WO2021151598A1

WO2021151598A1 - Electric drive device for a vehicle, and vehicle

Info

Publication number: WO2021151598A1
Application number: PCT/EP2020/087740
Authority: WO
Inventors: Philipp Breinlinger; Andreas Wuensch
Original assignee: Robert Bosch Gmbh
Priority date: 2020-01-30
Filing date: 2020-12-23
Publication date: 2021-08-05
Also published as: DE102020201120A1

Abstract

The invention relates to an electric drive device for a vehicle, comprising: an electrical machine which is designed to provide a torque at an output shaft rotatable about a rotation axis; a machine housing with a casing portion which surrounds the rotation axis and which has a cooling region with a cooling channel formed therein for conducting a cooling fluid, the electric machine being arranged in the machine housing; a park lock housing connected to the casing portion of the machine housing in the cooling region and a park lock device having an electric park lock actuator arranged in the park lock housing; an electronic park lock control arranged in the park lock housing for controlling the park lock actuator; and a first blocking member, which is actuatable by means of the park lock actuator and which can be brought into engagement with a second blocking member kinematically coupled to the output shaft in order to block the output shaft in respect of rotation about the rotation axis.

Description

description

title

Electric drive device for a vehicle and a vehicle

State of the art

Electrically driven vehicles have an electric motor which is kinematically coupled to at least one axle or to at least one wheel of the vehicle in order to drive it. An electrical energy store, for example an accumulator, is typically provided as the electrical energy source for the motor. The electric motor is often electrically connected to the energy store via power electronics. Furthermore, it can be provided that a rotor shaft of the electric motor is kinematically coupled to a transmission in order to step up or step down the torque output by the rotor shaft and to make it available on a transmission shaft for driving the axle or the wheel.

Electrically powered vehicles, which are also referred to herein as electric vehicles, usually have parking brakes or parking brakes, which ensure that the vehicle does not start to roll unintentionally, e.g. when it is standing on an inclined roadway. Parking brakes of electric vehicles usually have an actuator device with an electric actuator and an electronic control and a locking mechanism which can be actuated by means of the actuator and brought into engagement with a gear shaft or another shaft driven by the electric motor. For example, DE 202009 014 189 U1 describes a drive device for a vehicle, an electric motor being arranged in a cylindrical housing provided with a cooling duct.

At one end of the housing, a parking lock arrangement with a parking lock wheel is provided, which is coupled to a gear part coupled to a rotor of the electric motor and can be fixed by means of a pawl opposite the end of the housing. a drive for an electric vehicle is described which has an electric motor arranged in a housing, wherein a cooling channel is formed in the housing, and wherein a control housing is attached to the housing, in which electronic control components are arranged. To cool the control housing, it also has a cooling channel on a housing base, which is connected to the cooling channel of the housing.

US 5585 681 B1 describes a drive for an electric vehicle which has an electric motor arranged in a housing, a cooling channel being formed in the housing, and a control housing in which electronic control components are arranged is attached to the housing. To cool the control housing, it also has a cooling channel on a housing base, which is connected to the cooling channel of the housing.

Disclosure of the invention

The present invention relates to an electric drive device according to claim 1 and a vehicle according to claim 10.

According to a first aspect of the invention, an electric drive device for a vehicle is provided. The drive device comprises an electrical machine, which is set up to provide a torque on an output shaft rotatable about an axis of rotation, a machine housing with a jacket section surrounding the axis of rotation, which has a cooling region with a cooling channel formed therein for the passage of a cooling fluid, the electrical machine is arranged in the machine housing, a parking lock housing connected to the jacket section of the machine housing in the cooling area and a parking lock device with an electrical parking lock actuator arranged in the parking lock housing, an electronic parking lock control arranged in the parking lock housing for controlling the parking lock actuator and a first locking element which can be actuated by means of the parking lock actuator and which can be brought into engagement with a second locking element kinematically coupled to the output shaft in order to lock the output shaft with respect to rotation about the axis of rotation.

According to a second aspect of the invention, there is provided a vehicle, e.g.

