FI123549B - Electromechanical transmission device for providing traction power to a machine or vehicle - Google Patents

Description

Electromechanical transmission device for providing traction power to a machine or vehicle

The present invention relates to a transmission. In particular, the invention relates to the provision of electromechanical-power transmission to vehicles and machinery, and the like. More particularly, the invention relates to an electromechanical transmission device according to the preamble of claim 1.

In addition to passenger vehicles, hybrid drives are also becoming more common in heavier vehicles and work vehicles. Heavy-duty hybrid powertrain solutions are particularly well-known for buses, delivery vehicles, ocean-going vessels and tanks. On the light side 10, especially in the passenger car market, the popularity of hybrids has been steadily increasing. Hybrid transmission is therefore an inexpensive way to take advantage of the torque and maintenance freedom of electric motors as well as the infrastructure developed for internal combustion engines, especially the refueling network.

Hybrid drives can be divided into two basic structures: serial and parallel. 15 The solution which combines both structures is usually referred to in English as the power split structure.

Generally, a hybrid hybrid structure comprises an internal combustion engine, an electric energy storage, and two electric motors, one acting as a generator and the other as a traction motor. The internal combustion engine does not have a mechanical connection to the drive shaft, but uses a generator which directly generates electrical energy for the traction motor and other electrical actuators or charges the electrical energy storage. The most significant advantage of the serial hybrid structure is that it has an internal combustion engine

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5 can be dimensioned so that it operates at near-optimum operating range for fuel consumption and emissions. In addition, the mechanical connection does not restrict the placement of the combustion engine / generator combination in the vehicle. Typically, in a saddle hybrid,

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The x 25 engine is sized to meet the maximum power requirement of the transmission.

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2 Instead, a structure in which both an internal combustion engine and an electric ?ί? the worm motor can both provide mechanical traction on the drive shaft. The electric motor acts as a generator to charge the electric energy storage, or a traction motor, as the case may be. If necessary, a mechanical coupling can be used between the combustion engine and the drive shaft and the electric motor and the drive shaft, whereby the drive shaft can be operated completely electrically without the internal combustion engine or alternatively the electric motor can act as a generator without affecting the drive shaft. In a parallel hybrid, using an electric motor alongside an internal combustion engine allows for a compact design. In a parallel hybrid 5, the internal combustion engine is dimensioned to meet the most common operating range of the system and the best performance is achieved with the assistance of an electric motor.

The power split structure usually includes an internal combustion engine, two electric motors and a combination gearbox such as a planetary gear, and an electric energy storage. The Power split structure combines adjacent and parallel hybrid structures so that part of the power of the internal combustion engine can be mechanically transmitted directly to the drive shaft, while part of the power is controlled by a generator to the electrical energy storage and electric actuators. Both the internal combustion engine and the electric motor can drive the drive shaft at the same time. Alternatively, the drive shaft can be driven completely electrically. The advantage of the Power split design is that both the internal combustion engine and the electric motor can be used simultaneously to optimize fuel consumption according to prevailing operating conditions. In addition, the interaction of the gearbox and generator enables a stepless transmission, allowing the internal combustion engine to operate within the fuel economy range without the need for a multi-stage gearbox.

One hybrid transmission solution is described in Electric & Hybrid Vehicle Tech-20 nology (January 2010, pages 75-76), which discloses a Giant Lion PPSE hybrid transmission solution. In the PPSE transmission design, an electric generator is fixedly connected to the flywheel of the internal combustion engine. On the output side of the generator, co g is coaxially driven by an electric traction motor via a plate switch. The traction motor, in turn, is coupled to the drive shaft of the driving shaft, whereby the driving wheels are driven electrically q 25. The generator and the traction motor are controlled by an electronic circuit which supplies the operating voltage-

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x Tea from a 24 volt battery. In the solution, the internal combustion engine is driven in urban

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at the outputs, a generator, which is powered by a traction motor and $ £ thus still drives the drive gear. With sufficient battery power, the vehicle can be driven completely electric without the use of an internal combustion engine. At high speeds, the switch between the generator and the νέο 00 30 engine is closed, whereby the shaft power of the internal combustion engine is directly transmitted to the drive gear, whereupon the vehicle is driven by the internal combustion engine.

