WO2015185313A1 - Transmission permettant si nécessaire une répartition d'un couple d'entraînement - Google Patents

Transmission permettant si nécessaire une répartition d'un couple d'entraînement Download PDF

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Publication number
WO2015185313A1
WO2015185313A1 PCT/EP2015/059949 EP2015059949W WO2015185313A1 WO 2015185313 A1 WO2015185313 A1 WO 2015185313A1 EP 2015059949 W EP2015059949 W EP 2015059949W WO 2015185313 A1 WO2015185313 A1 WO 2015185313A1
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WIPO (PCT)
Prior art keywords
output
output element
gear
transmission
differential
Prior art date
Application number
PCT/EP2015/059949
Other languages
German (de)
English (en)
Inventor
Wolfram Hasewend
Original Assignee
Magna Powertrain Ag & Co Kg
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Filing date
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Application filed by Magna Powertrain Ag & Co Kg filed Critical Magna Powertrain Ag & Co Kg
Publication of WO2015185313A1 publication Critical patent/WO2015185313A1/fr

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Classifications

    • 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
    • B60K17/344—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having a transfer gear
    • B60K17/346—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having a transfer gear the transfer gear being a differential gear
    • B60K17/3462—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having a transfer gear the transfer gear being a differential gear with means for changing distribution of torque between front and rear wheels
    • 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
    • F16H48/36—Differential gearings characterised by intentionally generating speed difference between outputs
    • F16H2048/368—Differential gearings characterised by intentionally generating speed difference between outputs using additional orbital gears in combination with clutches or brakes
    • 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
    • F16H48/08—Differential gearings with gears having orbital motion comprising bevel gears

