WO2020030229A1 - Dispositif d'entraînement électromécanique pour véhicule à moteur - Google Patents

Dispositif d'entraînement électromécanique pour véhicule à moteur Download PDF

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Publication number
WO2020030229A1
WO2020030229A1 PCT/DE2019/100714 DE2019100714W WO2020030229A1 WO 2020030229 A1 WO2020030229 A1 WO 2020030229A1 DE 2019100714 W DE2019100714 W DE 2019100714W WO 2020030229 A1 WO2020030229 A1 WO 2020030229A1
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WO
WIPO (PCT)
Prior art keywords
drive
switching element
rotor
auxiliary unit
drive arrangement
Prior art date
Application number
PCT/DE2019/100714
Other languages
German (de)
English (en)
Inventor
Andrea Reichert
Martin Dressel
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 WO2020030229A1 publication Critical patent/WO2020030229A1/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
    • B60K25/00—Auxiliary drives
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K2001/001—Arrangement or mounting of electrical propulsion units one motor mounted on a propulsion axle for rotating right and left wheels of this axle
    • 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
    • B60K25/00—Auxiliary drives
    • B60K2025/005—Auxiliary drives driven by electric motors forming part of the propulsion unit

Definitions

  • the invention relates to an electromechanical drive arrangement for a motor vehicle with an intended for the drive of the motor vehicle electromechanical main drive motor, which comprises a rotor and a stator, a reduction gear device, which is kinematically coupled to the rotor, an axle differential gear, for branching the United at the output of the reduction gear device drive power applied to a first and a second wheel drive section and at least one ne benaggregat eg in the form of a power steering pump, an air conditioning compressor or a pump for a coolant circuit guided via a battery module, that auxiliary unit being drivable via the main drive motor.
  • ne benaggregat eg in the form of a power steering pump, an air conditioning compressor or a pump for a coolant circuit guided via a battery module, that auxiliary unit being drivable via the main drive motor.
  • the main drive motor is composed of two coaxial sub-motors, the outputs of which are guided to two separate inputs of an epicyclic gear train.
  • the auxiliary unit provided in this drive arrangement is arranged coaxially to the axis of the inner sub-motor and kinematically coupled to its rotor.
  • the invention has for its object to show solutions by which it is possible to create an electromechanical drive arrangement for a purely electrically powered motor vehicle, which is characterized by an advantageously realizable overall structure and which can be operated advantageously from an energy point of view.
  • Solution according to the invention is characterized by an advantageously realizable overall structure and which can be operated advantageously from an energy point of view.
  • an electromechanical main drive motor comprising a rotor and a stator
  • a reduction gear device which comprises a transmission input, a transmission output, at least one reduction stage and a transmission housing which houses the reduction stage,
  • the auxiliary unit is arranged outside the transmission housing,
  • a first switching element is provided in the transmission housing
  • a second switching element is provided outside the gear housing
  • the first switching element is designed and integrated into the drive arrangement such that the drive connection between the rotor and the axle differential gear can be closed and disconnected via this,
  • the first and / or the second switching element are designed such that a drive connection between the auxiliary unit and the rotor can be established and
  • the auxiliary unit can be driven via the axle differential when the drive connection between the rotor and the axle differential is canceled via the first switching element.
  • auxiliary unit and the axle differential gear can be coupled via a switching device provided in the transmission and a switching device located outside the transmission device in accordance with the switching events generated by a control unit are so that the auxiliary unit is connected to the drive train section leading to the axle differential when the vehicle is in motion and, in addition, the auxiliary unit can continue to be driven by the main drive motor when the vehicle is at a standstill.
  • the first switching element is preferably designed and integrated into the drive arrangement such that it can be brought into a state in which the drive connection between the rotor and the axle differential gear is canceled and the auxiliary unit is driven in the vehicle overrun mode via the axle differential gear.
  • a positive or frictional clutch device and / or a freewheel device can be provided in the first switching element.
  • the second switching element lying outside the transmission housing is preferably also designed as a form-locking or friction-locking coupling device, and can also include a freewheel device.