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However, there are significant drawbacks to known hybrid power transmission solutions. The efficiency of a serial hybrid can be poor due to a number of energy mode changes and maximum power dimensioning. A typical parallel hybrid requires a gearbox that increases costs. The power split design allows the various 5 structures to be combined and a stepless gearbox, but the system is complicated to control. In many vehicles, especially mobile work machines, the load cycle varies according to the application. With a variety of load cycles and load situations, the most advantageous hybrid solution can be achieved either by serial or parallel hybrid or by mechanical transmission. In addition, it may be necessary to operate the system with the combustion engine stopped, in order to minimize exhaust emissions. None of the described structures allows direct combination of serial and parallel hybrid, fully electric and fully internal combustion engine in the same vehicle.

It is therefore an object of the present invention to provide a simple powertrain which enables a series and parallel hybrid structure.

It is a particular object of the invention to provide a modular transmission device in which the same system solution enables both serial and parallel hybrid drive and fully mechanical or electrical transmission and is applicable to a variety of applications.

The object of the invention is achieved by a new type of electromechanical transmission means 20 for providing a traction machine or vehicle. The transmission device according to the invention comprises a first electric motor, the rotor of which is provided with a first ro power output. The transmission device also comprises a second electric motor arranged substantially coaxially with the first electric motor and opposite

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9 * to the side as the first power take-off and the rotor of the second electric motor is ...

25 matched turret vortex output to opposite side of other electric motor than en-

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£ electric motor. The transmission device further comprises a coupling member g disposed between the first and second electric motors such that it is engageable to transmit power between the first and second rotors. The transmission device further comprises at least one form-locking disconnecting member disposed between the rotor and the output of the at least one electric motor so that said rotor and the output are interlocked and disconnected from each other by each of the electric motors being disengaged to actuate.

More particularly, the electromechanical transmission device according to the invention is characterized by what is stated in the characterizing part of claim 1.

The invention provides significant advantages. The transmission device according to the invention can provide a modular transmission unit which is adaptable to a wide range of applications from vehicles to work machines. The powertrain design allows for use in both hybrid and parallel hybrid architectures. When used purely for traction, the benefits of electric motors are emphasized. For example, starting with electric motors provides instant high torque. In addition, the reverse gear is not needed as the reverse can be done by an electric motor. In addition, the solution is cost-effective because it can be used virtually without any fitting work in a wide variety of applications, and the most expensive components of the design, such as electric motor, gear, shift shifter and position sensors, can be tracked as standard components.

Since the drive unit uses two interconnected electric motors, both motors do not need to be dimensioned for maximum power, but the motors can be dimensioned, for example, according to average power. In this case, the transmission can be carried out with relatively small electric motors.

In normal situations, power is transmitted from both motors separately, but in special situations where the other drive end requires more power than a single motor can, the power of both motors is provided at one end. With engines

Normally, lo is driven separately without mechanical connection, and fuel economy i o can be optimized, since the axial forces do not counteract each other x 25 High speed engines provide a compact design relative to power.

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The coupling member connecting the motors is located on the motors side between them, so that the torque transmitted by the lock is small. Hereby, the coupling member itself can be made small to accommodate a more compact structure.

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According to one embodiment, the disengaging member of the transmission device is a gear, such as a planetary gear, by means of which the assembly becomes compact in relation to the gear ratio achievable. Thanks to the transmission ratio, the electric motor does not have to generate high torque by itself. Engine power and torque can be increased by increasing the length of the engine-5, keeping other parts the same. If the gears have several steps, several different gear ratios are obtained. For example, if the transmission has a two-speed transmission with a gear ratio of 3 and 6, the overall output of the transmission is provided with options 1/18, 1/6, 1/3 and 1, which allows the machine to deliver high torque at slow speeds and high travel speeds.

