EP3784929A1 - Getriebe, insbesondere twin-getriebe, und lagerbrille mit einer vorteilhaften ölschmierung durch ein mehrkammernsystem sowie geeignetes verfahren zum schmieren eines solchen getriebes - Google Patents
Getriebe, insbesondere twin-getriebe, und lagerbrille mit einer vorteilhaften ölschmierung durch ein mehrkammernsystem sowie geeignetes verfahren zum schmieren eines solchen getriebesInfo
- Publication number
- EP3784929A1 EP3784929A1 EP20742190.0A EP20742190A EP3784929A1 EP 3784929 A1 EP3784929 A1 EP 3784929A1 EP 20742190 A EP20742190 A EP 20742190A EP 3784929 A1 EP3784929 A1 EP 3784929A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- gear
- transmission
- lubricant
- chamber
- gears
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H57/00—General details of gearing
- F16H57/04—Features relating to lubrication or cooling or heating
- F16H57/048—Type of gearings to be lubricated, cooled or heated
- F16H57/0493—Gearings with spur or bevel gears
- F16H57/0494—Gearings with spur or bevel gears with variable gear ratio or for reversing rotary motion
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H57/00—General details of gearing
- F16H57/04—Features relating to lubrication or cooling or heating
- F16H57/0434—Features relating to lubrication or cooling or heating relating to lubrication supply, e.g. pumps ; Pressure control
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K1/00—Arrangement or mounting of electrical propulsion units
- B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
- B60K17/12—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of electric gearing
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K7/00—Disposition of motor in, or adjacent to, traction wheel
- B60K7/0007—Disposition of motor in, or adjacent to, traction wheel the motor being electric
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H57/00—General details of gearing
- F16H57/02—Gearboxes; Mounting gearing therein
- F16H57/021—Shaft support structures, e.g. partition walls, bearing eyes, casing walls or covers with bearings
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H57/00—General details of gearing
- F16H57/02—Gearboxes; Mounting gearing therein
- F16H57/023—Mounting or installation of gears or shafts in the gearboxes, e.g. methods or means for assembly
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H57/00—General details of gearing
- F16H57/04—Features relating to lubrication or cooling or heating
- F16H57/0402—Cleaning of lubricants, e.g. filters or magnets
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H57/00—General details of gearing
- F16H57/04—Features relating to lubrication or cooling or heating
- F16H57/0409—Features relating to lubrication or cooling or heating characterised by the problem to increase efficiency, e.g. by reducing splash losses
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H57/00—General details of gearing
- F16H57/04—Features relating to lubrication or cooling or heating
- F16H57/0412—Cooling or heating; Control of temperature
- F16H57/0413—Controlled cooling or heating of lubricant; Temperature control therefor
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H57/00—General details of gearing
- F16H57/04—Features relating to lubrication or cooling or heating
- F16H57/042—Guidance of lubricant
- F16H57/0421—Guidance of lubricant on or within the casing, e.g. shields or baffles for collecting lubricant, tubes, pipes, grooves, channels or the like
- F16H57/0423—Lubricant guiding means mounted or supported on the casing, e.g. shields or baffles for collecting lubricant, tubes or pipes
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H57/00—General details of gearing
- F16H57/04—Features relating to lubrication or cooling or heating
- F16H57/0434—Features relating to lubrication or cooling or heating relating to lubrication supply, e.g. pumps ; Pressure control
- F16H57/0435—Pressure control for supplying lubricant; Circuits or valves therefor
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H57/00—General details of gearing
- F16H57/04—Features relating to lubrication or cooling or heating
- F16H57/045—Lubricant storage reservoirs, e.g. reservoirs in addition to a gear sump for collecting lubricant in the upper part of a gear case
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H57/00—General details of gearing
- F16H57/04—Features relating to lubrication or cooling or heating
- F16H57/045—Lubricant storage reservoirs, e.g. reservoirs in addition to a gear sump for collecting lubricant in the upper part of a gear case
- F16H57/0452—Oil pans
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H57/00—General details of gearing
- F16H57/04—Features relating to lubrication or cooling or heating
- F16H57/0457—Splash lubrication
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H57/00—General details of gearing
- F16H57/04—Features relating to lubrication or cooling or heating
- F16H57/0467—Elements of gearings to be lubricated, cooled or heated
- F16H57/0469—Bearings or seals
- F16H57/0471—Bearing
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H57/00—General details of gearing
- F16H57/04—Features relating to lubrication or cooling or heating
- F16H57/048—Type of gearings to be lubricated, cooled or heated
- F16H57/0493—Gearings with spur or bevel gears
- F16H57/0495—Gearings with spur or bevel gears with fixed gear ratio
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K7/00—Disposition of motor in, or adjacent to, traction wheel
- B60K2007/0046—Disposition of motor in, or adjacent to, traction wheel the motor moving together with the vehicle body, i.e. moving independently from the wheel axle
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K7/00—Disposition of motor in, or adjacent to, traction wheel
- B60K2007/0061—Disposition of motor in, or adjacent to, traction wheel the motor axle being parallel to the wheel axle
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H1/00—Toothed gearings for conveying rotary motion
- F16H1/02—Toothed gearings for conveying rotary motion without gears having orbital motion
- F16H1/20—Toothed gearings for conveying rotary motion without gears having orbital motion involving more than two intermeshing members
- F16H1/22—Toothed gearings for conveying rotary motion without gears having orbital motion involving more than two intermeshing members with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H57/00—General details of gearing
- F16H57/02—Gearboxes; Mounting gearing therein
- F16H2057/02039—Gearboxes for particular applications
- F16H2057/02043—Gearboxes for particular applications for vehicle transmissions
- F16H2057/02052—Axle units; Transfer casings for four wheel drive
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H57/00—General details of gearing
- F16H57/02—Gearboxes; Mounting gearing therein
- F16H57/021—Shaft support structures, e.g. partition walls, bearing eyes, casing walls or covers with bearings
- F16H2057/0216—Intermediate shaft supports, e.g. by using a partition wall
Definitions
- the present invention deals with a transmission, in particular a twin transmission of a duo electric machine drive train, with a sump and a multi-chamber system via which individual gear wheels of the transmission can be lubricated.
- the present invention also deals with a bearing bracket with a hole structure for receiving one end of each of two drive shafts, by means of which advantageous lubrication is possible in the area of these shaft ends of the transmission.
- the present invention deals with a method for lubricating a transmission, in particular a twin transmission of a dual electric machine drive train, in which running surfaces of gearwheels and preferably transmission bearings of the transmission are lubricated with a passive lubricant film distribution.
- the present invention deals with a transmission according to the preamble of claim 1.
- the present invention also deals with a transmission according to the preamble of claim 5 and a bearing bracket according to the preamble of claim 14.
- the present invention also deals with a method of lubrication according to the preamble of claim 15.
- Electrically powered vehicles can be designed in such a way that at least two wheels, e.g. B. the two wheels of a rear axle are driven by their own electric motor.
- the electric motor often turns at high speed compared to the desired wheel speed (e.g. up to 15,000 rpm, with higher-speed designs up to 18,000 rpm or even up to 20,000 rpm). For this reason, the speed of the electric motor must be reduced (e.g. by a ratio i between 6 and 9, possibly also by a ratio i in a translation range from 4 to 12).
- the first electric motor engages an input gear of a first transmission gear in the slow speed.
- the second electric motor engages another, second input gear of a second, different transmission gear in the slow speed.
- the transmission to output shafts which can also be the half-axles of the motor vehicle, takes place over two or more stages. If the two gears are blocked in an overall gear housing, then the gear housing can be flanged laterally, ie the first electric motor on a first side and the second electric motor on another side.
- Such gears can be referred to as double gears or also as twin gears, because in the end two completely independent gears are connected to form a larger gear unit. Due to the two existing electric machines, which are usually of the same type, one can also speak of a duo electric machine.
- any controls, in particular with regard to speed and torque, of the connected wheels can be carried out.
- Such a drive train is colloquially referred to as electrical “torque vectoring”.
- torque vectoring In this way, the respective wheel torque at the driven wheels of the motor vehicle can be specified continuously, in particular when cornering, whereby the driving stability of the motor vehicle can be improved and the steering work can be reduced.
- This gearbox category can also be referred to as an active differential.
- This type of transmission also increases the efficiency of a drive train of a motor vehicle. In the case of motor vehicles with only one driving traction motor each, superposition gear types are required for this. Based on the mode of operation, the gears can therefore also be referred to as multiple single wheel gears.
- Dual transmissions are often ultimately designed as two completely separate single transmissions connected by a common partition, such as e.g. B. from the drawings JP 2016 205 444 A (applicant: NTN TOYO BEARING CO LTD; disclosure date: December 8, 2016) and CN 201 800 514 U (applicant: Anhui Oulin Eletrical and Mechanical Co. Ltd .; disclosure date: April 20, 2011).
- a common partition such as e.g. B. from the drawings JP 2016 205 444 A (applicant: NTN TOYO BEARING CO LTD; disclosure date: December 8, 2016) and CN 201 800 514 U (applicant: Anhui Oulin Eletrical and Mechanical Co. Ltd .; disclosure date: April 20, 2011).
- the individual gears are structurally linked, they can be viewed in many ways as separate, independent units.
- FIGS. 1 and 4 of WO 2010/021 413 A2 A somewhat different housing structure compared to the above-mentioned disclosures is presented in FIGS. 1 and 4 of WO 2010/021 413 A2 (applicants: Aisin AW Co., Ltd., Toyoto Jidosha Kabushiki Kaisha; publication date: February 25, 2010).
- the housing On one side, the housing has a central separating structure, while the housing encloses the two partial transmissions towards the output shafts, but protrudes again in the middle. Due to the possibly relatively high torques, the magnitude of which depends on the actual dimensions of the electrical machines, a larger connection structure should be expected in a housing structure in accordance with WO 2010/021 413 A2, which contributes significantly to the weight of the transmission.
- WO 2018/121 420 A1 (applicant: BYD Co. Ltd .; date of publication: 07/01/2018) a double transmission is described in which both transmissions arranged next to one another can be coupled to one another via a coupling.
- the housing of the transmission should be composed of three components, of which a middle component is described in more detail in different exemplary embodiments. This middle component of the housing serves as a central bearing for all transmission shafts.
- Figure 5 and Figure 6 are intended to show an embodiment without a coupling.
- the other exemplary embodiments deal with the housing structure for the arrangement of the clutch. It should be possible to synchronize the first shaft of a first partial transmission with a second shaft of a second partial transmission.
- US 2016/226 289 A1 (applicant: Acrimoto, Inc .; publication date: August 11, 2016) reveals a dual drive system for a vehicle, the two partial transmissions of which are mechanically decoupled from one another.
- Their housing includes a central frame to which covers are attached on both sides.
- the central frame should have on a first side a first set of bearings for the first motor shaft, for the first drive connection shaft and for intermediate shafts, as well as a corresponding second set on a second side. An exchange of fluids between the two transmission regions should be permitted.
- US 2014/353 052 A1 (applicant: Hyundai Motor Co. Ltd .; date of publication: December 4, 2014) deals with a vehicle that can be built like an invented pendulum should.
- the vehicle has a double transmission which has a centrally arranged housing component in which shafts are mounted.
- This component is also referred to as an intermediate housing, which is embedded between a left half housing body and a right half housing body which are held together by bolts.
- gears have to be lubricated.
- the gears must be able to handle two directions of rotation (forward / reverse).
- electric machines are designed in such a way that they can be operated as drive machines with a motor or sometimes also with a generator.
- Submerged sump lubrication is common at various points in a drive train. Splash lubrication should keep energetic losses due to splashing low.
- DE 10 2014 216 753 A1 (date of publication: 03/19/2015; applicant: BorgWarner, Inc.) and DE 10 2015 202 711 A1 (date of publication: 08/27/2015; applicant: BorgWarner, Inc.) describe a type of transfer case in which a lubricant collecting container, which is also referred to as a fluid holding container, is part of a storage container system which is arranged remotely from the sump of the transmission.
- DE 10 2014 216 753 A1 further explains that the lubricant is collected with the aid of a collecting plate and therefore the fluid receiving container must have an air outlet so that air distributed in the oil can be separated from the oil in the collecting container.
- DE 10 2015 202 711 A1 states that the oil system should be designed for normal operation and for operation with higher torque requirements.
