WO2020030231A1 - 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
WO2020030231A1
WO2020030231A1 PCT/DE2019/100717 DE2019100717W WO2020030231A1 WO 2020030231 A1 WO2020030231 A1 WO 2020030231A1 DE 2019100717 W DE2019100717 W DE 2019100717W WO 2020030231 A1 WO2020030231 A1 WO 2020030231A1
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WO
WIPO (PCT)
Prior art keywords
drive
drive arrangement
rotor
auxiliary unit
aux1
Prior art date
Application number
PCT/DE2019/100717
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 WO2020030231A1 publication Critical patent/WO2020030231A1/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
    • 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
    • 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
    • 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 a transmission.
  • the auxiliary unit provided in this drive arrangement is arranged coaxially to the axis of the inner sub-motor and kinematically coupled to its ro tor.
  • 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,
  • An axle differential gear for branching the drive power performed on the reduction stage to a first and a second wheel drive train section
  • the auxiliary unit is fully or at least partially integrated into the gear housing
  • a switching element is provided in the transmission housing
  • the switching element is designed and integrated into the drive arrangement such that the drive connection between the rotor and the axle differential gear is switchably closable and separable, and the auxiliary unit can be driven via the rotor when the drive connection between the rotor and the axle differential gear is lifted up ,
  • auxiliary unit is coupled to the main drive train via a switchable device provided in the transmission, so that the auxiliary unit leads to the axle differential when the vehicle is in operation renden drive train section is connected and also when the vehicle is stationary, the auxiliary unit can still be driven by the main drive motor.
  • the switching element is preferably designed and incorporated in the drive arrangement that this 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 free-running device can be provided in the switching element.
  • an electronic control device is provided, the switching state of the switching element being set via this control device, the control device taking into account the current operating state of the vehicle and setting the switching state in accordance with a control concept that takes overall energy efficiency into account.
  • the control device can take into account the current or a modeled thermal state of the battery system, the heat energy requirement for heating the vehicle interior, the cooling power requirement and the energy requirement of the auxiliary unit, and then, based on this input information, bring about switching states which, for example, result in the vehicle being in overrun mode tapped 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 switching element was switched through and, for example, first perform energy regeneration parallel to the operation of the auxiliary unit via the temporarily driven main drive motor, and only then when the vehicle's slowing down speeds do the tapped power primarily pull for the drive of the auxiliary unit.
  • Mixed states can also be set temporarily in which in the overrun mode both a direct mechanical drive of the auxiliary units from the overrun power and also recuperation via the electric motor are carried out.
  • the control device can in particular be designed and configured such that when the auxiliary unit needs power, it is primarily covered 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 auxiliary unit can be fully integrated into the transmission housing, it can also have a housing section which encloses part of the auxiliary unit and which, in cooperation with a portion of the gearbox, then forms the housing of 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 in the transmission housing, 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 the rotary axis of the rotor and the second auxiliary unit is arranged offset parallel to this rotary axis.
  • the switching element is preferably designed in such a way that a drive connection to the axle differential gear can be produced and canceled via this.
  • the switching element is preferably arranged between the electric motor and the reduction stage or integrated into the reduction stage.
  • the reduction stage can be designed as a spur gear stage which has a spur gear which is arranged coaxially with the rotor axis, the power transfer to the axle differential transmission then again preferably being effected by the second spur gear.
  • 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 and that this freewheel device allows the input shaft of the auxiliary unit to be driven by the energy tapped from the axle differential gear when the vehicle is coasting and thereby overtakes the rotor shaft.
  • the switching element is preferably designed as a positive and / or frictionally coupling Wegele element.
  • the switching element can also be designed as a transmission device, the switching state of which can be set by defining / releasing a transmission member, for example a ring gear.
  • 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 be manufactured in an advantageous manner as an initially independent assembly and then connected to the gearbox housing as part of the assembly of the drive arrangement. 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 motor housing can also form an integral part of the gear housing, i.e. be realized in one piece with this.
  • 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 connection of the auxiliary units in or on the transmission in connection with "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 external factors (e.g. temperature) always operate in the most energy-efficient mode. 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 be used.
  • the mechanical drive also offers significant advantages in the overall efficiency chain compared to purely electrified units.
  • the drive When the vehicle is stationary, the drive is electrical via the direct connection to the electric motor. The connection of the units to the transmission shaft is released, which reduces friction losses.
  • This mode of operation enables the provision of comfort functions such as parking air conditioning when the vehicle is at a standstill or the securing of necessary functions such as operation of the battery cooling circuit via a water pump for aftercooling after the vehicle has been switched off.
  • the concept according to the invention enables energy consumption to be reduced by auxiliary units in purely electrically driven vehicles and leads to an increase in the vehicle range.
  • 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 it can alternatively also have further transmission stages.
