Classifications

• • 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
  • F16H1/04—Toothed gearings for conveying rotary motion without gears having orbital motion involving only two intermeshing members
  • F16H1/12—Toothed gearings for conveying rotary motion without gears having orbital motion involving only two intermeshing members with non-parallel axes
• • 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
• • 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
  • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
  • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
  • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
  • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
  • F16H37/0806—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with a plurality of driving or driven shafts
  • F16H37/0813—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with a plurality of driving or driven shafts with only one input shaft
• • 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
• • 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
• • 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
  • F16H57/038—Gearboxes for accommodating bevel gears
• • 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
• • 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
• • 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
  • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
  • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
  • F16H63/30—Constructional features of the final output mechanisms
  • F16H63/34—Locking or disabling mechanisms
  • F16H63/3416—Parking lock mechanisms or brakes in the transmission
  • F16H63/345—Parking lock mechanisms or brakes in the transmission using friction brakes, e.g. a band brakes
• • 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
  • B60K2001/001—Arrangement or mounting of electrical propulsion units one motor mounted on a propulsion axle for rotating right and left wheels of this axle
• • 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
  • F16H2057/02034—Gearboxes combined or connected with electric machines
• • 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

Definitions

• the invention relates to an axle drive for a vehicle with at least one drivable vehicle axle oriented transversely to a longitudinal direction of the vehicle.
• Such an axle drive can for example be arranged on a front or rear axle of a vehicle in order to at least partially transmit drive power received from an engine to a drivable vehicle axle and to set the vehicle in motion.
• An axle drive can have at least one shaft which transmits the received drive power to the vehicle axle, for which purpose the shaft can be coupled to the vehicle axle in a rotationally effective manner, for example via a cone gear.
• an axle drive can, for example, have several shafts that are connected to one another via at least one gear stage. This can make it possible to transmit a speed or torque generated by an engine in an adapted manner to a respective vehicle or a respective operating situation.
• an axle drive In principle, however, there is the problem with an axle drive that the installation space in the area of the vehicle axle or below the vehicle is extremely limited and a compact design of the axle drive is therefore required. Accordingly, efforts are always made both to limit the number of components of the axle drive and to achieve the most space-saving arrangements of these components.
• a brake and, in particular, a parking brake in order to provide a parking function and ensure a safe standstill of the vehicle so that undesired rolling away, for example while the vehicle is parked, is excluded as far as possible can.
• a brake may be necessary in order to be able to reliably prevent the vehicle from moving or rolling away during loading.
• Such a brake can also perform an emergency braking function in addition to the usual service brakes of the vehicle, in particular if it closes automatically when the operating pressure drops.
• an axle drive with a brake is usually associated with a corresponding increase in the installation space required by the axle drive.
• Such brakes can be designed with brake discs, which often have a relatively moderately large extent or a large diameter in order to be able to develop a sufficient braking effect to hold the vehicle, especially in heavy vehicles, for example loaded or to be loaded commercial vehicles.
• this enlargement of the final drive can, due to the limited installation space in the area of the vehicle axle, make it more difficult or impossible to install such an axle drive with a brake.
• axle drive with the features of claim 1 and in particular in that the axle drive comprises a drive shaft which extends parallel to the longitudinal direction of the vehicle and is designed to receive and to receive drive power from an electric motor at an input section to output an output section; that the final drive comprises an output shaft which extends offset to the drive shaft parallel to the longitudinal direction of the vehicle between a first end and an opposite second end and is designed to receive drive power from the output section of the drive shaft at an input section and via a bevel gear arranged at the first end to give trainees to the vehicle axle; and that the axle drive comprises a brake, in particular a parking brake, with a brake disc, which is arranged at the second end of the output shaft and, with respect to the longitudinal direction of the vehicle, is arranged between the input section of the drive shaft and the input section of the output shaft.
• the vehicle axis is transverse, in particular at least substantially perpendicular to the longitudinal direction of the vehicle.
• the extent of the axle drive can also concentrate along this longitudinal direction and thus usually the direction of the greatest extent of the vehicle.
• the expansion of the axle drive parallel to the vehicle axle can, however, be minimized so that, for example, the space between two wheels arranged at the ends of the vehicle axle can be kept as free as possible and the axle drive does not impair or limit deflection of the wheels.
• the input section of the drive shaft which is seen to receive drive power, can in particular be an end section of the drive shaft, which can be formed, for example, by a flange or connected to a flange in order to be able to connect an electric motor or its motor shaft.