  • an electronic control device is provided, the switching state of the inside of the first switching element and of the outside of the second switching element with respect to the transmission housing being set via this control device, the control device taking into account the current operating state of the vehicle and the Set the switching state of the two switching elements in accordance with a control concept that takes into account the overall energy efficiency.
  • the control device can take into account the current or a modeled thermal state of the battery system, the thermal energy required to heat the vehicle interior, the cooling power requirement and the energy requirement of the auxiliary unit and, based on this input information, then bring about switching states on the two switching elements which, for example, result in overrun operation of the vehicle's available energy is used as efficiently as possible and without conversion losses to cover the energy requirements of the auxiliary unit.
  • the control device can take into account the speeds at which the unit would be driven when the second switching element was switched through and, for example, first undertake an energy regeneration parallel to the operation of the auxiliary unit via the temporarily generator-operated main drive motor, and then only at slower outlet speeds of the vehicle can the tapped off Use power primarily for the drive of the auxiliary unit.
  • Mixed states can also be set temporarily in which, in overrun mode, both a direct mechanical drive of the auxiliary units takes place from the overrun power tapped from the axle differential and, in addition, recuperation is carried out via the electric motor.
  • the recuperation power can in this case be tuned by actuating the electric motor, for example in accordance with a deceleration request specified by the driver or an assistance system.
  • recuperation via the electric motor can initially when the auxiliary unit is switched on, the recuperation power is reduced in such a way that the unit is coupled essentially without jerks. If the deceleration effect increases further, the recuperation power can be increased again in a dosed manner.
  • the control device can, in particular, be designed and configured such that when the auxiliary unit requires power, it is covered primarily by power tapping from the axle differential gear when the vehicle is coasting.
  • the auxiliary unit is preferably designed such that this auxiliary unit has an input shaft and this input shaft is arranged coaxially with the axis of rotation of the rotor of the electromotive.
  • the second switching element and the auxiliary unit are arranged outside the gear housing and can therefore be inspected, overhauled or replaced as part of maintenance.
  • the auxiliary unit can be attached directly to the gear housing Ge, or connected to it via a bracket.
  • the second switching element can be integrated in the auxiliary unit.
  • the drive arrangement according to the invention can also be designed such that the input shaft of the auxiliary unit is arranged parallel to the axis of rotation of the rotor of the electric motor.
  • the power transfer can then be accomplished by a drive train section running outside the transmission gear, in particular in the form of a belt drive.
  • the drive arrangement can also be designed such that it comprises two auxiliary units and one of the auxiliary units with its input shaft is coaxial with its axis of rotation and the second auxiliary unit is arranged offset parallel to this axis of rotation.
  • the first switching element is preferably designed such that a drive connection to the axle differential gear can be produced and canceled via this.
  • the first switching element is preferably arranged between the electric motor and the reduction stage or integrated into the reduction stage.
  • the second switching element is arranged outside the transmission housing and is designed such that the drive connection between the rotor and the input shaft of the auxiliary unit can be produced or separated therefrom.
  • the reduction stage can be designed as a spur gear stage that has a spur gear that is arranged coaxially with the rotor axis, again preferably through the second Spur gear is then directly the power transfer to the axle differential gear.
  • the first switching element can be seated in one of the spur gears, in particular the spur gear that is axial to the rotor axis.
  • the reduction stage can also be designed as an epicyclic gear and here again it can be designed such that it offers at least two different transmission ratios in a switchable manner.
  • the drive arrangement can also be designed in such a way that it includes a freewheel device, whereby this freewheel device can be designed in such a way that, when the vehicle is overrun, the input shaft of the auxiliary unit is driven by the energy that can be tapped from the axle differential and thereby the rotor shaft "Overtakes", ie rotates at a higher speed.
  • This freewheel is then also preferably outside of the gear housing.
  • the first switching element and also the second switching element are preferably designed as positive and / or frictionally coupling switching elements.
  • the respective switching element can also be designed as a transmission device, the switching state of which by fixing / releasing a transmission element, e.g. a ring gear is adjustable.