Definitions

  • the present invention relates to a transmission for distributing a drive torque as required between a first and a second axle or shaft of a vehicle, such as a front and a rear axle or a right-side and a left-side half-wave of the vehicle.
  • Such transmissions for dividing a drive torque as required between two axles or shafts of a vehicle are generally known and usually use at least one friction clutch, by means of which the drive torque can be divided between the two axles or shafts in the sense of torque vectoring.
  • friction clutches offer limited variability in torque distribution and also have limited accuracy or dynamics in adjusting the desired torque distribution.
  • the construction cost is not insignificant.
  • the benefits of such torque vectoring systems, especially in the low-speed range are hardly noticeable. Rather, in such systems usually tow losses, which represent consumption and emission-increasing sources of losses.
  • Torque vectoring systems are limited to certain driving situations in which the need for sharing the drive torque between two axes or waves is to make, without it being possible, if necessary, one of the two axes or shafts torque-free switch from or Disconnect drive, as may be the case, for example, in less demanding driving situations.
  • the invention is therefore an object of the invention to provide a transmission for on-demand division of a drive torque between a first and a second axle or shaft of a vehicle, which does not require lossy friction clutches for sharing the drive torque and which can be adapted in particular to less demanding driving situations, which do not require a distribution of the drive torque.
  • the transmission according to the invention comprises:
  • a first drive shaft which is preferably associated with an internal combustion engine
  • a second drive shaft which is preferably associated with an electric motor
  • a first output shaft which is preferably associated with a first vehicle axle (or a first vehicle shaft);
  • a second output shaft which is preferably associated with a second vehicle axle (or a second vehicle axle);
  • a superposition gear having an input member driven by the second drive shaft, a first output member, and a second output member;
  • first output element of the differential compensation is drivingly connected to the first output element of the superposition gear, preferably separable; wherein the second output element of the differential compensation drive-effective, preferably rotationally fixed, connected to the second output shaft of the transmission or connectable; wherein the first output element of the superposition gear is drivingly connected to the first output shaft of the transmission, preferably separable;
  • the differential compensation of the transmission according to the invention serves as it were as a (preferably effective in the longitudinal direction) central differential, with the drive torque of the engine preferably in equal proportions regardless of the speed of the two axes of the vehicle on the two axes (or waves) can be transmitted.
  • the superposition gear serves as a summation gear, with which depending on the direction of rotation of the electric motor on one of the two axes (or shafts) an additional or accelerating torque in the sense of torque vectoring can be imposed, whereas the drive torque of the other axis (or shaft ) is reduced by a corresponding braking torque.
  • a transmission branch is formed by the superposition gear of the transmission according to the invention, which allows an electromotive change in the pre-set by the Ausretesdiffer- torque distribution.
  • an additional drive torque is superimposed on the preset torque distribution by means of the electric motor, wherein, for example, the first output element of the superimposed gearbox is indirectly connected to the second output due to the drive-effective connection of the two output elements of the superposition gear with the two output elements of the differential compensation.
  • gear element of the differential compensation is supported or the second output element of the superposition gear is supported indirectly on the first output element of the differential compensation.
  • a further advantage is that the electric motor is also superior in terms of its positioning capability, ie the ability to set a desired torque quickly and precisely, compared to conventional realizations using friction clutches.
  • a “non-rotatable” connection denotes a torsionally rigid connection.
  • the transmission (and in particular the superposition gear) is designed so that at the same speed of the first output element and the second output element of Ausrete- rentials, and / or at the same speed of the first output shaft and the second Output shaft of the transmission, the input element of the superposition gear is stationary.
  • the transmission is configured (and possibly adapted to the other components of the drive train of the vehicle with the translations provided therein) that at the same speed of the two axles or waves of the vehicle, the superposition gear has a zero speed, ie the Electric motor associated input element of the superposition gearbox stands still.
  • the effective between the first output element of the differential compensation and the first output element of the superposition gear ratio, further effective between the second output element of the differential compensation and the second output element of the superposition gear ratio, and the effective within the superposition gear ratios are adapted to each other so that at same speed of the first output element and of the second output element of the differential compensation and / or at the same speed of the first output shaft and the second output shaft of the transmission, the input element of the superposition gearing is stationary.
  • the superposition gearing is preferably designed such that the first output element and the second output element of the superposition gearing are driven relative to one another in opposite directions by rotational movement of the input element.
  • the transmission ie, the superposition gear, the differential gear and intermediate transmission gear such as offset drives
  • the transmission can be designed so that upon rotation of the input element of the superposition gear, the two output elements of the differential compensation and / or the two output shafts of the transmission are driven in opposite directions.
