WO2014029395A1 - Engrenage différentiel - Google Patents

Engrenage différentiel Download PDF

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Publication number
WO2014029395A1
WO2014029395A1 PCT/DE2013/200085 DE2013200085W WO2014029395A1 WO 2014029395 A1 WO2014029395 A1 WO 2014029395A1 DE 2013200085 W DE2013200085 W DE 2013200085W WO 2014029395 A1 WO2014029395 A1 WO 2014029395A1
Authority
WO
WIPO (PCT)
Prior art keywords
gear
differential
planetary
planet carrier
unit
Prior art date
Application number
PCT/DE2013/200085
Other languages
German (de)
English (en)
Inventor
Thorsten Biermann
Richard Grabenbauer
Original Assignee
Schaeffler Technologies AG & 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 AG & Co. KG filed Critical Schaeffler Technologies AG & Co. KG
Publication of WO2014029395A1 publication Critical patent/WO2014029395A1/fr

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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
    • F16H48/36—Differential gearings characterised by intentionally generating speed difference between outputs
    • 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
    • B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
    • B60K23/04—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for differential gearing
    • 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
    • B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
    • B60K23/04—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for differential gearing
    • B60K2023/043—Control means for varying left-right torque distribution, e.g. torque vectoring
    • 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

Definitions

  • the invention relates to a differential gear for dividing the voltage applied to an input shaft drive power to a first and a second transmission output, said differential gear is equipped with an actuator which makes it possible to set different drive torques at these two gear outputs or the two transmission outputs active to twist against each other.
  • Such differential gears are commonly referred to as so-called. Torque vectoring differentials. These differential gears make it possible to improve the dynamic behavior of a suitably equipped motor vehicle by actively adjusting the relative rotation of the driven wheels of an axle.
  • the invention has for its object to provide a differential gear of the type mentioned above, which allows, as indicated, an influence on the relative rotation of the transmission outputs and is characterized by a robust design and advantageous mechanical performance.
  • a differential gear with: - A differential unit with a first transmission output, a second transmission output, a planetary carrier revolving around a differential axis and with this revolving planetary planets, as such, the two transmission outputs rotatably coupled against each other, and
  • the adjusting device comprises a servo motor and a coupling gear and the coupling gear is offset radially relative to the differential axis and engages radially from the outside to the differential unit.
  • the adjusting device As a modular unit which can be attached laterally to the differential unit, whereby the differential unit is functional even with the adjusting device and closure of the mounting opening removed, and only the special function of the electromechanical torque adjustment this is omitted.
  • the differential gear can be designed so that the attachment and setting of the actuator can be done without disassembly of the axially mounted components of the differential gear.
  • the adjusting device composed of the servo motor and the coupling gear forms a so-called torque vectoring unit (TV unit).
  • the TV system can be used for a wide variety of drive types (eg for vehicles with an internal combustion engine drive, vehicles with electric axles, hybrid vehicles).
  • the drive torque is introduced via the planet carrier of the spur gear differential to the bolts and then to the planets.
  • the differential unit comprises a rotating with the planet carrier and with respect to this about the differential axis rotatable ring gear, which is in engagement with a particular group of Umlaufplaneten.
  • the adjusting device is kinematically coupled via this ring gear to the planetary gears of the differential stage.
  • the ring gear is preferably designed so that it has a Ringradaußenverzahnnung.
  • the coupling gear then engages from the outside in this Ringradaußenvertechnikung.
  • the ring gear outer toothing is preferably designed as a relatively fine toothing.
  • the toothing is again preferably designed as a straight spur gear teeth. This makes it possible to make circumferential load changes without resulting within the teeth engagement changing axial forces.
  • the differential unit is preferably formed according to a particular aspect of the present invention as a spur gear.
  • the gearbox outputs are formed by sun gears which are arranged in the same direction as the differential axis.
  • the orbiting planets form a first circulating planetary group and a second circulating planetary group.
  • the orbiting planets of the first planetary planets group are engaged with the first sun gear.
  • the planetary planets of the second planetary planets are engaged with the second sun gear.
  • the planetary planets of the two planetary planetary groups are interconnected via planetary meshing zones engaged.
