WO2021148317A1 - Chaîne de transmission comprenant un dispositif retardateur de freinage - Google Patents

Chaîne de transmission comprenant un dispositif retardateur de freinage Download PDF

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Publication number
WO2021148317A1
WO2021148317A1 PCT/EP2021/050789 EP2021050789W WO2021148317A1 WO 2021148317 A1 WO2021148317 A1 WO 2021148317A1 EP 2021050789 W EP2021050789 W EP 2021050789W WO 2021148317 A1 WO2021148317 A1 WO 2021148317A1
Authority
WO
WIPO (PCT)
Prior art keywords
drive
retarder
rotor
intermediate shaft
drive train
Prior art date
Application number
PCT/EP2021/050789
Other languages
German (de)
English (en)
Inventor
Werner Adams
Jürgen Stein
Joachim Kernke
Dieter Laukemann
Original Assignee
Voith Patent Gmbh
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 Voith Patent Gmbh filed Critical Voith Patent Gmbh
Publication of WO2021148317A1 publication Critical patent/WO2021148317A1/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
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2300/00—Purposes or special features of road vehicle drive control systems
    • B60Y2300/18—Propelling the vehicle
    • B60Y2300/18008—Propelling the vehicle related to particular drive situations
    • B60Y2300/18108—Braking
    • B60Y2300/18125—Regenerative braking