The electromechanical transmission according to the invention further enables parallel and cross-hybrid transmission with the same solution.

The numerous other detailed advantages provided by the various embodiments of the invention are described in more detail below.

Embodiments of the invention will now be described in more detail with reference to the accompanying drawings, in which Figure 1 is an isometric view of a modular transmission device, Figure 2 is a cross-sectional view of an electromechanical transmission device according to one embodiment, Figure 3 is an exploded view;

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Fig. 4 is an exploded view of a coupling member according to one embodiment of the invention, cp ° Fig. 5 is a cross-sectional view of the coupling member of Fig. 4;

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Figures 6a-6d show a schematic view of the transmission device of Fig. 2 in different operating positions, m ° 25 Fig. 7 is a diagrammatic view of two electromechanical transmission devices according to the invention fitted to a four-wheeled machine, 6 Figures 8a ... 8e application applications and Fig. 9 is a detailed view of the planetary gear of Fig. 2 and associated power take-off and gearshift.

According to a preferred embodiment, the electromechanical transmission device 1 according to the invention is a transmission module which can be mounted on a work machine or a vehicle for stiffening the traction force. In this context, the term "vehicle" means self-propelled equipment such as passenger cars, buses and lorries, watercraft such as catamarans and other vessels. A machine tool, in turn, refers to 10 devices that independently convert energy into propulsion, such as hydraulic pressure or shaft power. However, a typical application of the invention is a vehicle equipped with an internal combustion engine or a machine whose axles and power take-offs (PTO) are driven by electric motors. Traction refers to the arrangement of propulsion, such as the rotation of the power take-off. However, the invention will first be described in more detail with reference to the transmission device 1, after which some preferred embodiments of the invention will be described.

As can be seen from Figures 2 and 3, the transmission device 1 according to the invention is preferably implemented as a module which can be fitted as such or after minimal fitting work to the application. In general, the device 1 has a structure 20 such that the functional components fitted within its body 2 are substantially in line with a symmetrical axis, allowing the module to be mounted directly on, for example, a drive shaft line. Briefly, device 1 has, in the center of body 2, two electric motors 10, 20 and at the ends of the module, which are separate

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o are disconnecting means 12, 22 from which power is transmitted to the application by force outlets 13, o 25 23. The body 2 is preferably provided with suitable mechanical and electrical switching interfaces

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A housing provided within which the functional elements of the transmission device 1, such as electric motors, are arranged. The housing 2 is further provided with channels for coolant circulation, ^ 2 sensors and the like. Sensors required include, for example, temperature position and rotation speed sensors that monitor the need for cooling, and the speed and position of the rotor and gear output shaft.

7 For cooling, the possible ways are oil, water and air cooling. Oil cooling can directly cool components inside the engine and transmission, for example, by pumping oil through ducts to stator windings, rotor permanent magnets, and transmission components. The cooling of the oil can be effected by pumping the oil 5 through an integrated or separate heat exchanger (either from oil to water or from oil to air) in the transmission module housing. The oil pump can be either an integrated pump unit or a separate pump unit. In water cooling, water channels are made to the module shell where the water-glycol mixture flows. The heat is due to the casing where it is transferred with the water-glycol mixture to a separate heat exchanger. In air cooling, heat is due to the die, from where it is transferred to the surrounding air. Air cooling can be enhanced by providing airflow to the module surface. Cooling can also be accomplished by a combination of all the above methods.

Alternatively, instead of the modular shell body shown in Fig. 2, the transmission device 1 may be fitted directly to the in-vehicle body 15 of the vehicle or similar application. However, not all modular advantages will be obtained. Thus, the chassis may also comprise a chassis of a vehicle, machine or the like. In the modes of operation, an additional gearbox, clutch or torque converter, or the like can be added between the transmission device 1 and the attachment device, such as a hydraulic pump, if necessary.