• the drive shaft can be designed in one piece so that the electric motor can be connected to the drive shaft directly at the input section of the drive shaft, for example via a flange, in order to transmit drive power to the input section and the drive shaft.
• the drive shaft can comprise several partial shafts, which can be connected to one another in a rotationally fixed manner, for example via plug connections, so that a rotation can be transmitted between the partial shafts without changing the speed.
• the input section of such multi-part drive shafts is also given by the section to which the electric motor is directly connected or a significant deflection of the drive power flow from a direction parallel to the longitudinal direction of the vehicle, in particular not based on manufacturing tolerances.
• a motor shaft extending out of an electric motor which is at least substantially coaxially connected within the final drive to a further partial shaft of the drive shaft, can therefore also be seen as a partial shaft of the drive shaft and have its input section.
• the brake disk of the brake which can be connected to the output shaft in a rotationally fixed manner at the second end, is arranged between the input section of the drive shaft and the input section of the output shaft, the brake disk is highly integrated into the axle drive and the brake disk does not require any relevant enlargement of the final drive along the longitudinal direction.
• a brake disk with a radius at least approximately corresponding to this offset can also be arranged on the output shaft, with the installation space required by the axle drive in the radial direction with respect to the output shaft for attaching the brake disc additional Lich only corresponds approximately to the simple radius of the brake disc.
• the brake disc can, for example, be attached directly to the drive shaft or be effectively connected to the output shaft via a bracket and / or brake effectively.
• the design of the axle drive with two parallel offset shafts makes it possible to use the output shaft in the manner of a countershaft, so that between the output section of the drive shaft and the input section of the output shaft, in particular, a reduction stage can be provided and a rotation of the drive shaft is slowed down or slowed down. translated into slow speed can be transferred to the output shaft.
• the speed level of the brake disc can be reduced compared to the drive shaft, so that compact and fast-rotating electric motors can be used to provide the drive power without the brake disc being exposed to such fast rotations. Noise formation due to vibrations of the brake disc at high speeds and possible instabilities of the axle drive due to such vibrations can thus be avoided and the acoustic behavior of the brake disc or the axle drive can be improved.
• the brake can in particular function as a parking brake and be provided to reliably secure the vehicle against rolling away when it is stationary.
• the brake can, for example, have a brake caliper encompassing the brake disk, which can be designed to hold the brake disk when the vehicle is at a standstill in order to rotate the brake disk, the output shaft connected to it and thus also the vehicle axle coupled to the output shaft via the bevel gear To block.
• the brake caliper can act on a section of the brake disc that is radially outer with respect to the output shaft in order to apply the greatest possible braking torque or to be able to compensate for the greatest possible torque transmitted to the output shaft via the vehicle axle.
• a brake caliper can be actively disengaged from the brake disc while driving the vehicle in order to enable the brake disc to rotate together with the output shaft, while the brake caliper ben the required action or a signal required for this can automatically come into engagement with the brake disc for braking the vehicle.
• the brake caliper can for this purpose comprise a piston which can be or is acted upon with pressure during travel, wherein the brake caliper can automatically come into engagement with the brake disc if the pressure acting on the piston does not occur.
• the brake caliper automatically engages the brake disc and the vehicle brakes as a result, so that the vehicle counteracts such failures can be reliably secured and quickly brought to a standstill in emergency situations.
• a brake provided as an emergency brake can in principle be used or understood as a parking brake in that the action to release the brake caliper can also be deliberately omitted when the vehicle is at a standstill in order to secure the vehicle against rolling away in the sense of a parking brake.
• the drive shaft is designed to receive drive power from an electric motor directly at the input section, for example via a flange.
• an indirect transmission can also be provided so that the drive power output by the electric motor can be transmitted to the input section of the drive shaft, for example via gear stages or deflections.
• the output of the drive power at the output section which can in particular be an end section of the drive shaft, can also take place directly or indirectly on the input section of the drive shaft.
• one or more spur gear stages can be provided for this purpose between the drive shaft and the output shaft, by means of which, in particular, the offset between the shafts mentioned can also be achieved.
• such a spur gear stage can be designed in such a way that a rotation of the drive shaft is reduced or translated into slow speed and is transmitted to the output shaft.
• drive power received by the electric motor at the output section is only partially transmitted to the input section of the output shaft, while a further part of the drive power is transmitted otherwise and, for example, to an optionally provided second drivable vehicle axle.
• the axle drive disclosed herein is designed in such a way that at the input section of the drive shaft from one The drive power received by the electric motor is at least partially output to the drivable vehicle axle via the bevel gear arranged at the first end of the output shaft.
• the final drive may further comprise a housing in which the input shaft and the output shaft are received, the output section of the input shaft and the input section of the output shaft being arranged within the housing.