- a valve operated by an electronic control unit can release a larger amount of lubricant through the valve.
- All of the distribution gearboxes presented are based on a pump delivery of the oil that is supposed to hit a collecting element such as a collecting plate.
- the distribution of the oil is also to be set by an electronic control.
- DE 10 2014 216 753 A1 Addressing parasitic energy consumption, both publications consider it essential to continue to install numerous parasitic consumers in a transmission to maintain the oil flows and the oil distribution.
- a significantly more primitive variant of the oil supply of a three-axis reduction gear is the figures of WO 2017/063 595 A1 (applicant: BEIJING ELECTRIC VEHICLE CO., LTD .; date of publication: April 20, 2017), also as CN 205 101 518 U and as CN 105 179 650 A published, can be seen, with the shafts lying next to each other in one plane.
- a horizontal installation position of the transmission, a transmission position in the case of downhill travel and a changed oil level in the case of uphill travel are outlined.
- Vertically arranged ridges in a sump are shown, whereby oil can be retained behind the ridges.
- the webs can have holes for a flow in the sump.
- JP 2009 030 743 A (applicant: Nissan Motor Co. Ltd .; date of publication: February 12, 2009)
- JP 2009 180 281 A (applicant: Aisin AI Co. Ltd .; date of publication: August 13, 2009)
- JP 60 215 159 A (applicants: Fuji Tekkosho KK, Nissan Motor Co.
- gearboxes such as rear axle drives or differential drives are presented that have an overhead (in the sense of an installation direction) oil pan in which oil can be collected, which is then based on various criteria such as temperature or a point distribution can be returned.
- JP 2017-129 205 A (applicant: NTN Toyo Bearing Co. Ltd .; publication date: 07/27/2017) deals with a drive unit which comprises an electric motor and a speed reducer, i.e. a gearbox with ü> 1.
- the gears each have three shafts, a driven gear and a center gear splashing together in a sump.
- An oil supply plate is mentioned which is intended to be replaceable in the gearbox housing and of which two different embodiments are shown with reference to FIGS. 8 and 11.
- This plate is intended to allow lubricating oil to drip onto a desired point, namely on the meshing area of the smaller gear of the center gear, designed as a double gear, with the output gear, because the smaller gear does not rotate in the oil bath.
- the plate can be designed with a triangular wall part which has a drip opening at its tip. No forwarding to an adjacent area for an oil return can be seen.
- DE 10 2006 043 723 A1 (applicant: Daimler AG; published date: March 27, 2008) describes an all-wheel drive unit in which the oil level of a main transmission is to be kept as constant as possible so that the transmission oil pump does not suck in air.
- oil is conveyed from an output bevel gear into a storage chamber via an ejection opening.
- the storage chamber has a hole in the base through which the oil flows into a power take-off chamber.
- a left and right storage chamber area could be distinguished, but partitions are missing.
- the gears of a transfer case are passively lubricated gears, while the entire transmission is described as the main transmission with a transmission oil pressure supply
- the patent application JP 2017-129 178 A (applicant: NTN Toyo Bearing Co. Ltd .; publication date: 07/27/2017) also deals with a gearbox for two electric motors.
- a bottom area of the gear housing is intended to serve as a lubricating oil tank.
- Splashing gears of the transmission are supposed to pump the oil up from the lubricating oil tank.
- this housing there is also a lubricating oil reservoir, which is located in the housing above the lubricating oil tank, on which a valve is provided on the downstream side, which valve can be opened and closed in order to connect the reservoir of the lubricating oil reservoir. This means that oil in this additional reservoir should only be active in particularly high phases Speeds can be switched on.
- This storage area should be arranged in an axial direction, ie laterally to the input gear and its bottom area should be below a center of the central shafts. Oil splashed from the output gear onto the housing is provided to flow to the input gear shafts along an upper surface of the housing. In that area, the oil should then collect in the lubricating oil reservoir.
- JP 2005-083 491 A Applicant: Toyota Motor Corp .; Publication Date: March 31, 2005.
- JP 2014-015 976 A (Applicants: Honda Motor Co. Ltd, Yanagawa Seiki Co. Ltd .;
- JP 2014-015 977 A (Applicant: Nissan Motor Co. Ltd, Yanagawa Seiki Co. Ltd;
- JP 2007-032 797 A (Applicant: Toyota Motor Corp .; Publication date: 02/08/2007),
- JP S60-215 159 A (Applicants: Fuji Tekkosho: KK, Nissan Co. Ltd .; publication date: October 28, 1985) and
- JP 2017-019 319 A (applicant: NTN Toyo Bearing Co. Ltd .; publication date: 01/26/2017).
- twin gears in particular can be used as early as possible, ie as soon as possible or with sufficient lubrication from the start of their operating times.
- they are excessive Amounts of lubricating oil are undesirable, not least for energy reasons.
- the lubrication is sufficient, ie the lubricating film has built up, the question arises as to what amount of lubricant is actually required by the gear unit.
- the object of the invention is achieved by a transmission according to claim 1.
- the object according to the invention is also achieved by a transmission according to claim 5 and by a bearing bracket according to claim 14.
- the object according to the invention is achieved by a method for lubricating according to claim 15.
- a transmission typically comprises gears, in particular spur gears, and bearings, in particular roller bearings, needle bearings or ball bearings, which by means of a lubricating film, such as. B. an oil film to be lubricated.
- the gears are located inside one of the sub-housings of the transmission.
- the lubrication preferably with oil, is preferably passive, i.
- the lubricating film in the case of oil the oil film, is distributed by means of rotary conveying and moving by means of gear wheels (the splashing). It can also be said that the gears pull the lubricating film with them.
- the lubricating film is gradually distributed over all gears, in particular through a new build-up of the oil film.
- the gears are designed to be self-lubricated. The lubrication takes place inside the gearbox housing.
- Splashing enables the gearbox to be lubricated when running forwards and backwards, i.e. when the direction of rotation is reversed.
- the lubrication is particularly advantageous in the event of a load reversal when the tooth flanks of the gears to be oiled change.
- the transmission is not completely filled with the lubricant, in particular liquid, but the total available volume (in each partial transmission) is greater than the volume that is used by the lubricant inside the transmission.
- at least one of the gears is at least partially in an air environment, but may be separated from the air by an oil lubricating film due to its lubrication and its rotations.
- the intended degree of filling of the transmission has been reached, d. That is, if the amount of lubricant in the gearbox is at its planned level (target level), at least one first gear with at least one gear arc section dips into this sump to such an extent that the lubricant can adhere to the submerged part of the gear.
- target level planned level
- the state immediately after a long period of standstill is particularly interesting, precisely when the gearbox starts running again. At a standstill, a part of a first gear, such as a first spur gear, dips into the sump.
- the transmission comprises more than the two gears mentioned at the beginning.
- the transmission has a multi-chamber system.
- the multi-chamber system is located in the vicinity of individual gear wheels of the transmission.
- the multi-chamber system is located next to a gear stage, preferably in the immediate vicinity of the gear stage, in order to keep lubricant or gear oil in the vicinity of the gear stage.
- the reservoir formed by the multi-chamber system is located locally in the vicinity of at least one gear stage.
- the gearbox there is at least one gear in the transmission that can be referred to as the highest gear (e.g., based on a floor position).
- the transmission (preferred) installation position.
- One of the possible positions of the transmission is a particularly excellent alignment of the transmission, in which the transmission can be fastened to the vehicle with fastening means of a vehicle. If the gearbox is in this particular position, the gearbox is in that installation position. Due to the shape of the gear unit (e.g. due to the locations of the fastening points), an installation position is assigned to it. If the gearbox is viewed in its installation position (e.g.
- the at least one gearwheel facing away from the bottom serves not only to transmit force and torque, but also to convey the lubricant further, in particular in the form of a lubricating film that wets the gearwheel.
- the gear referred to as the second gear is part of a gear transmission chain with several gear stages.
- the transmission as part of a drive train, the torque (s) of which is made available from electric motors, is designed to bring about a reduction in the speed on the output side of the transmission. The speed is reduced from level to level via the individual gear stages.
- the second cogwheel rotates at a medium speed.
- At least one gear, but there can also be several gearwheels is an upstream gearwheel in the torque flow through the transmission.
- the at least one upstream gear rotates in the motorized drive mode of the transmission (pulling operation) faster than the following, in particular the second gear.
- further gearwheels can be connected in the torque flow in order to achieve even lower rotational speeds or lower rotational speeds.
- the second gear can thus be described from different perspectives or from different perspectives.
- a designation for the second gear is based on the installation position of the gear in a transmission in the installation position.
- the second gear is the gear in the transmission that is furthest from the ground or from a road. In the same way, however, the gears can also be designated or determined on the basis of the (relative) speed of rotation.
- the second gear is the gear that should not rotate with the highest or lowest speed, but with a rotation in a medium speed range (considering all speeds of all gears and a comparison among each other).
- the second gear is used to deliver, for.
- the gearwheel ideally remains covered with the lubricating film, even after the lubricating film has been partially separated, in particular as long as the gear (rotary) is in operation. Too much lubricant or lubricating oil can be delivered to the multi-chamber system via the second gear.
- the existing centrifugal force is advantageously used when the transmission is working properly. Such a centrifugal force separation can be produced or promoted with a rake, a separating plate or a spatula-like lubricating film or oil separator.
- the second gear in addition to its task of distributing the lubricant, the second gear also takes on the function of a centrifugal lubricant film separating gear. Using centrifugal force, the gear wheel is used to separate part of the lubricant and to bring it into a processing and recirculation device provided by the multi-chamber system.
- the multi-chamber system is designed to guide the lubricant back into the sump. It is provided here that the return flow of the lubricant should not be interrupted during operation of the transmission once it has started to flow.
- one of the tasks of the multi-chamber system is to remove a proportion of lubricant or a quantity of lubricant from the direct lubricant supply to the gear wheels. This can be done by controlling the recirculation.
- One approach is to influence the lubricant supply by using at least one delay agent.
- the lubricant i.e.
- the multi-chamber system thus offers a flow path for the lubricant.
- the lubricant can get back into the sump along the flow path. But ideally, although one speaks of a continuous recirculation, there is at least one delay means in the flow path, so that (with regard to the total amount of lubricant) a delayed recirculation (i.e. with regard to the total flow rate) can occur.
- An initial backing up or storage of a quantity of the lubricant is carried out or made possible by the multi-chamber system.
- the acceleration force exerted on the lubricant by the acceleration of gravity becomes used for a backflow through the multi-chamber system towards the sump.
- the transmission which is advantageously designed as a twin transmission for individual drive in two drive trains, i.e. H. is designed for a separate, double drive via the same transmission, comprises several assemblies and components, inter alia.
- a multi-chamber system which advantageously comprises at least three chambers. Different chambers belong to the three chambers of the multi-chamber system (for example, the differentiation between the chambers can be derived from a functional perspective). It can also be said that the chambers perform different tasks in the transmission.
- the chamber system has several chambers to fulfill its various tasks. Due to the different tasks and functions of the different chambers of the multi-chamber system, the chambers can be designed to be of different sizes.
- the chambers are intended to be filled as completely as possible with lubricant after an initial phase of operation. It can also be said that the multi-chamber system has at least two chambers which have mutually different volumes.
- the chambers can be characterized by their respective function, just as by their dimensions and their lubricant-receiving volumes.
- the gearwheels and thus the components of the gearwheel stages begin to rotate. From an energetic perspective, it is advantageous if the lubricant film is not distributed over the gearwheels by using a circulating pump, but rather by dragging the lubricant from one gearwheel to the next. This should be done until all gears are covered with lubricant, at least with regard to their tooth revolutions. For the initial phase, the wetting of the end faces of the gear wheels with a lubricant, in particular with an oil, can be postponed.
- the rotation of various gears of the gearbox distributes the lubricant along the running surfaces of the gearbox or its gears. It can be referred to as a passive lubricant film distribution, because no active components, in particular those converting pumping power, are built into the gearbox, but the gears themselves take care of the lubricant film covering their teeth and their distribution.
- the gears are designed for rotations in which each gear is designed for its own speed range.
- One of the gears in particular the gear located second in the output flow or torque flow, can be used as Lubricant-releasing gear can be used.
- a centrifugal force which acts on the lubricant through the rotation of the gearwheel, can advantageously be used for dispensing.
