output shaft being at least indirectly drivingly connected to a respective wheel of the vehicle. The output shaft is preferably arranged centrally in a transmission housing or in the installation space of the transmission housing, so that the various components of the transmission arrangement, specifically the at least two electrical machines, are arranged around the output shaft.

The at least two electrical machines are preferably arranged in a common transmission housing. By arranging several electrical machines in a common main housing, the electrical machines can be designed to be comparatively small, ie with a small diameter, so that a higher machine speed or a rotor peripheral speed of the respective electrical machine can be achieved as a result. The larger the number of electrical machines in the transmission arrangement, the better a torque loss can be compensated due to the comparatively smaller machine diameter.

The electrical machines are preferably arranged on the same side of the transmission. This achieves the same direction of rotation of the rotor shafts of the respective electrical machine and double use of transmission parts. The electrical machines can be identical, that is, they can be of the same size, power, type and/or have the same loss characteristic. Alternatively, think bar that the electrical machines depending on the requirements of the transmission arrangement have different services, required volume of space, types and / or loss characteristics.

Each electrical machine preferably consists of at least one stationary stator and a rotor which can rotate relative thereto and which is at least indirectly connected to the respective rotor shaft. The rotor shaft can in turn be the drive shaft or can be connected in a torque-proof manner to a drive shaft which transmits a torque and a speed at least indirectly to the respective output shaft of the transmission arrangement.

Preferably, at least one of the electrical machines has at least one first transmission stage, wherein the respective first transmission stage can be connected at least indirectly to the respective output shaft in a drive-effective manner. The electrical machines can each be designed as a permanently excited synchronous motor or as an asynchronous motor. The electrical machines are operatively connected to the respective output shaft via the transmission stage in such a way that the drive power of the electrical machines connected to the output is summed. In other words, by dividing the total power over several, in particular at least two, electrical machines, the power of all electrical machines is combined, for example via a summing gear, preferably a planetary gear, with the individual motor torques being superimposed. By suitably controlling one or more electrical machines, the electrical machine or machines acting on the output with a drive torque is or are operated in an efficiency-optimized manner. The increase in efficiency or optimization ultimately leads to a reduction in energy consumption and thus to an efficient drive of the vehicle.

The respective first transmission stage is preferably designed as a planetary gear. It is conceivable that two or more transmission stages are arranged between the electric machine and the respective output shaft. The first gear ratio of the respective electric machine can have a first gear ratio, and the further gear ratio steps of the respective electric machine can also have a respective gear ratio. In addition, it is conceivable that the translations of the respective first translation stages of the electrical machines are unequal. Consequently, by varying the transmission ratios of the transmission stages of the first and/or second electric machine, the drive can be made more efficient and the transmission arrangement can also be designed with regard to acoustic aspects.

Furthermore, two electrical machines are preferably provided, which can be connected to the respective output shaft at least indirectly in a drive-effective manner via a common transmission stage. The transmission stage is preferably designed as a planetary gear, with a rotor shaft of the respective electrical machine being operatively connected to the transmission stage, with the transmission stage driving power being summed.

Furthermore, at least the first and second electric machines are preferably drivingly connected to a differential, the differential being operatively connected to at least two output shafts. Depending on the design of the transmission arrangement, especially if each electric machine has at least one gear ratio of its own, the differential can also be used to add up the drive power of all the drive powers of the electric machines, so that the electric machines individually or jointly transmit a torque to the output, depending on the operating point and driving strategy . The differential is preferably arranged coaxially to the output axle or on the output axle and preferably connects two output shafts to one another, which are each operatively connected to at least one respective wheel of the vehicle.

Due to the driving power summation that takes place, the electrical machines can be designed to be comparatively compact, in particular with a comparatively small diameter. Furthermore, the power-to-weight ratio of the transmission arrangement is increased and at the same time the installation space required for the transmission arrangement is reduced due to the transmission components arranged around the output axis, so that, conversely, larger batteries can be used to supply the transmission arrangement with electricity, which increases the range of the at least partially electrically driven vehicle. Instead of a larger battery volume, the space saved can be used to enlarge the vehicle interior, in particular the trunk volume of the vehicle.

The transmission arrangement can be arranged parallel or transversely to the longitudinal axis of the vehicle, with transverse installation of the transmission arrangement or transverse installation of the electrical machines in the vehicle, in contrast to a series arrangement of electrical machines that are lined up along an output axis, being advantageous because of the small amount of installation space required. With a longitudinal arrangement of the gear assembly, ie parallel to the longitudinal axis of the vehicle, the output shafts connected to the differential are arranged transversely or perpendicularly to the output axis. In a transverse arrangement of the transmission arrangement, ie transversely to the longitudinal axis of the vehicle, the output shafts connected to the differential are arranged parallel, preferably coaxially, to the output axis.