  • a first torque-transmitting device is provided, by means of which the first output element of the superposition gearbox can optionally be connected for common rotation with the first output shaft of the transmission.
  • the first output shaft of the transmission can be decoupled from the superposition gearing for decommissioning a vehicle axle.
  • first of all a braking torque can be applied to the first output element of the superposition gearing, which releases the drive torque of the internal combustion engine when the first torque transmission device is engaged, so that the first output shaft of the gearing can be torque-controlled. becomes free.
  • the first output shaft of the transmission can then be decoupled without jerk and noise by means of the first torque transmission device by the first torque transmission device is disengaged.
  • a second torque transmission device is provided by means of which the first drive shaft of the transmission for locking the axle differential for common rotation can be connected to the first output element and / or the second output element of the differential compensation. After decoupling the first output shaft by means of the first torque-transmitting device, the axle differential can thus be mechanically locked in a second step by means of the second torque-transmitting device, so that the electric motor can subsequently be switched off.
  • a third torque transmitting device is provided, by means of which either the first or the second Output element of the superposition gearing stationary, in particular on a housing element of the transmission, can be fixed, connectable for common rotation with the second or first output element of the superposition gearing or drive effective with the first and second output element of the differential compensation is connectable.
  • the second output element of the superposition gear drive connected to the second output element of the differential compensation, so there is the basic configuration of the transmission described above, in which accelerated by means of the electric motor, one of the two axes for purposes of torque vectoring and the other Axis can be braked.
  • the second output element of the superposition gearing is stationary, for example, by means of the third torque transmission device, the superposition gearing acts as a transmission stage, by means of which the drive torque of the electric motor can be translated into the first axis of the vehicle.
  • the second output element of the superposition gearing is connected to the first output element of the superposition gearing by the third torque transmission device for joint rotation, then the superimposed gearing is locked, which leads to The result is that the drive torque of the electric motor is transmitted with uncoupled engine translation without translation to the two axes of the vehicle.
  • the third torque transmitting device thus the otherwise unchanged transmission architecture can be extended to provide a purely electric or hybrid electric drive with one or two gears available, in which the two gears are in a resulting from the translation of the superposition gear ratio.
  • the engine can be decoupled from the transmission to provide a purely electric driving.
  • a hybrid electric driving operation in which the driving torque of the electric motor is used to drive the vehicle in addition to the driving torque provided by the engine.
  • no support of the second output element of the superposition gearing on the second output element of the differential compensation takes place.
  • the differential compensation is designed as a bevel gear differential; however, the equalizing differential may equally be designed, for example, as a ball differential.
  • the engine drives, via the first drive shaft, the carrier carrying the differential gears of the bevel gear differential, whereas the two output elements of the differential are rotatably connected to the bevel gears of the differential gear meshing with the differential gears.
  • the differential instead of forming the differential as bevel or ball differential, it would also be possible to form the differential as a planetary gear, as in a further embodiment of the superposition gear, which preferably as hohlradloses planetary gear with pairs of intermeshing planet gears, which in turn each with an associated Combing sun gear, is formed.
  • the superimposed gear can be designed as a planetary gear with pairs of intermeshing planetary gears, which are supported by a common planetary carrier, which forms the first output element of the superimposition gearbox.
  • one of the two planet gears meshes with a sun gear of the superposition gear, which is driven by the electric motor, whereas the other planet gear meshes with another sun gear of the superposition gear, which is rotatably connected to the second output element of the superposition gear.
  • the drive-effective connections between the two output elements of the differential compensation and the two output elements of the superposition gear can be realized by belt or chain drives; According to a further embodiment, however, for this purpose, for example, helical gear can be used, by means of which the torque transmission between the two output elements of the differential compensation and the two output elements of the superposition gearbox takes place.
  • the first output shaft via a further offset drive such as a belt drive, a chain drive or a spur gear with the first output element of the superposition gearbox is connected or connectable, so that the first output shaft eccentric or offset can be arranged to the superposition gear and the electric motor.
  • a further offset drive such as a belt drive, a chain drive or a spur gear with the first output element of the superposition gearbox is connected or connectable, so that the first output shaft eccentric or offset can be arranged to the superposition gear and the electric motor.
  • the first output element of the differential compensation indirectly connected via the first output element of the superposition gear drive with the first output shaft of the transmission or connectable, preferably preferably without translation.
  • the second drive shaft of the transmission can be driven indirectly via an intermediate shaft such as a propeller shaft of the electric motor.