• the drive shaft and the output shaft can consequently extend partially out of the housing, but in any case the transmission of the drive power from the output section of the drive shaft to the input section of the output shaft takes place within the housing.
• the bevel gear arranged at the first end of the output shaft can in particular be arranged within the housing.
• the bevel gear can also extend at least partially out of the housing in order to transmit the drive power to the vehicle axle.
• the bevel gear can also be arranged completely outside the housing, the output shaft then extending out of the housing with its first end.
• the output shaft can extend with its second end out of the housing, so that the brake disc can be arranged outside the housing.
• the input section of the drive shaft can also be arranged outside the housing in order to enable an electric motor to be connected.
• the drive shaft can in principle extend beyond the output section in order, for example, to only partially transmit drive power received at the input section via the output section to the input section of the output shaft and to direct a further part of the drive power out of the housing.
• the housing can have an integrally formed one-piece th bearing section or be formed by an integrally one-piece formed bearing section, on which bearings for supporting the drive shaft and / or the output shaft are supported.
• all bearings for mounting the drive shaft and / or the output shaft can be supported on this integrally one-piece bearing section.
• the bearing points for mounting the The drive shaft and the output shaft are precisely aligned with one another in order to prevent any inaccuracies or imbalances, especially when using high-speed electric motors, and to be able to handle the high speeds.
• the bearings can in particular be supported directly or directly on the bearing section. However, it can also be provided that at least some of the bearings are supported on a further housing part that can be precisely aligned with the bearing section. Such bearings are also supported at least indirectly on the integrally formed one-piece bearing section, so that with precise alignment of the further housing part with the bearing section, the exact positioning of these bearings can also be ensured.
• these bearings are supported on the integrally one-piece bearing section, preferably in a radial direction with respect to the axis of rotation of the respectively supported shaft.
• the further housing part, via which the indirect support takes place, is thus arranged in the area of the axial extent of the bearing radially between the respective bearing and the integrally formed one-piece bearing section.
• a flange section for connecting an electric motor to an outer diameter is centered in an opening of the bearing section in which the drive shaft is arranged, and is precisely aligned with the bearing section by means of a suitable fit or tolerance selection.
• the bearings of the drive shaft can be at least partially supported on the bearing section via this flange section, which is exactly aligned with the bearing section, so that the bearings supported directly on the flange section and indirectly on the bearing section are still exactly in alignment with one another or with others directly on the bearing section supported bearings of the drive shaft can be arranged.
• a precise alignment of an electric motor, which can be closed on the flange portion, to the drive shaft can be achieved by a flange portion precisely matched to the bearing portion, so that even by coupling the drive shaft to an electric motor, no tension forces are transmitted to the drive shaft in the radial direction and a exact alignment of the drive shaft can be ensured parallel to the longitudinal direction of the vehicle.
• an interior of the housing defines a common oil space for the drive shaft and the output shaft.
• a common oil space makes it possible to provide the largest possible radiating surface for waste heat, which is generated within the housing by the drive shaft, in particular when connected to a rapidly rotating electric motor.
• a reduction stage in particular can be provided between the drive shaft and the drive shaft, so that the drive shaft is slowed down relative to the drive shaft and correspondingly less Heat development rotates.
• lubrication, in particular the bearings of the shafts can be achieved without a pump through such a common oil space, in that the lubrication takes place, for example, via a gear drive and a scraper in a reservoir.
• the axle drive can be designed such that the common oil space communicates with an axle space, in particular designed as the interior of an axle housing or an axle space housing section, into which the bevel wheel protrudes at least.
• the oil chamber can consequently extend beyond the axle drive in order to be able to achieve a further improved dissipation of waste heat.
• means for lubrication can be arranged on or in the axle space without taking up additional installation space within the axle drive.
• the brake disc can be arranged outside of the housing.
• the brake disc can be arranged completely outside the housing and thus also outside the named oil chamber, so that the brake can be designed to be completely dry.
• the output shaft can extend with its second end out of the housing, so that the brake disk connected to the output shaft in a rotationally fixed manner at the second end can be arranged outside the housing.
• This can, in particular, also enable the brake disk to be assembled or disassembled, for example to replace a worn brake disk, without the housing having to be opened and an interior of the housing having to be accessed.
• the design of the brake with a dry-running brake disc makes it possible to achieve the highest possible efficiency and, in particular, greater efficiency than a wet-running multi-disc brake.
• the housing extends around the brake disc in such a way that it axially surrounds a peripheral region of the brake disc on both sides.
• the housing can have a flange section for connecting an electric motor, which axially covers the named circumferential area of the brake disc at least on one side, while the circumferential area on the axially opposite side can be covered, for example, by the named bearing section.
