WO2011064041A1 - Drive system for a motor vehicle - Google Patents

Drive system for a motor vehicle Download PDF

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Publication number
WO2011064041A1
WO2011064041A1 PCT/EP2010/065404 EP2010065404W WO2011064041A1 WO 2011064041 A1 WO2011064041 A1 WO 2011064041A1 EP 2010065404 W EP2010065404 W EP 2010065404W WO 2011064041 A1 WO2011064041 A1 WO 2011064041A1
Authority
WO
WIPO (PCT)
Prior art keywords
drive
axis
electric motor
drive system
differential
Prior art date
Application number
PCT/EP2010/065404
Other languages
German (de)
French (fr)
Inventor
Dirk Haase
Tomas Smetana
Original Assignee
Schaeffler Technologies Gmbh & Co. Kg
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Schaeffler Technologies Gmbh & Co. Kg filed Critical Schaeffler Technologies Gmbh & Co. Kg
Publication of WO2011064041A1 publication Critical patent/WO2011064041A1/en

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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
    • F16H48/00—Differential gearings
    • F16H48/20—Arrangements for suppressing or influencing the differential action, e.g. locking devices
    • F16H48/30—Arrangements for suppressing or influencing the differential action, e.g. locking devices using externally-actuatable means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/16—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of differential gearing
    • B60K17/165—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of differential gearing provided between independent half axles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
    • B60K17/356—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having fluid or electric motor, for driving one or more wheels
    • 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
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • 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
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/52—Driving a plurality of drive axles, e.g. four-wheel drive
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2036—Electric differentials, e.g. for supporting steering vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2054—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed by controlling transmissions or clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/14—Dynamic electric regenerative braking for vehicles propelled by ac motors
    • 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
    • F16H48/00—Differential gearings
    • F16H48/06—Differential gearings with gears having orbital motion
    • F16H48/10—Differential gearings with gears having orbital motion with orbital spur gears
    • F16H48/11—Differential gearings with gears having orbital motion with orbital spur gears having intermeshing planet 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
    • F16H48/00—Differential gearings
    • F16H48/36—Differential gearings characterised by intentionally generating speed difference between outputs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/40—DC to AC converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/48—Drive Train control parameters related to transmissions
    • B60L2240/486—Operating parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2260/00—Operating Modes
    • B60L2260/20—Drive modes; Transition between modes
    • B60L2260/28—Four wheel or all wheel drive
    • 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
    • F16H48/00—Differential gearings
    • F16H48/06—Differential gearings with gears having orbital motion
    • F16H48/10—Differential gearings with gears having orbital motion with orbital spur gears
    • F16H2048/106—Differential gearings with gears having orbital motion with orbital spur gears characterised by two sun 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
    • F16H48/00—Differential gearings
    • F16H48/36—Differential gearings characterised by intentionally generating speed difference between outputs
    • F16H2048/364—Differential gearings characterised by intentionally generating speed difference between outputs using electric or hydraulic motors
    • 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
    • F16H48/00—Differential gearings
    • F16H48/06—Differential gearings with gears having orbital motion
    • F16H48/10—Differential gearings with gears having orbital motion with orbital spur gears
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present invention relates to a drive system for a motor vehicle.
  • the drive system comprises a first axis and a second axis, each having at least two wheels and a first drive means associated with the first axle and second axle and a second drive means associated with the second axle.
  • German published patent application DE 10 2005 026 874 A1 discloses a device for driving a vehicle in which a variable distribution of the drive between a front axle and a rear axle can be regulated via a vehicle engine. By coupling two electric motors by means of three Clutches is a variable distribution between the left and right drive wheels possible.
  • the object of the present invention is to provide a drive system for a motor vehicle, which has a multi-functional axle drive for use in vehicles with torque distribution, which is less expensive.
  • the object is achieved by a drive system for a motor vehicle, comprising the features in claim 1.
  • a drive system as used for a motor vehicle according to the invention, has a driven first axis and a driven second axis.
  • both the first and the second axis each have two wheels. It is also conceivable that several wheels are provided on each axis.
  • On the first axis acts an associated first drive means, which is also for driving the second axis selectively switched on or off.
  • the second drive means has only a single electric motor for selectively driving both wheels of the second axle.
  • Optional drive means that the electric motor can be switched off and the second axle is driven only by the first drive means.
  • the first drive drives and the electric motor is switched on for torque vectoring.
  • the electric motor is used to boost the power input of the likewise connected first drive unit.
  • the arrangement according to the invention can be used for torque distribution, for torque shifts, in particular for transverse moments, for boosting and recuperation, and as a purely electric drive.
  • the first drive device is provided with an internal combustion engine.
  • the first drive means may be provided with an electric motor. It is also conceivable that in a further embodiment of the invention, the first drive means is provided with an internal combustion engine and with an electric motor.
  • an associated second drive device with the electric motor acts on the second axis, wherein the first drive device can be mechanically coupled to the second drive device.
  • the second drive device has a geared connection between the first drive unit, the electric motor and the wheels.
  • the geared connection is for example a differential.
  • a torque vectoring gear may be formed in the geared connection.
  • the geared connection is preferably formed by at least two or more coupled planetary gears.
  • the first drive device of the drive system to a combustion and / or electric motor, wherein a coupled, switchable first clutch between the combustion and / or electric motor and a change gear can be arranged with multiple switchable translations.
  • the change gear can be either a manual, conventional transmission, a known automatic transmission, an automatically shifted transmission or the like.
  • change gear used any type of speed and torque matching gear ratio for reducing the relatively high speeds of the combustion and / or electric motor and to increase the drive torque includes.
  • the first drive device is associated with a coupled with the change gear first differential of the first axis and communicates with the at least two wheels of the first axis in operative connection.
  • the second drive device comprises a second differential and is mechanically coupled or coupled to the first differential of the first drive unit via a propeller shaft.
  • the second drive device of the drive system of a motor vehicle on a second differential and a single electric motor wherein between the second differential and the electric motor, a torque vectoring gear and a switchable second clutch is arranged with the wheels of the second Axis is in operative connection.
  • the torque vectoring transmission behaves like a conventional open differential when driving straight ahead and can only be activated by means of the switchable second clutch.
  • the switchable second clutch is like the first clutch formed for example by a multi-disc and / or multi-plate clutch.
  • the second drive means comprises a shaft parallel to the second axis, which are coupled via a first spur gear and a second spur gear each with the second axis of the vehicle. Due to this advantageous design, additional torques can be directed into the second differential by a wide variety of drive options.