Definitions

  • the invention relates to a drive train for a vehicle with electric single wheel drives, in particular a utility vehicle with multiple axles.
  • Such a drive train comprises at least one left and one right drive wheel, each of which is assigned a drive with at least one electric drive motor, the drive motor being arranged axially parallel to the respective drive wheel and a left connection gear for the drive connection of a left drive motor with the left drive wheel and for the drive drive Connection of a right drive motor with the right drive wheel, a right connection gear is provided.
  • EP 1551658 A1 discloses a drive train of this type, a switchable clutch being provided with which the left drive wheel and the right drive wheel can be selectively coupled to one another in terms of drive. This design ensures that the vehicle remains cross-country even if a drive motor fails.
  • DE 10 2017 005 470 discloses a drive train with a first drive and a second drive.
  • a retarder is arranged between the drives.
  • a coupling device is provided for coupling the drives to the retarder, by means of which the electric machines or their rotors can be coupled to one another in a rotationally fixed manner.
  • each drive side can be moved independently.
  • both drive sides are rotatably coupled to one another. This coupling has the effect that no relative rotation of the two drive sides is possible when the retarder is braking.
  • the coupling thus has the function of a differential lock.
  • One of the objects of the invention is to propose a drive train with individually drivable drive wheels which has a continuous braking capability.
  • a first drive comprising a first electric motor for driving a first drive wheel
  • a second drive including a second electric motor for driving a second drive wheel
  • a retarder be arranged between the first and second drive, the retarder being drivable by the respectively assigned drive via a first and / or second shaft.
  • the drives can preferably each include a gear via which the respectively assigned shaft can also be driven.
  • This gear can be a spur gear, a planetary gear or a switchable gear.
  • a transmission output is the Shaft through which the retarder can be driven. In which stage of the transmission the shaft or transmission output shaft is arranged, is essentially dependent on the speed at which the retarder must be driven in order to be able to provide a desired braking torque.
  • the drive train can comprise an intermediate shaft for driving the retarder, wherein the intermediate shaft can be driven by means of the first and / or second drive, and wherein a rotor of the retarder is in drive connection with the intermediate shaft.
  • a braking torque can act on at least the drive wheel via the one retarder in the drive train, which is currently at a higher speed.
  • a first freewheel is arranged between the first drive and the intermediate shaft and a second freewheel is arranged between the second drive and the intermediate shaft.
  • Freewheels offer the advantage that they automatically establish a non-rotatable connection in a predeterminable direction of rotation. Furthermore, the freewheels ensure that the drives do not become distorted.
  • a first clutch is arranged between the first drive and the intermediate shaft and a second clutch is arranged between the second drive and the intermediate shaft.
  • the drive of the intermediate shaft via clutches offers the advantage that the clutches can be switched as required, so that the rotor of the retarder is only driven when a braking torque is required from the retarder. This is the case, for example, when the drive battery cannot absorb any further energy.
  • retarders can be used. Once the version with a rotor and a stator or alternatively the Designed as a counter-rotating retarder with a rotor and a counter-rotating rotor that can be driven against the direction of rotation of the rotor.
  • the rotor When using the version with rotor and stator, the rotor can be arranged non-rotatably on the intermediate shaft or can be driven from the intermediate shaft via a step-up drive.
  • the rotor and the counter-rotating rotor can be driven via the intermediate shaft, an intermediate gear being provided for reversing the direction of rotation between the intermediate shaft and the counter-rotating rotor.
  • the drives can also be arranged in the wheel hub of the drive wheel, so-called wheel hub drives.
  • the retarder can be filled with a working medium via a corresponding filling device, as it is sufficiently known from the StdT, so that with increasing filling level, a braking torque acts on the intermediate shaft and from there via the drive or the gearbox , and the drive shafts are transmitted to the drive wheels.
  • FIG. 1 a drive train with retarder
  • FIG. 4 shows a drive train with wheel hub motors and a
  • Figure 1 shows a drive train according to the invention with two separately drivable drive wheels 3a, b.
  • the drive train consists of two drives 1a, b each with an electric drive motor 2a, b for driving the associated drive wheel 3a, b, a connecting gear 5a, b being provided between the drive motor 2a, b and the drive wheel 3a, b.
  • the connecting gear 5a, b shown here is a simple spur gear, it also being possible here to use other gears, such as planetary gears or switchable gears, by means of which a gear ratio change is made possible.
  • a retarder 10 is arranged between the drives 1a, b of the drive train.
  • the retarder comprises a rotor 7 and a stator 8, which together form a toroidal working space 9 which can be filled with a working medium for braking operation and which can be emptied again for non-braking operation of the retarder 10.
  • the rotor 7 can be driven via the first and / or the second drive 1a, b.
  • the rotor 7 is arranged on an intermediate shaft 14 which can be coupled non-rotatably to the gear shafts 17a, b of the drives 1a, b via the freewheels 6a, b.
  • the rotor 7 is therefore always driven by the drive 1a or 1b, which is currently at the higher speed. This means that when the motor vehicle is cornering, the rotor 7 is always driven by the drive 1a, b, the drive wheel of which is currently rotating faster, with the rotor 7 being driven by both drives 1a, b when driving straight ahead.
  • a braking torque acts on the drive wheel 3a, b which is currently rotating faster.
  • the braking torque acts on both drive wheels 3a, b at the same time.
  • FIG. 2 shows an alternative retarder arrangement with a floch drive 11.
  • the drive coupling of the retarder 10 was placed in the plane of the drive shafts 4a, b.
  • An arrangement in any other plane of the transmission 5a, b is of course also conceivable.
  • the drive wheel 15 provided for driving the retarder 10 is arranged on the intermediate shaft 14 in a rotationally fixed manner. the The essential function of the freewheels 6a, b is retained, as already described under FIG.
  • FIG 3 shows an embodiment of the retarder as a counter-rotating retarder 16.
  • the counter-rotating retarder 16 comprises a rotor 7, which is driven directly by the intermediate shaft 14, and an opposing rotor 12, which is driven indirectly by the intermediate shaft 14 in such a way that the opposing rotor 12 in rotates in the opposite direction.
  • the direction of rotation is reversed by inserting an intermediate gear 13 between the intermediate shaft 14 and the counter-rotating rotor 12.
  • FIG. 4 shows a further alternative drive train in which the drives 1a, b include wheel hub motors 18a, b.
  • the retarder 16 is also designed here as a counter-rotating retarder, the rotor 7 being driven by the first drive 1a and the counter-rotating rotor being driven by the second drive 1b via an intermediate gear 13.
  • the coupling of the intermediate shaft 14 to the drive 1a and / or the drive 1b takes place via a coupling. It can be provided, for example, that the clutch that is assigned to the drive that is currently having a higher speed is always closed.
  • the design with clutches would have the advantage that the retarder can be completely decoupled from the drive train when not braking, so that no drag torque occurs.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)

