DE102022103838A1 - Driving device for a vehicle axle - Google Patents

Abstract

The invention relates to a drive device for a vehicle axle of a two-track vehicle, which has an axle differential (39), the input side of which is drivingly connected to an electric machine (EM) and the output side of which drive on flange shafts (23) leading to the two vehicle wheels (HL, HR). , wherein the vehicle axle has a superposition gear (45) with multi-plate clutch (19) on each side of the vehicle, by means of which the electric machine (EM) can be connected directly to the vehicle wheel flange shaft (23) by bridging the axle differential (39), and a separating clutch ( 58), when it is opened, a vehicle wheel (HL, HR) can be decoupled from the axle differential (39), the multi-plate clutches (19) and the separating clutches (58) being controllable by a control unit (8), specifically for one in the Recuperation mode of the electric machine (EM) taking place braking torque redistribution between the vehicle sides. According to the invention, an actuator (15) for actuating the multi-plate clutch (19) and an actuator (73; 74) for actuating the separating clutch (73) can be activated by the control unit (8) via a common hydraulic line (7) on each side of the vehicle.

Description

The invention relates to a drive device for a vehicle axle of a two-track vehicle according to the preamble of claim 1.

In order to increase efficiency and range, an electrified vehicle is braked by an electric drive in generator mode (hereinafter referred to as recuperation mode), provided that certain boundary conditions are met.

A generic drive device for a vehicle axle has an axle differential, by means of which a 50/50 distribution can be carried out. Its input side is drivingly connected to an electric machine, while its output side drives off stub shafts leading to the two vehicle wheels.

In the above prior art, different braking torques cannot be set on the vehicle wheels in the recuperation mode. Thus, braking torque redistribution is not available during recuperation mode. The recuperation range is restricted for safety reasons. If this area is left, recuperation is deactivated and the conventional vehicle braking system takes over. Accordingly, in the prior art, vehicle dynamics control is carried out using a conventional vehicle brake system, in which a control unit selectively controls the vehicle wheel brakes of the vehicle wheels with different braking torques in order to influence the driving behavior.

Therefore, no recuperation takes place while the braking torque redistribution is being carried out. Accordingly, the recuperation performance and thus the consumption or the electric range is limited due to driving safety aspects.

A torque vectoring system is usually found on the rear axle of the vehicle, particularly in sporty vehicles. This directs drive torque past the differential directly to the vehicle wheels. This allows the drive torque to be freely distributed on the respective vehicle axle. In addition to the usual drive with differential, such a torque vectoring system also has two superposition gears, two non-positively controlled clutches, two actuators, a control unit and usually its own hydraulic system.

From the DE 41 24 894 A1 a coupling element is known. From the DE 10 2016 106 382 A1 a control device for driving assistance of a vehicle is known. From the WO 2011/105917 A1 an interaxle differential is known. From the DE 41 24 894 A1 a coupling element is known. From the WO 2016/014823 A1 an electromechanically actuated clutch is known.

The object of the invention is to provide a drive device for a vehicle axle of a two-track vehicle in which the recuperation power during driving operation is increased compared to the prior art.

The object is solved by the features of claim 1. Preferred developments of the invention are disclosed in the dependent claims.

The invention relates to a drive device for a vehicle axle of a two-track vehicle which has an axle differential. Its input side is drivingly connected to an electric machine, while its output side drives off stub shafts leading to the two vehicle wheels. The vehicle axle has a superposition gear with multi-plate clutch for each vehicle wheel. With the help of the superposition gear, the electric machine can be connected directly to the vehicle wheel flange shaft by bridging the axle differential. The electric machine of the generic type can be operated in a motor operating mode during vehicle acceleration and in a recuperation operating mode during vehicle deceleration.

In the case of the invention, braking torque can be redistributed between the two vehicle wheels during the recuperation operating mode. When braking torque is redistributed, a braking torque path running between the vehicle wheel and the electric machine can be divided by activating the respective multi-plate clutch, namely into a differential braking torque path, which leads a differential braking torque from the vehicle wheel via the axle differential to the electric machine, and into a superimposed braking torque path, which a superimposed braking torque from the vehicle wheel past the axle differential via the superimposed gear to the electric machine. In this way, in the recuperation operating mode, the vehicle wheels can be subjected to braking torques of different magnitudes, so that the vehicle wheels brake to different degrees.

According to the invention, the vehicle axle has a separating clutch on each side of the vehicle. When the separating clutch is open, the vehicle wheel on one side of the vehicle can rotate freely. Its speed correlates with the current vehicle speed, which forms a reference value on the basis of which a control unit carries out a driving dynamics control function, such as an ABS function. With the invention, the recuperation operating mode can be maintained while the driving dynamics control function is being carried out, so that recuperation energy can also be recovered while the driving dynamics control function is being carried out.

In a technical implementation, the vehicle wheel located on the other side of the vehicle can transmit a braking torque via the superimposed gear to the electric machine while the driving dynamics control function is being carried out (i.e. while detecting the speed of the freely rotating vehicle wheel). As a result, the driving dynamics control function can be carried out simultaneously with the recuperation mode.