  • At least one auxiliary unit integrated either in the drive unit or in the transmission is coupled to the electric drive machine via a switching element.
  • This switching element can be used to switch at least two, preferably three, “paths”.
  • the power flows to the auxiliary unit via a first path (when the vehicle is stationary). Only the transmission is supplied with power via the second path. Power flows from the differential to the auxiliary unit via the third path (drive via the gear 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 is optionally arranged coaxially or axially parallel 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.
  • FIG. 1 shows a first schematic representation to illustrate the structure of an electromechanical drive arrangement according to the invention with an auxiliary unit integrated in the gear housing and arranged coaxially with the electric motor, as well as a switching element integrated in the transmission. ment, for the selective coupling of the auxiliary unit with the electric motor and preferably also the drive train leading to the axle differential;
  • Figure 2 is a second schematic to illustrate the structure of an inventive he electromechanical drive assembly also with egg nem integrated in the transmission housing, and a selective coupling to the electric motor and the leading to the axle differential drive train section provided and integrated in the transmission switching element, wherein here, however, the auxiliary unit is arranged offset axially parallel to the rotor axis;
  • FIG. 3 shows a third schematic illustration to illustrate the structure of an electromechanical drive arrangement according to the invention, now with two auxiliary units integrated into the transmission housing, as well as one for the selective coupling thereof to the electric motor and the transmission-internal shifting element, which leads to the axle differential segment, one of the auxiliary units for the rotor axis the electric motor is coaxial and the other auxiliary unit is arranged offset parallel to the axis;
  • FIG. 4 shows a fourth schematic illustration to illustrate the structure of an electromechanical drive arrangement according to the invention with an auxiliary unit integrated into the gear housing and axially parallel to the electric motor, the invention providing for selective coupling of the auxiliary unit to the electric motor and the drive train section leading to the axle differential, gear internal switching element is arranged in an intermediate region between the electric motor and the reduction gear area located in the transmission housing;
  • FIG. 5 shows a fifth schematic illustration to illustrate the mode of operation and the switching states 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 present at the output of the reduction gear device GR 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.
  • 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 present at the output of the reduction gear device GR to a first and a second wheel drive train section DL, DR, and
  • the auxiliary unit AUX1 can in particular be an air conditioning compressor, a power steering pump, a delivery module of a brake system or a cooling water pump for cooling a battery module and for circulating a fluid for heating 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 integrated at least in sections into the transmission housing GH, a switching element SE is provided in the transmission housing GH and the switching element SE is designed and integrated into the drive arrangement such that the drive connection is connected via this is switchable closable and separable between the rotor ER and the axle differential gear AD and the auxiliary unit AUX1 can be driven selectively via the rotor ER when the drive connection between the rotor ER and the axle differential gear 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 switching element SE is also arranged coaxially with the rotational axis of the rotor ER and switches its output torque to an output of the switching element SE or causes a decoupling.
  • the switching element SE is designed such that a drive connection to the axle differential gear AD can be established.
  • the switching element SE is directly involved in the reduction stage GR in this exemplary embodiment.
  • the reduction stage GR is designed here as a spur gear stage and the switching element SE enables a coupling of a first spur gear G1, which is small in terms of its diameter, to the rotor shaft RS.
  • the switching element SE is formed as a switching element SE that couples in a positive or frictional manner.
  • the actuators provided for setting the respective switching state are not shown further here, they can be integrated in the switching element and, in particular, can be designed as electromagnetic or fluid mechanical actuators.
  • the electric motor E, the reduction gear G and the auxiliary unit AUX are integrated into a common housing device GH, the axle differential gear AD is connected to this housing device GH or also integrated.
  • the axle differential is housed in a differential housing ADH. This can be integrally formed with the Geretege housing GH, or attached to 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 power unit AUX1 is fully or at least partially integrated into the gear housing GH, a switching element SE is provided in the gear housing GH and the switching element SE is designed and integrated into the drive arrangement such that this the drive connection between the rotor ER and the axle differential gear AD is switchable closable and separable, and the auxiliary unit AUX1 via the rotor ER can be driven if 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 parallel to the rotor axis X.
  • a traction mechanism drive TM 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 switching element SE.
  • the switching element SE is integrated in the reduction stage GR, in particular in 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.
  • This second spur gear G2 forms the large or Tel lerrad the axle differential gear AD and is torsionally connected to the revolving housing UH or web of the axle differential gear AD.
  • the switching element SE provides power to the auxiliary unit AUX. This implementation can be switched via the switching element SE, i.e. closable and separable.
  • the exemplary embodiment according to 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, a gear input GE, a gear output GA, at least one reduction stage GR and a gear housing GH includes 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 and a second auxiliary unit AUX2, both of which can be driven by the main drive motor E. are.
  • an electromechanical main drive motor E which comprises a rotor ER and a stator ES, a reduction gear device G, a gear input GE, a gear output GA, at least one reduction stage GR and a gear housing GH includes the reduction stage, an axle differential gear AD, for branching the drive power present at the output of the reduction gear device to a