The physical dimensions of the transmission device 1 are determined by the need for use - i.e., for example, 20 torques transmitted - whereby the size of the electric motors 10, 20 affects the entire length of the device 1. An exemplary total length for the device 1 is about 500 mm, of which the electric motors 10, 20 form about 200 to 300 mm, and the disconnecting members on each side of the coe each form about 100 to 150 mm. In this case, the height or diameter of the device c i is about 300 mm. It is thus clear that the transmission device 1 can be made into a very small module.

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As stated, two electric motors 10, 20 are arranged substantially coaxially inside the body 2, for example, electric motors 10, 20 can be units of 100 kW, from which instantaneous power of, for example, 200 kW can be taken. At a rotation speed of up to 12,000 rpm, the power take-off rotation speed is in the order of 30 2500-5000 rpm, depending on the transmission. In this case, both electric motors 10, 20 can be coupled to operate a single output at a torque of about 1500 Nm, providing up to 10,000 of power output.

Nm. However, the electric motors 10, 20 are dimensioned according to the actual need and in reality, for example, 40 kW motors can be used to drive a very heavy vehicle.

The stators of the motors 10, 20 are firmly supported on the body 2 and the rotors 14, 24 are coupled 5 to provide power to the power take-offs 13, 23 via the gearboxes 11, 21 and the disconnecting means 12, 22. The motor controllers may be separate or integrated into the assembly. The starting point for the dimensioning of the motors is the nominal torque range, rotational speed range and overload. Requirements regarding voltage level, cooling, etc. are also important. In addition to these, the selection is influenced by a plurality of other requirements set forth by the application. Voltage and current are the most important criteria for a motor controller, but other requirements of the application also influence the choice of motor controller.

The disconnecting means 12, 22 are adapted to disconnect the rotors 14, 24 of the motors 10, 20 from the power take-offs 13, 23. The disconnecting means 12, 22 are naturally adapted to disconnect the rotors 14, 24 also to the power outputs 13, 23. The disconnecting means 12, 22 are preferably single or multi-speed gearboxes that can be engaged in neutral. According to the embodiment shown in Figures 2 and 3, they are two-tier planetary gears whose transmissions are selectable according to the type of machine or application the module is used for. Suitable modular planetary gears are, of course, well known in the art. However, the disconnecting member 12, 22 must have a neutral position to effect actual disconnection.

According to a preferred embodiment, the planetary gearboxes 12, 22 are electronically synchronized to cvJ, whereby the actual slip release switch is not required. Instead, you can

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o Use a simple linear actuator for the actuator. Electronic o cvJ 25 synchronization is known per se and can be accomplished, for example, by position and rotation speed sensors and by software control of the gearbox actuator. One solution for implementing the sensing would be to use a variable reluctance resolver type velocity / position sensor which provides good measurement accuracy and is sufficiently robust for the transmission application. The engagement is then effected by synchronizing the speed of the motor 10, 20 with the output speed of the disengaging member 12, 9 22 (gearbox). In addition, position sensing tells you the exact position of the tooth of the coupling so that the coupling runs smoothly.

Planetary gear is a well-known technology and is widely used in the transmission of vehicles and machinery. The advantage of a planetary gear unit is e.g. same axis for input-5 and output axes. The structure also allows for quite large transmissions in a small space. In addition, the planetary gear can be used as a multi-stage gear.

A planetary gear typically consists of three subassemblies; center sun gear, planetary gear, and outboard Wed-10 spur gear. There are usually 3 to 5 planetary gears and these are mechanically connected by a planetary bracket on which the planetary gears are mounted.

There are also more advanced versions of the planetary gear, such as the so-called. Raveneaux gear with two separate solar wheels and two nested planetary circles. The Ravenaux planetary gear is also well known in the art and is widely used in the transmission of vehicles and machinery.