Abstract

L'invention concerne une chaîne de transmission pour l'entraînement d'un véhicule automobile, un premier dispositif d'entraînement comprenant un premier moteur électrique pour entraîner une première roue d'entraînement et un second dispositif entraînement comprenant un second moteur électrique pour entraîner une seconde roue d'entraînement. Selon l'invention, un retardateur est disposé entre les premier et second dispositifs d'entraînement, le retardateur pouvant être entraîné par le dispositif d'entraînement associé par l'intermédiaire d'un premier et/ou d'un second arbre.
PCT/EP2021/050789 2020-01-20 2021-01-15 Chaîne de transmission comprenant un dispositif retardateur de freinage WO2021148317A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102020101157.1 2020-01-20
DE102020101157.1A DE102020101157A1 (de) 2020-01-20 2020-01-20 Antriebsstrang mit Dauerbremsvorrichtung

Publications (1)

Publication Number Publication Date
WO2021148317A1 true WO2021148317A1 (fr) 2021-07-29

Family

ID=74191742

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2021/050789 WO2021148317A1 (fr) 2020-01-20 2021-01-15 Chaîne de transmission comprenant un dispositif retardateur de freinage

Country Status (2)

Country Link
DE (1) DE102020101157A1 (fr)
WO (1) WO2021148317A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP4177090A1 (fr) * 2021-11-03 2023-05-10 Volvo Truck Corporation Essieu amélioré pour un véhicule

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1551658A1 (fr) 2002-10-16 2005-07-13 Zf Friedrichshafen Ag Vehicule pourvu d'entrainements electriques individuels des roues
DE102010012965A1 (de) * 2010-03-25 2011-09-29 Voith Patent Gmbh Antriebsstrang für ein Kraftfahrzeug
DE102017005470A1 (de) 2017-06-08 2017-11-30 Daimler Ag Antriebsvorrichtung für ein Kraftfahrzeug, insbesondere für ein Nutzfahrzeug
DE102017129739A1 (de) 2017-12-13 2018-03-08 FEV Europe GmbH Elektromotorischer Antriebsstrang und Kraftfahrzeug
WO2018224353A1 (fr) * 2017-06-08 2018-12-13 Daimler Ag Dispositif de propulsion pour un véhicule automobile, notamment pour un véhicule utilitaire
DE102017006403A1 (de) * 2017-07-06 2019-01-10 Daimler Ag Antriebsvorrichtung für ein Kraftfahrzeug, insbesondere für ein Nutzfahrzeug

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1551658A1 (fr) 2002-10-16 2005-07-13 Zf Friedrichshafen Ag Vehicule pourvu d'entrainements electriques individuels des roues
DE102010012965A1 (de) * 2010-03-25 2011-09-29 Voith Patent Gmbh Antriebsstrang für ein Kraftfahrzeug
DE102017005470A1 (de) 2017-06-08 2017-11-30 Daimler Ag Antriebsvorrichtung für ein Kraftfahrzeug, insbesondere für ein Nutzfahrzeug
WO2018224353A1 (fr) * 2017-06-08 2018-12-13 Daimler Ag Dispositif de propulsion pour un véhicule automobile, notamment pour un véhicule utilitaire
DE102017006403A1 (de) * 2017-07-06 2019-01-10 Daimler Ag Antriebsvorrichtung für ein Kraftfahrzeug, insbesondere für ein Nutzfahrzeug
DE102017129739A1 (de) 2017-12-13 2018-03-08 FEV Europe GmbH Elektromotorischer Antriebsstrang und Kraftfahrzeug

Also Published As

Publication number Publication date
DE102020101157A1 (de) 2021-07-22

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