  • This drive arrangement is characterized in that both auxiliary units AUX1, AUX2 are fully or at least partially integrated in the transmission housing GH and a switching element SE is provided in the transmission housing GH, the switching element SE being designed and integrated in the drive arrangement such that the drive connection between the rotor ER and the axle differential gear AD is switchable closable and separable and the auxiliary units AUX1, AUX2 can be driven via the rotor ER when the drive connection between the rotor ER and the axle differential gear AD is canceled.
  • 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 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 switching element SE.
  • FIG. 4 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, 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 which can be driven via 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, 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 an auxiliary unit AUX1
  • This drive arrangement according to the invention is also characterized in that the auxiliary unit AUX1 is fully or at least partially integrated in the transmission housing GH, in the transmission housing GH a switching element SE is provided and the switching element SE is designed and integrated into the drive arrangement in such a way that the drive connection between the rotor ER and the axle differential gear AD is switchably closable and separable and since the auxiliary unit AUX1 can be driven via the rotor ER 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 EX1 of the auxiliary unit AUX is arranged parallel to the rotor axis X.
  • a traction mechanism drive TM 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 coaxial with the rotor axis X. arranged and also houses the switching element SE via which the first spur gear G1 of the reduction stage RG can be coupled to the rotor shaft.
  • the switching element SE is integrated into the first traction wheel TM1 of the traction drive leading to the auxiliary unit AUX1.
  • the first spur gear G1 of the reduction stage RG can be connected to the rotor shaft RS via the switching element SE.
  • This first spur gear G1 engages radially from the outside in a second spur gear G2 of the reduction stage RG.
  • This second spur gear G2 forms the large or ring gear of the axle differential gear AD and for this purpose is connected torsionally to the revolving housing UH of the axle differential gear AD.
  • 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 is connected coaxially and the traction mechanism 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.
  • connection of the AUX1 unit to the RS motor shaft with the inclusion of the SE switching element has the advantage that the torque transmission from the electric motor to the AUX1 unit takes place over a short distance, thereby reducing losses.
  • the electric motor E or the “E-machine” as well as the auxiliary unit AUX1 or the auxiliary units AUX1, AUX2 are integrated in the gearbox housing GH, which enables a space-saving design and avoids additional sealing of the shafts.
  • the auxiliary unit AUX1 is detachably connected coaxially to the motor shaft coaxially via a switching element SE.
  • the switching element SE can be active, e.g. as magnetic coupling, as well as passive, e.g. Freewheel, be connectable or detachable.
  • this one switching element SE 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 switching element SE can contain constant or variable gear ratios, such as a planetary gear set.
  • the switching element SE 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 a dual mass flywheel.
  • the switching element SE can, for example, also be integrated into the interior of a gearwheel of the gear stage GR.
  • FIG. 5 illustrates the mode of operation of the drive arrangement according to the invention in conjunction with selected vehicle operating states.
  • the switching element SE is designed here so that it can provide three coupling functions S1, S2, S3.
  • the first coupling function S1 enables a power transfer from the electric motor E to the axle differential AD.
  • 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 setting of the coupling functions S1, S2, S3 of the switching element SE are illustrated in accordance with the different operating states of a motor vehicle via tables T1 and T2.
  • the electric motor E is active and the switching element SE 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 coupling function S1 and the coupling function S3 are set via the switching element SE.
  • the electric motor E now converts the power in the recuperation operating mode and also mechanically drives the auxiliary unit AUX1 directly by tapping the power from the axle differential AD.
  • the switching element SE can assume arbitrary states, since in this state no specific coupling function is required. However, it is also possible to activate the coupling functions S1 and S3 here in order to bring about a slightly increased holding torque, a braking effect in the event of unintentional rolling and, if appropriate, an active braking effect by actuating the electric motor.
  • 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.

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

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 est en intégralité ou au moins partiellement intégré au boîtier de boîtier de transmission. À l'intérieur du boîtier de transmission se trouve un élément sélecteur (SE). L'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 groupe auxiliaire peut être entraîné par l'intermédiaire du rotor lorsque la liaison d'entraînement entre le rotor et la transmission à différentiel de pont est supprimée.
PCT/DE2019/100717 2018-08-10 2019-08-07 Dispositif d'entraînement électromécanique pour véhicule à moteur WO2020030231A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102018119487.0A DE102018119487A1 (de) 2018-08-10 2018-08-10 Elektromechanische Antriebsanordnung für ein Kraftfahrzeug
DE102018119487.0 2018-08-10

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WO2020030231A1 true WO2020030231A1 (fr) 2020-02-13

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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
FR3043364A1 (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
FR3043363A1 (fr) * 2015-11-09 2017-05-12 Peugeot Citroen Automobiles Sa Groupe motopropulseur d’un vehicule

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* 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
FR3043364A1 (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
FR3043363A1 (fr) * 2015-11-09 2017-05-12 Peugeot Citroen Automobiles Sa Groupe motopropulseur d’un vehicule

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