In a technical implementation, a separating clutch is provided on both vehicle sides of the vehicle axle. The separating clutch can split the stub shaft on each side of the vehicle into a partial shaft on the differential side and a partial shaft on the wheel side. The superposition gear is preferably completely decoupled from the partial shaft on the differential side, but can be coupled to the partial shaft on the wheel side via the multi-plate clutch. When the separating clutch is open, the axle differential is thus switched to being load-free, as a result of which the differential braking torque path is interrupted and braking torque transmission from the vehicle wheel is only possible via the superposition gear to the electric machine.

It is structurally simple if the separating clutch is implemented as a claw clutch with a sliding sleeve. This can be axially adjustable between an open position and a closed position. In the closed position, a sliding sleeve internal toothing can mesh with external toothings of both the partial shaft on the differential side and the partial shaft on the wheel side. In contrast, in the open position, the tooth engagement is released, so that no torque transmission is possible. A spring can be assigned to the sliding sleeve, by means of which the sliding sleeve can be prestressed with a spring prestressing force in the direction of the closed position.

With regard to simple control, the multi-plate clutch actuator can be designed as a hydraulic cylinder that is connected to a control unit via a hydraulic circuit. When activated by the control unit, hydraulic pressure is built up in the multi-plate clutch actuator, with which a ring piston presses against a multi-plate pack of the multi-plate clutch. In this way, the multi-plate clutch can be closed up to a predetermined degree of clutching. In the same way, the sliding sleeve actuator can also be implemented as a hydraulic cylinder, which is connected to the control unit via a hydraulic circuit. When activated by the control unit, hydraulic pressure can be built up in the sliding sleeve actuator, with which the sliding sleeve is subjected to an actuator force in the direction of the open position.

According to the characterizing part of claim 1, the two actuators arranged on each side of the vehicle are connected in a simple manner and with fewer components in terms of control technology as follows: Accordingly, the two actuators on each side of the vehicle are each connected to the control unit via a common hydraulic line. In this case, the control unit can simultaneously hydraulically control the two actuators on the left-hand side of the vehicle via the common hydraulic line and the two actuators on the right-hand side of the vehicle via a further common hydraulic line. In a further development, the common hydraulic line on each side of the vehicle can be directly connected to the multi-plate clutch actuator in a pressure-transmitting manner. The multi-plate clutch actuator can in turn be connected to the sliding sleeve actuator in a pressure-transmitting manner via a connecting line.

In normal operation, i.e. no ABS intervention, the two dog clutches on the vehicle axle are closed. When braking torque is transmitted via the respectively closed dog clutch, mutually facing tooth flanks of the inner toothing of the sliding sleeve and the outer toothing of the partial shaft on the differential side are in pressure contact. To secure the closed position, it is preferred if the tooth flanks have sloping deposits, so that the sliding sleeve is subjected to an axial force component in the direction of the closed position under the effect of braking torque. The size of the axial force component acting on the sliding sleeve correlates with the size of the braking torque flowing through the separating clutch. This means that as the braking torque decreases, the axial force component is also reduced, while as the braking torque increases, the axial force component also increases.

An operating situation that occurs during the recuperation operating mode is considered below, in which the multi-plate clutch is open on a non-actuated side of the vehicle and the multi-plate clutch is actuated on the other, actuated side of the vehicle. Therefore, braking torque flows from the vehicle wheel to the electric machine to an increased extent on the actuated side of the vehicle, while only a reduced braking torque flows from the vehicle wheel to the electric machine on the non-actuated side of the vehicle. Therefore there is a risk that on the not actuated vehicle side blocks the vehicle wheel if the reduced braking torque flowing through the closed dog clutch falls below a braking torque limit value. In this case, a vehicle dynamics control function, such as an ABS function, must be activated, in which one of the dog clutches is opened. In this way, the axle differential is switched load-free. This allows the vehicle wheel to rotate freely on the non-actuated side of the vehicle, the speed of which correlates with the current vehicle speed, which forms a reference value on the basis of which the control unit carries out the vehicle dynamics control function (ABS function).

Such an opening of the claw clutch can be carried out easily and automatically in terms of control technology as follows: Accordingly, the forces acting on the sliding sleeve, i.e. spring preload force, actuator force and axial force component, are designed in such a way that a resulting force moves the sliding sleeve into the open position if the axial force component is due to falling below an axial force limit value that correlates with the braking torque limit value.

With the invention, conventional vehicle wheel brakes that can be operated hydraulically can be omitted on the vehicle axle. In this case, the vehicle wheels can be braked solely by actuating the two multi-plate clutches.

Further aspects of the invention are highlighted in detail below. Thus, each of the two superposition gears can each have a loose gear rotatably mounted on the flange shaft. The idler gear can be drivingly connected to the electric machine. In addition, the idler gear can be coupled to the flange shaft via the multi-plate clutch. The translation between the electric machine and the idler gear can preferably be designed to be somewhat shorter than the translation between the electric machine and the differential input side. This ensures that the idler gear rotates a little slower than the flanged shaft. This ensures a flow of braking torque from the flange shaft via the multi-plate clutch in the direction of the electric machine.