- the multi-chamber system stores a certain amount of lubricant when the transmission is in operation and only returns this amount to the (re) circulation after a while.
- the rotation, in particular of the second gear wheel can advantageously be used for separating the lubricant using a centrifugal force.
- the separated lubricant arrives (at least in part) in the multi-chamber system, more precisely in a first receiving chamber which, for. B. is a reservoir chamber.
- a recirculation path leads from chamber to chamber.
- a certain amount of lubricant should be discharged from the lubricant circuit after an initial operating start phase. It can also be said that the lubricant is only returned to the lubricant circuit with a delay. These delays can be brought about by one or more delay means in the recirculation path. If the lubricant gets back into the sump, it is available for redistribution via the gears.
- a first gear permanently uses the sump of the transmission and distributes the lubricant from gear to gear, more precisely from running surface to running surface of the individual gears, for surface lubrication of the gears, in particular the teeth of the gears.
- a method for lubricating a transmission is described, which is preferably a twin transmission, in particular a spur gear, of a dual electric machine drive train.
- the lubricating film is distributed passively. Rotating gear wheels of the gear unit pull lubricant with them when they rotate and distribute it over all the running surfaces of the gear unit. Centrifugal force caused by the rotation squirts the lubricant.
- a multi-chamber system is present in the transmission in which the lubricant, in particular lubricating oil, is stored.
- the lubricant sprayed by the gears is received in a chamber of a multi-chamber system. It is then fed to another chamber where it is stored.
- a continuous lubricant circuit can also, in particular in addition to the circulation path described above, be formed via a bearing bracket in a transmission housing.
- the bearing bracket preferably has a plurality of chambers which delay a backflow of the lubricant back into the sump.
- a bearing frame according to the invention has a single hole structure. The hole structure takes on one end of two output shafts. The hole structure is a single, preferably centrally arranged through opening in the bearing bracket.
- the bearing bracket has oil supply surfaces.
- the oil supply surfaces can be along a plate body of the bearing bracket, for. B. from a bearing frame edge in the direction of a bearing frame center.
- the oil supply surfaces are preferably designed as part of a support structure or web structure.
- the bearing frame can also be referred to as a single-hole support structure.
- the oil supply surfaces run obliquely.
- the oil supply surfaces can have a gradient that leads up to the output shaft receiving opening.
- the oil collects at its end area near the output shaft receiving opening, which is why it can also be referred to as a collection chamber or oil collection area.
- an oiling reservoir which merges into a reservoir chamber.
- a preferably funnel-shaped reservoir chamber in particular in a barrier-free manner, is connected to the collecting chamber.
- the reservoir chamber opens into a bearing oiling chamber of the hole structure via an oiling opening or an oiling nozzle.
- the bearing oiling chamber is laterally bounded by two rolling element bearings or rolling element bearings, such as two barrel bearings. A distance between these rolling element bearings defines a size of the bearing oiling chamber in one spatial direction.
- the bearing lubrication chamber preferably has a cylindrical volume. Lubricating oil that collects in the bearing oiling chamber can flow off to the side of the rolling element bearings. Driven by gravity, the lubricating oil returns to the sump from the rolling element bearings with a delay.
- An outflow direction towards a bearing is preferably specified by an angular position of the oiling nozzle deviating from a longitudinal direction of the housing.
- the collection chamber and the reservoir chamber are preferably paired on the bearing bracket, e.g. B. on both sides of the plate body of the bearing bracket available. This ensures that sufficient oil reaches the two rolling element bearings constantly, ie continuously without interrupting the flow. In addition, an oil level in the sump is kept low during transmission operation.
- the delay in the return flow of the lubricant into the sump caused by the delay agent or agents should have the same effect as the drying of the gearwheels (in particular due to the backflow).
- the gears which are part of electric drive trains, especially as so-called reduction gears, ie as gears with a gear ratio in the slow speed, should be designed so that, especially in view of the limited electrical storage options in motor vehicle construction, as much as possible of all electrical energy is available for the drive, ie as little electrical energy as possible should be "used” for auxiliary units, other tasks or through power losses.
- the input shafts of the transmission according to the invention, in particular the double transmission, and the output shafts of the transmission are in a central area, based on an extension transverse to a direction of travel, ie in particular a shorter distance from one housing wall to an opposite housing wall of the transmission housing, in particular on the same Height lying, arranged.
- the input shafts and the output shafts define a reference plane within the transmission housing.
- the position of a central axis of one of the gearwheel centers, angled to the reference plane, is present as a position remote from the transmission case bottom. This increase in the position of the central axis relative to the reference plane results in an overall axis arrangement of all gearwheel centers in the manner of a triangle.
- a first side preferably a long side, like a hypotenuse, is preferably made to coincide with the reference plane.
- An (imaginary) triangle is formed by two short sides, a second side and a third side, which each intersect the first side, in particular at one end of the first side, a straight line each, like two legs or like an opposing cathetus and an adjacent cathetus.
- Straight lines that follow the short sides opposite the first side intersect the reference plane or the first side with a slope in a value that can be taken from the angular range between approximately 5 ° and 70 °.
- the second side and the third side can each form an (imaginary) corner with an angle with the first side. It is advantageous if an angle is selected from an angle range between 10 ° and 50 °. Div. Mathematical simulations and calculations have led to the fact that angles appear particularly advantageous which lie in an angle range between 15 ° and 48 °.
- the transmission housing is preferably installed in the motor vehicle with its housing longitudinal direction or housing longitudinal axis along a vehicle longitudinal axis, in particular parallel to this, preferably even on the vehicle central longitudinal axis.
- the input shafts and the output shafts extend transversely to the longitudinal direction of the housing, so preferably form an angle of approximately 90 ° with the longitudinal direction of the housing.
- the gearbox the gearbox housing of which is based on two half-shells, in the interior of which preferably each has an independent gearbox, as a paired gearbox or paired gearbox, i.e. H. is almost twinned; Another term for this is twin gear.
- the twin transmission is part of a motor vehicle drive train.
- the motor vehicle drive train includes two electric machines. Using the transmission, each electric machine is provided to drive a road wheel assigned to the respective electric machine. An electric machine provides the torque flow to one of the road wheels using half of the transmission.
- the gear case offers multiple positions for gear centers. Two positions for gear centers are occupied by the drive shaft (s) and the output shaft (s). A first position is occupied by two input shafts of the double transmission. A second position for gear centers is occupied by the two output shafts. Between the first position and the second position there is a middle or third position that is not aligned with the other two positions.
- This position of a central axis of one of the gearwheel centers, angled to a reference plane represented by the input shafts and the output shafts, is present as a position remote from the transmission case bottom. It can also be from a ridge-like arrangement of the central axis opposite an attic-type level be spoken. This increase in the position of the central axis relative to the reference plane results in an overall axis arrangement of all gearwheel centers in the manner of a triangle.
- the central axis above the reference plane Due to the arrangement of the central axis above the reference plane, it is possible to locate the two remaining shafts and thus the reference plane deep in the vehicle, i.e. H. closer to the ground. Thus, the focus of the motor vehicle can be placed low, z. B. less than 50 cm or even less than 30 cm from the ground.
- the electrical machines which attack the input shafts and drive the input shafts, with their individual masses (due to their components made of copper) can be at a height (viewed from a street) be mounted in the motor vehicle, which corresponds to the position or the height (viewed from the road) of the output shafts. In particular, this results in more stable cornering behavior with a compact housing design in the longitudinal direction of the transmission housing. If cornering is implemented or supported by "torque vectoring", it increases the permissible cornering speeds.
- the transmission is advantageously a passively lubricated transmission, in particular in the form of a twin transmission.
- the transmission which is driven by an electric motor drive source, consumes as little energy as possible for auxiliary supplies, such as. B. for conveying the lubricant by a lubricant pump.
- the transmission is passively, more precisely, lubricated by the gears themselves and by the lubricant level of the lubricant, in particular the oil, in the transmission during regular operation.
- the transmission can be referred to as a pump-free transmission when the lubricant circuit is discussed, more precisely when the focus is on the lubricating oil circuit.
- the transmission is a pump-free transmission.
- a return of the lubricant takes place advantageously through use or due to the effect of gravity. Against this gravitational effect, the lubricant is distributed over the gear wheel surfaces of the gear wheels in that the gear wheels rotate and take over the lubricant from the preceding gear wheel stage or from the preceding gear wheel.
- a gear in the last position in the torque path can be used as a lubricant input gear.
- gears arranged in a central area in the torque path or even a last gear in the torque path can be used as first lubricated gears.
- the lubricant can be distributed from these central gears or from the gear arranged on the output side in the direction of the gears arranged more towards the edges of the torque path through the rotation and the mutual meshing between the gear and the gear.
- the lubricant is distributed over the running surfaces of two gear wheels of the transmission by using the gear wheel rotations.
- Hydraulic components can be used as the delay means, which cause the hydraulic means, the lubricant or the transmission oil to pass more slowly or with a reduced volume.
- Such (hydraulic) retarders are e.g. B. nozzles, orifices, throttles and flow valves.
- By z. B. Cross-sectional constrictions can delay an outflow of the lubricant.
- the lubricant is returned to the recirculation with a delay.
- Special delay sections offer a further possibility for delay.
- a passively operated delay means can be implemented using flow lengths and back pressure systems. As already mentioned at the beginning, for reasons of energy saving, delay means are particularly advantageous that are implemented without active, in particular electrically controlled, functional groups.
- the flow path can be designed for a permanent backflow of the lubricant after a first start-up phase.
- a flow path is a path in the transmission housing on which the transmission oil, driven by gravity, preferably without the support of an energy-driven conveying device, reaches a predetermined, lower point from a higher point.
- the multi-chamber system preferably remains in the open state after operation of the transmission has ended. It can also be referred to as a passive multi-chamber system if there is no active, ie switchable, element between the chambers.
- the transmission preferably has at least one open return flow or return flow path and / or at least one open flow path.
- a constant backflow of oil thrown out of the sump can form, with reservoir-forming devices being present on the path or paths specified for the backflow.
- the reservoir-forming devices delay the backflow compared to a drain on a direct route from a collecting area or a dripping area into the sump.
- independent transmission / transmission assemblies can be present for the individual torque paths.
- the transmission can also be viewed as a block of several individual transmissions, the (so-called) partial transmissions.
- each sub-transmission is (essentially) identical to a further sub-transmission of the transmission.
- Each sub-transmission comprises several stages. To reduce the speed at which the output shaft of the respective sub-transmission rotates, at least two stages can be provided, and to reduce the speed further, three or more stages can be provided. Spur gears, from which the individual stages are built, are advantageous. To increase the integration or to promote the compactness of the transmission and its sub-transmissions, step gears can be provided. In this design, two step gears, or even more, can be present in the transmission. One possible embodiment of the transmission is to have at least one step gear installed in each sub-transmission.
- two meshing or meshing gears are regarded as stages as a total group to form the stage.
- a step gear does not represent a separate step, although two gear wheels of different diameters are coupled.
- a favorable number of individual chambers which together form the multi-chamber system, is number 3.
- Three individual chambers are combined to form the multi-chamber system.
- each chamber needs its partition walls, so that a multi-chamber system than a three-chamber system requires a larger number of chamber partition walls.
- the partition walls can be provided integrated in a casting mold for the production of housing halves.
- the chambers of the multi-chamber system are therefore not all of the same size, one last chamber, especially one that leads directly into the sump, can e.g. B. be made larger than one of these last chambers upstream chamber.
- the gearbox has a preferred direction that corresponds to the installation orientation or an installation position.
- the gear unit is designed for a very specific installation direction or installation position.
- the chambers of the multi-chamber system are at different heights or levels, provided the transmission is in the installation position.
- a single chamber of the multi-chamber system is advantageously the highest chamber.
- the highest or uppermost chamber can be defined as the chamber from which the gravitational drainage path, i.e. H. the lubricant drainage path caused by gravity, which can also lead over further chambers, is a longest path (compared to other lubricant drainage paths). The highest chamber can thus be determined on the basis of the gravitational runoff.
- a gravitational drainage section is particularly present when oil driven by gravitational force can take a lower potential energy, e.g. B. by it can run gravitationally driven from a point of impact on a surface or from a collecting reservoir, preferably until it is again taken up by a reservoir.