One of the ideas on which the invention is based is to accommodate a parking lock device in a parking lock housing which is connected in a thermally conductive manner to a cooled housing of an electrical machine. In particular, an electrical machine, which can be operated both as a motor and as a generator, for example, can be accommodated in a machine housing which encloses the electrical machine with at least one jacket section, with one or more cooling channels being formed in the jacket section in which a fluid can be circulated for cooling the electrical machine, for example by means of a coolant pump. For example, the electrical machine can have a rotor rotatable about an axis of rotation and a stator arranged concentrically to the axis of rotation and surrounding the rotor, the stator being coupled to the, for example, cylindrical casing section in a thermally conductive manner.

The parking lock housing is arranged on an outside of the machine housing and connected to or attached to it. In particular, the parking lock housing is arranged in the cooling section of the jacket section, with at least one cooling channel being provided in the cooling section. An electric parking lock actuator, for example in the form of an electric motor, and an electronic controller are arranged in the parking lock housing, which is electrically connected to the parking lock actuator and is set up to actuate the parking lock actuator. A first locking member, for example in the form of a pawl, is kinematically coupled to the parking lock actuator and can be moved by the latter, in particular between a first position and a second Position. A second locking element is kinematically coupled to the output shaft, that is to say either rotationally connected to the output shaft or movable through the output shaft via further intermediate elements such as gears or the like. In the first position or locking division of the first locking member, this is in engagement with the second actuator and thereby blocks a movement of the second actuator. Rotation of the output shaft in the first position of the first locking member is thus prevented. In the second position, the first and the second actuator are disengaged, so that a movement of the second actuator and thus a rotation of the output shaft is permitted.

By attaching the parking lock housing to the cooling section of the jacket section of the machine housing, cooling of the electronic control and the electrical parking lock actuator of the parking lock device is advantageously achieved. This advantageously lowers the thermal load on the parking lock device. As a result, on the one hand, the probability of failure of the parking lock device is advantageously reduced. This also makes it easier to use more cost-effective electronic components for the control. In addition, efficient cooling of both the electrical machine and the parking lock device is achieved via a common cooling fluid circuit, in particular via the same cooling channels. This advantageously reduces the design effort for cooling. Another advantage of attaching the parking lock housing directly to the machine housing is that vibrations in the parking lock housing are efficiently dampened due to the high mass of the electrical machine.

Advantageous refinements and developments result from the subclaims referring back to the independent claims in connection with the description.

According to one embodiment of the drive device, it can be provided that the jacket section extends along the axis of rotation and the cooling channel extends helically around the axis of rotation, so that a cooling region surrounding the axis of rotation is formed. In this way a continuous, relatively long cooling channel is formed. This offers the advantage that a large surface area is provided for heat transfer and thus heat transfer from the electrical machine and from the parking lock device to the cooling fluid is further improved.

According to further embodiments it can be provided that the parking lock housing is formed in one piece with the machine housing. For example, side walls of the parking lock housing, which protrude in a radial direction from an outer surface of the machine housing and define an interior of the parking lock housing for receiving the control and the actuator, can be formed in one piece with the jacket section of the machine housing. For example, it can be provided that the machine housing and the parking lock housing, in particular its side walls, are formed as a cast part, e.g. made of a metal material. The one-piece design further improves the conduction of heat and thus the cooling of the parking lock device.

According to further embodiments, it can be provided that the parking lock housing is fastened to the machine housing by means of fastening devices. For example, the parking lock housing can have a trough-shaped base part, which defines an interior of the parking lock housing for receiving the control and the actuator, with flanges or other fastening structures being formed on the base part, via which the base part is attached to the casing section by means of screws, rivets, bolts or similar fastening devices the machine housing can be fastened. By fixing the parking lock housing to the machine housing over

Fastening devices, retrofitting or a modular structure of the drive device is facilitated.

According to further embodiments, the second locking member can be non-rotatably connected to one of the following components: a rotor shaft connected to a rotor of the electrical machine, which forms the output shaft, an intermediate shaft kinematically coupled to the output shaft, or with a Gear shaft, which is kinematically coupled to the output shaft via gear members.