  • the electric motor can be placed at a location that provides sufficient space for its placement and / or that is located to reduce the line length relatively close to the battery for the electric motor. Furthermore, the location of the center of gravity of the vehicle can be optimized by such a remote drive by the electric motor is selectively moved to a location that is ideal in terms of optimizing the center of gravity of the vehicle. According to a further embodiment, it is provided that the first output element of the differential balancing with the first output element of the superposition gear via a translation offset drive such as a belt drive, a chain drive or a spur gear is drivingly connected, whereas the second output element of the superimposition gear with the second output element the differential compensation can be coupled via a translated offset drive.
  • a translation offset drive such as a belt drive, a chain drive or a spur gear
  • the first output element of the differential compensation with the first output element of the superposition gearing via a translated offset drive is drivingly connectable, whereas the second output element of the superposition gearing is coupled without translation to the second output element of the differential compensation.
  • the superposition gear is designed in terms of its transmission ratio such that its gear ratio is inverse to the gear ratio of the translated offset drive.
  • the invention also relates to a drive train of a vehicle having a transmission of the type explained, an internal combustion engine, an electric motor, a first vehicle axle (eg front axle or rear axle) and a second vehicle axle (eg rear axle or front axle), wherein the first drive shaft of the Transmission is driveably connectable with the internal combustion engine, the second drive shaft of the transmission is drivingly connected to the electric motor, the first output shaft of the transmission to the first vehicle axle drivingly connected or connectable, and the second output shaft of the transmission with the secondppeachs drivingly connected or is connectable.
  • Fig. 1 is a schematic representation of the invention
  • Fig. 2 is a schematic representation of the invention
  • Transmission according to a second embodiment shows; shows a schematic representation of the transmission according to the invention according to a third embodiment; a schematic representation of the transmission according to the invention according to a fourth embodiment shows; shows a schematic representation of the transmission according to the invention according to a fifth embodiment; shows a schematic representation of the transmission according to the invention according to a sixth embodiment; shows a schematic representation of the transmission according to the invention according to a seventh embodiment; a schematic representation of the transmission according to the invention according to an eighth embodiment shows; a schematic representation of the transmission according to the invention according to a ninth embodiment shows; a schematic representation of the transmission according to the invention according to a tenth embodiment shows; a schematic representation of the transmission according to the invention according to an eleventh embodiment;
  • Fig. 12 is a schematic representation of the invention
  • Fig. 13 is a schematic representation of the invention
  • FIG. 1 shows a basic configuration of the transmission 10 according to the invention, from which all further explanations can be derived, which is why in the description of the further embodiments according to FIGS. 2 to 13, only the essential distinguishing features are discussed.
  • the transmission 10 shown schematically in FIG. 1 has a transmission housing 12 and has a first drive shaft 14, a second drive shaft 16, a first output shaft 18 and a second output shaft 20.
  • the first drive shaft 14 is assigned to an internal combustion engine, not shown here , via which the first drive shaft 14 can be acted upon by a drive torque.
  • the second drive shaft 1 6 is connected to the output shaft of an electric motor 22, via which the second drive shaft 1 6 can be acted upon by a drive torque from the electric motor 22.
  • the first output shaft 18 of the transmission 10 is drivably coupled to a first axle or shaft of a vehicle, which may be, for example, the front or rear axle of the vehicle or a right or left half-wave of the vehicle.
  • the second output shaft 20 of the transmission 10 is coupled to a second axle or shaft of the vehicle, which may be, for example, a rear or front axle of the vehicle or a left or right half-wave of the vehicle.
  • the illustrated transmission 10 may be configured as a longitudinal differential in a drive train with all-wheel drive, ie the output shafts 18, 20 are aligned in this case in the vehicle longitudinal direction and the first drive shaft 14 may be coupled for example via a propeller shaft to the engine.
  • the transmission 10 as an axle differential, in particular on the rear axle of a vehicle, ie the output shafts 18, 20 are aligned in this case in the vehicle transverse direction and the first drive shaft 14 may be coupled for example via a propeller shaft and an angle gear with the engine.
  • the differential 10 further includes a differential 24 designed here as a bevel gear differential, for example, and a superposition gear 26 configured here as an epicyclic gear.
  • the differential differential 24 comprises an input element 28 in the form of a carrier 28a connected in a rotationally fixed manner to the first drive shaft 14, and the differential gears 30 configured as bevel gears 30a wearing.
  • the differential compensation 24 comprises a first output element 32 in the form of a bevel gear 32a and a second output element 34 also in the form of a bevel gear 34a, wherein the two bevel gears 32a, 34a mesh with the differential gears 30a, so that by means of the differential compensation 24, the drive torque of the internal combustion engine rotates - Can be transmitted independently of number, preferably in equal proportions to the two output elements 32, 34 in the form of the two bevel gears 32a, 34a.
  • the compensating differential 24 could alternatively also be formed by a planetary gear differential.
  • the superposition gearing 26 also comprises an input element 36 in the form of a first sun gear 36a, which can be driven by the electric motor 22 via the second drive shaft 16.