In addition, the input-side axle differential gear can mesh with a fixed gear arranged on an intermediate shaft. In this case, the superposition gear can have a fixed gear wheel which is arranged on the intermediate shaft and meshes with the loose gear wheel.

In the transmission structure outlined above, the multi-plate clutch can be actuated on one side of the vehicle. In this case, a braking torque split can take place, in which the braking torque coming from the vehicle wheel is split up, specifically into the reduced differential braking torque and into the superimposed braking torque. As the torque progresses in the direction of the electric machine, the superimposed braking torque is introduced into the intermediate shaft at the intermediate shaft fixed gear wheel. The intermediate shaft acts as a summation shaft in which the superimposed braking torque and the differential braking torque are added. In contrast, on the non-actuated side of the vehicle, the vehicle wheel takes on the differential braking torque of the actuated side of the vehicle via the axle differential, which is conducted via the axle differential to the intermediate shaft and is added up there.

The multi-plate clutches of the two superimposed gears can preferably be integrated into a vehicle dynamics control system. In this case, during the recuperation operating mode, a control unit can control one or both of the multi-plate clutches as a function of the current driving operation parameters in order to support the driving behavior by distributing the braking torque.

In addition, each of the vehicle wheels can be assigned a vehicle wheel brake of a conventional vehicle brake system. The vehicle wheel brakes can also be integrated into the driving dynamics control. In this case, the control unit can activate one or both of the vehicle wheel brakes during or outside of the recuperation operating mode, depending on the current driving parameters, in order to support the driving behavior by braking torque distribution. As soon as an emergency situation is detected during the recuperation mode or an ABS/ESP intervention is to take place, the control unit ends the recuperation mode and the vehicle dynamics control is carried out solely with the aid of the vehicle wheel brakes.

• 1 bis 4 jeweils Ansichten eines nicht von der Erfindung umfassten Vergleichsbeispiels einer Antriebsvorrichtung für eine Fahrzeugachse;
• 5 bis 9 jeweils Ansichten gemäß einem ersten Ausführungsbeispiel der Erfindung;
• 10 und 11 jeweils Ansichten gemäß einem zweiten Ausführungsbeispiel.

An exemplary embodiment of the invention is described below with reference to the accompanying figures. Show it:

• 1 until 4 in each case views of a comparative example of a drive device for a vehicle axle not covered by the invention;
• 5 until 9 each views according to a first embodiment of the invention;
• 10 and 11 each views according to a second embodiment.

In order to make the invention easier to understand, reference is made to FIG 1 until 4 First, a comparative example not covered by the invention is described. In the 1 a drive device for a two-track vehicle with an electrified rear axle is indicated roughly schematically. The drive device is in the 1 shown only to the extent necessary for an understanding of the invention. Accordingly, both the front wheels VR, VL and the rear wheels HR, HL of the vehicle each have a vehicle wheel brake 1 . Each of the vehicle wheel brakes 1 consists of a brake caliper 3 that can be actuated via a hydraulic cylinder (not shown) and a brake disc 5 . The hydraulic cylinders of the vehicle wheel brakes 1 are each connected to a control unit 8 via hydraulic lines 7 . The control unit 8 can apply braking pressure to a hydraulic cylinder of a vehicle brake 1 via the corresponding hydraulic line 7 , as a result of which the brake caliper 3 comes into pressure contact with the brake disk 5 with its brake pads. In the 1 the two hydraulic lines 7 routed to the rear of the vehicle are routed to a hydraulic valve 9 . The hydraulic valve 9 forms a branch point. At the hydraulic valve 9, the hydraulic line 7 on the left-hand side of the vehicle branches off into a sub-line 11 to the left-hand rear vehicle brake 1 and into a sub-line 13 that leads to a drive assembly 12 on the vehicle's rear axle. In the same way, the hydraulic line 7 on the right side of the vehicle branches off at the hydraulic valve 9 into a sub-line 11 to the right rear vehicle brake 1 and a sub-line 13, which also leads to the drive unit 12 of the vehicle rear axle. The drive unit 12 has according to the 2 an electric machine EM, which drives the rear wheels HR, HL via a transmission 14 .

Each of the two sub-lines 13 leads from the hydraulic valve 9 to a multi-plate clutch actuator 15 designed as a hydraulic cylinder 15 ( 2 ) a multi-plate clutch 19. The two multi-plate clutches 19 are part of the transmission 14 of the vehicle rear axle, the transmission structure of which is described later. According to the 1 the hydraulic valve 9 can be switched into two switching positions. In the switching position shown, the hydraulic lines 7 are fluidically connected to the partial lines 11 leading to the respective rear vehicle wheel brakes 1 , while the hydraulic cylinders 15 of the two multi-plate clutches 19 are fluidically decoupled from the control unit 8 . In contrast, in the second switching position (not shown), the two hydraulic lines 7 are each fluidly connected to the sub-lines 13 via which the hydraulic cylinders 15 of the multi-plate clutches 19 can be controlled by the control unit 8 .