  • the reduction gear device can also be designed as a multi-stage switchable gear device.
  • the drive arrangement according to the invention is a purely electrical drive arrangement in which the main drive power is provided by the electric motor.
  • the drive arrangement does not include an internal combustion engine.
  • the electric motor can advantageously be manufactured as an initially independent assembly and then connected to the transmission housing as part of the assembly of the drive arrangement. the. It is also possible to provide at least part of the motor housing, in particular in the form of a pot housing section, through the gear housing.
  • the axle differential gear can be constructed so that it includes its own differential gear housing which is then connected directly to the housing of the reduction gear device. It is also possible to accommodate the axle differential gear housing in the gearbox, or to manufacture the axle differential gear housing integrally with the housing of the reduction gearbox.
  • the inventive concept allows the same units such as water pump, air conditioning compressor and power steering pump to be operated in an energetically advantageous manner when the vehicle is at a standstill and in overrun mode.
  • the present invention proposes a novel connection of the auxiliary units. This consists in the kinematic connection of the auxiliary units in or on the transmission in connection with two “intelligent” switching elements, which make it possible to connect the auxiliary units depending on the operating state of the vehicle and / or the drive motor (s) and / or the battery charge state and / or to always operate in the most energy-efficient mode due to external factors (e.g. temperature). This is ensured by the fact that the auxiliary units are driven via the gear shaft when the vehicle is moving. In particular, the kinetic energy of the vehicle can also be used.
  • the mechanical drive also offers significant advantages in the overall efficiency chain compared to purely electrified units.
  • the external switching element which is also outside the transmission housing, is used to drive the auxiliary unit electrically via the direct connection to the electric motor.
  • the connection of the units to the transmission shaft is released via the first switching element, thereby reducing friction losses.
  • This mode of operation enables the provision of comfort functions such as stationary air conditioning when the vehicle is at a standstill or the necessary functions such as e.g. Operation of the battery cooling circuit via a water pump for after-cooling after parking the vehicle.
  • the drive arrangement of an electric vehicle comprises a purely electric drive machine with a transmission and at least one auxiliary unit.
  • the transmission can only contain the final drive and the differential in accordance with the representations described below, but alternatively it can also have further transmission stages, in particular a preliminary stage.
  • At least one auxiliary unit arranged outside the transmission housing is coupled to the electric drive machine via the first or the second switching element.
  • At least two “paths” can be switched using the two switching elements. Only the transmission is supplied with power via the first path. The power flows to the auxiliary unit via a second path (when the vehicle is stationary). Via e.g. With a freewheel or a special design of the second switching element, the third path can be realized in overrun mode, power flows from the differential directly to the auxiliary unit (drive via the transmission shaft).
  • the rotor axes of the electric drive machine and the auxiliary unit can be arranged coaxially to one another or parallel to the axis.
  • a second or further auxiliary unit are optionally arranged coaxially or axially parallel to one another and connected to one another via a further gear stage.
  • Auxiliary units arranged axially parallel to one another can, for example, be connected to one another in a geared manner via a traction mechanism drive.
  • Switching elements can also be provided within the system section that kinematically couples the ancillary units, in particular the traction mechanism drive, which in turn enables a selective coupling and uncoupling of the ancillary units.
  • the drive arrangement of an electric vehicle consists of an electric drive machine, with a gear and with at least one auxiliary unit.
  • the transmission can only contain the final drive and the differential, as shown below. Alternatively, it may also have further gear stages.
  • the at least one auxiliary unit is integrated in the housing of the drive unit or the transmission.
  • the electric drive machine is coupled to the transmission via a first switching element. There is a between the gearbox and the auxiliary unit second switching element arranged.
  • the electric drive machine, the switching elements and the auxiliary unit are preferably arranged coaxially. From the point of view of the drive of the auxiliary unit, the switching elements are connected in series directly by means of the electric drive machine.
  • the rotor axes of the electric drive machine and the auxiliary unit can also be arranged axially parallel.
  • a geared connection between the shafts is provided, preferably in the form of a Switzerlandmit teltriebs.