  • the ring gear can actively initiate a torque into the planetary planets of one of the planetary planetary groups. Due to the intervention of the orbiting planets of the two circulating planetary groups, the circulating planets of the corresponding other orbiting planets are also driven (in opposite directions). The coupling of a torque in the planetary planets on the ring gear thus leads to the construction of an effective torque between the two sun gears.
  • the planet carrier carries a with this integrally rotating spur gear and the adjusting device or the coupling gear of the same is engaged with this.
  • This spur gear and the ring gear engaging in the planetary orbits are preferably arranged in close proximity.
  • the fixed to the planet carrier spur gear can form a relatively finely toothed spur gear is basically only engaged with the coupling gear. In principle, however, it is also possible to let the coupling gear engage in a spur gear as such forms an input gear via which the planet carrier is driven.
  • the differential gear according to the invention when using the differential gear according to the invention in an electromechanical drive system, it is possible to realize a transmission gear in cooperation with the differential unit.
  • the planet carrier of the differential unit is then preferably driven via a drive planetary gear, the planet carrier of the differential unit also forming the planet carrier of the drive planetary gear.
  • the corresponding main drive motor can then be arranged coaxially to the differential axis and drive via its rotor, a sun gear of the drive planetary gear.
  • the invention according to the invention attached to the differential unit and kinematically coupled with this coupling mechanism forms according to the invention Synchronization unit by which the drive speed required on the servomotor on the servomotor when driving straight ahead is lowered substantially to zero.
  • the coupling gear can be designed for this purpose in an advantageous manner as epicyclic gear.
  • the servomotor and the coupling gear are also coupled to each other via a translation stage according to a particularly preferred embodiment. Since the input speed at the input of the gear ratio is lowered substantially to zero by the coupling gear when driving straight, the gear ratio and the servo motor generate substantially no drag losses.
  • the differential gear it is possible to carry out the differential gear so that the adjusting device is actively engaged and disengaged.
  • This engagement or disengagement can be effected in particular by producing or canceling the meshing engagement of the linkage with the revolving gear structures of the planet carrier.
  • the cancellation can be done by axial or radial displacement of the linkage or by other switching devices. Those radial displacement can be achieved by the housing of the linkage is guided eccentrically relative to an inner axis, and thus the main wheels of the linkage can be radially switched on or disengaged by pivoting the coupling gear housing.
  • the power and the dynamic response of the adjusting device are so matched to the moment of inertia of the vehicle about its vertical axis and the moments of inertia of the Radantriebstrfite that on the actuator substantially the maximum required for driving dynamics intervention differential torque is adjustable.
  • the adjusting device it is possible to design the adjusting device such that the differential torque that can be set between the two gearbox outputs substantially corresponds to the wheel drive torque that can be applied when the roadway is dry. It is possible, even during vehicle operation, which does not require optimization of the curve dynamic behavior by active variation of the wheel drive torques, so that the drive motor power compensates the steering wheel's internal friction and the different wheel angular velocities are thus compensated without steering angle control. or at least with little internal resistance.
  • Figure 1 is an axial sectional view of the main components of the differential gear according to the invention in operatively coupled state
  • Figure 2 is an axial sectional view for illustrating details of the differential unit
  • Figure 3 is an axial sectional view for illustrating details of the linkage
  • Figure 4 is a schematic diagram illustrating the kinematic coupling of the components of the differential gear with slight modification of the concept of Figure 1;
  • FIG. 5 is a perspective view of the planet carrier of the differential unit of Figure 3;
  • FIG. 6 shows a perspective illustration of the differential unit accommodated in a differential gear housing, without a radially set actuating unit
  • Figure 7 is a perspective view of the differential gear according to the invention, now with radially set actuator
  • Figure 8 is a perspective view of the components of Figure 1;
  • FIG. 9 shows a schematic representation for illustrating the installation situation with an electric axle
  • Figure 10 is a schematic representation to illustrate the installation situation in an internal combustion engine drive with transversely mounted BK
  • Figure 11 is a schematic representation to illustrate another
  • FIG. 12 shows a schematic representation for illustrating another one
  • FIG. 1 shows the core components of a differential gear according to the invention in operatively linked state.