How from the 2 shows that the electric machine EM of the electrified rear axle of the vehicle is installed transversely, so that the electric machine EM is arranged axially parallel to the flange shafts 23 leading to the vehicle wheels HR, HL.

The electric machine shaft 27 is connected via a countershaft spur gear stage 29 to an intermediate shaft 31 which is composed of a fixed gear 33 arranged on the electric machine shaft 27 and a fixed gear 35 arranged on the intermediate shaft 31 meshing therewith. The intermediate shaft 31 is connected to the input side of an axle differential 39 via a further spur gear stage 37 which is composed of a fixed gear wheel 41 arranged on the intermediate shaft 31 and an axle differential gear wheel 43 on the input side. The axle differential 39 drives in the vehicle transverse direction y on both sides of the two flange shafts 23 leading to the vehicle wheels HL, HR.

How from the 2 As can further be seen, the rear axle has a superposition gear 45 on each side of the vehicle, by means of which the electric machine EM can be connected directly to the respective flange shaft 23 by bridging the axle differential 39 . The two superimposed gears 45 are mirror-inverted with respect to a central longitudinal plane of the vehicle. Each of the two superposition gears 45 has an idler gear wheel 49 which is rotatably mounted on the flange shaft 23 and which meshes with the intermediate shaft fixed gear wheel 51 . An outer disk carrier 53 of the multi-plate clutch 19 is formed on the respective idler gear 49 and interacts with an inner disk carrier 55 formed on the flange shaft 23 . The disk pack located between the outer disk carrier 53 and the inner disk carrier 55 can be pressed together via an annular piston 57, which can be adjusted by a horizontal stroke by means of the hydraulic cylinder 15 in order to actuate the multi-plate clutch 19 up to a predetermined coupling degree. The two multi-plate clutches 19 can be shifted under load and controlled with slip.

During the recuperation mode, the electric machine EM is operated in generator mode, in which the two vehicle wheels HL, HR transmit a braking torque M _L and M _B via the stub shafts 22, 25 in the direction of the axle differential 39. In the axle differential 39, the two braking torques M _L and M _B are summed up to form a total braking torque, which is passed on to the electric machine EM, which operates as a generator.

Driving dynamics control with braking torque redistribution is carried out as follows on the rear axle during the recuperation operating mode: The control unit 8 switches the hydraulic valve 9 into its second switch position (not shown). As a result, the control unit 8 is connected to the hydraulic cylinder 15 of the multi-plate clutch 19 arranged on the right-hand side of the vehicle via the branch line 13 on the right-hand side of the vehicle. On the other hand, the control unit 8 is connected via the partial line 13 on the left-hand side of the vehicle to the hydraulic cylinder 15 of the multi-plate clutch 19 arranged on the left-hand side of the vehicle. In contrast, the rear vehicle brakes 1 cannot be controlled and are therefore shut down. Hydraulic activation of one of the multi-plate clutches 19 divides a braking torque path into a differential braking torque path, which leads a differential braking torque M ₂ from the respective vehicle wheel via the axle differential 39 to the electric machine EM, and a superimposed braking torque path, which carries a superimposed braking torque M ₁ from the respective vehicle wheel past the axle differential 39 via the superposition gear 45 to the electric machine EM.

An example is in the 3 the electric machine EM in the recuperation mode of operation, while at the same time a braking torque redistribution takes place, in which the right multi-plate clutch 19 is not closed completely, but only up to a certain degree of clutching, which allows slip. The left multi-plate clutch 19, on the other hand, is fully open. According to the 3 On the right multi-plate clutch 19, the braking torque M _R applied to the right rear wheel HR is divided into a differential torque M ₂ leading to the axle differential 39 and a superimposed torque M ₁ , which is routed via the multi-plate clutch 19 to the intermediate shaft 31. The left rear wheel HL takes on the differential torque M ₂ of the right side of the vehicle via the axle differential 39 . The differential torque M ₂ from the left rear wheel HL and the differential torque M ₂ from the right rear wheel HL are therefore passed via the axle differential 39 to the intermediate shaft 31 . In addition, the superimposed torque M ₁ is passed from the right rear wheel RW via the superimposed gear 45 on the right, actuated side of the vehicle to the intermediate shaft 31 . The intermediate shaft 31 acts as a summing shaft, on which all braking torques are added up to form a total braking torque, which is passed via the countershaft stage 29 to the electric machine EM and is recuperated there.

In order to ensure a braking torque flow from the stub shaft 23 via the switched multi-plate clutch 19 in the direction of the electric machine EM, it is relevant that there is a speed difference between the stub shaft 23 and the idler gear 49, at which the idler gear 49 rotates somewhat more slowly than the stub shaft 23. The translation between the electric machine EM and the idler gear 49 is therefore designed to be somewhat shorter than the translation between the electric machine EM and the differential input side.