  • the advantage of this invention is that especially in all-wheel drive vehicles with an internal combustion engine by connecting the electric motor on the second axis (preferably the rear axle of the vehicle) more power can be introduced (Boosten) or operated the engine with less power and thus saved fuel and the running time can be extended without refueling, by driving only with the electric motor fuel can be saved and driving the electric motor can be recovered as a generator of energy.
  • Boosten more power can be introduced
  • the drive system according to the invention is interchangeable with finished drive concepts and compared to the drive concepts of the prior art only with electric drive via an electric motor can be driven.
  • the arrangement is easier, especially when the geared connection is formed by planetary stages.
  • FIG. 1 shows a schematic view of the arrangement of the drive system according to the invention in a motor vehicle
  • Figure 2 is a schematic view of the second drive means of the drive system according to the invention.
  • Figure 3 shows a control option of the second drive means of the drive system according to the invention.
  • Figure 4 to Figure 7 further control options of the second drive device of the drive system according to the invention.
  • FIG. 1 shows schematically the arrangement of the drive system 2 according to the invention in a motor vehicle 1.
  • the drive system 2 comprises a first axis 20 and a second axis 40, wherein each of the first axis 20 and the second axis 40, two wheels 3 are assigned.
  • first differential 22 On the first axis 20 a coupled to the change gear 23 first differential 22 is disposed and is in operative connection with the two wheels 3 of the first axis 20.
  • a switchable first clutch 24 is provided between the change gear 23 and the combustion and / or electric motor 21, a switchable first clutch 24 is provided.
  • a fuel tank 28 is disposed at any position in the vehicle 1.
  • the first differential 22 is disposed on the first axis 20 and a second differential 42 is disposed on the second axis 40. Both differentials 22, 42 are mechanically coupled or coupled via a propeller shaft 4 and a hypoid stage 45. Between the second differential 42 and an arranged electric motor 41, a torque vectoring gear 43 and a switchable second clutch 44 are provided, which are in operative connection with the wheels 3 of the second axle 40. Due to the already set forth arrangement of the drive system 2 and a recuperation is possible. If such recuperation occurs, an inverter 49 is assigned to the drive system 2 of the vehicle 1 between the electric motor 41 and an arbitrarily arranged battery 50.
  • FIG. 2 shows a schematic view of the second drive device 41, 42, 43, 44, 45, 46, 47 of the drive system 2 according to the invention from a geared connection and the electric motor 41.
  • the electric motor 41 is connected via a first spur gear 47 with a shaft 46 via a second spur gear 48 with a second differential gear 42.
  • the spur gear stages 47, 48 shown in FIG. 2 merely represent one possible embodiment of gear stages. It is obvious to the person skilled in the art that other gear stages can also be used in the invention.
  • the corresponding torques are transmitted to the second axis 40.
  • the electric motor 41 is connected to a switchable second clutch 44 so that different ratios can be provided, such as "N” for “Neutral”, “ED” for “Electric Drive” and “TV” for “Torque Vectoring", so that In the case of different control options, either the electric motor 41 is active or inactive and the stage (not shown) of the torque vectoring gear 43 is active or inactive.
  • the second differential 42 coupled to the torque vectoring gear 43 is driven either via the activated electric motor 41 or via the combustion and / or electric motor 21 (not shown) in conjunction with the hypoid stage 45.
  • FIG. 3 shows a first control possibility of the second drive device 41, 42, 43, 44, 45, 46, 47 of the drive system 2 according to the invention.
  • the drive of the second axis 40 takes place only by the combustion and / or electric motor 21 (not illustrated).
  • the second clutch 44 between the electric motor 41 and the torque vectoring gear 43 is at "N.”
  • the electric motor 41 is inactive and stands still
  • the stage (not shown) of the torque vectoring gear 43 rotates powerlessly about the second axis 2 as well the first and second spur gear 47, 48 rotate powerless about the shaft 46.
  • the second differential 42 is only by the combustion and / or electric motor 21 in conjunction with the front of the mechanical coupling hypoid 45 of the second differential 42 via the propeller shaft 4 (not shown) driven.
  • the drive of the second axis 40 is effected by the combustion and / or electric motor 21, as already described in FIG.
  • the second clutch 44 between the electric motor 41 and the torque vectoring gear 43 stands on "TV.”
  • the electric motor 41 is active and distributed in the second differential 42 through the stage of torque vectoring Gear 43 individually determines the torques between the at least two wheels 3 (not shown) of the second axle 40. Ideally up to the ratios 0: 100% and 100: 0%
  • the first and second spur gears 47, 48 rotate around the shaft 46 without power.
  • FIG. 5 shows a further control possibility of the second drive means 41, 42, 43, 44, 45, 46, 47 of the drive system 2 according to the invention.
  • the drive of the second axle 40 is effected by the combustion and / or electric motor 21, as already described in FIG. via the second differential 42 with "electrical boosting", ie in combination with the electric motor 41.
  • the second clutch 44 between the electric motor 41 and the torque vectoring gear 43 is at "ED".
  • the electric motor 41 is active and initiates via the upstream first spur gear 47 with the shaft 46 via the second spur gear 48, an additional torque in the second differential 42 a.
  • the stage of the torque vectoring gear 43 is inactive and rotates powerless about the second axis 40.
  • Figure 6 shows a fourth control option of the second drive means 41, 42, 43, 44, 45, 46, 47 of the drive system according to the invention 2.
  • the drive of the second Axis 40 takes place only from the activated electric motor 41, d. H. purely electric driving of the vehicle 1 (not shown) is possible with the drive system 2.
  • the control is analogous to Figure 5, only with inactive combustion and / or electric motor 21st
  • FIG. 7 shows a further control possibility of the second drive device 41, 42, 43, 44, 45, 46, 47 of the drive system 2 according to the invention
  • Drive of the second axis 40 is performed by the combustion and / or electric motor 21, as already described in Figure 3, via the second differential 42 including a Rekuperationsvorgangs, since during regenerative braking during braking during deceleration or downhill kinetic energy is converted into electrical energy.
  • This recovered electrical energy is stored in the battery 50 (not shown).
  • the inverter 49 (not shown) then controls the electric motor 41 to act as a generator and to charge the battery 50.
  • the combustion and / or electric motor 21 drives both the second differential 42 and the generator coupled to the shaft 46 via the second spur gear stage 48 via the upstream first spur gear stage 47.

Abstract

The invention relates to a drive system (2) for a motor vehicle (1) comprising a first axle (20) and a second axle (40) each having at least two wheels (3): According to the invention, the first axle (20) has an allocated first drive unit (21, 22, 23, 24) and the second axle (40) has an allocated second drive unit (41, 42, 43, 44, 45, 46, 47).