  • the superposition gearing 26 also includes a first output element 38 in the form of a planetary carrier 38a and a second output element 42 in the form of a second sun gear 42a.
  • the first sun gear 36a which acts as an input element 36, meshes with a first planetary gear 44, which is rotatably mounted on the planet carrier 38a.
  • This first planet gear 44 in turn meshes with a second planetary gear 46, which is also mounted on the planetary carrier 38a and meshingly engages with the second output member 42, which is formed as a sun gear 42a.
  • the superposition gearing 26 thus likewise forms a (in this case asymmetrical) differential gearing since a drive torque introduced via the input element 36 is distributed to the first output element 38 and the second output element 42.
  • the superposition gear 26 could alternatively also be formed by a different planetary gear differential, for example with a ring gear.
  • the first output element 32 of the differential differential 24 in the form of the first bevel gear 32a via a first, for example designed as a belt or chain drive offset drive 48 drivingly effective with the first output element 38th of the superposition gearing 26 in the form of its carrier 38a.
  • the second output element 34 of the differential compensation 24 in the form of the second bevel gear 34a is non-rotatably connected via a hollow shaft with the second output shaft 20 of the transmission 10.
  • the first output element 38 of the superposition gearing 26 in the form of its carrier 38a is non-rotatably connected to the first output shaft 18 of the transmission 10.
  • the first output element 38 of the superimposition gearing 26 designed as a carrier 38a rotates more slowly than the second output element 42 of the superposition gearing 26 of the second sun gear 42a.
  • the first offset drive 48 is formed without translation in the illustrated embodiment, whereas the second offset drive 50 provides a translation into the fast.
  • the superposition gear 26 is designed such that its gear ratio to the gear ratio of the second offset drive 50 is inverse, so that despite the fact that the second output element 42 of the superposition gear 26 rotates faster than the first output member 38, the from the electric motor 22 via the second drive shaft 1 6 driven input member 36 is stopped in the form of the first sun gear 36 a.
  • the superposition gearing 26 is designed such that, by a rotary movement of the input element 36, the first output element 38 and the second output element 42 of the superposition tion gear 26 are driven to opposite rotational movements relative to each other (differential action).
  • the input element 36 in the form of the first sun gear 36a of the superposition gear 26 is driven by the electric motor 22 in a first direction of rotation .
  • the drive torque of the electric motor 22 is divided in this case by the superposition gearing 26 into two parts, which are transmitted via the planet carrier 38a and the second sun 42a of the superposition gearing 26 and the second offset drive 50 on the two output shafts 18, 20.
  • the first sun gear 36a of the superposition gear 26 is driven by the electric motor 22 in a direction opposite to the first rotational direction, which has the consequence that the one output shaft 18, 20 braked and the other output shaft 20, 18 is additionally accelerated.
  • the electric motor 22 can thus be designed purely on the basis of the desired maximum differential rotational speed between the two output shafts 18, 20 and the differential torque.
  • FIG. 2 differs from the first embodiment in that a claw coupling K3, which is also referred to here as a third torque transfer device, is provided by means of which optionally the second output element 42 of the superposition gear 26 in the form of the second sun gear 42a is either fixed to the housing (while the second output element 42 is decoupled from the second offset drive 50 and from the second output element 34 of the differential gear 24) or drive-wise with the second offset drive 50 and thus connected to the second output element 34 of the differential compensation 24 and the second output shaft 20.
  • a claw coupling K3 which is also referred to here as a third torque transfer device
  • the previously described torque vectoring function can be fulfilled with the transmission 10.
  • the clutch K3 is fixed to the housing in the first shift position, in which the second output element 42 of the superimposition gearing 26 is fixed, the drive motor can be activated (braking or accelerating) via the first output element 38 of the superposition gearing 26 to the first output shaft 18 by actuating the electric motor 22 muster.
  • the internal combustion engine is decoupled (by means of a coupling, not shown), it is thus possible to realize a purely electrical operating mode, wherein the superposition gearing 26 is effective as a (one-stage) transmission gear.
  • a dog clutch K3 could generally also be provided on the other side of the superposition gearing 26 in order to selectively decouple the first output element 38 of the superposition gearing 26 from the first output shaft 18 and instead to hold the housing fixed or rotatably connected to the second output element 42 of the superposition gear 26.
  • FIG. 3 differs from the embodiment according to FIG. 2 in that by means of the third torque transmission device K3 the second output element 42 of the superposition gearing 26 is additionally (ie in a third switching position) selectively for common rotation with the first output element Can be connected in the form of the carrier 38a of the superposition gear 26, in turn, while the second output element 42 from the second offset drive 50 and from the second
  • Output element 34 of the differential compensation 24 is decoupled. This makes it possible to realize a faster electrical speed level with respect to the housing-fixed switching position of the clutch K3.
  • the superposition gear 26 is selectively effective as a two-speed shift transmission. Also, a decoupling of the internal combustion engine from the first drive shaft 14 of the transmission 10 take place (not shown).
  • FIG. 4 is based on the embodiment according to FIG. 2, wherein here additionally a first torque transmission device K1 in the form of a dog clutch is provided, by means of which the first output element 38 of the superposition gear 26 in the form of its carrier 38a to the common Rotation can be connected to the first output shaft 18 of the transmission 10.