- the (re) circulating lubricant, such as B. the lubricating oil follows gravity. From the point of view of gravity, there is a highest or uppermost chamber, namely that which has the longest drainage path, measured from the drainage side of a chamber. In other words, the top chamber is furthest from the floor when the gearbox is installed. This highest chamber can be designed as a drip and collection chamber.
- the highest chamber can be provided to receive the lubricant to be separated from the, in particular the second, gear. Because centrifugal effects are also used when separating the lubricant, it can be positive to place the drip and collecting chamber as a collecting basin and thus in a cuff-like manner around at least one side of the gear wheel provided for the separation.
- the drip and collection chamber can also be equipped with a separating magnet.
- the separating magnet can, for. B. be arranged at a bottom of the drip and collection chamber.
- the lubricant initially collects at the bottom of the drip and collection chamber.
- a first reservoir of lubricant can form in the collection chamber. Metal chips, dirt and magnetically conductive parts can be removed from the recirculating fluid that promotes the cooling of the gear unit, which is the lubricant, via the separating magnet.
- a chamber of the multi-chamber system that follows the highest chamber, also referred to as the uppermost chamber (from the perspective of the flow path) can be referred to as a reservoir chamber, in particular as a first or second reservoir chamber.
- the lubricant flows out of the reservoir chamber, in particular exclusively, more slowly, among other things due to an obstruction in the flow path, than it can flow in from the drip and collection chamber.
- lubricant collects in the reservoir chamber.
- this lubricant located in the reservoir chamber takes longer to drain than to accumulate, in particular due to separation from the second gear.
- the delayed release, especially the return can be brought about by using the force of gravity. No further energy is used for controlling this either.
- the delay means via which the delay in the return of the lubricant from the first or, if applicable, the second reservoir chamber can be set, can be located on a discharge side of the reservoir chamber and represent a single possibility for discharge from the reservoir chamber.
- the delay means is advantageously arranged on the delivery side of the reservoir chamber. Entry of the lubricant into the reservoir chamber from the drip and collection chamber is thus ensured in an undelayed manner. Only when leaving the reservoir chamber is slowed down.
- the overall chamber formed from the reservoir chamber and the drip and collecting chamber is available as a storage volume as a collecting and receiving space.
- the sub-transmissions themselves are designed independently of one another. This means that the transmission or the sub-transmissions of the (overall) transmission can each independently perform a speed-torque conversion.
- the arrangement of the two partial transmissions next to one another, in particular parallel to one another, is spatially advantageous. This means that common axes and common shafts can be used.
- the gears can, for. B. store on jointly executed sleeves. In addition, such an arrangement enables a single multi-chamber system to be sufficient for the two partial transmissions.
- Each of the sub-transmissions is a multi-stage transmission, i. In other words, each sub-transmission has a two or three-stage transmission system.
- the gear can also be referred to as a two- or three-stage spur gear.
- the transmission paths are intended to convert higher speeds on the input side into speeds that are lower than those on the output side, i. H. to reduce.
- Each of the transmission lines is part of its own drive train. As already mentioned above, each drive train has its own electric machine. Thus, two electric machines are provided in a twin gearbox.
- Each The transmission section is designed for its own drive train and has two connections to which one of the two dual electric machines can be connected for driving.
- At least one gear wheel of the transmission or of the partial transmission is preferably a stepped gear.
- Two step gears can be arranged in the gear housing.
- the partial transmissions each have an internal volume.
- Two spatially connected but rotationally isolated sub-transmissions can be arranged in a single transmission housing.
- the gear housing preferably encloses a coherent interior volume. The sump takes up a variable part of the internal volume, this part being able to decrease proportionally to an increasing drive speed of the transmission. Simultaneous, adequate lubrication of the partial transmissions is ensured.
- the multi-chamber system can have a further chamber, in particular the lowest chamber with regard to the installation position.
- This lower chamber is a forecourt to the swamp.
- the forecourt to the swamp can merge into the swamp, e.g. B. with an interposed, further delay element.
- the multi-chamber system can be designed in an advantageous shape in such a way that it has several chambers in its interior, which are part of the drainage section provided for recirculating the oil.
- the multi-chamber system can be shaped so that it also offers at least one recess or chamber outside of its multi-chamber system, in order to B. to hold a lying or rotating, especially highly loaded gear in a (second or independent) sump. If increased lubrication or a supply with more lubricant of a gear or a gear stage of the transmission is necessary, a lubricant-collecting recess or chamber, in particular arranged in the exterior of the multi-chamber system, can ensure this increased supply of lubricant.
- the level or the level of the lubricant in the sump and the level or the level of the lubricant in the further recess which can also be referred to as the gear oiling pan, can consequently differ from one another.
- the gear running in the gear oiling pan thus takes on the task of another churning gear.
- a transmission according to the invention can also be equipped with several sources of lubrication, in that, in addition to a sump, there is at least one further storage area for distributing the lubricating film.
- the combinations and exemplary embodiments presented above can also be viewed in numerous other connections and combinations.
- the transmission has a lubricant supply path which is arranged in particular in a central area and which runs differently from the torque flow path.
- a gear connected downstream in the torque flow path, so to speak a second, third or fourth gear in the torque flow, is one that is present as the first and thus centrally distributing gear for the lubricant.
- a first gear provided for introducing the torque flow into the transmission, via which the torque flow is introduced into the transmission, can obtain its increased lubricant requirement from a gear oiling pan. This gear oiling pan may be the first time, i. H. in an initial phase to fill. The lubricant is then available as a further source.
- a gear supply of the passively lubricating gear lubrication is implemented in a central area. From the middle, the lubricant is drawn over the remaining gears. Additional gear oiling trays can be provided on the gears that require an increased supply of lubricant.
- the walls of the chambers are formed by the gear housing; at least in some areas separating walls between the chambers.
- a separating wall between two chambers can be formed by at least one separating plate which is inserted into the housing.
- partitions between the chambers are attached to the gear housing, e.g. B. molded by molding. Because of the low mechanical load, partitions that serve to guide the oil can be designed like sheet metal, i.e. H. be less than 1 centimeter thick.
- the transmission can also be described as a double transmission as follows.
- the double transmission comprises two individual transmissions arranged in parallel next to one another.
- the individual gears are preferably each designed to multi-stage a rotary movement of an electric motor-driven shaft present in each individual gear on a wheel half-axis, such as. B. to transmit a cardan shaft as the respective output shaft, that is to say on two output shafts.
- the gears of a respective individual gear can be rotated independently of the gears of the other individual gear.
- all of the gear wheels are arranged in a contiguous space within the gear housing.
- the transmission could actually be divided into a first (partial) transmission and a second (partial) transmission.
- the transmission consists, so to speak, of two individual transmissions in a common transmission housing.
- the individual gears are arranged parallel to one another.
- the two individual gears or first and second (partial) gears are two rotationally independent torque transmission units, in particular in the case that an effective coupling via a respective wheel drivable by the (partial) gear over a travel path is not taken into account.
- the individual gears are combined to form a double gear.
- a rotary movement of a shaft to be driven can be transmitted to an output shaft via at least two stages via each individual gear.
- Each individual gear unit is designed to transmit the rotary motion of a shaft to be driven to its own output shaft.
- the double transmission has a first output shaft and a second output shaft.
- the double transmission has a first shaft to be driven and a second shaft to be driven.
- the two shafts to be driven can be operated independently of one another.
- Each shaft to be driven is designed to be driven by an electric motor.
- the output shafts are intended to act on wheel axles, which are usually implemented by wheel drive shafts with two joints, one joint in each end area of the wheel drive shaft.
- Each output shaft drives (indirectly) a wheel half-axle or a drive shaft leading to a wheel.
- the rotary movement, which is introduced into the transmission by a shaft to be driven, can be applied to at least one of the (road) wheels via the output shaft.
- the transmission which is a double transmission, thus has a first shaft to be driven and a second shaft to be driven.
- each one to be driven rotates Shaft at its own speed.
- each output shaft has its own speed.
- the speeds of the two output shafts should be as synchronous and equal as possible with the same rolling radius of the (road) wheels.
- a speed controller can adjust or readjust a speed of at least one of the two electric motors so that in particular with different rolling radii, e.g. B. due to different tire pressures, no torque is generated around a vehicle vertical axis and straight-line stability is guaranteed.
- the two single gears that make up the double gear are parallel to each other, i. H. arranged side by side.
- Each individual gear extends in a contiguous space separated from the next room, which is the space for the individual gear.
- the room is located inside a gearbox.
- the gears of one gear can rotate at a different speed than the gears of the other gear.
- the gears of one gear can be operated or rotated independently of the gears of the other gear.
- the double transmission has a common bearing bracket.
- the bearing bracket supports the respective output shaft reaching in at one end via its sleeve around its annular inner opening. That is, the two output shafts, which are arranged in particular with a respective end face parallel to each other in the bearing bracket or its opening, with both end faces preferably being spaced from one another, lead out of the bearing bracket into an area outside the housing of the double transmission.
- the output shafts can in particular be supported together with the associated third gear wheels.
- the bearings of the input shafts can also be supported.
- the bearing bracket can be a support structure for two output shafts, two bearings, such as rolling element bearings or rolling element bearings, in particular two barrel bearings, and two rotatable third gears, at least one of the aforementioned components being able to be enclosed in an annular manner at least in some areas.
- the bearing bracket is, so to speak, in the middle between two gear housing half-shells. From a different point of view, the bearing bracket is the central, central component that separates the individual gears of the double gear.
- the bearing bracket separates the gear space of the double transmission into a left half (in the direction of travel) and a right half. Via an as Construction aid retractable interface between the two halves of the double transmission, on which the bearing bracket extends, a flow or an exchange of transmission oil takes place, but not a torque transmission.
- bearing bracket which can be viewed from one perspective as a separating element of the (partial) gearbox.
- a bearing bracket which can be present as a component of a double transmission in this, can exist around a hole structure.
- the hole structure is in the center of the bearing frame.
- the central hole, the hole structure is for receiving two ends of output shafts, i.e. H. one end of a first output shaft and one end of a second output shaft.
- Such a bearing bracket can be installed in a double transmission, as was presented above.
- the bearing bracket can be attached to its edges, i. H. have pin receptacles in their edge areas.
- a suitable number of pen receptacles are e.g. B. four pin receptacles. This can be initiated moments that z. B. have been initiated on the output shafts on a bearing bracket bearing housing such. B. on the gearbox, derived. Moments that would actually weigh on the bearing glasses, are so on the housing, z. B. diverted through its sub-housing.
- the bearing bracket has, in particular, even bearing surfaces. It is advantageous if the bearing surfaces each lie opposite supporting surfaces in an inner region of the partial housing.
- bearing bracket there can be three or four flat, ring-like bearing surfaces on the bearing bracket, which together form parts of a smooth, geometric surface. All pairs of support surface and contact surface can be brought closer to one another until they touch. Two bearing surfaces of the bearing bracket are mirrored opposite each other at a fixed distance.
- the bearing bracket is centered around an elongated, cylindrical opening into which two shafts, each from one side of the bearing bracket, can be inserted.
- the bearing frame has roller bearings like barrel bearings.
- the bearing bracket provides the lateral attachment for the respective output shaft.
- the mountings for the output shafts are in the center of the bearing bracket.
- the bearing bracket itself is in turn attached to other housing components.
- the bearing bracket has pin receptacles in its edge area, so that a connection can be made between the bearing bracket and the housing parts carrying the bearing bracket via pins.
- pens serve to fix the bearing bracket on the transmission housing.
- the pins can be sheared by the bearing bracket when the gear unit is in operation.
- the bearing bracket can be a removable part of the housing. The bearing bracket can be dismantled if both shells of the gearbox housing are separated from each other.
- the double transmission comprises two independent input shafts, one input shaft each for one side of the double transmission.
- the double transmission comprises two output shafts, one output shaft for each side of the double transmission.
- the input shafts and the output shafts protrude from the housing.
- the first output shaft protrudes out of the housing in the opposite direction compared to the second output shaft.
- the first input shaft protrudes into the housing on one side, which is pierced from the other side by the second input shaft.
- the respective input shaft and the output shaft assigned to it are at the same height, i. H. so at the same height, arranged.
- Both output shafts are supported by one and the same bearing bracket at the facing ends. I.e. the respective end faces of an output shaft face one another. One output shaft lies across the end face vis-à-vis the end face of the second output shaft. Laterally introduced moments in the axes can be transferred to the housing via the bearing bracket.