Description

Bezeichnung der Erfindung  Name of the invention
Antriebssystem für ein Kraftfahrzeug Beschreibung Drive system for a motor vehicle Description
Hintergrund der Erfindung Background of the invention
Die gegenwärtige Erfindung betrifft ein Antriebssystem für ein Kraftfahrzeug. Im Besonderen umfasst das Antriebssystem eine erste Achse und eine zweite Achse mit jeweils mindestens zwei Rädern und mit einer der ersten Achse und zweiten Achse zugeordneten ersten Antriebseinrichtung und einer der zweiten Achse zugeordneten zweiten Antriebseinrichtung. Gebiet der Erfindung The present invention relates to a drive system for a motor vehicle. In particular, the drive system comprises a first axis and a second axis, each having at least two wheels and a first drive means associated with the first axle and second axle and a second drive means associated with the second axle. Field of the invention
In der Fahrzeugtechnik werden zunehmend Allradantriebe eingesetzt, um die Fahrdynamik zu steuern und zu verbessern. Dabei gehen die Forderungen neben einer möglichst variablen Verteilung des zur Verfügung stehenden An- triebsmomentes zwischen den anzutreibenden Achsen, d.h. zwischen Vorder- und Hinterachse, auch in Richtung einer variablen Verteilung des Antriebsmomentes zwischen linken und rechten Antriebsrädern. Wird beispielsweise ein linkes Rad stärker als ein rechtes Rad angetrieben, entsteht ein Giermoment um die Hochachse des Fahrzeuges, welches das Fahrzeug nach rechts bewegt und entsprechend umgekehrt. Damit kann eine Über- oder Untersteuertendenz erzeugt werden. Dieser Effekt wird auch als so genanntes„Torque Vectoring" oder„Active Yaw" bezeichnet. In vehicle technology, all-wheel drive are increasingly used to control the driving dynamics and improve. In this case, the requirements go beyond a variable distribution of the available drive torque between the axles to be driven, i. between front and rear axles, also in the direction of a variable distribution of the drive torque between left and right drive wheels. If, for example, a left wheel is driven more strongly than a right wheel, a yawing moment arises about the vertical axis of the vehicle, which moves the vehicle to the right and vice versa. This can generate an oversteer or understeer tendency. This effect is also known as "torque vectoring" or "active yaw".
Die deutsche Offenlegungsschrift DE 10 2005 026 874 A1 offenbart eine Vor- richtung zum Antrieb eines Fahrzeuges in dem über einen Fahrzeugmotor eine variable Verteilung des Antriebs zwischen einer Vorderachse und einer Hinterachse regulierbar ist. Durch eine Kopplung zweier Elektromotoren mittels dreier Kupplungen ist eine variable Verteilung zwischen den linken und den rechten Antriebsrädern möglich. German published patent application DE 10 2005 026 874 A1 discloses a device for driving a vehicle in which a variable distribution of the drive between a front axle and a rear axle can be regulated via a vehicle engine. By coupling two electric motors by means of three Clutches is a variable distribution between the left and right drive wheels possible.
Weiterhin sind in der modernen Antriebstechnik spezielle elektrische Einrich- tungen zum Verteilen eines Antriebsmomentes auf wenigstens zwei Antriebswellen einer Fahrzeugachse bekannt, die ein gezieltes Über- oder Untersteuern, erhöhten Steuer- und Regelaufwand sowie hohe thermische Belastungen für die variable Betätigung reibschlüssiger Kupplungen umgehen. Eine solche Einrichtung ist aus der deutschen Offenlegungsschrift DE 10 2006 028 790 A1 bekannt. Hier wird ein Achsgetriebe eines entweder heckgetriebenen oder allradangetriebenen Fahrzeugs beschrieben, das ein von einem Hauptantrieb über den Differenzialkorb angetriebenes Differenzial an einer Achse mit zwei angetriebenen Rädern umfasst. Es ist davon auszugehen, dass der Hauptantrieb der Antriebsstrang vom Verbrennungsmotor sein kann. Zwei Elektromotoren sind jeweils einer Abtriebswelle zugeordnet. Die jeweilige Abtriebswelle ist mit einem Element des Differenzials verbunden. Zweck ist eine Anordnung zur Momentenverteilung auf die Abtriebswellen, die Momentenverschiebungen, insbesondere der Quermomente ermöglicht und die zum Boosten und Rekuperieren einsetzbar ist. Furthermore, in modern drive technology, special electrical devices for distributing a drive torque to at least two drive shafts of a vehicle axle are known, which circumvent targeted oversteer or understeer, increased control effort and high thermal loads for the variable actuation of frictionally engaged clutches. Such a device is known from German patent application DE 10 2006 028 790 A1. Here, an axle drive of either a rear-wheel drive or four-wheel drive vehicle is described, which comprises a differential driven by a main drive via the differential cage on an axle with two driven wheels. It can be assumed that the main drive of the powertrain of the internal combustion engine can be. Two electric motors are each assigned to an output shaft. The respective output shaft is connected to an element of the differential. Purpose is an arrangement for torque distribution on the output shafts, which allows torque shifts, especially the transverse moments and which can be used for boosting and recuperation.
Zusammenfassung der Erfindung Summary of the invention
Aufgabe der gegenwärtigen Erfindung ist, ein Antriebssystem für ein Kraftfahrzeug anzugeben, das ein multifunktionales Achsgetriebe für den Einsatz in Fahrzeugen mit Momentenverteilung aufweist, welches kostengünstiger ist. Die Aufgabe wird durch ein Antriebssystem für ein Kraftfahrzeug gelöst, das die Merkmale im Anspruch 1 umfasst. The object of the present invention is to provide a drive system for a motor vehicle, which has a multi-functional axle drive for use in vehicles with torque distribution, which is less expensive. The object is achieved by a drive system for a motor vehicle, comprising the features in claim 1.