  • two ancillary units are provided, they are preferably arranged axially parallel to one another and optionally connected to one another in a geared manner by means of a circulating center drive.
  • FIG. 1 shows a first schematic illustration to illustrate the structure of an electromechanical drive arrangement according to the invention with an auxiliary unit arranged outside the transmission housing and coaxially arranged with the electric motor, and a first internal switching element provided for the selective coupling of the electric motor to the drive train section leading to the axle differential and one between the electric romotor and the auxiliary unit provided outside the gearbox housing second switching element;
  • Figure 2 is a second schematic representation to illustrate the structure of an inventive he electromechanical drive assembly with an outside of the gear housing and arranged in turn coaxial with the ancillary unit, and a for selective coupling of the electric motor with the leading to the axle differential to the drive train section provided the first switching element here is seated in a spur gear of the reduction gear and a second switching element, which is effective between the electric motor and the auxiliary unit, is located outside the gear housing is located or is at least connected to the gear housing accessible from the outside;
  • FIG. 3 shows a third schematic representation to illustrate the structure of an electromechanical drive arrangement according to the invention, likewise with an auxiliary unit arranged outside the transmission housing, and with a first and a second switching element for the selective coupling of the axle differential and the auxiliary unit to the electric motor, but here the auxiliary unit is related the rotor axis of the electric motor is arranged offset parallel to the axis;
  • Figure 4 is a fourth schematic representation to illustrate the structure of an inventive electromechanical drive arrangement with an internal and an external switching element and with two auxiliary units arranged outside the gearbox housing, one of the auxiliary units being arranged coaxially with the rotor axis of the electric motor and the further auxiliary unit being staggered axially parallel ;
  • FIG. 5 shows a fifth schematic representation to illustrate the coupling states of the switching elements of the drive arrangement according to the invention in the case of different vehicle operating states.
  • FIG. 1 shows an electromechanical drive arrangement with an electromechanical main drive motor E, which comprises a rotor ER and a stator ES, a reduction gear device G, which comprises a transmission input GE, a transmission output GA, at least one reduction stage GR and a transmission housing GH, which houses the reduction stage GR, an axle differential gear AD, for branching the drive power at the output of the reduction gear device G to a first and a second wheel drive train section DL, DR, and an auxiliary unit AUX1 which can be driven via the main drive motor E.
  • the auxiliary unit AUX1 can in particular be an air conditioning compressor, a power steering pump or a cooling water act to cool a battery assembly and to heat the vehicle interior of a corresponding motor vehicle.
  • the drive arrangement according to the invention is characterized in that the auxiliary unit gat AUX1 is arranged outside the transmission housing GH, a first switching element SE1 is provided in the transmission housing GH and a second switching element SE2 is provided outside the transmission housing, the first switching element SE1 being designed in this way and in the Drive arrangement is integrated that the drive connection between the rotor ER and the axle differential gear AD is switchable closable and separable and the second switching element SE2 is designed such that the auxiliary unit AUX1 can be driven selectively via the rotor ER according to the switching state thereof At drive connection between the rotor ER and the axle differential AD is canceled.
  • the auxiliary unit AUX1 has an input shaft E1 and this input shaft E1 is arranged coaxially with the rotational axis X of the rotor ER of the electric motor E.
  • the first shifting element SE1 located in the transmission housing is designed in such a way that a drive connection to the axle differential transmission AD can be established.
  • the first switching element SE1 is in this embodiment before the reduction stage GR net, but there is a passage of the rotor shaft to the second switching element SE2, which is not shown, which is located outside the transmission housing.
  • the reduction stage GR is designed here as a spur gear stage and the first switching element SE1 enables a first spur gear G1, which is small in diameter, to be coupled to the rotor shaft RS.
  • the first switching element SE1 is designed as a positive or frictionally coupling switching element.
  • the actuators provided for setting the respective switching state of the first and second switching elements SE1, SE2 are not shown further here, they can be integrated into the respective switching element SE1, SE2 and in particular can be designed as electromagnetic or fluid mechanical actuators.