As soon as the control unit 8 recognizes an emergency situation during the recuperation operating mode and/or an ABS/SP intervention is to take place, the control unit 8 ends the recuperation operating mode. In this case, the control unit 8 adjusts the hydraulic valve 9 in the in which 1 switching position shown, whereby the driving dynamics control is carried out in further driving operation solely with the aid of the rear vehicle wheel brakes 1, while the multi-plate clutches 19 can no longer be controlled.

In the 4 another operating situation during the recuperation mode is indicated. Accordingly, the right multi-plate clutch 19 is completely closed. The left multi-plate clutch 19, on the other hand, is fully open. Thus, in the 4 the braking torque M _R applied to the right rear wheel HR is passed completely via the multi-plate clutch 19 to the intermediate shaft 31 . From there, the braking torque is passed via the countershaft stage 29 into the electric machine EM, in which recuperation takes place. The left rear wheel HL, on the other hand, rotates without load, specifically at a speed that is impressed by the axle differential 31 .

In the above comparative example, the following condition must be met for the implementation of an ABS function on the vehicle axle: At least one vehicle wheel HL, HR of the vehicle axle must rotate freely so that a reference speed n _ref that can be detected by sensors can be set, which corresponds to the current vehicle speed correlated, which forms a reference value for the control unit 8, on the basis of which the control unit 8 controls the ABS function. When the ABS function is activated, the control unit 8 adjusts the braking torques acting on the remaining three vehicle wheels. The drive device according to the comparative example ( 1 until 4 ) is not ABS-compatible during the recuperation mode, since no freely rotating vehicle wheel HL, HR can be set on the vehicle axle in the recuperation mode. It is true that when the multi-plate clutch 19 is completely closed on the actuated side of the vehicle, i.e. without slipping, the vehicle wheel can be shifted load-free on the other, non-actuated side of the vehicle (see the operating state according to Fig 4 ). However, during the recuperation operating mode, the vehicle wheel that has been switched to no-load is subjected to a rotational speed via the axle differential 39 that does not correlate with the current vehicle speed and is therefore not suitable as a reference value for the ABS function. In order to achieve free rotation of a vehicle wheel in the comparative example, the recuperation mode of the electric machine EM would have to be deactivated so that the electric machine EM rotates freely, causing the axle differential 39 is switched load-free. In this case, however, no recuperation energy can be gained while the ABS function is being performed.

In contrast, the drive device according to the invention is designed in such a way that the recuperation operating mode can be maintained even while the ABS function is being carried out, so that recuperation energy can also be obtained while the ABS function is being carried out.

For this purpose, the vehicle axle has a separating clutch implemented as a claw clutch 58 on both sides of the vehicle. The claw clutch 58 divides the flange shaft 23 on each side of the vehicle into a partial shaft 59 on the differential side and a partial shaft 61 on the wheel side. Accordingly, the superimposed gear 45 can be coupled to the wheel-side partial shaft 61 via the multi-plate clutch 19 , while the differential-side partial shaft 59 is not connected to the superimposed gear 45 . If one of the two dog clutches 57 is open, the axle differential 39 is switched to no load, whereby the differential braking torque path is interrupted and braking torque can only be transmitted from the vehicle wheel via the superposition gear 45 to the electric machine EM.

The claw clutch 58 has a sliding sleeve 63 which can be adjusted axially between an open position and a closed position. In the 7 the claw coupling 58 is shown schematically in a development both in the open position (“open”) and in the closed position (“closed”). In the closed position, a sliding sleeve internal toothing 65 meshes with the external toothings 66, 67 of the partial shaft 59 on the differential side and the partial shaft 61 on the wheel side. In contrast, in the open position, the tooth engagement is released, so that no torque is transmitted via the claw clutch 58 . The sliding sleeve 63 of the claw clutch 58 is assigned a prestressing spring 69, by means of which the sliding sleeve 63 is provided with a spring prestressing force Fv ( 7 ) is biased towards the closed position.

According to the 6 Both the multi-plate clutch actuator 15 and the sliding sleeve actuator 73 are implemented as hydraulic cylinders, which are connected to the control unit 8 on each side of the vehicle via a common hydraulic line 7, as is shown in FIG 5 is shown. The common hydraulic line 7 is directly connected to the multi-plate clutch actuator 15 in a pressure-transmitting manner. The multi-plate clutch actuator 15 is in turn connected to the sliding sleeve actuator 73 via a connecting line 75 in a pressure-transmitting manner. When controlled by the control unit 8, a hydraulic pressure is built up in the multi-plate clutch actuator 15, with which the annular piston 57 presses against a disk set of the multi-plate clutch 19 in order to close the multi-plate clutch 19 up to a predetermined coupling degree. In the same way, a hydraulic pressure is also built up in the sliding sleeve actuator 73, with which the sliding sleeve 63 is subjected to an actuator force F _A acting in the direction of the open position.