  • the first torque transmission device K1 therefore, the first output shaft 18 can optionally be completely decoupled from the drive (driving torque of the internal combustion engine and / or the electric motor 22) (disconnect function), for example to deactivate an all-wheel drive.
  • the second torque transmitting device K2 is thus selectively effective as a lock for the Austechnischsdif- ferential 24.
  • the electric motor 22 can now be turned off, since it is no longer needed to compensate for the driving torque of the internal combustion engine transmitted via the first offset drive 48, i. due to the mechanically locked differential differential 24 is set at the input element 36 of the superposition gear 28 without the already explained zero speed (standstill).
  • the renewed coupling of the first output shaft 18 can be done in reverse order.
  • the third clutch K3 is not absolutely necessary for the torque vectoring function and the disconnect function, ie, between the second output element 42 of the superposition gear 26 and the second output element 34 of the output gear. Gleichsdifferentials 24 may in principle also be provided a permanent drive-effective connection (as in Fig. 1). This also applies to the embodiments explained below.
  • the embodiment shown in FIG. 5 corresponds to the embodiment of FIG. 4, in which case the third clutch K 3 according to the embodiment according to FIG. 3 has three switching positions in order to be able to realize two electrical gear stages.
  • the embodiment of the transmission 10 according to FIG. 6 substantially corresponds to the embodiment of FIG. 5, but here the second drive shaft 1 6 is indirectly driven by the electric motor 22 via an intermediate shaft 52 designed as a propeller shaft. This makes it possible to position the electric motor 22 at a favorable position within the vehicle, making optimum use of the available installation space.
  • FIG. 7 also essentially corresponds to the embodiment according to FIG. 5, but in this case the two offset drives 48, 50 designed as belt or chain drive are replaced by spur gears 48, 50.
  • FIG. 8 The embodiment shown in FIG. 8 is based on the embodiment according to FIG. 7, in which case in turn the electric motor 22 drives the second drive shaft 16 of the transmission 10 via an intermediate shaft 52 designed as a cardan shaft (as in FIG. 6).
  • FIG. 9 is again based on the embodiment according to FIG. 5, but here the first output shaft 18 is connected via a spur gear toothing 54 to the first output element 38 of the superposition gear 26, namely separable by means of the first clutch K1 ,
  • FIG. 10 is based on the embodiment of FIG. 9, wherein the electric motor 22 in turn drives the second drive shaft 16 via an intermediate shaft 52.
  • FIG. 1 1 is a modification of the embodiment of FIG. 5.
  • the electric motor 22 and the superposition gear 26 are arranged coaxially with the second output shaft 20 of the transmission 10 here.
  • the second sun gear 42a of the superposition gear 26 which is not directly driven by the electric motor 22 sun gear 36a, the first output element 38 of the superposition gear 26, which with the first output shaft 18 of the gearbox - Be 10 drive effective connectable.
  • the second output element 42 of the superposition gearing 26 is formed by the planet carrier 38a of the superposition gearing 26, which is connected in a rotationally fixed manner to the second output shaft 20.
  • either the first output element 38 of the superimposition gearing 26 can either be stationary on the housing 12 (as the first gear for a purely electric drive with decoupled first output shaft 18) or for common rotation with the second output element 42 of the superposition gear 26 connect (as a second gear for purely electric drive), or drivingly connect to the first output element 32 of the differential differential 24 and with the first output shaft 18 of the transmission 10, which here via a countershaft 56 (the offset drive 48 is here formed by a spur gear).
  • the torque transmission device K3 could also be omitted; in this case, a permanent driving connection of the first output element 38 of the Superposition gear 26 to provide with the first output element 32 of the differential compensation 24 and with the first output shaft 18.
  • the second output element 34 of the differential balancer 24 is coupled to the second output element 42 of the superposition gear 26 in the form of the carrier 38a without translation, in particular rotationally fixed, whereas the first output element 32 of the differential gear 24 with the first output element 38 of the superposition gear 26 via a translated offset drive 48 is drivingly connected.
  • a torque vectoring function can likewise be implemented in the desired manner, for which purpose the first output element 38 of the superimposition gearing 26 is effective for driving by means of the clutch K3, analogous to the embodiment according to FIG to be connected to the first output element 32 of the differential compensation 24 via the countershaft 56.
  • the first output element 38 of the superposition gearing 26 is in turn fixed to the housing by means of the third torque transmission device K3 or to the common
  • FIG. 12 is based on the embodiment according to FIG. 1 1, wherein, however, the electric motor 22 in turn drives the first input element 36 of the superposition gearing 26 via an intermediate shaft 52 designed as a cardan shaft.
  • the intermediate shaft 52 is embodied here as a hollow shaft, through which the second output shaft 20 extends through the electric motor 22.
  • FIG. 13 is again based on the embodiment of FIG. 1 1, wherein here, in contrast to FIG. 1 1, the countershaft 56 is formed as a hollow shaft which surrounds the first output shaft 18 of the transmission 10 coaxially.
  • the first output shaft 18 of the transmission 10 can be selectively coupled or decoupled with the countershaft 56 and thus with the first output element 38 of the superimposition gearing 26, provided that the third torque transfer device K3 is the first output element 38 of the first output element Superposition gear 26 drivingly coupled with the first output element 32 of the differential gear 24.
  • the same transmission modes as with the transmissions described with reference to FIGS. 5 ff. Can be switched.