According to further embodiments, the drive device can have a coolant compressor connected to the jacket section of the machine housing in the cooling area. In this way, the cooling power provided by the cooling fluid in the cooling area is further utilized and the coolant compressor, which can be used, for example, to compress a coolant for an air conditioning system or the like, can be accommodated in a space-saving and low-vibration manner.

According to further embodiments, the drive device can have an electronics housing connected to the machine housing for receiving power electronics for controlling the electrical machine. The electronics housing can be arranged next to the parking lock housing, for example. Optionally, the electronics housing can also be located, at least in some areas, in the cooling area of the jacket section. The power electronics can thus advantageously be cooled at the same time.

According to further embodiments, the drive device can have a gear housing connected to the machine housing and a gear arranged in the gear housing with a gear shaft which is kinematically coupled to the output shaft of the electric machine via gear members. The gear housing and the machine housing can, for example, be designed in one piece as a cast housing or fastened to one another.

According to further embodiments, the cooling fluid can be oil, water, a water-glycol mixture or another viscous liquid. By using a liquid as the cooling fluid, the cooling performance is advantageously increased further.

Here, “in one piece”, “in one piece”, “integral” or “in one piece” components is generally understood to mean that these components are a single part forming a material unit are present and in particular are manufactured as such, one component not being detachable from the other component without breaking the material cohesion from the other.

The invention is explained below with reference to the figures of the drawings. From the figures show:

1 shows a schematic sectional view of an electric drive device according to an exemplary embodiment of the invention, resulting from a section along an axis of rotation;

2 shows a schematic sectional view of an electric drive device according to a further exemplary embodiment of the invention, resulting from a section perpendicular to the axis of rotation;

3 shows a broken sectional view of an electric drive device according to a further exemplary embodiment of the invention, resulting from a section perpendicular to the axis of rotation;

4 shows a broken sectional view of an electric drive device according to a further exemplary embodiment of the invention, resulting from a section perpendicular to the axis of rotation; and

5 shows a schematic view of a vehicle according to an exemplary embodiment of the invention as a block diagram.

FIG. 5 shows, purely schematically, a block diagram of a vehicle 100, in particular an electric vehicle, such as an electric car. As shown by way of example in FIG. 5, the vehicle 100 can have an electric drive device 1, an electric energy store 105 and a drive axle or a drive train 115. As is shown schematically in FIG. 5, the electric drive device 1 can have an electric machine 2, optional power electronics 110, a parking lock device 5 and an optional transmission 6. The electric machine 2 can for example an electric motor that can also be operated as a generator. The electrical machine 2 can in particular be implemented as a three-phase motor. It is also conceivable that the electrical machine 2 is implemented as a direct current motor. The structure of the electrical machine 2 is explained in detail below with reference to FIG. 2. As shown schematically in FIG. 5, the electrical machine 2 is supplied with electrical energy from the energy store 105 via the power electronics 110. The electrical machine 2 converts the electrical energy into kinematic energy or into a torque, which is output to the drive axle 115 directly or via the optional transmission 6. In order to prevent unintentional rotation of the drive axle 115, for example when the vehicle 100 is standing on an inclined roadway, the parking lock device 5 can be used to prevent a rotation of an output shaft S (not shown in FIG. 1) of the electrical machine 2.

FIG. 1 shows, in a schematic manner and purely by way of example, a sectional view of a drive device 1, such as can be used, for example, in the vehicle 100 shown by way of example in FIG. The drive device 1 has an electrical machine 2, a machine housing 3, a parking lock housing 4 and a parking lock device 5. FIG. 2 shows a further sectional view of a drive device 1. As shown by way of example in FIG. 2, the drive device 1 can furthermore have an optional gear housing 9 and an optional gear 6. An electronics housing 8 can also optionally be provided. As further illustrated by way of example in FIG. 2, an optional refrigerant compressor 7 can also be provided on the drive device 1.