How from the in the 7 As can be seen from the processing shown, in the closed position 58 the mutually facing tooth flanks 77 of the sliding sleeve internal toothing 65 and the external toothing 66 of the partial shaft 59 on the differential side are in pressure contact. The tooth flanks 77 have sloping deposits, so that when the braking torque is applied, the sliding sleeve 63 is subjected to an axial force component F _ax acting in the direction of the closed position. The size of the axial force component F _ax correlates with the size of the braking torque to be transmitted, as can be seen from the two 8th and 9 emerges. This means that as the braking torque decreases, the axial force component F _ax is reduced, while as the braking torque increases, the axial force component F _ax increases. In the 7 the directions of action of the forces acting on the sliding sleeve 63 are shown, namely the axial force component F _ax , the prestressing force Fv of the prestressing spring 69 and the actuator force F _A of the sliding sleeve actuator 73 . In the lower half of the development ( 7 ) is the sum of the axial force component F _ax and the prestressing force Fv greater than the actuator force F _A , so that the claw clutch 58 remains closed. In contrast, in the upper half of the development ( 7 ) the sum of the axial force component F _ax and the prestressing force Fv is less than the actuator force F _A , so that the claw clutch 58 is closed.

The following is based on the 8th and 9 describes an operating situation during the recuperation mode. In the diagram of 8th the braking torques generated during this operating situation are shown. In the diagram of 9 the forces acting on the sliding sleeve 63 are located. By time t ₁ , the claw clutches 58 on both sides of the vehicle are closed and the multi-plate clutches 19 are open. The braking torque is therefore distributed evenly, in which the braking torques M _L , M _R that can be applied to both sides of the vehicle are the same. The two braking torques M _L , M _R are combined at the axle differential 39 to form a total torque that is directed in the direction of the electric machine EM.

From the time t ₁ takes place according to the 8th a brake torque redistribution, in which the multi-plate clutch 19 on the right-hand side of the vehicle is actuated, while the multi-plate clutch 19 on the left-hand side of the vehicle remains open. The two dog clutches 58 are still closed. This increases the braking torque M _R that can be deducted on the right-hand side of the vehicle, which is composed of a differential braking torque M 2 conducted via the axle differential ₃₉ and a superimposed braking torque M ₁ conducted via the right-hand superimposed gear 45 . The braking torque M _L that can be deducted on the left-hand side of the vehicle assumes the value of the reduced differential braking torque M ₂ on the right-hand side of the vehicle.

Upon reaching the time t ₃ is approaching in the 8th the braking torque M _L of the zero mark that can be deducted on the left-hand side of the vehicle. In this case, there is a risk on the left side of the vehicle that the vehicle wheel HL will lock. For safety reasons, the vehicle dynamics control function (ABS function) is therefore activated in order to prevent such a vehicle wheel blockage. To activate the driving dynamics control function, one of the dog clutches 58 must be opened so that the speed n _ref ( 6 ) of a freely rotating vehicle wheel as a reference value for the driving dynamics control function.

A core of the invention lies in the automatic opening process of the claw clutches 58, which is simple in terms of control technology, especially in the recuperation mode of operation described above. In this case, the opening process of the right-hand claw clutch 58 takes place using the forces acting on the sliding sleeve 63, namely axial force component F _ax , spring preload force Fv and actuator force F _A . These are designed in such a way that a resultant force F _R ( 9 ) the sliding sleeve 63 is only moved into the open position when the axial force component F _ax falls below an axial force limit value due to the decreasing braking torque M ₂ . This takes place in the 9 at time t ₂ , at which hardly any braking torque M _L can be released from the left vehicle wheel HL and there is therefore a risk of the vehicle wheel locking.

In the 6 For example, the ABS function is activated on the left, non-actuated side of the vehicle. The resulting braking torques are entered. Accordingly, the braking torque M _R that can be deducted on the right-hand side of the vehicle is routed to the electric machine EM via the closed multi-plate clutch 19 . The left dog clutch 58 is closed, while the left multi-plate clutch 19 is open. The right claw clutch 58 is opened due to the resultant force F _R acting on the sliding sleeve 63 . As a result, the right output side of the axle differential 39 is switched to be load-free. The vehicle wheel HL therefore rotates freely on the left-hand side of the vehicle, so that a reference speed n _ref that correlates with the actual vehicle speed is set.