  • the electric motor E and the reduction gearbox GR are integrated in a common housing device GH, the auxiliary unit AUX is located outside the gearbox. housing, the axle differential gear AD is connected to the housing device GH or also integrated into this.
  • the transmission G is connected on the input side to at least one electric drive motor E and on the output side to at least one vehicle axis DL, DR.
  • the gearbox G comprises one or more shafts in which a planetary gear set can be integrated or which are connected to one another by spur gear stages or planetary gear sets.
  • the auxiliary unit AUX1 such as e.g. an air conditioning compressor, a water pump or similar tethered.
  • FIG. 2 again shows an electromechanical drive arrangement with an electromechanical main drive motor E which comprises a rotor ER and a stator ES, a reduction gear device G which comprises a transmission input GE, a transmission output GA, at least one reduction stage GR and a transmission housing GH, that houses the reduction stage GR, an axle differential gear AD, for branching the drive power present at the output of the reduction gear device to a first and a second wheel drive train section DL, DR, and an auxiliary unit AUX1 that can be driven by the main drive motor E.
  • an electromechanical main drive motor E which comprises a rotor ER and a stator ES
  • a reduction gear device G which comprises a transmission input GE, a transmission output GA, at least one reduction stage GR and a transmission housing GH, that houses the reduction stage GR
  • an axle differential gear AD for branching the drive power present at the output of the reduction gear device to a first and a second wheel drive train section DL, DR, and an auxiliary unit
  • This drive arrangement according to the invention is also distinguished by the fact that the auxiliary unit AUX1 is arranged outside the transmission housing GH, in the transmission housing GH a first switching element SE1 and outside the transmission housing a second switching element SE2 are provided, the first switching element SE1 being designed in this way and in the drive arrangement is integrated so that the drive connection between the rotor ER and the axle differential gear AD can be switched, closed and disconnected, and the second switching element SE2 is designed such that the auxiliary unit AUX1 can be driven via the rotor ER, in accordance with its coupling state when the drive connection between the rotor ER and the axle differential gear AD is canceled.
  • the auxiliary unit AUX1 is integrated into the drive arrangement in such a way that the input shaft E1 of the auxiliary unit AUX1 is arranged coaxially with the rotor axis X.
  • the first switching element SE1 is in the reduction stage GR, in particular that first spur gear G1 of the same, incorporated.
  • This first spur gear G1 engages radially from the outside in a second spur gear G2 of the reduction stage GR.
  • This second spur gear G2 forms the large or ring gear of the axle differential gear AD and is torsionally connected to the revolving housing UH or the web of the axle differential gear AD.
  • the second shifting element is located outside the transmission housing GH in an intermediate area between the first spur gear G1 and the auxiliary unit AUX1.
  • FIG. 3 shows a third variant of an electromechanical drive arrangement according to the invention with an electromechanical main drive motor E which comprises a rotor ER and a stator ES, a reduction gear device G which has a transmission input GE, a transmission output GA, at least one reduction stage GR and a Gearbox housing GH, which houses the reduction stage, an axle differential gear AD, for branching the drive power present at the output of the reduction gear device to a first and a second wheel drive train section DL, DR, and a first auxiliary unit AUX1 which can be driven by the main drive motor E and in which Gearbox housing GH is included.
  • an electromechanical main drive motor E which comprises a rotor ER and a stator ES, a reduction gear device G which has a transmission input GE, a transmission output GA, at least one reduction stage GR and a Gearbox housing GH, which houses the reduction stage, an axle differential gear AD, for branching the drive power present at the output of the reduction gear device to a first and a
  • the auxiliary unit AUX1 is arranged outside the transmission housing and is integrated into the drive arrangement in such a way that the input shaft E1 of the auxiliary unit AUX1 is arranged offset parallel to the rotor axis X.
  • a traction mechanism drive TM running outside the gear housing.
  • This comprises a first traction wheel TM1 and a second traction wheel TM2 and a traction device TM3 designed as a belt or chain.
  • the first traction wheel TM1 is arranged coaxially with the rotor axis X and can be coupled to the rotor shaft or the first spur gear G1 of the reduction stage via the external second switching element SE2.