Ein Antriebssystem, wie es gemäß der Erfindung für ein Kraftfahrzeug verwen- det wird, verfügt über eine angetriebene erste Achse und eine angetriebene zweite Achse. Vorzugsweise weisen sowohl die erste als auch die zweite Achse jeweils zwei Räder auf. Es ist auch denkbar, dass mehrere Räder auf jeweils einer Achse vorgesehen werden. Auf die erste Achse wirkt eine zugeordnete erste Antriebseinrichtung ein, die auch zum Antrieb der zweiten Achse wahlweise zu bzw. abschaltbar ist. Die zweite Antriebseinrichtung weist nur einen einzigen Elektromotor für einen wahlweisen Antrieb beider Räder der zweiten Achse auf. Wahlweiser Antrieb heißt, dass der Elektromotor abgeschaltet werden kann und die zweite Achse nur durch die erste Antriebseinrichtung angetrieben wird. Wahlweise heißt weiter, dass der erste Antrieb antreibt und der Elektromotor zum Torque-Vectoring zugeschaltet ist. Wahlweise heißt auch, dass der Elektromotor zum Boosten des Leistungseintrags der ebenfalls zugeschalteten ersten Antriebseinheit hinzugezogen wird. Wahlweise heißt auch, dass nur der Elektromotor zum Antrei- ben des gesamten Fahrzeugs genutzt wird. Die erste Antriebseinheit ist von der ersten Achse und der zweiten Achse getrennt. Wahlweise heißt auch, dass der Elektromotor in den Generatorbetrieb versetzbar ist, wobei die erste Antriebseinheit wahlweise das Fahrzeug antreibt oder nicht. Die erfindungsgemäße Anordnung ist demnach zur Momentenverteilung, für Momentenverschiebungen, insbesondere der Quermomente, zum Boosten und Rekuperieren sowie als rein elektrischer Antrieb einsetzbar. Mit einer Ausgestaltung wird vorgeschlagen, dass die erste Antriebseinrichtung mit einem Verbrennungsmotor versehen ist. Bei einer anderen Ausführungsform der Erfindung kann die erste Antriebseinrichtung mit einem Elektromotor versehen sein. Ebenso ist es denkbar, dass bei einer weiteren Ausführungs- form der Erfindung die erste Antriebseinrichtung mit einem Verbrennungsmotor und mit einem Elektromotor versehen ist. A drive system, as used for a motor vehicle according to the invention, has a driven first axis and a driven second axis. Preferably, both the first and the second axis each have two wheels. It is also conceivable that several wheels are provided on each axis. On the first axis acts an associated first drive means, which is also for driving the second axis selectively switched on or off. The second drive means has only a single electric motor for selectively driving both wheels of the second axle. Optional drive means that the electric motor can be switched off and the second axle is driven only by the first drive means. Optionally means further that the first drive drives and the electric motor is switched on for torque vectoring. Alternatively, it also means that the electric motor is used to boost the power input of the likewise connected first drive unit. Alternatively, it also means that only the electric motor is used to drive the entire vehicle. The first drive unit is separated from the first axis and the second axis. Optionally also means that the electric motor is displaceable in the generator mode, wherein the first drive unit selectively drives the vehicle or not. Accordingly, the arrangement according to the invention can be used for torque distribution, for torque shifts, in particular for transverse moments, for boosting and recuperation, and as a purely electric drive. With an embodiment, it is proposed that the first drive device is provided with an internal combustion engine. In another embodiment of the invention, the first drive means may be provided with an electric motor. It is also conceivable that in a further embodiment of the invention, the first drive means is provided with an internal combustion engine and with an electric motor.
Analog zu der ersten Achse wirkt auf die zweite Achse eine zugeordnete zweite Antriebseinrichtung mit dem Elektromotor ein, wobei die erste Antriebseinrich- tung mit der zweiten Antriebseinrichtung mechanisch koppelbar ist. Analogous to the first axis, an associated second drive device with the electric motor acts on the second axis, wherein the first drive device can be mechanically coupled to the second drive device.
Die zweite Antriebseinrichtung weist neben dem einzigen Elektromotor zum Antrieb der Räder der zweiten Achse eine getriebliche Verbindung zwischen der ersten Antriebseinheit, dem Elektromotor und den Rädern auf. Die getriebliche Verbindung ist beispielsweise ein Differenzial. Weiterhin, vorzugsweise jedoch zugleich, kann in der getrieblichen Verbindung ein Torque Vecto- ring Getriebe ausgebildet sein. Die getriebliche Verbindung ist vorzugsweise durch wenigstens zwei oder mehr miteinander gekoppelte Planetentriebe gebildet. In addition to the single electric motor for driving the wheels of the second axle, the second drive device has a geared connection between the first drive unit, the electric motor and the wheels. The geared connection is for example a differential. Furthermore, but preferably at the same time, a torque vectoring gear may be formed in the geared connection. The geared connection is preferably formed by at least two or more coupled planetary gears.
Die erste Antriebseinrichtung des Antriebssystems einen Verbrennungsund/oder Elektromotor auf, wobei eine gekoppelte, schaltbare erste Kupplung zwischen dem Verbrennungs- und/oder Elektromotor und einem Wechselgetriebe mit mehreren schaltbaren Übersetzungen angeordnet sein kann. The first drive device of the drive system to a combustion and / or electric motor, wherein a coupled, switchable first clutch between the combustion and / or electric motor and a change gear can be arranged with multiple switchable translations.
Es sei an dieser Stelle erwähnt, dass das Wechselgetriebe wahlweise ein handgeschaltetes, herkömmliches Getriebe, ein an sich bekanntes Automatikgetriebe, ein automatisiert geschaltetes Getriebe oder dergleichen sein kann. Grundsätzlich ist mit der verwendeten Bezeichnung„Wechselgetriebe" jede Art von drehzahl- und drehmomentanpassender Übersetzungsstufe zur Reduzierung der relativ hohen Drehzahlen des Verbrennungs- und/oder Elektromotors und zur Erhöhung des Antriebsmomentes umfasst. Ferner ist der ersten Antriebseinrichtung ein mit dem Wechselgetriebe gekoppeltes erstes Differenzial der ersten Achse zugeordnet und steht mit den mindestens zwei Rädern der ersten Achse in Wirkzusammenhang. Nach einer Ausgestaltung der Erfindung umfasst die zweite Antriebseinrichtung ein zweites Differenzial und ist mit dem ersten Differenzial der ersten Antriebseinheit über eine Kardanwelle mechanisch gekoppelt bzw. koppelbar. It should be mentioned at this point that the change gear can be either a manual, conventional transmission, a known automatic transmission, an automatically shifted transmission or the like. Basically, with the term "change gear" used any type of speed and torque matching gear ratio for reducing the relatively high speeds of the combustion and / or electric motor and to increase the drive torque includes. Furthermore, the first drive device is associated with a coupled with the change gear first differential of the first axis and communicates with the at least two wheels of the first axis in operative connection. According to one embodiment of the invention, the second drive device comprises a second differential and is mechanically coupled or coupled to the first differential of the first drive unit via a propeller shaft.
Wie bereits oben beschrieben, weist die zweite Antriebseinrichtung des An- triebssystems eines Kraftfahrzeuges ein zweites Differenzial sowie einen einzigen Elektromotor auf, wobei zwischen dem zweiten Differenzial und dem Elektromotor ein Torque Vectoring Getriebe und eine schaltbare zweite Kupplung angeordnet ist, die mit den Rädern der zweiten Achse in Wirkzusammenhang steht. As already described above, the second drive device of the drive system of a motor vehicle on a second differential and a single electric motor, wherein between the second differential and the electric motor, a torque vectoring gear and a switchable second clutch is arranged with the wheels of the second Axis is in operative connection.