- a (virtual) mirror surface can be "drawn” through the entire housing. This mirror surface separates the area of the first individual gear from the area of the second individual gear. The mirror surface runs through the bearing frame. The mirror surface is referred to as a mirror surface because it could be used to mirror the gears of the individual stages.
- a gear wheel of the first sub-gear or individual gear is similarly located at the point in the area of the second individual gear that is equally spaced from the mirror surface.
- Spur gears are advantageously used as gears of the transmission of a single transmission.
- the transmission is a longitudinal one that extends in the direction of travel expanding transmission.
- the individual gears of the gear stages mesh with one another; a transmission chain of gears starts on the input shaft and arrives in stages, i. H. from gear to gear, right up to the bearing bracket area. If the graduation is run through the gear stages in the output direction, there is a last gear stage which is present directly in the area of the bearing bracket. The last gear stage ends in the area of the bearing bracket.
- the bearing bracket not only has an output shaft at one end, d. H. more precisely, two output shafts over their ends, but in an advantageous embodiment the bearing bracket is also a mounting frame for two barrel bearings.
- the barrel bearings can be axially limited by snap rings.
- the two barrel bearings arranged in the bearing bracket can be kept in position to a limited extent at the sides by the snap rings holding the barrel bearings.
- the output shafts are supported by a single bearing bracket in an end region of the output shafts.
- the bearing glasses whose designation as "glasses" comes from the fact that two output shafts are supported, could also be referred to as a bearing monocle because the output shafts extend lengthwise together on a line so that their radii overlap when viewed perpendicular to the longitudinal direction of the housing.
- the bearing bracket preferably has a single, in particular central, hole structure.
- the hole structure preferably takes two output shafts at one of their ends.
- the hole structure includes, in particular, two floating bearings.
- a floating bearing can support a wheel half-axis, in particular if a shaft of the wheel half-axis extends into the gearbox housing.
- the bearing bracket is preferably attached to a support structure in the interior of the housing. No sealing surfaces need to be provided between the bearing bracket and the housing. Such sealing surfaces could become leaky due to mechanical loads in continuous operation.
- the transmission can be equipped with a single part housing connection surface.
- each barrel bearing is designed to receive one end of one of the output shafts.
- the respective barrel bearing accommodates an output shaft.
- an axial extent such a barrel bearing can be referred to as an outermost (or, depending on the viewing direction, innermost) bearing for a wheel half-axis or wheel drive shaft.
- a ball bearing such as a deep groove ball bearing.
- the bearing bracket is fixed to at least one sub-housing of the transmission housing by means of pins, which are preferably to be inserted into the bearing bracket in the edge region of the bearing bracket.
- the bearing frame is stored in a stationary manner via the pins. Such storage is possible with a force fit or a form fit.
- the bearing bracket is a removable structure, in particular because it is only held by pins, and which is equipped with a single central hole.
- the bearing frame can also be referred to as a single-hole support structure.
- the bearing bracket is fixed to the gear housing with pins.
- the hole in the bearing bracket is preferably arranged in the middle of the bearing bracket.
- the bearing bracket can deliver oil to the shafts carried by it via at least one oiling nozzle integrated into it.
- Such one or more oiling nozzles can be arranged so that they can introduce oil radially into the space of the one hole of the bearing bracket. Depending on the flow rate, this can also be referred to as spraying, i.e. h when the applied hydrostatic pressure is high enough to prevent a flow separation into a series of drops.
- the oiling nozzle or the oiling opening is preferably supplied with gear oil from an oiling reservoir. Oil collects in the oiling reservoir through an influx of collected drops or splashes. This is followed by a reservoir chamber. Splash oil is used by gears and others. thrown onto oil supply surfaces. Gears immersed in a sump lift oil up when splashing and release it as splashes. Splashes can also be drops or, under the action of surface tension, contract into drops.
- the bearing frame can also be compared to a multi-skin plate.
- a corresponding web plate can be an upturning structure which laterally delimits the central opening and which retains the character of a single-hole support structure when it is turned up.
- the bearing bracket guides the output shafts.
- the bearing bracket itself in particular because of its roller bearings, is designed as a floating bearing for each output shaft.
- the bearing glasses When viewed from one side, the bearing glasses look like a rectangular plate tapering towards their edges.
- the plate which represents the bearing bracket, tapers - in a favorable embodiment - at least towards its edges.
- a drive gear can be arranged on each side of the bearing bracket.
- the bearing bracket can have a width that it encompasses two individual shafts of equal width at their respective ends and thus supports them.
- the bearing bracket has a width that is more than twice as wide as one of the bearings for one of the shafts.
- the bearing bracket can also be designed as a double bearing for two shafts, the two shafts in each other, for. B. concentrically to each other, to be supported in the area of the bearing bracket once as an outer shaft opposite the bearing bracket and once as an inner shaft in the area of the bearing bracket to be supported against the outer shaft.
- the input shaft (s) and / or the output shaft (s) as also on z. B. to design sleeve-like hollow bodies mounted shafts.
- Figure 1 schematically shows a motor vehicle with an electric drive
- Figure 2 schematically shows a modified embodiment of a motor vehicle with an electric drive
- Figure 3 shows a cross section through a double gear
- FIG. 4 shows a second cross-section through the double transmission, oriented at right angles to the cross-section of FIG.
- FIG. 5 shows a plan view of a bearing frame with the sectional plane shown
- Figure 6 is a cross-sectional view according to Figure 5
- Figure 7 is a perspective view of the bearing bracket
- FIG. 8 shows an exploded view for an arrangement, in particular a spur gear as an output gear (see FIG. 3), between a removable bearing bracket and a partial transmission housing.
- FIG. 1 and Figure 2 each show a schematic representation of a motor vehicle 500 and 500 ', which in addition to the space for the driver, recognizable by the steering wheel 514, which can also be referred to as a driver's cab or passenger cell, has a rear 526 and a trunk area 528 , can be recognized by the direction of travel 502.
- the steering wheel 514 which consists of a steering shaft, steering gear, tie rods and wheel steering levers via a steering linkage 516, on two wheels as road wheels 510, 512 or Vehicle wheels 510, 512 can transmit steering movements of a driver.
- Two further road wheels 506, 508 are attached to a second axle, the vehicle rear axle 518 or 518 '.
- the road wheels 506, 508 are driven via semi-axles 520, 522.
- the semi-axes 520, 522 can, for. B. be realized by cardan shafts.
- the half-axles 520, 522 are attached to a double gear 1 or 1 1 on the output side. On the drive side on the double gear 1 and 1 1, a first electric machine 5 and 5 'and a second electric machine 7 and 7' are mounted.
- the electric machines 5, 7 or 5 ′′, 7 ′′ and the half-axes 520, 522 are each fastened in pairs on the same sides of the transmission 1 or 1 1 . Via a respective side torque from the electric motor 5 and 5 'to an input shaft 33 (see FIG.
- a particularly advantageous motor vehicle structure is when the electric machines 5, 7, which are mounted in front of the semi-axles 520, 522 in the direction of travel 502 according to FIG. 1, are mounted behind the semi-axles 520, 522, as shown with reference to the electric machines 5 ", 7" in FIG , e.g. B. by the symmetrically constructed double transmission 1 in the plane shown of the Vehicle floor 504 of Figure 1 is rotated by 180 ° and in particular assembly points for the double transmission 1 or the electrical machines 5, 7 are available under the trunk 528.
- the gears of which are used for power transmission in an arrangement of the electric machines 5 ", 7" are designed behind a rear axle 518 '.
- an electrical accumulator 9 In the area of the vehicle floor 504 there is an electrical accumulator 9 according to FIG. 1 or FIG. 2, which provides electrical energy to the electrical machines 5, 7 or 5 ", 7" and their motor controls (not shown) via electrical lines 11, 13 can provide.
- the drive train 3 or 3 'thus, coming from the accumulator 9, extends over the electrical lines 11, 13, over the electrical machines 5, 7 or 5 ", 7” and their motor controls, over the double transmission 1 and over the half-axles 520, 522 to the road wheels 506, 508.
- Each electric machine 5, 7 or 5 ′′, 7 ′′ thus drives a road wheel 506, 508. It is a single wheel drive.
- the transmission 1 or 1 1 is arranged on the vehicle longitudinal axis 524.
- An electric machine 5 or 5 ′′ and a semiaxis 520 are located on one side of the vehicle longitudinal axis 524, the other electric machine 7 and the other semiaxis 522 are arranged on the same side on the other side of the longitudinal axis 524.
- the rotating transverse to the vehicle longitudinal axis 524 according to FIG , centrally arranged electric machine 5 or 7 rotates the transmission 1 so that on the output side, also transversely to the vehicle longitudinal axis 524, an output shaft 37, 39 (see FIG. 3) can apply a torque to a wheel 506 or 508.
- FIG. 3 The according to FIG.
- the vehicle 500 or 500 ′ shown in FIG. 1 and FIG. 2 is driven via its vehicle rear axle 518 or 518 ′. It is an electric rear axle drive with the help of the double transmission 1 or 1 1 .
- the double gear 1 and 1 1 is arranged in the region of the fund 526 or in the region of the luggage compartment 528, and there in the region of the vehicle floor 504th
- FIGS. 5 to 8 are to be added to the following explanations, because they also reveal advantageous aspects or components and arrangements according to which a transmission can be developed.
- the transmission 1 is shown in FIG. 3 in a sectional view in which the section is taken through the individual gear centers 25, 27, 29.
- the double transmission 1 shown in more detail in FIG. 3 is, as already mentioned above, shown in FIG. 1 in an installation position on the vehicle longitudinal axis 524 of a vehicle, such as vehicle 500, for the individual drive of two wheels 506, 508.
- the double transmission 1 thus forms part of an electrically driven motor vehicle 500, more precisely its drive train 3.
- the transmission 1 1 of Figure 2 can be designed like a transmission 1 according to Figure 3 or like a transmission 1 1 according to Figure 8, the transmission housing each fastening points for mounting close to the trunk (not shown).
- the double transmission 1 has two individual transmissions 15, 17, each individual transmission 15, 17 being designed as a two-stage spur gear.
- Each spur gear has three positions 19, 21, 23 for gear centers 25, 27, 29 in a single, common gear housing 31.
- a drive torque 5 ′, 7 ′ is applied to the respective input shaft 33, 35 by the electric machines 5, 7 (see FIG. 1).
- the input shafts 33, 35 connected to the respective electrical machines 5 and 7 (see FIG. 1) and the output shafts 37 and 39 connected to the respective semi-axes 520 and 522 are in a central region M, based on a transverse extension, i.e. H. in particular a shorter distance from a housing wall 41 to an opposite housing wall 43 of the gear housing 31 is arranged lying at the same height.
- the position of the input shafts 33, 35 and the output shafts 37, 39, which define the gear centers 25 and 29, describes a reference plane B within the transmission housing 31.
- a central axis 45 which describes the gear center 27 or a position which is a central gear center is angled or raised to the reference plane B and forms a position of the gear wheel center 27 remote from the transmission housing bottom.
- the two input shafts 33, 35 are joined together to form a double input shaft 32. They are mechanically connected to the double input shaft 32.
- the two Input shafts 33, 35 extend along axis 44 and in this way form the double input shaft 32.
- the two coaxially arranged input shafts 33, 35 are connected to one another so that they can rotate relative to one another.
- the middle axis 45 can be cut here via a straight line G (see FIG. 4) connecting the gear wheel center 25 or 29 and the middle axis 45, namely in an angular range of about 5 ° to 70 ° based on a connecting line intended as a construction aid between the Gear centers 25 and 29.
- the result depends on the gears 75, 75 'of the input shafts 33, 35, of the gears 77, 77' of the output shafts 37, 39 and of the gears 49, 49 ', 50 , 50 'of the toothing geometries selected on the central axis 45 and of the services to be transmitted, such as the gear centers 25, 27, 29 are to be located. Because of the drive by the gears 75, 75 'of the input shafts 33, 35, of the gears 77, 77' of the output shafts 37, 39 and of the gears 49, 49 ', 50 , 50 'of the toothing geometries selected on the central axis 45 and of the services to be transmitted, such as the gear centers 25, 27, 29 are to be located. Because of the drive by the
- each individual gear 15, 17 drives a respective gear 49, 49' on the central axis 45.