  • the first switching element SE1 is integrated in the reduction stage GR, in particular the first spur gear G1 thereof.
  • This first spur gear G1 engages radially from the outside in a second spur gear G2 of the reduction stage RG.
  • the second spur gear G2 forms the large or ring gear of the axle differential gear AD and is connected torsion-proof to the revolving housing UH or web of the axle differential gear AD.
  • FIG. 4 shows a fourth variant of an electromechanical drive arrangement according to the invention with an electromechanical main drive motor E, which NEN ER rotor and a stator ES, a reduction gear device G, which includes a gear input GE, a gear output GA, at least one reduction stage GR and a gear housing GH, which houses the reduction stage, an axle differential gear AD, for branching the at the output of the reduction gear device applied drive power to a first and a second wheel drive train section DL, DR, and a first auxiliary unit AUX1 and a second auxiliary unit AUX2, both of which can be driven via the main drive motor E.
  • an electromechanical main drive motor E which NEN ER rotor and a stator ES
  • a reduction gear device G which includes a gear input GE, a gear output GA, at least one reduction stage GR and a gear housing GH, which houses the reduction stage, an axle differential gear AD, for branching the at the output of the reduction gear device applied drive power to a first and
  • This drive arrangement according to the invention is characterized in that both auxiliary units AUX1, AUX2 are arranged outside the transmission housing GH and a first switching element SE1 is provided in the transmission housing GH and a second switching element SE2 is provided outside the transmission housing, the first switching element SE1 being formed in this way and is integrated in the drive arrangement that the drive connection between the rotor ER and the axle differential gear AD can be switched and disconnected and the second switching element SE2 is designed such that the auxiliary units AUX1, AUX2 via the rotor in accordance with its switching or coupling state ER are drivable when the drive connection between the rotor ER and the axle differential gear AD is canceled via the first switching element SE1.
  • the auxiliary unit AUX1 has an input shaft E1 and this input shaft E1 is arranged coaxially with the circumferential axis X of the rotor ER of the electric motor E.
  • the auxiliary unit AUX2 is integrated into the drive arrangement such that the input shaft E2 of the auxiliary unit AUX2 is offset parallel to the rotor axis X.
  • a traction mechanism drive TM running outside the gear housing.
  • This comprises a first traction wheel TM1 and a second traction wheel TM2 and a traction device TM3 designed as a belt or chain.
  • the first traction wheel TM1 is arranged coaxially with the rotor axis X and can be coupled to the rotor shaft or the first spur gear G1 of the reduction stage via the second switching element SE2.
  • auxiliary unit AUX1 or both auxiliary units AUX1, AUX2 via a belt or chain drive, one of the drive wheels TM1, TM2 (here TM1) or one of the Drive pulleys are coaxially connected and the traction drive TM is arranged axially parallel to the electric motor shaft.
  • the chain or belt drives can be equipped in a geous manner with conventional guide and / or tensioning rails or deflection and / or tensioning rollers.
  • the connection of the unit AUX1 to the motor shaft RS by incorporating the second switching element SE2 has the advantage that the torque transmission from the electric motor to the unit AUX1 takes place over a short distance and thus losses are reduced.
  • the electric motor E or the "E-machine" and the reduction gear are located within the gear housing.
  • the auxiliary unit AUX1 or the auxiliary units AUX1, AUX2 are arranged outside the transmission housing GH, which enables simplified access to these components.
  • the auxiliary unit AUX1 is detachably connected coaxially to the motor shaft coaxially via the second switching element SE2.
  • the second switching element SE2 can be active, e.g. as magnetic coupling, as well as passive, e.g. Freewheel, be connectable or detachable.
  • this second switching element SE2 enables the decoupling of the electric motor and the unit, independently of one another or simultaneously, from the transmission and thus from the drive train of the vehicle. This function integration reduces the number of components to a minimum.
  • the first and / or the second switching element SE1.SE2 can contain constant or variable step-up / step-down stages, e.g. a planetary gear set.