  • the differential gear according to the invention comprises a differential unit D with a first transmission output 1, a second transmission output 2, a planetary carrier 3 revolving around a differential axis X and circulating planetary planets P1, P2 which, as such, couple the two transmission outputs 1, 2 against each other in a rotatable manner.
  • the differential gear comprises an actuating device S for applying a differential between the two transmission outputs 1, 2. Renzmomentes, wherein the adjusting device S comprises a servomotor M and a coupling mechanism K and the coupling mechanism K is radially offset relative to the differential axis X and radially engages the differential unit D from the outside.
  • the differential unit D comprises a rotating with the planet carrier 3 and with respect to this about the differential axis X rotatable ring gear 4, which is in engagement with the planetary planetary P2.
  • the adjusting device S is kinematically coupled via this ring gear 4 with the differential unit D.
  • the ring gear 4 has a ring gear outer teeth 4a and the coupling gear K engages in this ring gear outer teeth 4a from the outside.
  • the differential unit D is designed as a spur gear differential.
  • the planet carrier 3 carries a rotating with this spur gear 5 and the adjusting device S is also engaged with this spur gear 5 in engagement.
  • the planet carrier 3 of the differential unit D is driven via a drive planetary gear PGD, and the planet carrier 3 of the differential unit D also forms the planet carrier of this drive planetary gear PGD.
  • the coupling mechanism K forms a synchronizing unit by which the drive speed required on the servomotor M is lowered when driving straight ahead to substantially zero.
  • the servo motor M and the coupling mechanism K are coupled to each other via a translation stage R.
  • This translation stage R is designed as a planetary stage wherein the drive is via a sun gear 6.
  • the translation stage R is designed to provide a relatively high gear ratio.
  • the adjusting device S is designed so that it is not self-locking in the de-energized state and any compensation rotations within the differential unit without significant drag torque permits.
  • the adjusting device S can - although not shown here - be designed so that it can be actively engaged and disengaged.
  • the power of the servomotor M and the dynamic response of the actuator S is tuned to the moment of inertia of the corresponding vehicle about its vertical axis and the moments of inertia of the Radantriebstrfite that about the adjusting device S substantially the maximum dynamic difference torque required between the transmission outputs 1, 2 is adjustable ,
  • the adjusting device S can be designed so that the generated by this differential torque substantially equal to the dry roadway maximum, that can be applied until the occurrence of wheel slip Radantriebsmoment.
  • a differential gear according to the invention with integrated "torque vectoring actuating unit” is characterized in that the kinematic connection of the actuating unit S to the differential unit D is effected from the side to a spur gear toothing which rotates with the planet carrier 3.
  • the actuating unit S is in this case designed so that their servomotor M and the coupling gear K sit on an axis XS and this axis XS is parallel to the differential axis X.
  • the required engine speed is reduced by the coupling mechanism K, so that when driving straight ahead, the rotor 7 of the servomotor M does not rotate.
  • the coupling mechanism K is designed as a planetary gear.
  • the differential unit D is designed according to a particular aspect of the present invention as a spur gear differential. The structure of these two functional and laterally juxtaposed units will be explained below in conjunction with Figures 2 and 3 in depth.
  • the differential unit D of the differential gear according to the invention is further illustrated in their construction.
  • the gearbox outputs 1, 2 are each provided with an internal toothing in which a complementary toothed portion of a wheel drive shaft 1 a can be inserted.
  • This wheel drive shaft 1 a is shown here only for the left wheel drive train.
  • the right wheel drive shaft is not mounted in this illustration.
  • In the as Radantriebswelle 1 a designated component is a drive shaft journal which is connected to a joint pot in itself.
  • the transmission outputs 1, 2 each carry sun gears S1, S2 which have a spur gear toothing and are coupled in a special way to the planetary planets P1, P2.
  • the sun gears S1, S2 have the same number of teeth, the geometry of the two sun gears S1, S2 is coordinated so that the top circle of the sun gear S1 is smaller than the root circle of the sun gear S2.
  • the planetary planetary gears P1, P2 form two planetary gear groups per se.
  • the planetary planetary gears P1 are engaged with the sun gear S1, and the planetary planetary gears P2 are engaged with the sun gear S2.
  • the planet gears P1, P2 are engaged with each other.
  • the engagement zones between the planetary planet gears P1, P2 are in this case at the same axial level as the spur gear teeth of the first sun gear S1.
  • the planetary gears P2 are on a pitch circle whose diameter is larger than that of the pitch circle on which the planetary planetary gears P1 are located.
  • the planetary planetary gears P1, P2 are rotatably mounted on the planet carrier 3. This is done here by bearing pin 8 sitting in the planet carrier 3.