• a flange section which is required anyway for connecting an electric motor, can be attached only slightly axially offset in order to create a circumferential section of a flat formed brake disc in the resulting free space in the axial direction with respect to the output shaft and to be able to optimally utilize the space between the drive shaft and the output shaft in the radial direction.
• a receiving recess for the brake disk can be formed on the housing, which has two side sections which point radially outward with respect to the drive shaft and are axially connected to one another radially inward, the named circumferential area of the brake disk being arranged between the side sections.
• the receiving recess can in particular be formed by respective outer sides or outer surfaces of the housing, so that the receiving recess does not extend into an interior of the housing and thus the brake disc does not extend into such an interior, but despite the arrangement between the side portions of the receiving recess is arranged completely outside of the housing.
• the side sections formed by the housing can furthermore be designed in a straight line, while it is also possible for at least one of the side sections to have a non-straight line and, for example, a stepped structure.
• the distance between the side section and the brake disc in the axial direction with respect to the output shaft can consequently change along a radial direction with respect to the output shaft le.
• the receiving recess can thus be formed approximately U-shaped, wherein the radially outwardly extending side sections do not necessarily form straight legs of such an approximately U-shaped receiving recess. While the receiving recess can be opened radially on the outside, for example to enable the brake disc to be inserted into the receiving recess, the receiving recess is closed radially on the inside by the axial connection of the side sections to one another.
• the receiving recess can be formed at least partially by a flange portion of the housing provided for fastening the electromotor to the housing.
• a flange section can form one of the named side sections and can be separately or separately from the named integrally formed one-piece bearing section.
• the side section not formed by the flange section can for example be formed by the bearing section.
• the brake can comprise a brake caliper, which can be fastened, in particular in a floating manner, to an outside of the housing.
• the attachment to an outside of the housing can in particular enable a simple and quick installation of the brake on the axle drive, which then, for example, can be connected or built into an axle housing as a complete unit for transmitting drive power to the vehicle axle.
• the brake caliper of the brake and the receiving recess of the housing can be arranged diametrically opposite one another with respect to the output shaft.
• the axle drive can be designed to be mounted in the vehicle in such a way that the brake caliper is arranged below the output shaft and the receiving section is above the output shaft.
• the brake caliper in the assembled state of the axle drive, can be arranged in a substantially straight line vertically below the receiving section.
• the brake caliper or the brake can be easily accessible from below even when the axle drive is in the assembled state, for example in order to service the brake or to replace components, in particular the brake disc, if necessary.
• the axle drive can be designed so that the brake disc can be removed without dismantling or opening the housing by first detaching the brake caliper from the housing and then removing it radially with respect to the output shaft from the housing and the brake disc from the second end the output shaft is released and then removed radially with respect to the output shaft from the receiving recess.
• the brake disc can be removed, for example, to replace a worn brake disc without loosening fasteners or flange sections of the housing or removing the housing from an axle housing to which the axle drive can be connected in the assembled state.
• the brake caliper can be attached to an outside of the housing.
• the brake caliper in the assembled state of the axle drive, can be arranged vertically below, so that the brake caliper can be easily accessed and removed radially from the housing with respect to the output shaft.
• the brake caliper can be arranged perpendicularly below the output shaft.
• the brake caliper can also be attached laterally and rotated by up to 90 °, preferably by up to 45 °, in comparison to an arrangement that is perpendicular with respect to the output shaft.
• the brake caliper can encompass a radially outer section of the brake disc and multiple ways to be accessible from the outside in order to be removed in the radial direction with respect to the output shaft can. While the brake caliper in the assembled state can block the recess radially outward with respect to the drive shaft or with respect to the output shaft, the brake disc can be accessible after such a simple removal of the brake caliper and, if necessary after a slight axial Ver set within the recess, radially with respect the drive shaft or vertically downwards from the receiving recess. In the same way, a brake disc that has been exchanged, for example, can then first be connected again to the drive shaft, whereupon the brake caliper can be fastened again to the housing.
• the distance between the side sections of the receiving recess is dimensioned such that the brake disc is completely removable from the drive shaft or a holder of the output shaft in the axial direction with respect to the drive shaft.
• Such a distance between the side sections can consequently make it possible, for example, to remove fastening means with which the brake disk is fastened to a holder of the output shaft or the output shaft itself for rotationally fixed connection to the output shaft, in order to drive the brake disk in the axial direction from the output shaft or its holder solve and then be able to remove freely in the radial direction from the Aufnah meverianaung.
• This can in particular allow a simple and quick assembly and disassembly of the brake disc in the case of a completely built-in axle drive connected, for example, to an axle housing of a vehicle.
• the output section of the drive shaft and the input section of the output shaft can be coupled in terms of drive to one another via at least one spur gear stage.
• the spur gear stage can be arranged within a housing of the axle drive.