In the transmission module, one possible way to implement the transmission is to use the structure of Fig. 9 with two separate planetary gears. The electric motor-side planetary gear 121 can change gear by axially displacing said planetary pack along the axial groove of the shaft 122 such that either the sunwheel 123 or the planetary bracket 124 locks on the planetary pack 126 of the outer planetary gear 126. There is a free position 128 between the latches 127 where the velocities of the si-co o planet can be synchronized to enable uS coupling. In this embodiment, the outer planetary phase serves only as an additional reduction gear. In both planetary gears, the peripheral gear is locked to the x 25 gear frame 2.

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In addition, linear gearboxes 11, 21 are arranged within the body 2 between the motors 10, 20 and the disconnecting means 12, 22 to engage the desired gear or neutral position. Thus, when the uncoupling member 12, 22 is engaged in neutral, the torque of the motor 10, 20 is not transmitted to the power take-off 13, 23. The power take-off 13, 23 is a standard member 10 for which a drive shaft can be fitted. The power take-off 13, 23 is preferably a standardized interface, such as DIN ISO 8667. The linear gear shifter 11,21 is preferably a linear actuator actuator in which a coil 312 induces a magnetic flux which moves the magnet 311 placed inside the coil 312 in the direction of the center axis of the coil 312. The linear motion thus obtained can thus be utilized to move the decoupling element 12, 22 - which in the case of the embodiments of Figures 2 and 3 - to a planetary gear - in different positions. The linear gearbox 11, 21 is described in more detail below in connection with the description of the coupling member 30 between the motors 10, 20.

Preferably, the derailleur 11, 21 is small in size. With a shaft diameter of about 30mm, the position of the gearbox 11, 21 is about 80mm and the length of about 40mm The position of the gearbox 11, 21 can be monitored by suitable sensors, such as by providing the gearbox 11, 21 with an LVDT-type sensor. The operation principle of the LVDT sensor is similar to that of a variable reluctance resolver, 15 but applied to linear motion measurement.

According to one embodiment, the transmission means is provided with a parking locking member (not shown). The parking locking member is adapted to lock the gearbox output shaft to the body of the force transmission module, e.g. by means of a claw coupling, whereby the output shaft does not rotate and thus the actuator connected to it, e.g.

A similar linear actuator 31, such as the gearbox 11,12 described above, is utilized in a coupling member 30 disposed between the electric motors 10, 20 to form a kind of electromechanical differential lock. An actuator 31 for use in gear shifting and operation of the central lock o, i.e. the coupling member 30 between the motors 10,20,

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According to a preferred embodiment, the linear motor is driven in which the permanent magnet or ferrite part £ 311 is moved within the coil by a magnetic field produced by the coil 312. The direction of the current applied to the coil 312 determines the direction of the movable body 311.

The position of the movable part 311 can be defined e.g. LVDT encoding, which provides an absolute position information of the moving part 311. Between the movable member 311 and the static member 312, positioning balls or the like may be used which, by spring force 30, hold the movable member 311 in place at the actuation points of the actuator 31, even if the current of the coil 312 is not controlled. The static member 312 has corresponding radial grooves at the actuator operating points 11 into which the balls of the movable member 311 are at least partially sunk by spring force. The function of the positioning is to prevent the moving part 311 from moving, for example due to vibration, which could result in unintentional disconnection of the gear unit or other malfunction.

2, 4 and 5, a rotary shaft 14 of the first electric motor 10 is provided with an output shaft 15 for transmitting power in the opposite direction to the actual power output 13. Instead, the output shaft 15 transmits power to the actuator 31 which is further coupled to the rotor of the second electric motor 20. 24 by means of a drive shaft 25 and a locking plate 32. The power take-off shaft 25 is fixedly coupled to the rotor 24 of the second electric motor 20 and is provided with internal shapes to which the locking plate 32 is adapted to engage. The electric motors 10, 20 are provided with position sensors, which eliminates the need for slip-release release switch designs, but can be actuated by a linear actuator-type actuator 31 (Fig. 5) to engage the motors 10, 20 to properly engage the output shaft 15 of the first rotor 14 24 with the input shaft 25 15.