Das Torque Vectoring Getriebe verhält sich bei einer Geradeausfahrt wie ein herkömmliches offenes Differenzial und ist erst mittels der schaltbaren zweiten Kupplung aktivierbar. Die schaltbare zweite Kupplung ist wie die erste Kupplung beispielsweise durch eine Mehrscheiben- und/oder Lamellenkupplung gebildet. The torque vectoring transmission behaves like a conventional open differential when driving straight ahead and can only be activated by means of the switchable second clutch. The switchable second clutch is like the first clutch formed for example by a multi-disc and / or multi-plate clutch.
Ferner umfasst die zweite Antriebseinrichtung eine zur zweiten Achse parallele Welle, die über eine erste Stirnradstufe und eine zweite Stirnradstufe jeweils mit der zweiten Achse des Fahrzeugs gekoppelt sind. Durch diese vorteilhafte Bauweise können zusätzliche Drehmomente ins zweite Differenzial durch verschiedenste Ansteuermöglichkeiten geleitet werden. Further, the second drive means comprises a shaft parallel to the second axis, which are coupled via a first spur gear and a second spur gear each with the second axis of the vehicle. Due to this advantageous design, additional torques can be directed into the second differential by a wide variety of drive options.
Auf eine detaillierte Beschreibung der Ansteuermöglichkeiten des erfindungsgemäßen Antriebssystems wird an dieser Stelle verzichtet. Die unterschiedli- chen Ausführungsbeispiele der Ansteuerung werden genauer in der dafür vorgesehenen Figurenbeschreibung erläutert, die alle für die Erfindung wesentlichen Betriebsarten und Steuerungsvarianten im Detail verdeutlicht. Der Vorteil dieser Erfindung liegt darin, dass insbesondere in allradgetriebenen Fahrzeugen mit einem Verbrennungsmotor durch Zuschalten des Elektromotors an der zweiten Achse (vorzugsweise die Hinterachse des Fahrzeugs) mehr Leistung eingebracht werden kann (Boosten) oder der Verbrennungsmotor mit weniger Leistung betrieben und damit Kraftstoff gespart und die Laufzeit ohne zu Tanken verlängert werden kann, durch Antrieb nur mit dem Elektromotor Kraftstoff gespart werden kann und Antrieb des Elektromotors als Generator Energie zurück gewonnen werden kann. Das erfindungsgemäße Antriebssystem ist in gegen fertige Antriebskonzepte austauschbar und gegenüber dem Antriebskonzepten des Standes der Technik auch nur mit elektrischen Antrieb über einen Elektromotor antreibbar ist. Durch Verwendung nur eines Elektromotors wird die Anordnung leichter, insbesondere dann, wenn die getriebliche Verbindung durch Planetenstufen gebildet ist. Beschreibung der Zeichnungen On a detailed description of the control options of the drive system according to the invention is omitted here. The different exemplary embodiments of the control are explained in greater detail in the description of the figures intended for this purpose, which illustrates in detail all operating modes and control variants essential to the invention. The advantage of this invention is that especially in all-wheel drive vehicles with an internal combustion engine by connecting the electric motor on the second axis (preferably the rear axle of the vehicle) more power can be introduced (Boosten) or operated the engine with less power and thus saved fuel and the running time can be extended without refueling, by driving only with the electric motor fuel can be saved and driving the electric motor can be recovered as a generator of energy. The drive system according to the invention is interchangeable with finished drive concepts and compared to the drive concepts of the prior art only with electric drive via an electric motor can be driven. By using only one electric motor, the arrangement is easier, especially when the geared connection is formed by planetary stages. Description of the drawings
Im Folgenden sollen die Erfindung anhand der beigefügten Figuren erläutert werden. Dabei zeigen: Figur 1 eine schematische Ansicht der Anordnung des erfindungsgemäßen Antriebssystems in einem Kraftfahrzeug; In the following, the invention will be explained with reference to the accompanying figures. 1 shows a schematic view of the arrangement of the drive system according to the invention in a motor vehicle;
Figur 2 eine schematische Ansicht der zweiten Antriebseinrichtung des erfindungsgemäßen Antriebssystems; Figure 2 is a schematic view of the second drive means of the drive system according to the invention;
Figur 3 eine Steuerungsmöglichkeit der zweiten Antriebseinrichtung des erfindungsgemäßen Antriebssystems; und Figure 3 shows a control option of the second drive means of the drive system according to the invention; and
Figur 4 bis Figur 7 weitere Steuerungsmöglichkeiten der zweiten Antriebsein- richtung des erfindungsgemäßen Antriebssystems. Figure 4 to Figure 7 further control options of the second drive device of the drive system according to the invention.
Für gleiche oder gleich wirkende Elemente der Erfindung werden identische Bezugszeichen verwendet. Ferner werden der Übersicht halber nur Bezugszei- chen in den einzelnen Figuren dargestellt, die für die Beschreibung der jeweiligen Figur erforderlich sind. Die dargestellten Ausführungsformen stellen lediglich Beispiele dar, wie das erfindungsgemäße Antriebssystem für ein Kraftfahrzeug ausgestaltet sein kann und stellen keine abschließende Begrenzung der Erfindung dar. For identical or equivalent elements of the invention, identical reference numerals are used. Furthermore, for the sake of clarity, only reference Chen in the individual figures, which are required for the description of the respective figure. The illustrated embodiments are only examples of how the drive system according to the invention for a motor vehicle can be configured and do not represent a final limitation of the invention.
Figur 1 zeigt schematisch die Anordnung des erfindungsgemäßen Antriebssys- tems 2 in einem Kraftfahrzeug 1 . In der gezeigten Ausprägung umfasst das Antriebssystem 2 eine erste Achse 20 und eine zweite Achse 40, wobei jeweils der ersten Achse 20 und der zweiten Achse 40 zwei Räder 3 zugeordnet sind. Auf der ersten Achse 20 ist ein mit dem Wechselgetriebe 23 gekoppeltes erstes Differenzial 22 angeordnet und steht mit den zwei Rädern 3 der ersten Achse 20 in Wirkzusammenhang. Zwischen dem Wechselgetriebe 23 und dem Verbrennungs- und/oder Elektromotor 21 ist eine schaltbare erste Kupplung 24 vorgesehen. Ein Kraftstofftank 28 ist an beliebiger Stelle im Fahrzeug 1 angeordnet. FIG. 1 shows schematically the arrangement of the drive system 2 according to the invention in a motor vehicle 1. In the embodiment shown, the drive system 2 comprises a first axis 20 and a second axis 40, wherein each of the first axis 20 and the second axis 40, two wheels 3 are assigned. On the first axis 20 a coupled to the change gear 23 first differential 22 is disposed and is in operative connection with the two wheels 3 of the first axis 20. Between the change gear 23 and the combustion and / or electric motor 21, a switchable first clutch 24 is provided. A fuel tank 28 is disposed at any position in the vehicle 1.