• Such a spur gear stage can enable the most compact and direct transmission of drive power from the drive shaft to the output shaft possible, with a suitable choice of the gears of the spur gear stage in particular a reduction or translation into the slow speed of the drive shaft to the output shaft.
• the drive shaft and the output shaft are non-rotatably connected to a respective gear wheel of the spur gear stage, wherein the housing can have a mounting opening through which the output shaft can be guided in the axial direction into the housing, and the housing has an insert opening may have, through which the gear wheel of the output shaft from the radial direction with respect to the output shaft into the housing can be used.
• the gears can be designed as separate components. In principle, however, at least one of the gears, in particular the gear connected to the drive shaft, can also be formed integrally on the drive shaft or the output shaft.
• the assembly opening for the axial insertion of the output shaft can be designed with the smallest possible and possibly slightly larger diameter than the diameter of the output shaft in order to position the output shaft as precisely as possible in the To be able to arrange and store the interior of the housing and in particular an integrally one-piece bearing section.
• the gearwheel of the output shaft with a relatively larger radial extent can, however, be inserted from the radial direction, in particular before the insertion of the output shaft, through the insert opening into an interior of the housing.
• the output shaft can then, for example, from the axial direction through an opening in a central portion of the gear and rotatably connected to the gear within the housing, for example by shrinking or cold or stretching. Provision can also be made to couple the gearwheel to the output shaft in a rotationally fixed manner by means of a form fit and / or friction fit, for which purpose the gearwheel can be connected to the output shaft in particular via a toothed shaft connection.
• the insertion opening can be arranged vertically at the bottom in a fully assembled state of the axle drive.
• the introduction of the gear from the radial direction through the insert opening makes it possible in particular to introduce a gear with a relatively large diameter into the interior of the housing without an opening with a similarly large radial expansion having to be formed in order to insert the gear from the axial direction to be able to.
• the insert opening can be designed, for example, as a flat slot and the assembly opening with a small diameter, so that simple assembly can be achieved through these openings without weakening the housing in a relevant manner.
• gears with a relatively large diameter can also be introduced through such an insert opening in order to be able to form the spur gear stage as a reduction stage and to enable a reduction or translation of the speed from the drive shaft to the output shaft.
• the housing can furthermore have a fastening recess, the insert opening being formed in a bottom of the fastening recess which is offset radially inward relative to an outer edge of the fastening recess with respect to the output shaft is.
• a cover can also be provided which can be attached to the insert opening and consequently to the bottom of the fastening recess.
• the cover can in particular be designed in such a way that, when it closes the insert opening, it is arranged offset radially inward relative to the edge of the insert opening.
• the cover preferably does not extend radially outward beyond the border of the fastening recess.
• the cover can thus be protected radially on the inside by the other parts of the housing, in particular a bearing section, and accordingly not exposed, so that the cover can be protected from external influences and possible damage while driving, which is particularly the case with an underneath in the assembled state Orientation of the insert opening is important.
• Such a radially inwardly offset cover consequently enables an extremely compact design and simple assembly of an axle drive with two parallel aligned shafts that are connected to one another via a spur gear stage without the openings required for Monta resulting in a weakening of the housing.
• the invention also relates, independently of an axle drive with a brake, in particular with a parking brake, to an axle drive for a vehicle with at least one drivable vehicle axis oriented transversely to a longitudinal direction of the vehicle, including a drive shaft that extends parallel to the longitudinal direction and is designed to receive drive power from a motor, in particular an electric motor, at an input section and output it at an output section, and an output shaft that is offset to the drive shaft parallel to the longitudinal direction between a first end and an opposite second end and is designed to receive drive power from the output section of the drive shaft at an input section and to output it to the vehicle axle at a bevel gear arranged at the first end, the drive shaft and the output shaft drivingly with one another via a spur gear stage
• the axle drive has a housing with a mounting opening through which the output shaft can be axially inserted into an interior of the housing, and the housing has an insertion opening through which a gearwheel of the spur gear stage can be connected in a rotationally fixed manner to the output shaft the output shaft
• the output section of the drive shaft and the input section of the output shaft can be drive-coupled to one another in such a way that a reduction occurs when the drive power is transmitted from the drive shaft to the output shaft.
• a rotation of the drive shaft can consequently be translated into slow speed on the output shaft in order to be able to use high-speed electric motors in particular.
• the axle drive can be designed to be mounted in the vehicle in such a way that the drive shaft is arranged vertically offset to the output shaft.
• the axle drive can first be completely preassembled or assembled and then installed as a unit in an axle housing or attached to an axle housing.
• the drive shaft can in particular run vertically above the output shaft in order to allow access to the brake disk arranged on the output shaft from below.
• the final drive may further include a ring gear that meshes with the bevel gear.