A drive device according to the invention for an at least partially electrically driven vehicle comprises at least one transmission arrangement according to the type described above and, depending on the design, can also comprise an internal combustion engine. An at least partially electrically driven vehicle according to the invention comprises such a drive device or a transmission arrangement of the type described above. The vehicle is preferably a motor vehicle, in particular an automobile (e.g. a passenger car weighing less than 3.5 t), Bus or truck (e.g. bus and truck weighing more than 3.5 tons).

The above definitions and statements on technical effects, advantages and advantageous embodiments of the method according to the invention also apply analogously to the drive device according to the invention, the transmission arrangement according to the invention and the at least partially electrically driven vehicle according to the invention, and vice versa.

• 1 eine schematische Draufsicht eines Fahrzeugs mit einer erfindungsgemäßen Getriebeanordnung gemäß einer ersten Ausführungsform,
• 2 eine stark vereinfachte Darstellung der erfindungsgemäßen Getriebeanordnung gemäß einer zweiten Ausführungsform,
• 3 eine exemplarische Darstellung eines ersten Wirkungsgradkennfelds in einem ersten Antriebszustand, und
• 4 eine exemplarische Darstellung eines zweiten Wirkungsgradkennfelds in einem zweiten Antriebszustand.

Exemplary embodiments of the invention are explained in more detail below with reference to the schematic drawings, with identical or similar elements being provided with the same reference symbols. Here shows

• 1 a schematic plan view of a vehicle with a transmission arrangement according to the invention according to a first embodiment,
• 2 a greatly simplified representation of the transmission arrangement according to the invention according to a second embodiment,
• 3 an exemplary representation of a first efficiency map in a first drive state, and
• 4 an exemplary representation of a second efficiency map in a second drive state.

1 shows an at least partially electrically powered vehicle 1 which includes a drive device 15 with a transmission arrangement 2 . According to the present example, the vehicle 1 is designed as an electric vehicle with a first axle 11a and a second axle 11b, wherein the transmission arrangement 2 is arranged parallel to the first axle 11a and is connected to it in a drivingly effective manner.

The transmission arrangement 2 comprises a first electrical machine 3a and a second electrical machine 3b, the two electrical machines 3a, 3b being arranged together with a transmission stage 9 and a differential 10 in a common transmission housing 21. Consequently, the drive device 15 is designed as a multi-motor with a multi-motor topology or as a dual motor with a dual-motor topology. More than two electrical machines 3a, 3b are also easily conceivable.

Furthermore, power electronics 22 with a torque controller 5 are arranged in the transmission housing 21, the power electronics 22 being connected to the electrical machines 3a, 3b in terms of control technology in order to switch and control the electrical machines 3a, 3b. Alternatively, the power electronics 22 can also be arranged outside of the transmission housing 21 . An output shaft 7, which is arranged coaxially to a first and second output shaft 4a, 4b or to the first axis 11a, extends through the installation space of the transmission housing 21, each output shaft 4a, 4b being connected on the one hand to the differential 10 and on the other hand to a respective wheel 12a , 12b of the first axis 11a are connected. A torque generated by the electrical machines 3a, 3b is thus transmitted via the differential 10 to the output shafts 4a, 4b.

To 2 a second embodiment of the transmission arrangement 2 is shown, the transmission arrangement 2 with the electrical machines 3a, 3b and the power electronics 22 being arranged transversely to the output axis 7 in the present case. Based on 2 and the following figures, the transmission arrangement 2 and the method according to the invention are described in more detail, with the explanations and advantages being the same for the first embodiment according to 1 are valid.

Both electrical machines 3a, 3b have a stator 13 and a rotor 14, the rotor 14 of the respective electrical machine 3a, 3b being connected to a respective rotor shaft 6a, 6b. The rotor shafts 6a, 6b are operatively connected to the transmission stage 9 of the gear arrangement 2, which is designed as a summation gear, for example as a planetary gear, and has a gear ratio. The planetary gear can be configured in any way, for example as a negative gear set or a positive gear set. Consequently, at the transmission stage 9, a power summation takes place.

An output shaft 8 of the gear stage 9 is power flow downstream with the differential 10 operatively connected that the drive power to the output shafts 4a, 4b divided, the analog to 1 is operatively connected to the wheels 12a, 12b of the first axle 11a. The differential 10 is thus arranged in the power flow after the transmission stage 9 coaxially to the output shaft 7 and transmits the drive power from the output shaft 8 of the transmission stage 9 to the two output shafts 4a, 4b.