Das erste Differenzial 22 ist auf der ersten Achse 20 angeordnet und ein zweites Differenzial 42 ist auf der zweiten Achse 40 angeordnet. Beide Differenziale 22, 42 sind über eine Gelenkwelle 4 und eine Hypoidstufe 45 mechanisch gekoppelt bzw. koppelbar. Zwischen dem zweiten Differenzial 42 und einem angeordneten Elektromotor 41 ist ein Torque Vectoring Getriebe 43 und eine schaltbare zweite Kupplung 44 vorgesehen, die mit den Rädern 3 der zweiten Achse 40 in Wirkzusammenhang stehen. Aufgrund der bereits dargelegten Anordnung des Antriebssystems 2 ist auch eine Rekuperation möglich. Erfolgt eine solche Rekuperation, so ist zwischen dem Elektromotor 41 und einer beliebig angeordneten Batterie 50 ein Umrichter 49 dem Antriebssystem 2 des Fahrzeuges 1 zugeordnet. Es ist für einen Fachmann selbstverständlich, dass konstruktiv auch mehr als zwei Räder auf der ersten Achse 20 und der zweiten Achse 40 denkbar sind. Allen möglichen Lösungen ist jedoch das in Figur 1 dargestellte Grundprinzip gemeinsam. Figur 2 zeigt eine schematische Ansicht der zweiten Antriebseinrichtung 41 , 42, 43, 44, 45, 46, 47 des erfindungsgemäßen Antriebssystems 2 aus einer getrieblichen Verbindung und dem Elektromotor 41 . Der Elektromotor 41 ist über eine erste Stirnradstufe 47 mit einer Welle 46 über eine zweite Stirnrad- stufe 48 mit einem zweiten Differenzial 42 getrieblich verbunden. Die in Figur 2 dargestellten Stirnradstufen 47, 48 stellen lediglich eine mögliche Ausführungsform von Getriebestufen dar. Es ist für den Fachmann selbstverständlich, dass bei der Erfindung auch andere Getriebestufen einsetzbar sind. Über das zweite Differenzial 42 werden die entsprechenden Drehmomente auf die zweite Achse 40 übertragen. Ferner ist der Elektromotor 41 mit einer schaltbaren zweiten Kupplung 44 verbunden, so dass unterschiedliche Übersetzungen bereitgestellt werden können, wie„N" für„Neutral",„ED" für„Electric Drive" und„TV" für „Torque Vectoring", so dass bei unterschiedlichen Steuerungsmöglichkeiten entweder der Elektromotor 41 aktiv oder inaktiv und die Stufe (nicht dargestellt) des Torque Vectoring Getriebes 43 aktiv oder inaktiv ist. Das mit dem Torque Vectoring Getriebe 43 gekoppelte zweite Differenzial 42 ist entweder über den aktivierten Elektromotor 41 oder über den Verbrennungs- und/oder Elektromotor 21 (nicht dargestellt) in Verbindung mit der Hypoidstufe 45 angetrieben. Figur 3 zeigt eine erste Steuerungsmöglichkeit der zweiten Antriebseinrichtung 41 , 42, 43, 44, 45, 46, 47 des erfindungsgemäßen Antriebssystems 2. Der Antrieb der zweiten Achse 40 erfolgt lediglich vom Verbrennungs- und/oder Elektromotor 21 (nicht darge-stellt). Die zweite Kupplung 44 zwischen dem Elektromotor 41 und dem Torque Vectoring Getriebe 43 steht auf„N". Der Elektromo- tor 41 ist inaktiv und steht still. Die Stufe (nicht dargestellt) des Torque Vectoring Getriebes 43 rotiert kraftlos um die zweite Achse 2 sowie die erste als auch zweite Stirnradstufe 47, 48 rotieren kraftlos um die Welle 46. Das zweite Differenzial 42 wird lediglich vom Verbrennungs- und/oder Elektromotor 21 in Verbindung mit der zur mechanischen Kopplung vorgeschalteten Hypoidstufe 45 des zweiten Differenzials 42 über die Gelenkwelle 4 (nicht dargestellt) angetrieben. Figur 4 zeigt eine zweite Steuerungsmöglichkeit der zweiten Antriebseinrichtung 41 , 42, 43, 44, 45, 46, 47 des erfindungsgemäßen Antriebssystems 2. Der Antrieb der zweiten Achse 40 erfolgt vom Verbrennungs- und/oder Elektromotor 21 , wie bereits in Figur 3 beschrieben, über das zweite Differenzial 42 und mit aktiviertem Torque Vectoring Getriebe 43. Die zweite Kupplung 44 zwischen dem Elektromotor 41 und dem Torque Vectoring Getriebe 43 steht auf „TV". Der Elektromotor 41 ist aktiv und verteilt im zweiten Differenzial 42 über die Stufe des Torque Vectoring Getriebes 43 radindividuell die Drehmomente zwischen den mindestens zwei Rädern 3 (nicht dargestellt) der zweiten Achse 40. Idealerweise bis zu den Verhältnissen 0:100 % und 100:0 %. Die erste und zweite Stirnradstufe 47, 48 rotieren kraftlos um die Welle 46. The first differential 22 is disposed on the first axis 20 and a second differential 42 is disposed on the second axis 40. Both differentials 22, 42 are mechanically coupled or coupled via a propeller shaft 4 and a hypoid stage 45. Between the second differential 42 and an arranged electric motor 41, a torque vectoring gear 43 and a switchable second clutch 44 are provided, which are in operative connection with the wheels 3 of the second axle 40. Due to the already set forth arrangement of the drive system 2 and a recuperation is possible. If such recuperation occurs, an inverter 49 is assigned to the drive system 2 of the vehicle 1 between the electric motor 41 and an arbitrarily arranged battery 50. It is obvious to a person skilled in the art that more than two wheels on the first axis 20 and the second axis 40 are also conceivable in terms of design. All possible solutions, however, the common principle shown in Figure 1 is common. FIG. 2 shows a schematic view of the second drive device 41, 42, 43, 44, 45, 46, 47 of the drive system 2 according to the invention from a geared connection and the electric motor 41. The electric motor 41 is connected via a first spur gear 47 with a shaft 46 via a second spur gear 48 with a second differential gear 42. The spur gear stages 47, 48 shown in FIG. 2 merely represent one possible embodiment of gear stages. It is obvious to the person skilled in the art that other gear stages can also be used in the invention. Via the second differential 42, the corresponding torques are transmitted to the second axis 40. Further, the electric motor 41 is connected to a switchable second clutch 44 so that different ratios can be provided, such as "N" for "Neutral", "ED" for "Electric Drive" and "TV" for "Torque Vectoring", so that In the case of different control options, either the electric motor 41 is active or inactive and the stage (not shown) of the torque