As is shown schematically in FIG. 1, the electrical machine 2 can have a rotor 20 rotatable about an axis of rotation R and a stator 22 which is arranged coaxially with respect to this and encloses it. An output shaft S can be kinematically coupled to the rotor 20. As is shown by way of example in FIG. 1, the output shaft S can be formed, for example, by a rotor shaft 21 arranged coaxially to the axis of rotation R of the rotor 20 and connected to the rotor 20 in a rotationally fixed manner. The electric motor 2 is generally used for this purpose set up to provide a torque on the output shaft S rotatable about an axis of rotation R.

The motor housing 3 can have a jacket section 30 defining and enclosing a longitudinal axis L3, an optional first end section 31 and an optional second end section 32. The first end section 31 extends transversely to the longitudinal axis L3 and is arranged at a first end of the jacket section 30 in relation to the longitudinal axis L3. The second end section 32 extends transversely, likewise transversely to the longitudinal axis L3 and is arranged in relation to the longitudinal axis L3 at a second end of the jacket section 30 which is opposite to the first end. As is shown by way of example in FIG. 2, the jacket section 30 can have an essentially cylindrical cross section.

As in FIGS. 1 and 2, the jacket section 30 has an inner surface 30i facing the longitudinal axis L3 and an outer surface 30a oriented opposite to the inner surface 30i, a cross section of the jacket section 30 being defined between the inner surface 30i and the outer surface 30a. The jacket section 30, in particular the inner surface 30i, defines an interior space 36. As shown in FIGS. 1 and 2, a cooling channel 34 is formed in the cross section of the jacket section 30. The cooling channel 34 can, for example, extend in a spiral shape around the longitudinal axis L3, as shown in FIGS. 1 and 2 is shown schematically. The cooling channel 34 is used to pass through a cooling fluid, such as oil, water or a water-glycol mixture. A region of the jacket section 30 in which the cooling channel 34 is provided or runs forms a cooling region 33. In the spiral course shown by way of example in FIG. 1, a cooling region 33 surrounding the longitudinal axis L3 is thus formed.

The machine housing 3 can in particular be made of a metal material, for example an aluminum alloy. Since metal material typically has a high or low thermal conductivity Has thermal resistance, efficient cooling of the machine housing 3 can be achieved by a cooling fluid circulating in the cooling channel 34. It is also conceivable that the motor housing 3 is formed from a plastic material.

As is also shown schematically in FIG. 1, the electrical machine 2 can be arranged in the interior 36 defined by the jacket section 30 and thus in the machine housing 3. Here, the stator 22 is arranged on the inner surface 30i of the jacket section 30. The axis of rotation R can in particular be arranged coaxially to the longitudinal axis L3 of the jacket section 30 or coincide with it.

As is also shown schematically in FIG. 1, the parking lock housing 4 can have a plurality of side walls 40 and a cover 41. The side walls 40 define a parking lock housing interior 45. The cover 41 can, for example, be detachably attached to the side walls 40 and closes off the parking lock housing interior 45. As is shown by way of example in FIG. 1, the parking lock housing 4 can be connected to the parking lock housing 4 connected to the jacket section 30 of the machine housing 3 in the cooling region 33. As shown in FIG. 1, the parking lock housing 4 is arranged on the outer surface 30 a of the jacket section 30. The cooling channel 34 runs in particular in the area of the parking lock housing 4, so that an exchange of heat between the parking lock housing 4, in particular the parking lock housing interior 45, and the cooling fluid circulating in the cooling channel 34 can take place.

As is shown by way of example in FIG. 3, the parking lock housing 4 can be fastened to the jacket section 30 of the machine housing 3 by means of fastening devices 46. For example, the parking lock housing 4 can have flanges 42 protruding laterally from the side walls 40, the fastening devices 46, for example in the form of screws, fixing the flanges 42 on the casing section 30. Of course, instead of flanges 42, a floor 43 of the parking lock housing 4 connected to the side walls 40 can also be used Recesses (not shown) can be provided through which the fastening devices 46 extend in order to connect the parking lock housing 4 to the jacket section 30. As is shown by way of example in FIG. 3, the bottom 43 of the parking lock housing 4 can rest against the outer surface 30a of the jacket section 30. This further improves the heat transfer.