• a ring gear can in particular deflect the rotation of the bevel gear around the output shaft aligned parallel to the longitudinal direction of the vehicle to a rotation around the vehicle axis aligned transversely to this longitudinal direction in order to be able to drive the vehicle axle.
• the axle drive can further comprise at least one half-shaft of the vehicle axle, wherein the ring gear can be coupled to the half-shaft in a rotationally fixed manner. With such a coupling, the rotation transmitted from the bevel gear to the ring gear can thus be directed directly to the vehicle axle. It can basically be provided that two half-shafts of the vehicle axle are non-rotatably connected to the ring gear, so that wheels arranged at the respective ends of the half-shafts can be driven evenly by means of the axle drive.
• the axle drive only drives one of the half-shafts and a further axle drive with a further electric motor is provided for driving the other half-wave, so that by suitable control of the electric motors, different speeds can be generated by wheels arranged at the ends of the half-waves, for example to facilitate driving through a curve.
• the half-shafts mentioned can be designed in several parts or at least two-part, with a first part being directly connected to the ring gear, while a second part of the half-shaft can be connected to the first part in a rotating test, for example via a flange.
• the first part can also extend within a housing section of a housing of the axle drive.
• the axle drive can furthermore comprise a differential for distributing at least a respective part of the drive power to two half-shafts of the vehicle axle, wherein the ring gear can be coupled to the differential in a rotationally test manner.
• Output shafts of the differential can be connected to a respective half-shaft of the vehicle axle, for example via a flange, or correspond to the half-shafts.
• the differential can be arranged in a housing section which is comprised of a housing of the axle drive or can be connected to such a housing.
• Such a differential can also be used to distribute the drive power proportionally to the half-waves and related wheels, for example to enable faster turning of an outside wheel while driving through a curve.
• FIG. 2A and 2B a schematic illustration of an embodiment of the axle drive and a schematic illustration of such an axle drive in connection with a vehicle axle driven by the axle drive
• FIGS. 2A and 3B a schematic illustration of a further embodiment of the axle drive and a schematic illustration of two such axle drives, each in connection with a respective half-shaft of a vehicle axle that is individually driven by the respective axle drive.
• the figures each show an axle drive 11 for driving a vehicle axle 13 aligned transversely to a longitudinal direction L of a vehicle, not shown is coupled to the longitudinal direction L and offset to the drive shaft 19 extending output shaft 27 (see. Fig. 1 and the schematic representations in particular of FIGS. 2A and 3A).
• the drive shaft 19 comprises an input section 21 which forms an end section of the drive shaft 19 and is designed to receive drive power from an electric motor 23 (cf. in particular FIGS. 2A and 3A).
• the electric motor 23 (with stator and rotor) is aligned coaxially with the drive shaft 19.
• the drive shaft 19 has an output section 25 on which a non-rotatably connected to the drive shaft 19 gear 71 is arranged, which meshes with a gear 73 arranged on an input section 33 of the output shaft 27 and together with this said spur gear stage 69 for transmission of drive power from the drive shaft 19 to the output shaft 27.
• a bevel gear 35 is also arranged, which meshes with a ring gear 87 in order to transmit drive power to the vehicle axle 13 and thereby deflect it.
• the ring gear 87 can be non-rotatably connected to a half shaft 15 or 17 of the vehicle axle 13 in order to transfer the drive power directly to the respective half shaft 15 or 17, or the ring gear 87 can be rotatably coupled to a differential cage 91 of a differential 89, by means of which the drive power transmitted to the ring gear 87 can be distributed proportionally to the two half-shafts 15 and 17.
• the drive shaft 19 and the output shaft 27 are, at least partially, arranged within a Ge housing 41, in particular the output section 25 of the drive shaft 19 and the input section 33 of the output shaft 27 and, accordingly, the spur gear stage 69 are arranged in an interior 49 of the housing 41 (see Fig. 1).
• the housing 41 has an integrally one-piece bearing section 43 which is manufactured as a single cohesive component and on which bearings 45, 46 and 47 for the drive shaft 19 and the output shaft 27 are supported.
• the respective bearings 45 and 46 of the drive shaft 19 or the bearings 47 of the output shaft 27 can be precisely aligned with one another in order to avoid the high caused by a high-speed electric motor 23 to handle generated speeds in particular of the drive shaft 19 and to be able to use such compact electric motors 23.
• the bearing 45 of the drive shaft 19 in the area of the input section 21 is directly on a flange section 63 and indirectly on the flange section 63 Bearing section 43 supported.
• This flange section 63 is used in particular to connect an electric motor 23 (cf. FIGS. 2A to 3B) and can be centered on an outer diameter in the bearing section 43.
• the flange section 63 is inserted into an opening of the bearing section 43 so that it is arranged radially between the bearing 45 and the bearing section 43 with respect to the drive shaft 27 and directly radially on the one hand to the bearing 45 and on the other hand to the bearing section 43 adjoins.
• the flange section 63 and the bearing section 43 can furthermore be precisely aligned with one another by selecting suitable fits or tolerances, the flange section 63 being able to be fastened to the bearing section 43 by means of a plurality of fastening means 113, in particular screws.
• the bearings 45 and 46 can be positioned exactly in alignment with one another in order to ensure a precise alignment of the drive shaft 19 parallel to the longitudinal direction L of the vehicle.
• an exact alignment of the electric motor 23 via the flange section 63 for connection to the input section 21 of the drive shaft 19 can be ensured.
• the gears 71 and 73 of the drive shaft 19 and the output shaft 27 are formed here in such a way that the speed of the drive shaft 19 is reduced at the spur gear stage 29 and the output shaft 27 rotates more slowly than the drive shaft 19.