The electrical machines 3a, 3b are controlled and regulated by means of the power electronics 22, which are also arranged in the transmission housing 21. The power electronics 22 include a superimposed torque controller 5, which is set up to either the first electrical machine 3a or the second electrical machine 3b depending on a To regulate overall efficiency and / or overall performance of the electrical machines 3a, 3b such that neither a braking torque nor a drive torque via the translation stage 9 and the differential 10 on the output shafts 4a, 4b is transmitted. In other words, the superimposed torque controller 5 uses electromagnetic actuation to control zero torque of the respective electrical machine 3a, 3b that is to be switched inactive.

The zero-torque control is to be understood as meaning that the power electronics 22 energizes the respective electric machine 3a, 3b in such a way that it rotates without loss at any operating point. The electrical machine 3a, 3b is always readjusted as a function of the current operating point and as a function of machine-related losses, such as cogging torques, switching losses and/or losses from field weakening currents and/or magnetization reversals, with the torque controller 5 measuring the current in the electrical machine 3a, 3b regulates to zero by appropriate clamping voltages. It is also conceivable to provide a respective torque controller 5 for each electric machine 3a, 3b. In other words, the respective electrical machine 3a, 3b does not generate any torque, with the respective rotor shaft 14 rotating essentially without losses. As a result, the losses in the drive device 15 can be reduced and at the same time the individual machines 3a, 3b can be operated as efficiently as possible. The losses of the power electronics 22 are significantly lower than the losses saved by the zero torque control in the respective electrical machine 3a, 3b, so that the efficiency of the drive device 15 increases in relation to the overall system.

If the vehicle 1 is to be driven, for example, in a driving cycle with low load requirements, one of the two machines 3a, 3b can be switched inactive, so to speak, depending on the performance, size and/or design of the respective electric machine 3a, 3b, in that it is zero-torque-controlled by the torque controller 5 or the respective rotor shaft 14 is rotated without loss. In other words, the respective electrical machine 3a, 3b to be switched inactive is, so to speak, decoupled from the output by appropriate regulation of the torque generated by electrical energization in order to reduce losses and the other remaining electrical machine 3a, 3b acting on the output with a better operate efficiently. Consequently, the drive device 15 has a better efficiency, particularly in driving cycles with low load requirements, when only one electrical machine 3a, 3b with a certain total power acts on the output than when both electrical machines 3a, 3b act on the output with the same total power. By deactivating the first or second electrical machine 3a, 3b, only the other electrical machine 3a, 3b transmits drive power to the output, which alone can provide the necessary drive power at low load requirements and is more efficient than if both electrical machines 3a , 3b, which would have to jointly provide the low drive power corresponding to the operating point.

For better illustration, in 3 an exemplary efficiency map of the transmission arrangement 2 is shown, with a speed being plotted on the abscissa 18 and a torque on the ordinate 19 as a percentage. Since the electric machines 3a, 3b can be driven in the same way in both directions of rotation, a torque range between -200% and +200% is shown on the ordinate 19. In addition, a speed range between 0 and 1000 revolutions per minute is shown as an example on the abscissa 18 . The maximum speed depends, among other things, on the design, performance and size of the respective electrical machine 3a, 3b.

The vehicle 1 is driven in accordance with the efficiency map 3 always together by both electrical machines 3a, 3b or both electrical machines 3a, 3b are active in parallel. The efficiency map is shown as a hatched area 16 and shows, by way of example, that the vehicle 1 is driven by both electrical machines 3a, 3b at every operating point within efficiency map limits 20 with a constant first efficiency. The efficiency map limits 20 are dependent, among other things, on the design, performance and size of the respective electrical machine 3a, 3b.

The same efficiency map or the same hatched area 16 according to 3 is also in 4 shown, with a speed also being plotted on the abscissa 18 and a torque as a percentage on the ordinate 19 . However, a second hatched area 17 is also shown here, which shows an efficiency range in which only the first electric machine 3a acts on the output and the second electric machine 3b is zero-torque-controlled by the power electronics 22 or the torque controller 5 . At an operating point within the second hatched area 17, the first electrical machine 3a has a second efficiency which is higher or better than the first efficiency according to the first hatched area 16 if both electrical machines 3a, 3b together generate the drive power for the output provide. If the vehicle 1 is therefore operated at an operating point that lies within the second hatched area 17, the power electronics 22 can be switched to inactive depending on the overall efficiency of the transmission arrangement 2 by carrying out a zero torque control, in which neither a braking torque nor a drive torque is generated and the rotor shaft 14 of the second electrical machine 3b is rotated essentially without losses. The first electrical machine 3a is then operated with a better degree of efficiency, with the overall degree of efficiency of the transmission arrangement 2 being correspondingly improved and the drive of the vehicle 1 being made more efficient and energy-saving.