  • the respective switching element SE1.SE2 can simultaneously have a damping or decoupling effect on the drive train and / or units, e.g. using a spring-damper element similar to a two mass flywheel.
  • the first switching element SE1 can e.g. also be integrated into the interior of a gear of the GR gear stage.
  • the illustration in FIG. 5 illustrates the mode of operation of the drive arrangement according to the invention in conjunction with selected vehicle operating states.
  • Three coupling functions are possible here.
  • the coupling function S1 leads to a connection of the rotor with the axle differential.
  • the coupling function S2 connects the auxiliary unit AUX to the rotor.
  • the coupling function S3 leads to a connection of the axle differential with the auxiliary unit.
  • the arrangement can be implemented in such a way that the coupling functions S1 and S2 are provided via the first switching element SE1 and the coupling function S3 is provided via the second switching element. This is illustrated in the concept sketch K1.
  • the arrangement can also be implemented such that only the coupling function S1 is provided via the first switching element SE and the coupling functions S2 and S3 are implemented by the second switching element S2. This approach is illustrated in sketch K2.
  • the coupling function S3 can also be provided by a freewheel, since the drive of the auxiliary unit via the axle differential only makes sense when the vehicle is in overrun mode.
  • the two switching elements SE1, SE2 are designed so that these three coupling functions can be provided.
  • the first coupling function S1 enables a power transfer from the electric motor E to the axle differential AD, as stated above.
  • the second coupling function enables power to be transferred from the electric motor E to the auxiliary unit AUX1.
  • the third coupling function enables power transfer from the axle differential AD to the auxiliary unit AUX1.
  • the coupling functions S1, S2, S3 of the switching elements SE1, SE2 are illustrated in accordance with the different operating states via tables T 1 and T2.
  • the electric motor E is active and the first switching element SE1 provides the coupling function S1, according to which the torque of the rotor shaft is guided to the axle differential via the reduction gear stage GR. If the auxiliary unit AUX1 is to be active in this state, the coupling functions S2 and S3 are also provided.
  • the switching elements SE1, SE2 can assume any state, since in this state no specific coupling function is required per se. However, it is also possible to use the coupling functions S1 and
  • the coupling functions S1, S2 can be accomplished via a form-locking coupling element or correspondingly activatable clutches.
  • the coupling function S3 can also be accomplished by a freewheel and thus automatically result in overrun of the vehicle.
  • a transmission which is connected on the aisle side to at least one electric drive motor and on the output side to at least one vehicle axle.
  • the transmission comprises one or more shafts, in which a planetary gear set can be integrated or which are connected to spur gear stages or planetary gear sets.
  • an auxiliary unit such as an air conditioning compressor, water pump or similar. tied up (fig. 1).
  • a connection is also possible, for example by means of a belt, one of the drive pulleys being connected coaxially and the traction mechanism drive being arranged axially parallel to the electric motor shaft (FIG. 3).
  • the belt drive can be equipped with conventional deflection and / or tensioning rollers.
  • the connection of the unit to the motor shaft has the advantage that the torque transmission from the electric motor to the unit takes place over a short distance, thus reducing losses.
  • At least the auxiliary unit (s), optionally also the electric machine, are arranged outside the gear housing. This enables the use of proven FEAD auxiliary units without the need to modify and seal them, for example with regard to oil compatibility.
  • the connection can be made using conventional V-ribbed belts or toothed belts and the associated tensioning systems / deflection rollers.
  • Both the auxiliary unit and the electric motor are each coaxially connected to the transmission input shaft via a switching element. It is also possible to release or establish the connection between the motor and the secondary unit via one of the two switching elements, regardless of the coupling state to the transmission input shaft.
  • the switching elements can be active, for example magnetic coupling, or passive, for example freewheeling, can be coupled or released.
  • the switching elements can contain constant or variable reduction / reduction stages, such as a planetary gear set.
  • the switching elements can simultaneously have a damping or decoupling effect on the drive train and / or units, for example by means of a spring-damper element similar to an DMF. Both switching elements can, for example, also be integrated in a gear of a gear stage (FIG. 2). The switching states of the elements corresponding to the different operating states are explained in more detail in FIG. 5 for an example.