• the necessary torques for driving the vehicle axle 13 can be achieved by such a reduction stage.
• the interior 49 of the housing 41 forms a common oil chamber 51, so that the bearings 45, 46 and 47 can be lubricated without a pump on the one hand and on the other hand a larger area for dissipating waste heat generated by the rapidly rotating drive shaft 19 is available can. Waste heat generated by the drive shaft 19 can thus also be dissipated in a region of the output shaft 27 which, due to its slowed rotation, generates a smaller amount of waste heat.
• this common oil chamber 51 can communicate with an axle chamber 117 via the first end 29 of the output shaft 27, on which the bevel gear 35 is arranged, into which the bevel gear 35 protrudes.
• the axle space 117 can in particular be surrounded by an axle space housing section 115 which is connected to the bearing section 43 by means of respective fastening means 113.
• This axle space housing section 115 can thus be part of the housing 41 of the axle drive 11, so that the entire axle drive 11 or its housing 41 can be pre-installed and connected as a complete unit to an axle housing 53 of the vehicle axle 13 (see also FIGS. 2B and 3B ).
• the housing 41 has a mounting opening 75 formed on the bearing section 43, through which the output shaft 27 can be replaced from the axial direction into the interior of the housing 41.
• the housing 41 has an insert opening 77 on a lower side in the assembled state of the axle drive 11 through which the gear 73 can be inserted radially with respect to the output shaft 27 into the interior 49 of the housing 41.
• the housing 41 has a cover 79 which is fastened to a bottom 85 of a fastening recess 81 by means of a plurality of fastening means 113.
• the cover 79 is offset from an outer border 83 of the fastening recess 81 radially inward with respect to the output shaft 27 and does not protrude radially outward beyond the border 83. In this way, the cover 79, in particular when driving the vehicle, is in front of external Protected against influences and damage.
• the assembly opening 75 and the insert opening 77 which can be closed by the cover 79, thus enable simple and convenient assembly of the axle drive 11, whereby an extremely compact design of the axle drive 11 can be achieved by inserting the output shaft 27 and the gear 73 on both sides.
• By displacing the cover 79 radially inward, a possible weakening of the housing 41 through the insert opening 77 arranged on its underside or a cover 79 positioned otherwise and exposed can be reliably prevented.
• a brake disk 39 of a brake 37 is non-rotatably connected to the output shaft 27 via a holder 67. Due to the seal 111, the brake disk 39 runs completely dry, so that the brake 37 is designed as a dry brake.
• the brake disk 39 is also arranged with respect to the longitudinal direction L between the input section 21 of the drive shaft 19 and the input section 33 of the output shaft 27 (and thus axially between the electric motor 23 and the spur gear 69), so that the axle drive 11 does not have any relevant elongation along the longitudinal direction L experiences.
• a section of the drive shaft 19 extends ra dial offset to the brake disk 69.
• the brake 37 also has a brake caliper 65, which is mounted in a floating manner on an outer side of the housing 41 by being screwed to the housing 41 parallel to the longitudinal direction L.
• the brake caliper 65 is arranged on a lower side of the housing 41 in a mounted state of the axle drive 11 so that the brake caliper 65 can be easily removed in the radial direction with respect to the output shaft 27 after loosening the screw connection in order to gain access to enable the brake disc 39.
• the brake 37 functions as a parking brake and is provided to reliably secure the vehicle from rolling away when the brake caliper 65 engages the brake disc 39 when the vehicle is at a standstill.
• the brake 37 also serves to provide an emergency braking function.
• the brake caliper 65 can be actively disengaged from the brake disk 39 while driving, whereby it is designed to automatically come into engagement with the brake disk 39 and brake the vehicle in the event of failure or a disturbance of the pressure required for this.
• the housing 41 forms a receiving recess 57 which is limited in the axial direction by two side sections 59 and 61 and one of the respective rotational position of the brake disc 39 is dependent Circumferential area 55 of the brake disk 39 surrounds.
• These side sections 59 and 61 extend radially outward with respect to the drive shaft 19 and are axially connected to one another radially on the inside.
• the Be ten section 59 is gebil det by the flange section 63 connected to the bearing section 43, whereas the side section 61 is formed by the bearing section 43 itself.
• the side section 59 extends essentially in a straight line in the radial direction outward with respect to the drive shaft 19, while the side section 61 has a structure and the distance in the axial direction between the side section 61 and the brake disk 39 changes in the radial direction. Accordingly, the receiving recess 57 is essentially U-shaped, the side sections 59 and 61 not necessarily forming straight legs of this U-shaped receiving recess 57.
• a high degree of integration of the brake 37 or of its brake disk 39 in the axle drive can be achieved through the receiving recess 57.
• the nested design of the Ge housing 41 makes it possible to arrange the circumferential area 55 of the brake disc 39 in a section of the axle drive 11, which is anyway due to the spur gear stage 69 and the flange section 63 a certain expansion of the axle drive 11 in the radial direction with respect to the drive shaft 19 or the output shaft 27 requires.
• the formation of the axle drive 11 with the brake 37 or the brake disc 39 only requires a minimum additional le Expansion of the axle drive 11 from at most about a radius of the brake disk 39 in the radial direction.
• this radial installation space is already taken up by the gear 73 of the output shaft 27, so that the design of the axle drive 11 with the brake disc 39 essentially does not result in any additional expansion of the axle drive 11 in the radial direction.
• the axle drive 11 can be equipped with a parking brake function and / or emergency braking function in an extremely space-saving manner.