In FIG. 4 it is shown schematically and purely by way of example that the parking lock housing 4 can also be designed in one piece with the machine housing 3. In particular, the side walls 40 defining the parking lock housing interior 45 can be designed in one piece with the jacket section 30 of the machine housing 3. The bottom 43 of the parking lock housing 4 can in this case be formed by a section of the outer surface 30a of the jacket section 30 of the machine housing 3, e.g. in the form of a recess, as is shown by way of example in FIG. As a result of the one-piece design, the thermal resistance between the cooling fluid and the parking lock housing 4 is advantageously further reduced.

As shown only schematically in FIG. 1, the parking lock device 5 can have an electrical parking lock actuator 50, for example in the form of an electric motor, an electronic parking lock control 51 for controlling the parking lock actuator 50, a first locking member 52A and a second locking member 52B. The parking lock control 51 can be formed, for example, by an analog or digital electronic circuit which is set up to actuate the parking lock actuator 50. For this purpose, the parking lock control 51 is connected to the parking lock actuator 50 in an electrically conductive manner. As shown schematically in FIG. 1, the parking lock control 51 and the parking lock actuator 50 are arranged in the parking lock housing 4, in particular in the parking lock housing interior 45. Since the parking lock housing 4 is positioned in the cooling area 33 of the jacket section 30, the parking lock control 51 and the parking lock actuator 50 are cooled with the aid of the cooling fluid circulating in the cooling channel 34, which reduces the thermal load on the Parking lock control 51 and the parking lock actuator 50 is advantageously reduced.

The first locking member 52A is kinematically coupled to the parking lock actuator 50 and can be moved or actuated by the latter. In FIG. 1, the first locking member 52A is shown merely by way of example as an elongated pin which, as indicated by the arrow P, is mounted on the jacket section 30 such that it can be moved transversely to the longitudinal axis L3. It is also conceivable that the first locking member 52A is designed as a pivotably mounted pawl or the like.

The second locking member 52B can be designed, for example, as a toothed wheel or generally as a sleeve which has a locking structure on its outer circumference, into which the first locking member 51A can engage in a form-fitting manner. As shown by way of example in FIG. 1, the second locking member 52 B can be connected to the rotor shaft 21 in a rotationally fixed manner. Of course, the second locking member 52 B can also be connected to another shaft or another rotating part that is kinematically connected to the output shaft S. The first locking member 52A is movable by means of the actuator 50 between a first locking position in which the first locking member 52A engages in the locking structure or generally in the second locking member 52B, and a second release position in which the first and the second locking member 52A, 52B are disengaged. Fig. 1 shows purely by way of example and only schematically that the first locking member 52A is arranged in the locking position. Since the second locking member 52 B is kinematically coupled to the output shaft S, rotation of the output shaft S is prevented in the locking position.

FIG. 2 shows, by way of example, a sectional view of the drive device 1, which results from a section perpendicular to the longitudinal axis L3 or to the axis of rotation R.

As shown by way of example in FIG. 2, the drive device 1 can have an optional transmission 6. The optional gear 6 is arranged in a gear housing 9, which is connected to the machine housing 3 and, for example, can be formed in one piece therewith or can be detachably fastened to the machine housing 3. As shown in Fig. 2 by way of example, For example, the gear housing 9 can be located to the side of the jacket section 30 of the machine housing 3 with respect to a radial direction extending transversely to the longitudinal axis L3. The transmission housing 9 defines an interior space 91 in which the transmission 6 is arranged.

The gear 9 can in particular have a gear shaft 65 which is kinematically coupled to the output shaft S of the electrical machine 3 via several gear members 63 such as gearwheels or the like, which are only shown symbolically in FIG. For example, the transmission 6 can have an intermediate shaft 60 which is situated between the output shaft S and the transmission shaft 65 in relation to the radial direction and on which a transmission element 63 is mounted. Furthermore, a gear member 63 can be mounted on the rotor shaft 21 or the output shaft S, for example in the form of a toothed wheel, as is shown by way of example in FIG. The gear members 63 are in engagement, so that the torque provided on the output shaft S by the electric machine can be tapped on the gear shaft 65 in accordance with the gear ratio defined by the gear members 63. As an alternative to the coupling of the second locking member 52A to the rotor shaft 21 shown as an example in FIG. 1, it is also conceivable that the second locking member 52B is connected to the intermediate shaft 60 or the gear shaft 65 in a rotationally fixed manner.