  • the coaxially connected auxiliary unit can also be connected to other auxiliary units, for example by means of a chain or toothed belt drive (FIG. 4). All connected ancillaries on their drive shaft can also be a further coupling and / or damping and / or decoupling element. This enables individual operation of each individual unit depending on the operating state of the vehicle and on the other elements. At the same time, the unit can be decoupled from torsional vibrations of the drive train, which ensures a more even and efficient operation and / or avoids possible negative effects of the connection process on the drive train and thus indirectly on the vehicle.

Abstract

L'invention concerne un dispositif d'entraînement électromécanique comprenant un moteur d'entraînement principal électromécanique (E) qui comprend un rotor et un stator, un dispositif de transmission réducteur (G) qui comprend une entrée de transmission, une sortie de transmission, au moins un étage de réduction et un boîtier de transmission qui contient l'étage de réduction, une transmission à différentiel de pont (AD) pour réaliser une répartition de la puissance d'entraînement fournie par l'intermédiaire de l'étage de réduction entre une première et une seconde section de chaîne cinématique de roue, et un groupe auxiliaire (AUX1) qui peut être entraîné par l'intermédiaire du moteur d'entraînement principal. Le groupe auxiliaire se trouve à l'extérieur du boîtier de transmission. À l'intérieur du boîtier de transmission se trouve un premier élément sélecteur (SE1). À l'extérieur du boîtier de transmission se trouve un second élément sélecteur (SE2). Le premier élément sélecteur est conçu et intégré au dispositif d'entraînement de telle sorte qu'il peut servir à établir ou à supprimer, par une action de sélection, une liaison d'entraînement entre le rotor et la transmission à différentiel de pont. Le premier et/ou le second élément sélecteur sont conçus de telle sorte qu'ils peuvent servir à établir une liaison d'entraînement entre le groupe auxiliaire et le rotor. Le groupe auxiliaire peut être entraîné par l'intermédiaire de la transmission à différentiel de pont lorsque la liaison d'entraînement entre le rotor et la transmission à différentiel de pont est supprimée par le premier élément sélecteur.
PCT/DE2019/100714 2018-08-10 2019-08-07 Dispositif d'entraînement électromécanique pour véhicule à moteur WO2020030229A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102018119488.9A DE102018119488A1 (de) 2018-08-10 2018-08-10 Elektromechanische Antriebsanordnung für ein Kraftfahrzeug
DE102018119488.9 2018-08-10

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WO2020030229A1 true WO2020030229A1 (fr) 2020-02-13

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Publication number Priority date Publication date Assignee Title
EP4116122A1 (fr) 2021-07-07 2023-01-11 Volvo Truck Corporation Transmission électrique pour un véhicule

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102012010171A1 (de) 2012-05-16 2013-11-21 Technische Universität Chemnitz Antriebssystem für Kraftfahrzeuge
FR3043363A1 (fr) * 2015-11-09 2017-05-12 Peugeot Citroen Automobiles Sa Groupe motopropulseur d’un vehicule
FR3043362A1 (fr) * 2015-11-09 2017-05-12 Peugeot Citroen Automobiles Sa Groupe motopropulseur d’un vehicule
FR3043364A1 (fr) * 2015-11-09 2017-05-12 Peugeot Citroen Automobiles Sa Groupe motopropulseur d’un vehicule

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102012010171A1 (de) 2012-05-16 2013-11-21 Technische Universität Chemnitz Antriebssystem für Kraftfahrzeuge
FR3043363A1 (fr) * 2015-11-09 2017-05-12 Peugeot Citroen Automobiles Sa Groupe motopropulseur d’un vehicule
FR3043362A1 (fr) * 2015-11-09 2017-05-12 Peugeot Citroen Automobiles Sa Groupe motopropulseur d’un vehicule
FR3043364A1 (fr) * 2015-11-09 2017-05-12 Peugeot Citroen Automobiles Sa Groupe motopropulseur d’un vehicule

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