• the distance between the side sections 59 and 61 in the axial direction can be dimensioned such that the brake disk 39 can be completely detached from the holder 67 in the axial direction.
• the brake caliper 65 can consequently first be released from the housing 41 and removed in the radial direction.
• the fastening means 113 with which the brake disk 39 is fastened to the holder 76 can then also be loosened and removed, whereupon the brake disk 39 is removed in the axial direction from the holder 76 or the output shaft 27 and removed in the radial direction from the receiving recess 57 can be.
• the axle drive 11 is consequently designed in such a way that the brake disc 39 can be removed without dismantling or opening the housing 41 or without removing individual housing parts.
• the brake disk 39 also rotates due to the reduction of the speed from the drive shaft 19 to the output shaft 27 taking place at the spur gear stage 69 while the vehicle is traveling at a speed that is lower than that of the drive element 19.
• This reduced speed can in particular prevent strong vibrations of the brake disc 39 from forming, so that noise or possible instabilities of the axle drive 11 when using fast-rotating electric motors 23 to drive the drive shaft 19 can be avoided.
• FIGS. 2A and 2B show schematically an embodiment of the axle drive 11 and its connection to an axle housing 53.
• An electric motor 23 is connected to the flange section 63, which outputs drive power to the input section 21 of the drive shaft 19, which outputs the drive power to the output section 25 transmits to the input section 33 of the output shaft 27.
• the drive shaft 19 and the drive shaft 27 are connected to one another via the spur gear stage 69, with the gear wheels 71 and 73 reducing the speed of the drive shaft 19 to the drive shaft 27 from.
• the outside of the Ge housing 41 of the final drive 11 is arranged in the receiving recess 57 formed by the housing 41, which is part of the brake 37.
• the cone wheel 35 is arranged, which meshes with the ring gear 87.
• the ring gear 87 is non-rotatably connected to a differential cage 91 of a differential 89, the output shafts of which are non-rotatably connected to a respective half-shaft 15 or 17 of a vehicle axle 13.
• the differential gears 93 of the differential 89 enable the drive power received via the bevel gear 35 and the ring gear 87 to be transmitted proportionally to the half-shafts 15 and 17.
• the housing 41 of the axle drive 11 is connectable to the axle housing 53, the axle drive 11 in particular being preassembled and then being used as a complete unit in the axle housing 53.
• the vehicle axle 13 is designed as an outer planetary axle 107 and has respective planetary gears 97 at the ends of the half-shafts 15 and 17, by means of which the speed of the half-shafts 15 and 17 is reduced or transmitted to a respective wheel hub 95 for driving a wheel will.
• the reduction takes place in that the half-shafts 15 and 17 are non-rotatably connected to a respective sun gear 101, which is surrounded by several planet gears 103.
• a ring gear 99 which is arranged concentrically to the sun gear 101 and surrounds it is held in a rotationally fixed manner, while the planet gears 103 rotate about axes which are mounted on a web 105 rotating around the sun gear 101.
• the web 105 is non-rotatably connected to the wheel hub 95 so that it rotates at the speed of the web 105, which is reduced in comparison to the sun gear 101 or a respective one of the half-shafts 13 and 15.
• Such outer planetary axles 107 can also be provided, in particular when using rapidly rotating electric motors 23, for further reducing the speed and increasing the torque.
• a ring gear 87 is provided, which meshes with a bevel gear 35 arranged at a second end of an output shaft 27 and is non-rotatably connected to at least one half-shaft 15 or 17.
• the ring gear 87 can be connected non-rotatably to both half-shafts 15 and 17 in order to drive the entire vehicle axle 13 directly.
• a separate axle drive 11 with a separate electric motor 23 for driving the half-shafts 15 and 17 for each half-shaft 15, 17.
• Each of the half-shafts 15 and 17 is non-rotatably connected to a ring gear 87, so that the electric motors 23 can drive the half-shafts 15 and 17 individually or independently of one another.
• a drive power can be proportionally transferred to the two half-waves 15 and 17, depending on the situation, For example, to enable faster turning of an outside wheel when driving through a curve.
• the vehicle axle 13 is provided as an outer planetary axle 107 with respective planetary gears 97 acting as reduction gears for transmitting the rotation to the wheels.
• the axle drive 11 disclosed herein can be provided for driving vehicle axles 13 of any kind.
• the axle drive 11 disclosed here consequently enables an extremely compact design with a high level of integration of a brake 37, in particular a parking brake, and its brake disk 39 in the axle drive 11. Furthermore, it enables the speed of the drive shaft 19 to be slowed down to the output shaft 27 and thus non-rotatably connected brake disc 39 the use of fast-rotating and compact electric motors 23 without the rapid rotations leading to strong vibrations of the brake disc 39, which may damage the axle drive 11 and can result in strong noise.
• the design of the axle drive 11 with a housing 41, which has an integrally formed one-piece bearing section 43, can also enable an exact alignment of the bearings 45, 46 and 47 of the drive shaft 19 and the output shaft 27 to handle the high speeds of a fast rotating Electric motor 23 to be able to handle.

Landscapes

• Engineering & Computer Science (AREA)
• General Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Transportation (AREA)
• Gear Transmission (AREA)
• Arrangement Of Transmissions (AREA)

Applications Claiming Priority (2)

Publications (1)

Family

ID=75396696

Family Applications (1)

Country Status (4)

Families Citing this family (3)

Family Cites Families (13)

• 2020
  • 2020-04-01 DE DE102020109116.8A patent/DE102020109116B3/de active Active
• 2021
  • 2021-03-24 CN CN202180025695.7A patent/CN115397684A/zh active Pending
  • 2021-03-24 WO PCT/EP2021/057622 patent/WO2021197973A1/de unknown
  • 2021-03-24 EP EP21716611.5A patent/EP4103419A1/de active Pending

Also Published As

Similar Documents

Legal Events