In contrast, if the vehicle 1 is only driven by the first electrical machine 3a and an operating point is selected that is outside the efficiency map of the first electrical machine 3a, the second electrical machine 3b, which due to the mechanical coupling of the electrical machines 3a, 3b already rotates without loss at the output at the respective operating speed, can be switched on again via the torque controller 5 in order to increase the drive power and adjust the efficiency of the drive at the respective operating point. In other words, the second electrical machine 3b is actively switched via the power electronics 22 depending on a total output of the respective first electrical machine 3a acting on the output, with the second electrical machine 3b being energized in such a way that it generates a drive torque which, in accordance with the remarks to 1 and 2 is transmitted to the output shafts 4a, 4b.

When the second electrical machine 3b is switched to be active or inactive essentially depends on the design of the electrical machines 3a, 3b and the driving strategy of the vehicle 1. In particular, the second electrical machine 3b is activated or deactivated as a function of at least one loss characteristics map of the two electrical machines 3a, 3b in order to reduce power losses of the electrical machines 3a, 3b.

In addition, activation or deactivation of the respective detachable electric machine 3a, 3b can be carried out based on a total period of use of the respective detachable electric machine. This is advantageous for reducing wear and tear on the drive device 15. In particular, a thermal load on the electrical machines 3a, 3b is thereby implemented and maximum continuous output and service life are increased.

Reference List

1

vehicle

2

gear arrangement

3a

First electric machine

3b

Second electric machine

4a

First output shaft

4b

Second output shaft

5

torque controller

6a

First rotor shaft

6b

Second rotor shaft

7

output axis

8th

output shaft

9

translation stage

10

differential

11 a

first axis

11 b

second axis

12a

first wheel

12b

second wheel

13

stator

14

rotor

15

drive device

16

First shaded area

17

Second hatched area

18

abscissa

19

ordinate

20

efficiency map limit

21

gear case

22

power electronics

QUOTES INCLUDED IN DESCRIPTION

This list of documents cited by the applicant was 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.

Patent Literature Cited

• DE 102015002405 A1 [0002]

Claims (12)

Method for driving an at least partially electrically powered vehicle (1), wherein a transmission arrangement (2) comprises at least a first electrical machine (3a) and a second electrical machine (3b), the two electrical machines (3a, 3b) being at least indirectly common are effectively connected to at least one output shaft (4a) and are controlled by power electronics (22), at least one of the electrical machines (3a, 3b) depending on an overall efficiency and/or an overall output of the electrical machines (3a, 3b) of such the power electronics (22) is controlled so that neither a braking torque nor a drive torque is transmitted to the respective output shaft (4a). procedure after claim 1 , wherein the control of the respective electrical machine (3a, 3b) is carried out by a torque controller (5) of the power electronics (22). Method according to one of the preceding claims, in which the respective electrical machine (3a, 3b) is regulated as a function of at least one loss characteristics map of the electrical machines (3a, 3b). Method according to one of the preceding claims, in which the respective electrical machine (3a, 3b) is regulated on the basis of a total period of use of the respective electrical machine (3a, 3b). Transmission arrangement (2) for an at least partially electrically driven vehicle (1), comprising at least a first electrical machine (3a) and a second electrical machine (3b), the two electrical machines (3a, 3b) being at least indirectly shared with at least one output shaft (4a) can be connected in a drive-effective manner and can be controlled by power electronics (22), at least one of the electrical machines (3a, 3b) depending on an overall efficiency and/or a total output of the electrical machines (3a, 3b) being controlled by the power electronics (22) can be controlled so that neither a braking torque nor a drive torque is transmitted to the respective output shaft (4a). Transmission arrangement (2) after claim 5 , wherein the at least two electrical machines (3a, 3b) are arranged in a common transmission housing (21). Transmission arrangement (2) according to one of Claims 5 or 6 , wherein at least one of the electrical machines (3a, 3b) has at least one first transmission stage (9), the respective first transmission stage (9) being drive-effectively connectable at least indirectly to the respective output shaft (4a). Transmission arrangement (2) according to one of Claims 5 until 7 , wherein two electrical machines (3a, 3b) are provided, which can be connected at least indirectly to the respective output shaft (4a) in a drive-effective manner via a common transmission stage (9). Transmission arrangement (2) according to one of Claims 5 until 8th , wherein at least the first and second electric machines (3a, 3b) are operatively connected to a differential (10), wherein the differential (10) is operatively connected to at least two output shafts (4a, 4b). Drive device (15) for an at least partially electrically driven vehicle (1), comprising at least one transmission arrangement (2) according to one of Claims 5 until 9 . At least partially electrically powered vehicle (1), comprising a drive device claim 10 . At least partially electrically powered vehicle (1), comprising a transmission arrangement (2) according to one of Claims 5 until 9 .

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