- the directions of rotation of the electrical machines 5, 7 (see FIG. 1) in the pulling mode of the vehicle are selected so that the gear 49, 49 'has a driving sense of rotation that turns away from the housing base 51 of the gear housing 31 after a gear contact.
- a motor vehicle structure is realized with a gear arrangement as shown in FIG. 2, in which the gear arrangement is turned by 180 ° in comparison with the gear arrangement in FIG Set a direction of rotation rotating towards the housing bottom 51 of the transmission housing after a gear wheel contact with the gear 49, 49 '.
- the housing longitudinal direction 120 is parallel to the vehicle longitudinal axis (see vehicle longitudinal axis 524 in FIG. 1 and FIG. 2 ) aligned.
- the gear housing 31 has a greater extent in its housing longitudinal direction 120 than in its width 106.
- the axis 45 defining the middle position or the middle gear wheel center 27 is designed as a stationary axis fixed to the housing. This enables the gear housing 31 to be stiffened without the need for additional components.
- the respective driven gear 49, 49 'on the axle 45 and the driving gear 50, 50' are each mounted via two needle bearings 61, 63 on the axle 45 to prevent tilting of the gears 49, 49 ', 50, 50', the otherwise are preferably formed as a one-piece step wheel to avoid.
- the input shafts 33, 35 and the output shafts 37, 39 are supported by roller bearings 65, 67, 69 and 71 in the outer walls of the gear housing 31.
- the input shafts 33, 35 are mounted by means of ball bearings in the vicinity of an intermediate housing wall 73 which has openings, such as the opening 212, for common lubrication of the individual gears 15 and 17.
- a wall support 210 designed as part of the intermediate housing wall 73, forms a connection to the gear housing 31.
- the output shafts 37 and 39 are in a second intermediate housing wall 73 ', more precisely a bearing bracket, by means of needle bearings (without reference numbers) or one needle bearing for each individual gear 15, 17 stored.
- the input shaft 33 and the output shafts 39 are arranged lower than the axis 45 with respect to the housing bottom 51 of the transmission housing 31.
- the stepped gears like the stepped gear 79 on the axle 45 (see FIG. 3), have a first, larger diameter di on the drive side and a smaller, second diameter d 2 on the driven side. There is a reduction to the output side.
- the two gear wheels 49, 50 are combined to form a step gear 79. It can also be said that the two gears 49, 50 or 49 ', 50' are welded together to form a step gear 79 or 79 '.
- a second pair of gears 49', 50 ' is mounted as a step gear 79'.
- gear pairs 49, 50; 49 ', 50' like the step gear 79, are referred to as second gears or as second (50, 50 ') and third gears (49, 49').
- a first gear stage 53 or first gear ratio 53 which forms a gear ratio turning away from the housing base 51 of the gear housing 31, and a second gear stage 55 or the second gear ratio 55 , which forms a translation facing towards the housing bottom 51.
- the gear pairing creates from the first two Gears 75 ', 49' in the torque flow of the transmission 1, the translation 53 '.
- the gear pairing of the two subsequent gears 50 ', 77' creates the translation 55 '.
- the central gear wheels 49, 50 and 49 ', 50' formed in one piece with one another are designed for a transverse force-free transmission of a torque by the teeth 57 and 59 or 57 'and 59' of two adjacent gears 49, 50 or 49 ', 50' are provided with different helix angles for each row of teeth, such as helix angles b ⁇ and ß 2 .
- the helix angles ß ⁇ ß 2 are only indicated schematically in the sectional plane shown in FIG.
- the teeth 57, 59 in the partial transmission 17 as well as adjacent teeth of the respective rows of teeth (without reference symbols) extend with respective tooth directions parallel through the sectional plane of FIG.
- the teeth 57, 59 or their running surfaces extend with respect to a predetermined or selected direction of the central axis 45 with one tooth direction similarly laterally to the other partial transmission 15 or away from the other partial transmission 15, with a deviation of the tooth directions expressible by vectors of the teeth 57, 59 has the same sign from the direction of the central axis 45 (identical sign in the helix angles.
- gearwheels 49 ', 50' or the teeth 57 ', 59' of the other individual gear 15 the same applies due to a similar structure of gear parts, i.e. That is, the partial transmission 15, which is constructed in the same way as the partial transmission 17, has adjacent gears 49 ', 50', which are correspondingly designed with an inclined position of the teeth 57 ', 59'. I.e. for the gearwheels 49 ', 50' or the teeth 57 ', 59' of the other individual gear 15, the above-described applies in a corresponding manner due to a similar structure of gear parts.
- the gears 49, 50 or 49 ', 50' are free of axial forces, at least when the vehicle is in pulling mode.
- the middle axis 45 as a sleeve instead of a solid middle axis or, in addition, to provide a sleeve on the middle axis 45, which enables pressure equalization of the transmission housing 31.
- the gears 49, 49 ', 50, 50', 75, 75 'and 77, 77' are formed as disk wheels because of the high torques to be transmitted. As FIG. 3 shows, the gear wheels 77, 77 'on the output shaft side are formed with a washer which is less thick than the width of its ring gear.
- the respective disk of the gear wheels 77, 77 ' is angled to the respective output shaft 37, 39, ie it can be formed at an angle to the respective output shaft 37, 39 that is different from the perpendicular angle.
- the disk has a base with an end face which extends radially from the output shaft 37, 39 or merges into the output shaft 37, 39 and in particular delimits a running surface of a needle bearing in an axial direction.
- All gears 49, 49 ', 50, 50', 75, 75 ', 77, 77', axles and shafts 33, 35, 37, 39 built into the gear housing 31 are lubricated via a common sump (see FIG. 4).
- Each individual gear 15, 17 has a speed ratio of, for example, 8.5: 1 or even 12: 1.
- the transmission housing 31 is in a regular filling state with a transmission oil, but not completely filled with oil, but rather a part of the interior, i.e. H. of the inner volume 108 of the gear housing 31 is filled with air.
- the gear 1 shown in FIG. 3 with its gear housing 31 creates an inner volume 108 extending from its first inner side 102 to its second inner side 104 through its inner cavity.
- volume-reducing components are arranged in the inner volume 108.
- a component reducing the internal volume 108 is an oil guide wall 226.
- the internal volume 108 is formed by the gears, such as the gears 49, 49 ', 50, 50', 75, 75 ', 77, 77', by shafts, such as the shafts 33, 35, 37, 39, and partly reduced by further components such as needle bearings 61, 63 and roller bearings, as well as by a sleeve 116.
- the free internal volume 108 is reduced by the built-in components.
- the remaining internal volume 108 is filled to a certain level for the operation of the transmission 1 with a transmission fluid, such as a transmission oil. Air remains in the remainder of the inner volume 108.
- the inner volume 108 is partially chambered.
- the oil guide wall 226 separates regions of the inner volume 108 from one another.
- the oil guide wall 226 is connected to the transmission housing 31.
- the wall support 210 of the oil guide wall 226, which is also designed as a bearing support for two shafts 33, 35.
- the wall support 210 separates a collecting chamber 204 'of a single gear 15 from a collecting chamber 204 of the other single gear 17.
- In the Wall support 210 provides at least one equalization flow opening 212 for level equalization of the gear oil in the collecting chambers 204, 204 'between the individual gears 15, 17.
- the individual gears 15, 17 are decoupled from one another in the torque transmission but coupled with one another in terms of lubrication.
- delay means for a transmission oil flow such as the delay means 180 ′′, a needs-based transmission oiling takes place, as will be explained in more detail.
- a ventilation structure is built into the transmission 1 for air that is to pass through a bore 118 in the sleeve 116 to a ventilation cap 130 for discharge to the outside.
- the sleeve 116 which is hollow through a bore 118.
- the cavity created by the bore 118 in the interior of the sleeve 116 has further bores 118 ', 118' 'connections to the remaining internal volume 108 of the transmission 1 or the transmission housing 31.
- the sleeve 116 extends from one inner side 102 to the opposite inner side 104 of the gear housing 31.
- the sleeve 116 is a cross brace that stiffens the housing 31.
- the (inner) width 106 of the gear housing 31 is completely spanned by the sleeve 116.
- the sleeve 116 therefore extends from a first housing wall 41 to a second housing wall 43.
- the sleeve 116 is advantageously located in a central region M of the transmission 1.
- the middle area M of the transmission 1 is used by the second, middle position 21 for the centering of gears 49, 49 ', 50, 50'.
- Air from the inner volume 108 can via the (supply) bores 118 ', 118 "into the centrally arranged bore, in particular spanning the width 106 of the housing 31 118 of the sleeve 116.
- the air then reaches the breather cap 130.
- In the housing wall 41, 43 there can be further bores (not shown) extending in areas along the housing wall 41, 43, through which the air can enter the width 106 of the Bore 118 spanning housing 31.
- Such housing wall bores also serve to supply oil to the needle bearings of gearwheels 49, 49 ', 50, 50'.
- a thinner section 136 is present the stronger section 134 outside the center 110 of the transmission 1 is connected.
- the thinner section 136 of the vent extends less than half the distance of the sleeve 116, in particular in the direction of the width 106.
- FIG. 4 a cross section through the double transmission 1 shown in another sectional view in FIG. 3, formed schematically along a broken line A, is shown.
- the two sectional planes, those for FIG. 3 and those for FIG. 4 are placed at right angles to one another.
- a sectional view through the second partial transmission 17 is shown in FIG.
- FIG. 3 For a better overview, some details from FIG. 3, such as the sleeve 116, which have already been explained in detail with reference to FIG. 3, have been reproduced in simplified form in FIG.
- the partial transmission 17 is surrounded by the transmission housing 31.
- the first gear 77 is in engagement with the second gear 50, which is on the stationary gear axis 114 or sits on the central axis 45.
- the second gear 50 together with a third gear 49 forms a step gear 79.
- the gear axis 114 is arranged higher than the output shaft 39, which is at the same level, based on a (not shown) vehicle parking space or a street, as the input shaft 35 is arranged.
- the centers 25 and 45 are connected by a straight line G with dash-dotted lines.
- the input shaft 35 carries a fourth gear 75 which meshes with the third gear 49.
- the stepped gear 79 arranged on the gear axle 114 is indirectly oiled.
- the transmission sump 160 is located in a floor area of the double transmission 1.
- the floor area is also referred to as a sump 160 because it receives the lubricant 162 in the housing 31 when the double transmission 1 is in a state of rest.
- a first lubricant level 164 of the sump 160 is established.
- the lubricant level 164 can also be referred to as a fill level or level.
- a first gear arc portion 240 of the first gear 77 is immersed in the lubricant 162. If the double transmission 1 is set in rotary motion by a motor drive, e.g. B. for a forward movement of the in Fiour 1 or Motor vehicle 500 or 500 'shown in FIG. 2, the first gear 77 moves with a gear rotation direction 260.
- Paddling teeth like the first paddling tooth 230, rotate with the gear 77 through the sump 160 and convey lubricant 162 upwards.
- a second gear arch section 242 has to run past the second gear 50 before lubricant 162 conveyed by the first gear 77 can reach the second gear 50 or the running surface 250 of the gear by transport.
- the excess lubricant 162 transferred from the first gear 77 to the second gear 50 is transported further before it is carried away by centrifugal forces. This results in a gradual lowering of the lubricant 162 in the sump 160 from the first lubricant level 164 to a lower lubricant level 168, which can also be referred to as the third lubricant level, in a ferry operation.
- the second gear arch section 242 is lengthened by an excessive length, namely to a third gear arch section 244, i.e. to this gear arch section 244, which must be covered until lubricant 162 from the sump 160 arrives at the second gear 50.
- a third gear arch section 244 i.e. to this gear arch section 244, which must be covered until lubricant 162 from the sump 160 arrives at the second gear 50.
- the time it takes for lubricant 162 to scoop up to the second gear 50 increases.
- the fourth gear 75 scoops lubricant 162 from a gear oiling pan 208 with a direction of rotation in the same direction as the first gear 77 with its direction of rotation 260 by means of second paddling teeth, such as the second paddling tooth 232.
- the sense of rotation 260 denotes one of two possible directions of rotation of the gear 77.
- the lubricant 162 from the gear oiling pan 208 is at least partially transferred to the third gear 49.
- the gear oiling pan 208 has a second lubricant level 166, the level or height of which is limited by a drainage barrier 224 of the gear oiling pan 208.