vectoring gear 43 is active or inactive. The second differential 42 coupled to the torque vectoring gear 43 is driven either via the activated electric motor 41 or via the combustion and / or electric motor 21 (not shown) in conjunction with the hypoid stage 45. FIG. 3 shows a first control possibility of the second drive device 41, 42, 43, 44, 45, 46, 47 of the drive system 2 according to the invention. The drive of the second axis 40 takes place only by the combustion and / or electric motor 21 (not illustrated). The second clutch 44 between the electric motor 41 and the torque vectoring gear 43 is at "N." The electric motor 41 is inactive and stands still The stage (not shown) of the torque vectoring gear 43 rotates powerlessly about the second axis 2 as well the first and second spur gear 47, 48 rotate powerless about the shaft 46. The second differential 42 is only by the combustion and / or electric motor 21 in conjunction with the front of the mechanical coupling hypoid 45 of the second differential 42 via the propeller shaft 4 (not shown) driven. 4 shows a second control possibility of the second drive device 41, 42, 43, 44, 45, 46, 47 of the drive system 2 according to the invention. The drive of the second axis 40 is effected by the combustion and / or electric motor 21, as already described in FIG. The second clutch 44 between the electric motor 41 and the torque vectoring gear 43 stands on "TV." The electric motor 41 is active and distributed in the second differential 42 through the stage of torque vectoring Gear 43 individually determines the torques between the at least two wheels 3 (not shown) of the second axle 40. Ideally up to the ratios 0: 100% and 100: 0% The first and second spur gears 47, 48 rotate around the shaft 46 without power.
Figur 5 zeigt eine weitere Steuerungsmöglichkeit der zweiten Antriebseinrichtung 41 , 42, 43, 44, 45, 46, 47 des erfindungsgemäßen Antriebssystems 2. Der Antrieb der zweiten Achse 40 erfolgt vom Verbrennungs- und/oder Elektromotor 21 , wie bereits in Figur 3 beschrieben, über das zweite Differenzial 42 mit „elektrischen Boosting", d. h. in Kombination mit dem Elektromotor 41 . Die zweite Kupplung 44 zwischen dem Elek-tromotor 41 und dem Torque Vectoring Getriebe 43 steht auf „ED". Der Elektromotor 41 ist aktiv und leitet über die vorgelagerte erste Stirnradstufe 47 mit der Welle 46 über die zweite Stirnradstufe 48 ein zusätzliches Drehmoment in das zweite Differenzial 42 ein. Die Stufe des Torque Vectoring Getriebes 43 ist dabei inaktiv und rotiert kraftlos um die zweite Achse 40. Figur 6 zeigt eine vierte Steuerungsmöglichkeit der zweiten Antriebseinrichtung 41 , 42, 43, 44, 45, 46, 47 des erfindungsgemäßen Antriebssystems 2. Der Antrieb der zweiten Achse 40 erfolgt nur vom aktivierten Elektromotor 41 , d. h. ein rein elektrisches Fahren des Fahrzeugs 1 (nicht dargestellt) ist mit dem Antriebssystem 2 möglich. Die Steuerung erfolgt analog Figur 5, lediglich mit inaktiven Verbrennungs- und/oder Elektromotor 21 . 5 shows a further control possibility of the second drive means 41, 42, 43, 44, 45, 46, 47 of the drive system 2 according to the invention. The drive of the second axle 40 is effected by the combustion and / or electric motor 21, as already described in FIG. via the second differential 42 with "electrical boosting", ie in combination with the electric motor 41. The second clutch 44 between the electric motor 41 and the torque vectoring gear 43 is at "ED". The electric motor 41 is active and initiates via the upstream first spur gear 47 with the shaft 46 via the second spur gear 48, an additional torque in the second differential 42 a. The stage of the torque vectoring gear 43 is inactive and rotates powerless about the second axis 40. Figure 6 shows a fourth control option of the second drive means 41, 42, 43, 44, 45, 46, 47 of the drive system according to the invention 2. The drive of the second Axis 40 takes place only from the activated electric motor 41, d. H. purely electric driving of the vehicle 1 (not shown) is possible with the drive system 2. The control is analogous to Figure 5, only with inactive combustion and / or electric motor 21st
Figur 7 zeigt eine weitere Steuerungsmöglichkeit der zweiten Antriebseinrichtung 41 , 42, 43, 44, 45, 46, 47 des erfindungsgemäßen Antriebssystems 2. Der Antrieb der zweiten Achse 40 erfolgt vom Verbrennungs- und/oder Elektromotor 21 , wie bereits in Figur 3 beschrieben, über das zweite Differenzial 42 einschließlich eines Rekuperationsvorgangs, da beim regenerativen Bremsen während einem Bremsvorgang beim Verzögern oder Bergabfahren kinetische Energie in elektrische Energie umgewandelt wird. Diese gewonnene elektrische Energie wird in der Batterie 50 (nicht dargestellt) gespeichert. Der Umrichter 49 (nicht dargestellt) steuert den Elektromotor 41 dann so, dass dieser als Generator wirkt und die Batterie 50 auflädt. Somit treibt der Verbrennungsund/oder Elektromotor 21 sowohl das zweite Differenzial 42 als auch den über die vorgelagerte erste Stirnradstufe 47 mit der Welle 46 über die zweite Stirnradstufe 48 gekoppelten Generator an. FIG. 7 shows a further control possibility of the second drive device 41, 42, 43, 44, 45, 46, 47 of the drive system 2 according to the invention Drive of the second axis 40 is performed by the combustion and / or electric motor 21, as already described in Figure 3, via the second differential 42 including a Rekuperationsvorgangs, since during regenerative braking during braking during deceleration or downhill kinetic energy is converted into electrical energy. This recovered electrical energy is stored in the battery 50 (not shown). The inverter 49 (not shown) then controls the electric motor 41 to act as a generator and to charge the battery 50. Thus, the combustion and / or electric motor 21 drives both the second differential 42 and the generator coupled to the shaft 46 via the second spur gear stage 48 via the upstream first spur gear stage 47.