As is also shown by way of example in FIG. 2, a coolant compressor 7 connected to the jacket section 30 of the machine housing 3 in the cooling region 33 can also be provided. In FIG. 2, the coolant compressor is shown only symbolically as a part in the shape of a segment of a circle. The coolant compressor 7 can be implemented as a scroll compressor, for example. In general, the coolant compressor 7 can be provided for compressing a coolant, for example for an air conditioning system or other cooling circuits of the vehicle 100.

FIG. 2 also shows, by way of example, that an electronics housing 8 connected to the machine housing 3 can be provided to accommodate the optional power electronics 110 of the vehicle 100. The electronics housing 8 can, for example, be a trough-shaped part which an interior defined, and having a detachably connected to the tub-shaped part cover which closes the interior. The power electronics 110, which are set up to control the electrical machine 2, can be accommodated in the interior of the electronics housing 8.

Although the present invention has been explained above using exemplary embodiments, it is not restricted thereto, but rather can be modified in many ways. In particular, combinations of the preceding exemplary embodiments are also conceivable.

Claims

Expectations

1. An electric drive device (1) for a vehicle (100), comprising: an electric machine (2) which is configured to provide a torque on an output shaft (S) rotatable about an axis of rotation (R); a machine housing (3) with a jacket section (30) which surrounds the axis of rotation (R) and which has a cooling region (33) with a cooling channel (34) formed therein for the passage of a cooling fluid, the electrical machine (2) in the machine housing (3 ) is arranged; a parking lock housing (4) connected to the jacket section (30) of the machine housing (3) in the cooling area (33); and a parking lock device (5) with an electrical parking lock actuator (50) arranged in the parking lock housing (4), an electronic parking lock control (51) arranged in the parking lock housing (4) for controlling the parking lock actuator (50) and one which can be actuated by means of the parking lock actuator (50) first locking member (52A) which can be brought into engagement with a second locking member (52B) kinematically coupled to the output shaft (S) in order to lock the output shaft (S) with respect to rotation about the axis of rotation (D).

2. Drive device (1) according to claim 1, wherein the jacket section (30) extends along the axis of rotation (R) and the cooling channel (34) extends helically around the axis of rotation (R), so that a cooling area surrounding the axis of rotation (R) (33) is formed.

3. Drive device (1) according to claim 1 or 2, wherein the parking lock housing (4) is formed in one piece with the machine housing (3).

4. Drive device (1) according to claim 1 or 2, wherein the parking lock housing (4) is fastened to the machine housing (3) by means of fastening devices (46).

5. Drive device (1) according to one of the preceding claims, wherein the second locking member (52 B) is non-rotatably connected to one of the following components: a rotor shaft (21) connected to a rotor (20) of the electrical machine, which the output shaft (S ) forms, an intermediate shaft (60) kinematically coupled to the output shaft (S) or with a gear shaft (65) which is kinematically coupled to the output shaft (S) via gear members (63).

6. Drive device (1) according to one of the preceding claims, additionally comprising: a coolant compressor (7) connected to the jacket section (30) of the machine housing (3) in the cooling region (33).

7. Drive device (1) according to one of the preceding claims, additionally comprising: an electronics housing (8) connected to the machine housing (3) for receiving power electronics (110) for controlling the electrical machine (2).

8. Drive device (1) according to one of the preceding claims, additionally comprising: a gear housing (9) connected to the machine housing (3); and a gear (6) arranged in the gear housing (9) with a gear shaft (65) which is kinematically coupled to the output shaft (S) of the electrical machine (2) via gear members (63).

9. Drive device (1) according to one of the preceding claims, wherein the cooling fluid is oil, water, a water-glycol mixture or another viscous liquid.

10. Vehicle (100) with a drive device (1) according to one of the preceding claims.