In the 10 and 11 Another exemplary embodiment is shown in which the sliding sleeve actuator 74 is not designed as a hydraulic cylinder that is in pressure-transmitting, hydraulic connection with the multi-plate clutch actuator 15 . Rather, the sliding sleeve actuator 74 is a force-transmitting linkage. The annular piston 57 of the multi-plate clutch 19, which actuates the disk set, is coupled in motion to the sliding sleeve 63 via the linkage. In the enlarged detail view of the 10 the sliding sleeve 63 is shown in its closed position, in which the internal toothing 65 of the sliding sleeve 63 meshes with both the external toothing 66 of the differential-side partial shaft 59 and the external toothing 67 of the wheel-side partial shaft 61. The sliding sleeve 63 is pretensioned by means of the pretensioning spring 69 with a pretensioning spring force Fv in the closed position shown. In addition, according to the processing of 11 the mutually facing tooth flanks 77 of the sliding sleeve internal toothing 65 and the external toothing 66 of the partial shaft 59 on the differential side in the closed position and in the case of a braking torque transmission in the pressure system. The tooth flanks 77 (as in the 7 ) sloping deposits, so that under the effect of the braking torque, the sliding sleeve 63 is subjected to the axial force component F _ax acting in the direction of the closed position. The size of the axial force component F _ax correlates (as in the previous embodiment) with the size of the braking torque to be transmitted, as can be seen from the two 8th and 9 emerges.

In the 10 the linkage has a two-armed lever 79 which is pivot-mounted via a pivot axis S on the inner disk carrier 55 of the multi-disk clutch 19 . A first lever arm 81 of the two-armed lever 79 is articulated on the annular piston 57 of the multi-plate clutch 19, while a second lever arm 83 of the two-armed lever 79 is articulated on a horizontally guided lifting rod 89. The lifting rod 89 is mounted so that it can be adjusted horizontally. A spring foot point 91 of an actuator spring 93 remote from the sliding sleeve is supported on its right-hand rod end. The actuator spring 93 is supported on the sliding sleeve 63 with the other spring foot point 95 .

During a closing stroke of the annular piston 57 of the multi-plate clutch 19, the annular piston lifting movement is transmitted to the lifting rod 89 via the two-armed lever 79. This will be in the 10 shifted to the left so that the actuator spring 93 with the build-up of the actuator force F _A . In contrast, the lifting rod 89 in the 11 shifted to the right, whereby the actuator spring 93 is relaxed and therefore the actuator force F _A acting on the sliding sleeve 63 is reduced.

Reference List

1

vehicle wheel brakes

3

caliper

5

brake disc

7

hydraulic lines

9

hydraulic valve

11

partial line

12

drive unit

13

partial line

14

transmission

15

Hydraulic cylinder of multi-plate clutches 19

19

multi-plate clutches

23

stub shafts

27

electric machine shaft

29

Countershaft spur gear stage

31

intermediate shaft

33

fixed gear

35

fixed gear

37

further spur gear stage

39

axle differential

41

fixed gear

43

Axle differential gear

45

superposition gear

45l

left-hand superimposed gear

45r

right-hand superposition gear

49

loose gear

51

Intermediate shaft fixed gear

53

outer disc carrier

55

inner disc carrier

58

disconnect clutch

58l

left side disconnect clutch

58r

right hand disconnect clutch

59

partial shaft on the differential side

61

wheel-side partial shaft

63

sliding sleeve

65

Sliding sleeve internal toothing

66

External gearing of the partial shaft on the differential side

67

External gearing of the partial shaft on the wheel side

69

bias spring

73

sliding sleeve actuator

74

Sliding sleeve actuator designed as a linkage

75

connection line

77

tooth flank

79

two-armed lever

81

first lever arm

83

second lever arm

89

lifting rod

91

Spring foot point farther from the sliding sleeve

93

actuator spring

95

Spring foot point close to sliding sleeve

HL, HR

vehicle wheels

8th

control unit

EM

electric machine

ML

braking torque that can be deducted at the left rear wheel HL

MR

braking torque that can be deducted at the right rear wheel HR

M1

overlay moment

M2

differential moment

FV

preload spring force

FA

actuator force

fax

axial force component

FR

resulting power

nref

reference speed

L

left vehicle side

R

right side of vehicle

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 4124894 A1 [0007]
• DE 102016106382 A1 [0007]
• WO 2011/105917 A1 [0007]
• WO 2016/014823 A1 [0007]

Claims (10)