  • the differential unit D comprises a ring gear 4 which has a spur wheel outer toothing and a ring gear inner toothing.
  • the ring gear 4 is rotatably mounted on the planet carrier 3 and in this case arranged coaxially to the differential axis X.
  • the ring gear 4 is rotated relative to the planet carrier 3.
  • the planetary planets P2 are actively rotated. Since the planetary planets P2 in turn are in engagement with the planetary planets P1, the transmission outputs 1, 2 are rotated in opposite directions by rotation of the ring gear 4 relative to the planet carrier 3.
  • This coupling mechanism K is synchronized via a spur gear 9.
  • This spur gear 9 is formed integrally with the planetary carrier 3 or at least rotatably connected thereto.
  • the introduction of the drive power in the differential unit D takes place here via a planetary stage PGD which comprises a sun gear S3, a ring gear H3 and planetary planets P3.
  • the planet carrier 3 of the differential unit D acts at the same time as a planet carrier that drive planetary stage PGD.
  • the ring gear H3 is fixed stationary in the transmission case 10 of the differential gear.
  • the sun gear S3 is driven by a main drive motor, not shown in detail, which can be embodied, for example, as an electric motor.
  • the differential unit D is designed as a spur gear, via the seated on the planet carrier 3 ring gear 4 is an active and controlled by tuning the drive power of the actuator S rotation of the planetary orbits P2 possible.
  • the coupling mechanism K is shown together with upstream transmission gear R.
  • the spur gear 1 1 engages in installed condition with its external teeth 1 1 a in the outer teeth of the ring gear 4 of the differential unit D a.
  • the spur gear 12 engages in the installed state with its outer teeth 12a in the outer toothing of the rigidly coupled to the planet carrier 3 spur gear 5 a.
  • Both spur gears 1 1, 12 are formed as ring gears and in the region of their inner opening with a Ringradinnenveriereung 1 1 b, 12 b provided.
  • the coupling gear K includes a planet carrier 13. This carries bearing pin 14. Planetary wheels P4, P5 sit on the bearing pin 14. The planetary gears P4, P5 each engage in the ring gear internal teeth 12b, 11b. In the embodiment shown here, the Ringradinnenverzah- 12b, 1 1 b have only approximately the same pitch circle diameter and numbers of teeth. This circumstance leads to a subsequent special effect. Basically, these gears can also be designed identical.
  • the planetary gear P4 in this illustration meshes with a sun gear S4. This sun gear S4 is fixed to the housing GK of the linkage K.
  • the planetary gear P5 in this illustration meshes with a sun gear S5. This sun gear S5 is driven via the transmission gear R.
  • This planetary gear P5 is supported on the one hand on the internal teeth 1 1 b of the spur gear 1 1 and on the other hand on the sun gear S5. By rotation of the sun gear S5, it is thus possible to rotate the spur gear 1 1 relative to the spur gear 12. Run the two spur gears 1 1, 12 at the same angular velocity so the sun gear S5 is stationary or at least rotates only with low speed.
  • the sun gear S5 is driven via the transmission gear R.
  • This transmission gear R is designed as a planetary gear mechanism and offers a very high transmission ratio> 1, ie "slower" due to its particular design shown here ..
  • the transmission gear R includes a first ring gear H1 and a second ring gear H2 H2 have the same pitch circle diameter, but different numbers of teeth.
  • the first ring gear H1 is fixed in a circulation bell 15.
  • This planetary gear 15 also carries the sun gear S5 of the linkage K.
  • the second ring gear H2 is fixed in the housing 16 of the linkage K.
  • the transmission gear R includes a planet carrier 17 which carries as such planetary orbits P6 which mesh with both the internal gears of the ring gears H1, H2 and with a sun gear S6.
  • the planetary planet P6 sit here on bearing pin 18 which are secured in the planet carrier 17.
  • the sun gear S6 is driven by an electric motor M as shown symbolically in FIG.
  • This electric motor M may be formed, for example, as a stepper or servo motor.
  • the sun gear S6 is placed here on the indicated motor shaft pin 19.
  • the planetary gears P6 are mounted on the bearing pin 18 via rolling bearings 20.
  • the differential gear according to the invention is composed of a differential unit D and an adjusting device S, wherein the adjusting device S engages radially from the side into the differential unit D.
  • the differential unit D is designed as a spur gear differential, the power is tapped off via the two sun gears S1 S2, which as such are connected to the drive outputs 1, 2 are coupled.
  • the planetary planets P1, P2 sit on a planet carrier 3 and are engaged with each other.
  • the planetary planets P1 engage in the sun gear S1.
  • the planetary planets P2 engage in the sun gear S2.
  • this engagement concept can be implemented such that the engagement zones between the planetary planets P1, P2 are located at the axial level of the spur gear teeth of the first sun gear S1.
  • this spur gear differential is also possible to design as so-called symmetrical spur gear differential in which, for example, the engagement zones of the revolving planets are located axially between the sun gears S1, S2.
  • the asymmetrical variant described above offers structural mechanical advantages due to special internal force compensation effects.