- the second lubricant level 166 can be lowered to a further, lower lubricant level 166 "by the delay means 180 ′′, preferably in the form of an electromechanically closable aperture in a gear oiling wall 208.
- the gear oiling pan 208 and the oil collecting pan 234 adjoining it in a vertical direction are designed as regions of the oil guide wall 226.
- the oil sump 234 is located in an angular area around the input shaft 35 or around the gear 75 arranged on the input shaft 35 (see FIG. 3), catches oil splashes peripherally, ie not directed at a gear, and guides them into the gear oiling pan 208 can be derived from the gear oiling wall 208 in a controlled manner into the collecting chamber 204.
- the delay means 180 ′′ is preferably closed when the transmission is at a standstill.
- Such a, in particular double, two-transmission oil level System 164, 166, 166 ′′, 168 of a single gear 17 enables rapid lubrication of the stepped gear 79, for example when the gear is started, from two different directions, ie from a drive side or one side of the input shaft 35 and from an output side or one Output shaft side 39.
- Excess lubricant 162 scooped up onto the stepped gear 79 is at least partially fed in droplet form to a gravitational drainage path 190 by centrifugal forces.
- the gravitational drainage path 190 extends along an inner side 104 1 of the gear housing 31.
- a chamber system 200 which has a plurality of delay means such as the delay means 180 which is a wall constriction or the delay means 180 1 which is a flow valve 188 for a lubricant drain.
- the oil guide wall 226 has the shape of a scraper, so that lubricant 162 can be scraped off by the scraper from the passing gear 49.
- a first chamber is the drip chamber 202, in which drops of lubricant are collected.
- the drip chamber forms an uppermost chamber in a vertical sequence of chambers. Collected lubricant is separated from metallic debris at the bottom of the drip chamber by a separating magnet 228. Lubricant purified in this way is fed to the collecting chamber 204 in droplets via a nozzle 182 in connection with a diaphragm 184.
- the word “dropwise” includes the fact that the feed can take place as a tightly drawn flow thread; a specific drop shape of the lubricant is not required.
- the separating magnet 228 prevents the nozzle 182 from clogging.
- the screen 184 prevents oil droplets from reaching the depths directly from the inside 104 1 .
- Droplets from nozzle 182 enter collection chamber 204.
- a reservoir of lubricant can collect in collection chamber 204.
- the collection chamber 204 has a wall section which can be referred to as the discharge side part 222 and which forms an outlet throttle 186.
- the lubricant 162 passes from the collection chamber 204 into the reservoir chamber 206.
- the reservoir chamber 206 which can also be referred to as the second reservoir chamber 206, is a lowermost chamber of the multi-chamber system 200.
- the reservoir chamber 206 is equipped with the flow valve 188 in its discharge side part 222 '.
- a backflow of lubricant 162 into the sump 160 can be blocked at least temporarily through the flow valve 188, which forms a delay means 180 1 .
- the delay means 180, 180 1 thus described ensure that the third lubricant level 168 is of a height that is sufficient for the lubrication of the double transmission 1 having, but energetic losses are kept as low as possible by stirring the first gear 77 in the sump 160.
- the second lubricant level 166 1 in the reservoir chamber 206 can be via the delay means 180 1 , ie via the
- the level of lubricant 166 1 existing in the reservoir chamber 206 is delayed.
- the first lubricant level 164 promotes rapid, pump-free oil distribution when the double gear 1 starts up. It is thus possible to equip the teeth 77, 50, 49, 75 with surface lubrication 220 by means of a lubricant 162.
- FIG. 5 shows a possible embodiment of a bearing bracket 330 which can be mounted as a component in a double gear 1 ′′ (e.g. according to FIG. 8 or FIG. 3).
- the bearing bracket 330 (see FIG. 3) has a first narrow side 354 opposite a second Narrow side 356.
- the narrow sides 354, 356 are each followed by a first long plate side 358 or a second long plate side 360 when the bearing frame 330 is rounded along a glasses rim 418.
- the sides 354, 356, 358, 360 represent curved boundaries of the web plate 352 are part of the bearing bracket 330 like a web plate edge.
- the web plate 352 has a first pin receptacle 424, a second pin receptacle 426, a third pin receptacle 428 and a fourth pin receptacle 430.
- the receptacle 426 and the fourth pin receptacle 430 are each supported diagonally to one another as a fastening structure that is thicker than the web plate 352.
- the fastening structure is part of a stiffening of a plate plane of the web plate 352.
- the bearing bracket 330 has a circular hole structure 344 approximately in the middle between the pin receptacles 424, 426, 428, 430.
- the hole structure 344 is present as a continuous opening with a stepped wall through the web plate 352.
- An orientation of shafts to be fastened, such as the output shafts 37, 39 shown in FIG. 3, is predetermined by the hole structure 344.
- an output direction 338 is specified in the double transmission (see double transmission 1 from FIG. 3).
- the hole structure 344 together with the webs 400, 400 ′, 402, 404, 406 protruding from the bearing bracket 330 form a single-hole support structure 342.
- the single-hole support structure 342 has impressions and protrusions formed in one piece with the web plate 352.
- the single-hole support structure 342 has a plurality of hole structure supports, such as the hole structure support 346, which each extend radially away from the hole structure 344.
- a support collar 348 of the hole structure supports 346 provides a particularly good stabilization of the bearing bracket 330 in a tangential direction around the hole structure 344.
- the web plate 352 is braced by a plurality of webs, such as the first web 400.
- the webs 400 can also be referred to as web plate thickenings.
- a plurality of similarly shaped barrel rolling elements e.g. B. the barrel roller 372.
- the section line A-A in FIG. 5 indicates where the bearing bracket 330 according to FIG. 5 is to be cut in order to arrive at the cross-sectional view according to FIG.
- the bearing bracket 330 is largely mirror-symmetrical and has a first bearing bracket side 332 and a second bearing bracket side 334, which are to be determined using a mirror surface 336.
- the mirror surface 336 extends at right angles out of the plane of representation.
- a first barrel bearing 362 and a second barrel bearing 364 are arranged in positions that are mirrored to one another (with the mirror axis on the mirror surface 336). Between the barrel bearings 362, 364 there is a barrel bearing spacing 368, by means of which an intermediate space 462 is made available.
- one end of the output shafts (see output shafts 37 and 39 in FIG. 3) can be spaced apart from one another and thus inserted into the barrel bearings 362, 364 without rubbing against one another.
- the intermediate space 462 can also be referred to as the oiling space 462 for the barrel bearings 362, 364.
- the oiling chamber 462 as the bearing oiling chamber 450, is at the same time part of a multi-chamber system 200 'which is used to delay the return flow of transmission oil into the sump (see sump 160 in FIG. 3).
- Transmission oil located in the bearing lubrication chamber 450 flows into the barrel bearings 362, 364 and, after being circulated by the bearing circulation, returns from the barrel bearings 362, 364 back into the sump with a time delay.
- Transmission oil is made up of two Reservoir chambers 448, 448 ′ are guided into the bearing oiling chamber 450 via respectively connected nozzles with oiling openings, such as the nozzle 440 with the opening 442, which serve as delay means 440, 442.
- An oiling reservoir 446, 446 ' is formed in each of the reservoir chambers 448, 448' through constant inflow from collecting chambers 416, 416 'arranged upstream in the inflow direction.
- the two oiling reservoirs 446, 446 ' are viewed as a common reservoir, because both barrel bearings 362, 364 are continuously supplied together with transmission oil.
- Oil guides 412, 414 are provided on the bearing bracket 330.
- the oil guides 412, 414 are arranged as inclined surfaces, the lowest end of which merges into a collecting chamber 416, 416 1 .
- the oil guides 412, 414 are spatula or spatula-like. There are two sheet or blade-like structures with oil guide surfaces.
- Splash oil or oil droplets collect on the oil guides 412, 414 and are fed to the collecting chambers 416, 416 1 via a predetermined drainage path (without reference symbols).
- the oil guides 412, 414 can also be viewed as part of the collection chambers 416, 416 '.
- the spray oil was formed in particular by gears splashing in the sump or in an oiling pan (cf. gear 77 and sump 160 or gear 75 and gear oiling pan 208 in FIG. 3).
- the barrel bearings 362, 364 are constructed in the same way, i. i.e., they each point
- Barrel rolling elements such as the barrel rolling element 372, which are guided in an outer barrel bearing ring, such as the barrel bearing ring 370.
- the outer barrel bearing ring 370 is held in the bearing bracket 330 by a snap ring 366.
- the barrel bearings 362, 364 can thus be separated from the bearing bracket 330 for maintenance after long-term operation, e.g. B. when bearing wear has occurred. This makes maintenance work, such as replacing or exchanging the bearings 362, 364, easier.
- a support surface 436 of the pin receptacles such as the first pin receptacle 424 or the second pin receptacle 426.
- a contact surface more precisely the contact surface 436, can also be used for both pin receptacles 424, 426. are spoken at which the pin receptacles 424, 426 end.
- a pen holder can also be referred to as a holder for a pen.
- a pin receiving extension 438 is assigned to the support surfaces, such as the support surface 436, as a spacing.
- a pin receiving extension 438 is greater than the barrel bearing spacing 368, which is predetermined by the outer barrel bearing rings, such as by the barrel bearing ring 370.
- the pin receiving extension 438 spaced a pair of bearing surfaces and is preferably larger than the outer diameter 432.
- Pin receivers such as the pin receivers 424, 426, are suitable for receiving a pin that has a pin diameter that is only slightly smaller than is the inner diameter 434, so that the pin can be received in the opening with the inner diameter 434 with as little play as possible.
- a size of the outer diameter 432 secures the pin receptacles 424, 226 against breaking out.
- the outer diameter is preferably at least twice the inner diameter 434. All pin receptacles 424, 426 can be of the same size.
- Web such as the web 400 ', form a wedge-like connection between the bearing surfaces, such as the bearing surface 436, and the hole structure 344.
- the web 400' is tapered towards the first pin receptacle 424.
- the webs like the web 400 ', form a material and weight-efficient reinforcement of the bearing bracket 330, in particular against twisting.
- a first oil guide 412 on the first bearing frame side 332 and a first oil guide 412 is located opposite the first pin receptacle 424, if the first pin receptacle 424 is moved in a diagonal direction to an opposite side of the hole structure 344 second oil guide 414 on the second bearing bracket side 334.
- the oil guides 412, 414 are plate-like and have a greater extent to the sides 332, 334 of the bearing bracket 330 than the webs, such as. B. the web 400 '.
- the oil guides 412, 414 serve to collect oil that has been sprayed up by rotating gears.
- the oil is fed to an oiling reservoir 446, 446 'via the oil feed surfaces 412, 414, which can also be referred to as oil guides.
- the inflow is driven by gravity, provided that no other acceleration is acting.
- At least one oiling nozzle such as the oiling nozzle 440, is supplied from the oiling reservoir 446, 446 ′, through whose oiling opening 442 oil is discharged in an axial direction 444 or with a directional component along the axial direction 444.
- oil With the assistance of a nozzle angular position in relation to the axial direction 444, oil reaches both sides, i. H. transversely to the axial direction 444, to the barrel bearings 362, 364.
- Rotating surfaces e.g.
- the oiling opening 442 is selected, preferably matched to a transmission oil viscosity, so large that oiling is as reliable and uniform as possible, e.g. B. dripping or as a thin stream filament.
- FIG. 7 shows a perspective illustration of the bearing bracket 330 looking towards the first bearing bracket side 332.
- the second bearing bracket side 334 is structured in the same way as the first bearing bracket side 332.
- a look at FIG. 3 reveals particularly simply that it can also be said that the first bearing bracket side 332 can serve to support at least one component of a first partial transmission 15 and the second Bearing glasses side 334 can serve to support at least one component of a second partial transmission 17.
- first oil guide 412 which is assigned to the first bearing bracket side 332, and a second oil guide 414, which is assigned to the second bearing bracket side 334.
- the oil guides 412, 414 can also be referred to as protruding reinforcements of the web plate 352.
- the oil guides 412, 414 together with the web plate 352 form a pocket-like oil collection area 416.
- the oil guides 412, 414 extend from the vicinity of a pin receptacle, namely the third pin receptacle 428, to the respective collection chamber, such as the collection chamber 416.