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Abstract

L'invention concerne une transmission permettant si nécessaire une répartition d'un couple d'entraînement entre un premier et un deuxième essieu ou arbre d'un véhicule. La transmission comprend un premier arbre menant (14), un deuxième arbre menant (16), un premier arbre mené (18) et un deuxième arbre mené (20), un différentiel d'équilibrage (24) muni d'un élément d'entrée (28) entraîné par le premier arbre menant, d'un premier élément de sortie (32) et d'un deuxième élément de sortie (34), ainsi qu'une transmission à superposition (26) munie d'un élément d'entrée (36) entraîné par le deuxième arbre menant (16), d'un premier élément de sortie (38) et d'un deuxième élément de sortie (42). Le premier élément de sortie du différentiel d'équilibrage est ou peut être relié en entraînement au premier élément de sortie de la transmission à superposition. Le deuxième élément de sortie du différentiel d'équilibrage est ou peut être relié en entraînement au deuxième arbre mené de la transmission. Le premier élément de sortie de la transmission à superposition est ou peut être relié en entraînement au premier arbre mené, et le deuxième élément de sortie de la transmission à superposition est ou peut être relié en entraînement au deuxième élément de sortie du différentiel d'équilibrage.
PCT/EP2015/059949 2014-06-03 2015-05-06 Transmission permettant si nécessaire une répartition d'un couple d'entraînement WO2015185313A1 (fr)