Thus, the motors 10, 20 can be locked together and uncoupled electronically. As shown in the simplified diagram of Figure 6a, the electromechanical transmission means may be reduced to the arrangement of Figure 6a in which two actuators 470 are simulated on the same shaft, such as a hydraulic pump between two electric motors 10, 20. which is functionally equivalent to the disconnecting member in the transmission device according to the invention. Figure 6b shows, co g, how electric motors 10,20 get their energy in a simplified form of electrical energy storage.

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440. When the coupling element between motors, i.e. the so-called. the equalization lock is closed (Fig. 6b), o the rotors of the motors 10, 20 are locked to each other, whereby the power cu x of each of the motors 10, 20 is transmitted to each drive 470 equally or according to the load.

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The power of each electric motor 10, 20 is also derivable only for either drive 470. In this case, the coupling means 30 connecting the rotors of the motors 10, 20 is o coupled and either power output is disengaged by the respective disconnecting means 30 (Fig. 6c). In this position, the second drive 470, such as a hydraulic pump, can be driven by the power of each motor 10, 20. When the so-called. the equalization lock is open (Fig. 6d), the electric motors 10, 20 operate independently and can supply power to their own drive 470 unless the disconnecting means 12, 22 of one of the electric motors 10, 20 is engaged. Thus, when the switching member 30 is disconnected, the two electric motors 10, 20 can be independently controlled, whereby the power 5 of each motor is withdrawn from the output 13,23 connected thereto (Fig. 2).

One suitable application of the transmission device 1 according to the invention is to supply power to a driving machine or vehicle on the one hand to the drive wheels and on the other to a working device such as a hydraulic pump. In addition to transmitting the propulsion power, the transmission device 1 can be used to recover kinetic energy, whereby the transmission device 1 coupled to the drive wheels acts as a generator. An arrangement of the kind illustrated is shown in Fig. 7, in which a first electromechanical transmission means 1a is arranged between the diesel engine 410 of the vehicle and the hydraulic drive 420. As shown in Fig. 7, in the embodiment of the embodiment, the mechanical energy (intact line) in the vehicle is converted into electrical (rare dashed line) and hydraulic power (dense dotted line). Similarly, electricity can be converted into mechanical energy or hydraulic power.

In the embodiment of Fig. 7, the power of the internal combustion engine 410 can be fully applied to drive the hydraulic drive 420 when the coupling member 30 between the electric motors 10, 20 of the transmission means 1a is engaged (Fig. 2). On the other hand, the first transmission means la is arranged to disconnect the load of the hydraulic drive 420 from the internal combustion engine 410 20 by opening the switching member 30 or the disconnecting element 22 on the hydraulic drive 420. such as a battery, or another transmission device Ib, or both. As an

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alternatively, both the "" generator "la and the hydraulic drive 420 may be disconnected from the combustion engine 410 by means of a disconnecting member 12, whereby the internal combustion engine 410 may

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x sa idling, heating, or shut down, with power removed from the energy storage

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The second modular transmission device Ib is arranged in the arrangement of Fig. 7 between the front and rear axles 450a, 450b. The second transmission device Ib receives propulsion 30 from the direct current bus 430, the energy of which it mechanically drives the front and rear drive gears 450a, 450b. The second transmission device Ib can then drive both shafts or only 13 or both. If it is desired to use a center equalization lock, the coupling member 30 between the electric motors 10, 20 of the second transmission device Ib is engaged, whereby power is evenly distributed between the front and rear axles 450a, 450b, or disengaged, allowing the front and rear For example, in the loading situation, when the front bucket operation of the wheel loader 5 causes large load variations between the front and rear axles, the power of each electric motor 10, 20 of the wheel loader transmission device Ib is maximally transmitted to the traction sheaves 450a, 450b. Alternatively, each of the electric motors 10, 20 of the second transmission device Ib can be used to drive the one-of-ten bogie drive gears 450a, 450b when the power take-off member of the opposite drive gear side is disengaged, i.e., free.