Drive device for a vehicle axle of a two-track vehicle, which has an axle differential (39), the input side of which is drivingly connected to an electric machine (EM) and the output sides of which drive on stub shafts (23) leading to the two vehicle wheels (HL, HR), the The vehicle axle has a superposition gear (45) with a multi-plate clutch (19) on each side of the vehicle, by means of which the electric machine (EM) can be connected directly to the vehicle wheel flange shaft (23) by bridging the axle differential (39), and has a separating clutch (58). , when it is opened, a vehicle wheel (HL, HR) can be decoupled from the axle differential (39), the multi-plate clutches (19) and the separating clutches (58) being controllable by a control unit (8), specifically for one in the recuperation operating mode of the electric machine (EM) braking torque redistribution between the sides of the vehicle, characterized in that on each side of the vehicle (R, L) an actuator (15) for actuating the multi-plate clutch (19) and an actuator (73; 74) is provided for actuating the separating clutch (73), and that the two actuators (15, 73; 74) on each side of the vehicle (R, L) can be activated by the control unit (8) via a common hydraulic line (7). drive device claim 1 , characterized in that the multi-plate clutch actuator (15) is a hydraulic cylinder which, when activated by the control unit (8), builds up a hydraulic pressure with which a pressure element, for example an annular piston (57), presses against a plate pack of the multi-plate clutch (19) in order to the multi-plate clutch (19) can be closed up to a predetermined degree of coupling, and/or that the actuator (73) of the separating clutch (58) is a hydraulic cylinder which, when activated by the control unit (8), builds up hydraulic pressure with which the separating clutch (58 ) can be acted upon with an actuator force (F _A ) acting in the direction of the open position. drive device claim 1 or claim 2 , characterized in that the separating clutch (58) divides the stub shaft (23) into a partial shaft (59) on the differential side and a partial shaft (61) on the wheel side, and in that in particular the superposition gear (45) is connected to the partial shaft on the wheel side via the multi-plate clutch (19). (61) can be coupled, so that when the separating clutch (58) is open, the axle differential (39) is switched load-free, whereby a differential braking torque path is interrupted and braking torque transmission from the vehicle wheel (HR) only via the superposition gear (45) to the electric machine (EM ) is enabled. Drive device according to one of the preceding claims, characterized in that the separating clutch (58) is a claw clutch with a sliding sleeve (63) which can be adjusted axially between an open position and a closed position by means of the actuator (73; 74) acting as a sliding sleeve actuator, and in that in in the closed position a sliding sleeve internal toothing (65) meshes with external toothing (66, 67) of both the differential-side partial shaft (59) and the wheel-side partial shaft (61), and in the open position the toothed engagement is released, and that in particular the sliding sleeve (63) is prestressed in the direction of the closed position by means of a spring prestressing force (Fv). Drive device according to one of the preceding claims, characterized in that the actuator (74), in particular the sliding sleeve actuator (74), is a force-transmitting linkage via which a lifting element actuating the disk pack, in particular the pressure element (57), of the multi-disc clutch (19) with the separating clutch (58) is movement-coupled, so that during a closing stroke of the multi-plate clutch (19) the separating clutch (58) can be acted upon by an actuator force (F _A ) via the linkage, and during an opening stroke of the multi-plate clutch (19) the linkage generates the actuator force ( F _A ) reduced. drive device claim 5 , characterized in that the linkage has a two-armed lever (79) which is pivoted via a pivot axis (S) on the transmission, and that a first lever arm (81) of the two-armed lever (79) is articulated on the lifting element of the multi-plate clutch (19). , While a second lever arm (83) of the two-armed lever (79) is articulated on the sliding sleeve (63). drive device claim 6 , characterized in that the sliding sleeve (63) is assigned an actuator spring (93), by means of which the sliding sleeve (63) can be acted upon by the actuator force (F _A ), and in that the actuator spring (93) at a spring foot point (95) at the Sliding sleeve (63) is supported and pushes it in the direction of the open position, while the other spring foot point (91) farther from the sliding sleeve is articulated in a force-transmitting manner with the second lever arm (83) of the two-armed lever (79), so that during the closing stroke of the multi-plate clutch (19) the farthest one from the sliding sleeve Spring foot point (91) is adjusted with the build-up of the actuator force (F _A ) acting on the sliding sleeve (63). Drive device according to one of Claims 5 until 7 , characterized in that in a braking torque transmission via the closed dog clutch (58) supplied to each other turned tooth flanks (77) of the sliding sleeve inner toothing (65) and the outer toothing (66) of the partial shaft (59) on the differential side are in pressure contact, and that the tooth flanks (77) have inclined deposits, so that the sliding sleeve (63) also moves under the braking torque effect an axial force component (F _ax ) is applied in the direction of the closed position, and that in particular the magnitude of the axial force component (F _ax ) correlates with the magnitude of the braking torque (M ₂ ) to be transmitted, i.e. as the braking torque (M ₂ ) decreases, the axial force component ( F _ax ) is reduced and the axial force component (F _ax ) increases as the braking torque (M ₂ ) increases. Drive device according to one of the preceding claims, characterized in that in a driving situation during recuperation operation on a non-actuated side of the vehicle ( 6 : L) the multi-plate clutch (191) is open and the separating clutch (581) is closed while on an actuated vehicle side ( 6 : R) the multi-plate clutch (19r) is actuated and the separating clutch (58r) is closed, and that there is a risk of vehicle instability on the non-actuated side of the vehicle (L) if the braking torque ( M _L ) falls below a braking torque limit value, so that for safety reasons the driving dynamics control function, such as the ABS function, is activated, in which the dog clutch (58r) of the actuated vehicle side (R) is opened in order to increase the speed (n _ref ) of the to determine the freely rotating vehicle wheel (HL) on the non-actuated side of the vehicle as a reference value. drive device claim 9 , characterized in that the forces (F _F , F _A , F _ax ) acting on the sliding sleeve (63) are designed so that a resultant force (F _R ) Sliding sleeve (63) is moved to the open position if the axial force component (F _ax ) falls below an axial force limit value that correlates with the braking torque limit value due to a decreasing braking torque (M ₂ ).

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