  • the planetary planets P2 engage in the internal toothing of the ring gear 4.
  • This ring gear 4 is rotatably mounted on the planet carrier 3.
  • the ring gear 4 carries an external toothing in which a spur gear 1 1 of the actuating device S engages.
  • the planet carrier 3 continues to carry a spur gear 5 which is fixed to the planet carrier 3. In this spur gear 5 engages a spur gear 12 of the adjusting device S a.
  • the adjusting device S is composed of a coupling mechanism K, a transmission gear R and a servomotor M (see Fig. 1) together.
  • the coupling mechanism K is executed as already described as epicyclic gear and constructed so that when synchronizing the spur gears 4, 5, the sun gear S5 is.
  • the two spur gears 1 1, 12 are formed as ring gears and thereby form an internal toothing on which the planetary planets P4, P5 roll off.
  • the planetary planetary gear P5 rolls on a stationary sun gear S4.
  • the sun gear S5 is controlled via the transmission gear R.
  • the transmission gear R comprises a stationary ring gear H2 and a ring gear H1 coupled to the sun gear S5.
  • the ring gears H1, H2 have the same pitch circle diameter and the same module slightly different numbers of teeth and are also coupled via the planetary planet P6.
  • the planetary planets P6 are driven by the sun gear S6.
  • the drive of the sun gear S6 via the driven.
  • the drive of the sun gear S6 via the motor shaft 19 of the servomotor M (see Fig.1).
  • FIG. 5 shows the peripheral planet carrier 3 of the differential unit D according to FIGS.
  • the planetary carrier 3 forms a receiving portion 22 for receiving the sun gear S2 and a plurality of receiving pockets 23, 24, 25 for receiving the planetary orbits P2 (not shown). Furthermore, the planetary planet carrier 3 also forms axle journal bores for receiving the axle journal (FIG. 2, reference numeral 8) of the planetary planets P1, P2.
  • the planetary planet carrier 3 carries a spur gear toothing 9 via which the coupling gear K (see FIG. 1) is synchronized with the planetary planet carrier 3.
  • the planetary planet carrier 3 also forms part of a drive planetary gear not shown here (Fig.
  • FIG. 7 shows the differential gear according to the invention with attached coupling gear K and upstream gear ratio R.
  • This modularly designed module is attached to the differential unit D via the mounting opening.
  • These components R, K form a subassembly of the actuating unit S (see Fig. 1) and are mounted in connection with a motor housing accommodating the servomotor, which as such closes the gear housing 10 accordingly.
  • the differential unit D is shown with laterally attached coupling mechanism K and upstream translation stage R in the form of a perspective view.
  • the active rotation of the transmission outputs 1, 2 takes place by relative rotation of the spur gears 4, 5.
  • Radially in this to the differential axis X coaxial spur gears 4, 5 engages the coupling gear K a.
  • the internal structure of the linkage K is designed so that the synchronizing of the spur gears 4, 5, the input shaft 19 of the transmission gear R is.
  • rotation of the input shaft 19 of the transmission gear R receive the otherwise synchronous spur gears 1 1, 12 a rotational phase shift due to the kinematic coupling with the spur gears 4, 5 to a relative rotation of the transmission outputs 1, 2 leads to each other.
  • the differential gear according to the invention can be used in a wide variety of drive systems and provides here greater design freedom.
  • FIGS. 9 to 12 several concepts are shown in greatly simplified form.
  • An essential feature of all the differential units used in the concepts according to FIGS. 9 to 12 is the mechanical construction of the same, which enables an active rotation of the planetary gears and thus of the transmission outputs via a coaxial with the planetary gear.
  • an electrical axis with a main drive motor MD is shown in a highly simplified manner, which is coupled to the differential unit D via a transmission stage PGD.
  • the adjusting device S is coupled laterally to the differential unit D.
  • the left transmission output 1 forms a drive shaft section.
  • the right transmission output of the differential unit D forms a shaft receiving a drive shaft which is initially passed coaxially through the main drive motor MD.
  • FIG 10 a design is shown, in which the differential unit D according to the invention is attached to a manual transmission SG and the special control of the differential unit D via the also engaging laterally in the differential unit D actuator S.
  • the configuration state shown here can be achieved by modular retrofitting by, for example, a provided for a basic version cover 29 is removed and the then released opening the adjusting device S is placed.
  • the drive of the gearbox SG is carried out here via an internal combustion engine BK.
  • FIG. 1 a design of a realized under inclusion of a differential gear according to the invention drive system is shown, in which the adjusting device S is integrated into the housing of a gearbox SG.
  • the differential unit D is attached laterally to the transmission housing.
  • FIG. 12 shows an embodiment of the differential gear according to the invention as a rear axle differential.
  • the entry of the adjusting movement in the ring gear 4 of the differential unit, not shown here takes place via the gear 1 1 of the linkage K radially from the side.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Retarders (AREA)