Applications Claiming Priority (4)

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DE102014210437 2014-06-03
DE102014210437.8 2014-06-03
DE102015205102.1A DE102015205102B4 (de) 2014-06-03 2015-03-20 Getriebe zur bedarfsweisen aufteilung eines antriebsdrehmoments
DE102015205102.1 2015-03-20

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WO2015185313A1 true WO2015185313A1 (fr) 2015-12-10

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CN109922981A (zh) * 2016-11-08 2019-06-21 奥迪股份公司 用于机动车的动力传动设备、相应的机动车及用于运行动力传动设备的方法
CN115419683A (zh) * 2022-09-22 2022-12-02 一汽解放汽车有限公司 减速器和车辆
CN115431745A (zh) * 2022-10-08 2022-12-06 一汽解放汽车有限公司 混动中桥减速器以及车辆

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DE102016212132B4 (de) * 2016-07-04 2021-05-20 Magna powertrain gmbh & co kg Kupplungseinheit und Kraftfahrzeugantriebsstrang mit einer solchen Kupplungseinheit

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US20040220011A1 (en) * 2003-05-02 2004-11-04 Gerhard Gumpoltsberger Transmission for distributing a drive torque
DE102005007650A1 (de) * 2005-02-19 2006-08-31 Zf Friedrichshafen Ag Differenzialgetriebe eines Fahrzeuges
DE102012206449A1 (de) * 2012-04-19 2013-10-24 Schaeffler Technologies AG & Co. KG Modifizierter Lagerinnenring zur Zentrierung eines Planetenträgers
WO2014033137A1 (fr) * 2012-08-27 2014-03-06 Gkn Driveline International Gmbh Chaîne cinématique mécanique-électrique de véhicule automobile et véhicule automobile équipé d'une chaîne cinématique mécanique-électrique

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JP2687052B2 (ja) 1991-04-19 1997-12-08 本田技研工業株式会社 差動装置のトルク分配機構
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US20040220011A1 (en) * 2003-05-02 2004-11-04 Gerhard Gumpoltsberger Transmission for distributing a drive torque
DE102005007650A1 (de) * 2005-02-19 2006-08-31 Zf Friedrichshafen Ag Differenzialgetriebe eines Fahrzeuges
DE102012206449A1 (de) * 2012-04-19 2013-10-24 Schaeffler Technologies AG & Co. KG Modifizierter Lagerinnenring zur Zentrierung eines Planetenträgers
WO2014033137A1 (fr) * 2012-08-27 2014-03-06 Gkn Driveline International Gmbh Chaîne cinématique mécanique-électrique de véhicule automobile et véhicule automobile équipé d'une chaîne cinématique mécanique-électrique

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN109922981A (zh) * 2016-11-08 2019-06-21 奥迪股份公司 用于机动车的动力传动设备、相应的机动车及用于运行动力传动设备的方法
US11299028B2 (en) 2016-11-08 2022-04-12 Audi Ag Drive device for a motor vehicle, corresponding motor vehicle, and method for operating a drive device
CN115419683A (zh) * 2022-09-22 2022-12-02 一汽解放汽车有限公司 减速器和车辆
CN115431745A (zh) * 2022-10-08 2022-12-06 一汽解放汽车有限公司 混动中桥减速器以及车辆

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