Die gegenwärtige Erfindung ist in Bezug auf bevorzugte Ausführungsformen beschrieben worden. Dennoch können Änderungen und Abwandlungen der hier vorgeschlagenen Gestaltungen des Antriebssystems für ein Kraftfahrzeug durchgeführt werden, ohne dabei den Schutzbereich der nachstehenden Ansprüche zu verlassen. The present invention has been described in terms of preferred embodiments. Nevertheless, changes and modifications of the proposed embodiments of the drive system for a motor vehicle can be carried out without departing from the scope of the following claims.
Bezugszeichenliste LIST OF REFERENCE NUMBERS
Kraftfahrzeug motor vehicle
Antriebssystem  drive system
Räder  bikes
Gelenkwelle  propeller shaft
erste Achse first axis
Verbrennungs- und/oder Elektromotor erstes Differenzial  Combustion and / or electric motor first differential
Wechselgetriebe  change gear
erste Kupplung first clutch
Kraftstofftank  Fuel tank
zweite Achse second axis
Elektromotor  electric motor
zweites Differenzial second differential
Torque Vectoring Getriebe  Torque vectoring gear
zweite Kupplung second clutch
Hypoidstufe  hypoid
Welle  wave
erste Stirnradstufe first spur gear
zweite Stirnradstufe second spur gear
Umrichter  inverter
Batterie  battery

Claims

1 Patentansprüche 1 claims
Antriebssystem (2) für ein Kraftfahrzeug (1 ), das eine erste Achse (20) und eine zweite Achse (40) mit jeweils mindestens zwei Rädern (3) umfasst, mit einer der ersten Achse (20) und der zweiten Achse (40) zugeordneten ersten Antriebseinrichtung (21 , 22, 23, 24) zum Antrieb der Räder (3) und einer der zweiten Achse (40) zugeordneten zweiten Antriebseinrichtung (41 , 42, 43, 44, 45, 46, 47) an der zweiten Achse (40), dadurch gekennzeichnet, dass die erste Antriebseinrichtung (21 , 22, 23, 24) zumindest zur zweiten Achse (40) wahlweise zu oder abschaltbar ist und die zweite Antriebseinrichtung (41 , 42, 43, 44, 45, 46, 47) einen einzigen Elektromotor (41 ) für einen wahlweisen Antrieb beider Räder (3) der zweiten Achse (40) aufweist. A drive system (2) for a motor vehicle (1) comprising a first axle (20) and a second axle (40) each having at least two wheels (3) with one of the first axle (20) and the second axle (40). associated first drive means (21, 22, 23, 24) for driving the wheels (3) and a second axis (40) associated with the second drive means (41, 42, 43, 44, 45, 46, 47) on the second axis ( 40), characterized in that the first drive means (21, 22, 23, 24) at least to the second axis (40) is selectively switched on or off and the second drive means (41, 42, 43, 44, 45, 46, 47) a single electric motor (41) for selectively driving both wheels (3) of the second axle (40).
Antriebssystem nach Anspruch 1 , dadurch gekennzeichnet, dass die erste Antriebseinrichtung (21 , 22, 23, 24) mit der zweiten Antriebseinrichtung (41 , 42, 43, 44, 45, 46, 47) an der zweiten Achse (40) koppelbar ist. Drive system according to claim 1, characterized in that the first drive means (21, 22, 23, 24) with the second drive means (41, 42, 43, 44, 45, 46, 47) on the second axis (40) can be coupled.
Antriebssystem (2) nach Anspruch 1 , dadurch gekennzeichnet, dass die erste Antriebseinrichtung (21 , 22, 23, 24) mit einem Verbrennungsmotor (21 ) und/oder einem elektromotorischen Antrieb versehen ist. Drive system (2) according to claim 1, characterized in that the first drive means (21, 22, 23, 24) is provided with an internal combustion engine (21) and / or an electric motor drive.
Antriebssystem (2) nach Anspruch 1 , dadurch gekennzeichnet, dass die erste Antriebseinrichtung (21 , 22, 23, 24) und die zweite Antriebseinrichtung (41 , 42, 43, 44, 45, 46, 47) an eine getrieblichen Verbindung an der zweiten Achse (40) gekoppelt sind, wobei die Räder (3) der zweiten Achse (40) an die getriebliche Verbindung angeschlossen sind. Drive system (2) according to claim 1, characterized in that the first drive means (21, 22, 23, 24) and the second drive means (41, 42, 43, 44, 45, 46, 47) to a geared connection to the second Axis (40) are coupled, wherein the wheels (3) of the second axis (40) are connected to the geared connection.
5. Antriebssystem nach Anspruch 4, dadurch gekennzeichnet, dass die getriebliche Verbindung mehrere Planetenstufen aufweist. 2 5. Drive system according to claim 4, characterized in that the geared connection has a plurality of planetary stages. 2
Antnebssystem nach Anspruch 4, dadurch gekennzeichnet, dass die getriebliche Verbindung wenigstens ein Differenzial (42) aufweist. Antnebssystem according to claim 4, characterized in that the geared connection has at least one differential (42).
Antriebssystem (2) nach Anspruch 1 , dadurch gekennzeichnet, dass ein mit dem Wechselgetriebe (23) gekoppeltes erstes Differenzial (22) der ersten Achse (20) zugeordnet ist und ein zweites Differenzial (42) an der zweiten Achse (40) mit dem ersten Differenzial (22) mechanisch koppelbar ist. Drive system (2) according to claim 1, characterized in that associated with the change gear (23) first differential (22) of the first axis (20) is associated with and a second differential (42) on the second axis (40) with the first Differential (22) is mechanically coupled.
Antriebssystem (2) nach Anspruch 4, dadurch gekennzeichnet, dass die zweite Antriebseinrichtung (41 , 42, 43, 44, 45, 46, 47) über wenigstens ein Torque Vectoring Getriebe (43) der getrieblichen Verbindung mit den Rädern (3) der zweiten Achse (40) im Wirkzusammenhang steht Drive system (2) according to claim 4, characterized in that the second drive means (41, 42, 43, 44, 45, 46, 47) via at least one torque vectoring gear (43) of the geared connection with the wheels (3) of the second Axis (40) is in operative connection
Antriebssystem nach Anspruch 4, dadurch gekennzeichnet, dass zwischen zweite Antriebseinrichtung (41 , 42, 43, 44, 45, 46, 47) und der getrieblichen Verbindung eine schaltbare Kupplung (44) angeordnet ist. Drive system according to claim 4, characterized in that between the second drive means (41, 42, 43, 44, 45, 46, 47) and the geared connection a switchable coupling (44) is arranged.
PCT/EP2010/065404 2009-11-30 2010-10-14 Drive system for a motor vehicle WO2011064041A1 (en)

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