- the oil guides 412, 414 and the collecting chambers 416 and the bearing lubrication chamber 450 belong to a multi-chamber system 200 ', which is advantageous for the passive oil guidance in a transmission or transmission housing (see e.g. transmission 1 or partial transmission 17 and transmission housing 31 in FIG. 3).
- the oil guides 412, 414 protruding at right angles in plate-like manner on the web plate 352 are a stability structural element of the single-hole support structure 342 and thus of the bearing bracket.
- Further elements that create stability structures are hole structure supports, such as the hole structure support 346 ', webs such as the first web 400, the second web 402, the third web 404, the fourth web 406, and a first crosspiece 408 and a second crosspiece 410
- Cross bars such as the first cross bar 408 and the second cross bar 410, are each formed from two or three intersecting bars.
- Stability structure elements serve to apply forces such as deformation forces or leverage forces that act on the hole structure 344 in an operating state of a gear to the pin receptacles, such as the first pin receptacle 424, the second pin receptacle 426, the third pin receptacle 428 or the fourth pin receptacle 430, as evenly as possible to derive spatially distributed.
- the previously mentioned forces or structural load torques that occur during operation are transferred to the housing (see sub-housing 331 in FIG. 8) via the bearing bracket 330 (and thus the load limit for plastic deformations is maintained).
- edge webs arranged on the edge region 418, such as a first edge web 420 and a second edge web 422, as well as the regions of the web plate 352 arranged between or next to the webs 402, 404, 406, 408, 410.
- FIG. 8 illustrates a possibility of how the bearing bracket 330 in a sub-housing 331 for a first individual transmission, such as. B. the single gear 15 in Ficur 3, is to be installed.
- a complete transmission 1 ′′ can thus be set up, which is suitable for a motor vehicle 500 or 500 'according to FIG. 1 or FIG. 2.
- the output shaft 39 ' is arranged towards the sub-housing 331, is held in the sub-housing 331 by a snap ring 394.
- the output shaft 39' is supported on an opposite end region of the output shaft 39 'on which the output shaft sleeve 337 is present (see also FIG the output shafts 37, 39 shown in Figure 3) via a floating bearing 380 together with an associated wheel bearing surface of the output shaft 39 'in the bearing bracket 330.
- the snap ring 366' to be installed on the bearing bracket 330 for the axial support of the barrel bearing 364 has been drawn for better clarity .
- the single-hole support structure 342 forms part of the floating bearing 380.
- the pin receptacles, such as the first pin receptacle 424, of the bearing bracket 330 form a fastening frame 340 for the floating bearing 380.
- the fastening frame 340 can be attached to the pen holders, such as the pen holder 460, a first pen holder, with the pin receptacles, such as the pin receptacle 424.
- the third pin receptacle 428 is located on the bearing bracket 330 diagonally opposite the first pin receptacle 424 and is assigned to a pen holder 460 ', which, depending on the number, can also be referred to as the third pen holder.
- the pen holders 460, 460 'each have support surfaces 458, 458'.
- the support surface 436 (see Figure 6) and the support surface 458 (see Figure 8) are assigned to one another. This defines an axial position of the bearing bracket 330 along the semi-axes 520, 522 (see FIG. 3).
- a first pin 382 can be passed through the first pin receptacle 424.
- the first pin 382 has a firm seat in the pin holder 460.
- the bearing bracket 330 is accordingly held by at least three pins 382, 384, 386. In the illustration shown in Figure 8, a second pin 384 and a third pin 386 can be seen.
- a fourth pin that is also present is covered.
- the pins 382, 384, 386 define a radial position of the bearing bracket 330 transversely to the semi-axes 520, 522, like the third position 23 (see FIG. 3). It can be said that the pins 382, 384, 386 form a mounting system or a mounting array for an outer bearing 374 of the half-axes 520, 522 (see FIG. 1 and FIG. 2), in particular created by the bearing bracket 330.
- the pins 382, 384, 386 have a greater length than the pin receiving extension 438 in FIG. 6.
- the pins 382, 384, 386 are held with their respective first pin ends in a hole of a corresponding pin holder, such as the pin holders 460, 460 ', which are part of the (partial) housing 331.
- this structural unit comprising the bearing bracket 330 and sub-housing 331 is, as it were, snapped together and can be brought into an angular position for further assembly without slipping. Assembly of the partial transmission, such as the partial transmission 15 in FIG. 3, is thus made easier.
- the four pins find additional support with their second ends on a second sub-housing (not shown), which is used to accommodate a second sub-gear, such as sub-gear 17 in FIG. 3, to build a double gear 1 ′′
- the double transmission 1 ′′ can also be referred to as a longitudinal transmission based on a vehicle longitudinal axis 524 (see FIG. 1 or FIG. 2).
- the central axis 45 shown hollow in FIG. 3, can be solid.
- the axes 33, 35, 37, 39 can also be designed to be hollow.
- the rear-axle drive variant of a motor vehicle 500 of a vehicle with front-axle drive shown by way of example in FIG. 1 or FIG. 2 can also be correspondingly converted to a front-axle drive variant.
- the drive train 3 not only does the steering movement from the steering wheel 514 reach the road wheels 510, 512 and their angular position via the steering linkage 516, but the drive train 3 also leads to the road wheels 510, 512.
- a transmission 1, e.g. B. for a dual electric machine drive train has a sump 160, into which at least one first gear 77 is immersed. Formed by a first gear 77 and a second gear 49, 50, 79 A gear stage 55 is adjacent to a multi-chamber system 200.
- the second gear 49, 50, 79 takes on the function of a centrifugal lubricant film separating gear to separate oil using a centrifugal force from the surface of the gear 49, 50, 79 and to deliver it to the multi-chamber system 200.
- the multi-chamber system 200 functions as a flow path continuously supplying a lubricant 162, through which the lubricant can pass through a delay means 180, 180, 1 , 180 "into the sump 160.
- a system can also be part of a bearing bracket.
- the second gear 49, 50, 79 sprayed lubricant 162 is received in such a multi-chamber system 200 in a chamber 202, 204 of the multi-chamber system 200, stored in a further chamber 204, 206 and only recirculated into the sump 160 via a delay means 180, 180 1 , 180 ′′.
- 3 'drive train in particular dual electric machine drive train
- Stage first, in particular gear stage with translation Stage, second, in particular gear stage with translation, 57 'tooth
- first lubricant level in particular of the sump, 166 ', 166 further lubricant level, in particular second lubricant level, third lubricant level, in particular of the sump
- Chamber system especially multi-chamber system
- Gear oiling pan in particular gear oiling chamber
- Wall support in particular bearing support
- Oil guide wall in particular in the form of an oil scraper
- first barrel bearing in particular rolling element bearing
- second barrel bearing in particular rolling element bearing
- first oil guide in particular oil feed surface
- second oil guide in particular oil feed surface
- 416 'oil collecting area in particular collecting chamber for oil droplets
- Delay means in particular oiling opening such as a
- M area in particular middle area di diameter of a gear 49, 49 'd 2 diameter of a gear 50, 50' ßi helix angle
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- Engineering & Computer Science (AREA)
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- Transportation (AREA)
- General Details Of Gearings (AREA)
Abstract
Description
Claims
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
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EP24172914.4A EP4385779A2 (de) | 2019-07-09 | 2020-07-09 | Getriebe, insbesondere twin-getriebe, und lagerbrille mit einer vorteilhaften ölschmierung durch ein mehrkammernsystem sowie geeignetes verfahren zum schmieren eines solchen getriebes |
Applications Claiming Priority (6)
Application Number | Priority Date | Filing Date | Title |
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DE202019103770.9U DE202019103770U1 (de) | 2019-07-09 | 2019-07-09 | Doppelgetriebe mit vorteilhafter Auskragung |
DE202019103778.4U DE202019103778U1 (de) | 2019-07-09 | 2019-07-09 | Getriebe, insbesondere verblocktes Einzelradgetriebe mit Entlüftung und verringerter Gefahr des Ölaustritts |
DE202019103779.2U DE202019103779U1 (de) | 2019-07-09 | 2019-07-09 | Twin-Getriebe mit einer vorteilhaften Ölschmierung durch ein Mehrkammernsystem |
DE202019103781.4U DE202019103781U1 (de) | 2019-07-09 | 2019-07-09 | Twin-Getriebe mit einer Doppel-Eingangswelle |
DE202019103771.7U DE202019103771U1 (de) | 2019-07-09 | 2019-07-09 | Doppelgetriebe, insbesondere für einen elektromotorischen Antriebsstrang, mit einer Stützstruktur sowie dazugehörige Lagerbrille |
PCT/EP2020/069463 WO2021005186A1 (de) | 2019-07-09 | 2020-07-09 | Getriebe, insbesondere twin-getriebe, und lagerbrille mit einer vorteilhaften ölschmierung durch ein mehrkammernsystem sowie geeignetes verfahren zum schmieren eines solchen getriebes |
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Application Number | Title | Priority Date | Filing Date |
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EP24172914.4A Division EP4385779A2 (de) | 2019-07-09 | 2020-07-09 | Getriebe, insbesondere twin-getriebe, und lagerbrille mit einer vorteilhaften ölschmierung durch ein mehrkammernsystem sowie geeignetes verfahren zum schmieren eines solchen getriebes |
Publications (1)
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EP3784929A1 true EP3784929A1 (de) | 2021-03-03 |
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Family Applications (2)
Application Number | Title | Priority Date | Filing Date |
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EP24172914.4A Pending EP4385779A2 (de) | 2019-07-09 | 2020-07-09 | Getriebe, insbesondere twin-getriebe, und lagerbrille mit einer vorteilhaften ölschmierung durch ein mehrkammernsystem sowie geeignetes verfahren zum schmieren eines solchen getriebes |
EP20742190.0A Pending EP3784929A1 (de) | 2019-07-09 | 2020-07-09 | Getriebe, insbesondere twin-getriebe, und lagerbrille mit einer vorteilhaften ölschmierung durch ein mehrkammernsystem sowie geeignetes verfahren zum schmieren eines solchen getriebes |
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EP24172914.4A Pending EP4385779A2 (de) | 2019-07-09 | 2020-07-09 | Getriebe, insbesondere twin-getriebe, und lagerbrille mit einer vorteilhaften ölschmierung durch ein mehrkammernsystem sowie geeignetes verfahren zum schmieren eines solchen getriebes |
Country Status (4)
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US (1) | US20220260153A1 (de) |
EP (2) | EP4385779A2 (de) |
CN (1) | CN114080520A (de) |
WO (1) | WO2021005186A1 (de) |
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DE102013018710A1 (de) * | 2013-11-08 | 2015-05-13 | Sew-Eurodrive Gmbh & Co Kg | Getriebe mit Gehäuse |
US11865908B2 (en) | 2019-07-09 | 2024-01-09 | Hofer Powertrain Innovation Gmbh | Dual transmission with triangularly arranged gear center positions |
US11618281B2 (en) * | 2020-06-15 | 2023-04-04 | Arvinmeritor Technology, Llc | Axle assembly |
US11747118B2 (en) | 2020-11-12 | 2023-09-05 | Kent State University | Weapon and tool head and method |
KR102525195B1 (ko) * | 2021-08-30 | 2023-04-25 | 주식회사 네오오토 | 스냅링 회전 방지 구조를 구비하는 변속기 |
CN114370494B (zh) * | 2022-01-17 | 2024-05-31 | 上海电气集团股份有限公司 | 汽车减速箱以及汽车 |
WO2023151752A1 (de) * | 2022-02-14 | 2023-08-17 | Schaeffler Technologies AG & Co. KG | Antriebssystem für ein kraftfahrzeug |
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2020
- 2020-07-09 EP EP24172914.4A patent/EP4385779A2/de active Pending
- 2020-07-09 CN CN202080050325.4A patent/CN114080520A/zh active Pending
- 2020-07-09 WO PCT/EP2020/069463 patent/WO2021005186A1/de unknown
- 2020-07-09 US US17/625,310 patent/US20220260153A1/en active Pending
- 2020-07-09 EP EP20742190.0A patent/EP3784929A1/de active Pending
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Publication number | Publication date |
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WO2021005186A1 (de) | 2021-01-14 |
EP4385779A2 (de) | 2024-06-19 |
US20220260153A1 (en) | 2022-08-18 |
CN114080520A (zh) | 2022-02-22 |
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