Also, the second drive unit Ib can recover the vehicle's kinetic energy by using the electric motors 10, 20 of the drive unit Ib as a generator, the energy of which is stored in the electrical energy storage 440 via the DC bus 430. A situation such as the one described may occur, for example, when driving a vehicle downhill. When the internal combustion engine 410 is running, the electricity generated by the first transmission device la may be directed to the electrical energy storage through the same DC bus 430.

The transmission device 1 according to the invention is also suitable for other applications, some of which are described below by way of example. As shown in Fig. 8a, the transmission device 1 can be fitted in a four-wheel drive vehicle between the combustion engine 410 and the reduction gear 460, whereby the shaft power provided by the combustion engine 410 can be converted to electric power or transmitted directly to the In the solution, the machine can be

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run both serial and parallel hybrid and fully electric, or the system can function as a cp q 25 generator. The system can also regenerate the braking energy of wheels

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x coke. Advantageously, the departure always takes place electronically.

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According to another embodiment, the transmission device 1 according to the invention serves as a transmission between the front and rear axles 450 (Fig. 8b). In an embodiment, the transmission device 1 obtains its electric propulsion from a generator, an electrical energy storage device, another transmission device or other voltage source, whereby the electric energy is converted to drive the front and rear axles independently or by the power of both electric motors.

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The transmission device 1 can also be used to implement the differential of the hybrid vehicle, whereby the transmission device 1 is arranged e.g. transverse to the front and rear axles (Fig. 8c). In an embodiment, the first electric motor 10 (Fig. 2) of the transmission device 1 is arranged to drive the left or right wheel of the front or rear axle and the second electric motor 20 5 respectively. In this case, each of the wheels can be driven independently or electrically controlled in equal numbers, whereby the transmission device 1 corresponds to the differential lock. Alternatively, the power of each electric motor 10, 20 can only be transmitted to one wheel by locking the coupling member 30 and engaging the uncoupling member on the opposite wheel side. An embodiment of the type described is particularly advantageous for example in combat vehicles such as tanks, where one of the gears has to be driven more than the opposite gears in order to turn the vehicle. Also, the transmission device 1 can be used to recover the vehicle's kinetic energy while the transmission device 1 acts as a generator, as described above.

The transmission device 1 can also provide a simple cross-hybrid transmission 15, in which the transmission device is disposed between the hydraulic drive 420 and the drive gear 450 (Fig. 8d). Here, the electric drive can directly drive the drive gear 450 or charge the battery (not shown) by utilizing the generating feature of the transmission device 1. On the other hand, the transmission device 1 can drive the hydraulic drive 420 with electric energy alone. Correspondingly, the electric motors 10, 20 of the transmission device 1 can drive each of the drives 410, 450 independently by their own motors or by the power of each electric motor 10, 20 as described above. This solution enables a cost-effective implementation of electric drive transmission and working hydraulics on Selo-like machines where operating hydraulics and drive transmission are not required at maximum power. A need similar to the one described is present in, for example, mine drill rigs and forest harrow vests. The design provides the maximum power of two motors for either shaft or i ° hydraulics, or with the lock disengaged for one motor per shaft or pump. Rat- | in skidding, electrical machines can also be used to generate electricity from a hydraulics system, e.g., from potential energy in forklift operation.

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As shown in Fig. 8e, the transmission device 1 can also be fitted between two hydraulic drive 420s, whereby one or both of the hydraulic drives can be operated independently by electrical energy.

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In the embodiments described above, for example, instead of the internal combustion engine 410, the shaft power can also be generated in some other way. Likewise, electrical power can also be generated in other ways, such as, for example, a fuel cell, etc. Overall, the transmission device 1 according to the invention has almost infinite applications for carrying out the transmission 5. Accordingly, the invention is not limited to the examples described above, but is defined by the appended claims.

Table 1: Reference number list.