Abstract

L'invention concerne un engrenage différentiel, comprenant une unité différentiel dotée d'une première sortie, d'une deuxième sortie, et d'un dispositif de réglage permettant d'appliquer un couple différentiel agissant entre les deux sorties de l'engrenage. Le dispositif de réglage comprend un servomoteur et un engrenage couplé. L'engrenage couplé est radialement décalé par rapport à un croisillon et s'applique radialement de l'extérieur sur l'unité différentiel.
PCT/DE2013/200085 2012-08-20 2013-07-31 Engrenage différentiel WO2014029395A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102012214766.7A DE102012214766A1 (de) 2012-08-20 2012-08-20 Differentialgetriebe
DE102012214766.7 2012-08-20

Publications (1)

Publication Number Publication Date
WO2014029395A1 true WO2014029395A1 (fr) 2014-02-27

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PCT/DE2013/200085 WO2014029395A1 (fr) 2012-08-20 2013-07-31 Engrenage différentiel

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DE (1) DE102012214766A1 (fr)
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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102017200924A1 (de) 2017-01-20 2018-07-26 Bayerische Motoren Werke Aktiengesellschaft Gegenkolben-Brennkraftmaschine
WO2019057912A1 (fr) 2017-09-21 2019-03-28 Borgwarner Sweden Ab Dispositif de vectorisation de couple
DE102021126052A1 (de) 2021-10-07 2023-04-13 Bayerische Motoren Werke Aktiengesellschaft Stirnraddifferentialgetriebe für ein Kraftfahrzeug sowie Antriebsstrang für ein Kraftfahrzeug

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