_l__voimansiirtolaite__25__voimantuloakseli_ _2__runko__30__kytkentäelin_ 10, the first electric motor 31 of the actuator 11 __tori_ _ __ '' Gear "__ 32__lukituslevy_ 12 __irtikytkentäelin__3Π__magneetti_ 13 __voiman ulosotto__312__kela_ 14 __roottori__410__polttomoottori_ 15 __lähtöakseli__420__hydraulipumppu_ 20__toinen sähkömoottori__430__tasavirtapiiri_ _21 __ £ 2 '' Gear" __ 440__sähköenergiavarasto_ δ c \ j ...

^ _22__conductor coupling__450__drive gear_ cp o 23 power take-off 460 reduction gear c \ j ------ c _24__ rotor__470__driven or driven device_ co δ δ

CM

Claims (16)

16 An electromechanical transmission device (1) for providing traction for a work machine or vehicle, the transmission device (1) comprising: - a first electric motor (10) having a first power take-off (13) fitted to the rotor (14), and - a second electric motor (20). ) arranged substantially coaxially with the first electric motor (10) and opposite to the first power take-off (13) and having a second power output (23) disposed on the rotor (24) of the second electric motor (20) on the opposite side of the second electric motor (10). as the first electric motor (10), characterized in that the transmission device (1) comprises: - a coupling member (30) disposed between the first and second electric motors (10, 20) so that it can be engaged to transmit power to the first and second rotors (14); 24), and 15. at least one form-locking detaching member (12, 22) disposed at least one electric motor (10, 20) between the rotor (14, 24) and the output (13, 23) so that said rotor (14, 24) and the output (13, 23) can be coupled to and separated from each other by a disconnecting clamp (12, 22). ), wherein both electric motors (10, 20) can be coupled to operate a single output (13, 23). The transmission device (1) according to claim 1, wherein the electric motors (10, 20), the coupling element (30) and the form-locking disconnection means (12, 22) are mounted on the same housing (20) to provide the transmission module. CM cm The transmission device (1) according to claim 1 or 2, wherein both the first 0 and the second electric motor (10, 20) are each provided with a form-locking disconnecting member (12, 22). CC CL The transmission device (1) according to claim 1, 2 or 3, wherein the form-locking disconnecting member (12, 22) is an electromechanical switch. LO The transmission device (1) according to claim 1, 2 or 3, wherein the form-locking disengagement member (12, 22) is a gear or transmission. 17 The transmission device (1) according to claim 5, wherein the transmission (12, 22) is an electrically synchronized planetary transmission. Transmission device (1) according to claim 6, wherein an electromagnetically controlled gearbox (11, 21) is arranged between the electric motor (10, 20) and the gearbox (12, 22). The transmission device (1) according to claim 7, wherein the gearbox (11, 21) is a linear actuator. The transmission device (1) according to any one of the preceding claims, wherein the rotors (14, 24) of the electric motors (10, 20) are provided with a position or rotational speed sensor or both to facilitate change. The transmission device (1) according to any one of the preceding claims, wherein the output (13, 23) is provided with a position or rotational speed sensor or both to facilitate changeover. The transmission device (1) according to claim 9 or 10, wherein the position or rotation speed sensor or both are of the resolver type. The transmission device (1) according to any one of the preceding claims, wherein the coupling member (30) is a form-locking locking switch. The transmission device (1) according to claim 12, wherein the coupling member (30) comprises an electromagnetically controlled linear actuator (31). c \ i cv 20 The transmission device (1) according to claim 13, wherein the interlocking movable parts (311, 312) 1 of the electromagnetic linear actuator (31) 1 are lockable to ensure the position of the actuator (31). cc The transmission device (1) according to any one of the preceding claims, wherein the coupling member (30) is provided with a position sensor for remote position detection. LT) δ cv 18 The power transmission device (1) according to any one of the preceding claims, wherein the power transmission device (1) comprises position locking means disposed on the disengagement means (12, 22) and between the body (2) to lock the output (13, 23) with respect to the body (2). (M δ {M sj- o CO X en CL Sj- CD δ δ {M 19