WO2021239507A1 - Transmission d'essieu pour un essieu entraîné électriquement d'un véhicule à moteur - Google Patents

Transmission d'essieu pour un essieu entraîné électriquement d'un véhicule à moteur Download PDF

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Publication number
WO2021239507A1
WO2021239507A1 PCT/EP2021/063110 EP2021063110W WO2021239507A1 WO 2021239507 A1 WO2021239507 A1 WO 2021239507A1 EP 2021063110 W EP2021063110 W EP 2021063110W WO 2021239507 A1 WO2021239507 A1 WO 2021239507A1
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WO
WIPO (PCT)
Prior art keywords
axle
drive
gear
stage
shaft
Prior art date
Application number
PCT/EP2021/063110
Other languages
German (de)
English (en)
Inventor
Manuel BREYER
Thomas Reiter
Tim SCHNÄDELBACH
Klaus Johann Moser
Christian Kohrs
Original Assignee
Man Truck & Bus Se
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 Man Truck & Bus Se filed Critical Man Truck & Bus Se
Publication of WO2021239507A1 publication Critical patent/WO2021239507A1/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
    • 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
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/10—Road Vehicles
    • B60Y2200/14—Trucks; Load vehicles, Busses

Definitions

  • the present invention relates, inter alia, to an axle drive and a gearbox for an electrically driven axle of a motor vehicle, preferably a utility vehicle.
  • Electric vehicles with an electric traction drive and associated gear construction are known in the prior art in a wide variety of embodiments.
  • DE 10 2013 204 227 A1 discloses a drive train for a vehicle with an electric drive that can be coupled via a drive shaft with at least a first gear ratio and a second gear ratio.
  • At least one switching device for shifting the gear ratios is provided, the switching device for performing power shifts comprising at least one positive shifting element and at least one frictional shifting element.
  • Each of the gear ratios can be switched with the interlocking switching element.
  • At least one of the gear ratios can be shifted both with the form-locking shift element and with the frictional shift element.
  • DE 102016 002 592 A discloses a 1- or 2-speed transmission device for an electric vehicle with a modular structure.
  • the transmission device has a transmission structure and an electric drive for driving the vehicle.
  • the gearbox construction is designed as a gearbox module and is directly connected to the drive on the drive side.
  • the invention is based on the object of creating an alternative and / or improved transmission technology for an electrically driven motor vehicle.
  • the object of the invention is in particular to provide a transmission technology for an electrically driven axle of a motor vehicle, which enables a compact arrangement of the transmission and can be adapted cost-effectively for a whole fleet of motor vehicles of different performance classes.
  • the present disclosure relates to an axle drive for a driven axle of a motor vehicle, preferably for an electrically driven axle of a motor vehicle.
  • the motor vehicle can be a utility vehicle.
  • the axle drive has a basic module which comprises: an axle differential, two wheel drive shafts driven by the axle differential, a drive shaft arranged parallel to the wheel drive shafts, an intermediate shaft arranged parallel to the wheel drive shafts, which is referred to below as the first intermediate shaft, and one coaxial with the Wheel drive shafts arranged hollow shaft.
  • the wheel drive shafts are stored in the wheel bearings and guided in the side gears of the axle differential, where power is transmitted via shaft-hub connections.
  • the basic module further comprises at least a first transmission stage and a second transmission stage, which are arranged for drivingly connecting the drive shaft to the axle differential via the first intermediate shaft and the hollow shaft.
  • the power of a drive unit is thus transmitted to a hollow shaft in train operation via the drive shaft and the intermediate shaft with the first two translation stages.
  • a reverse power flow is possible in overrun mode.
  • the drive unit that drives the drive shaft is an electric machine, so that the axle is designed as an electrically driven axle.
  • an axle drive is understood to mean a transmission arranged in the area of the axle.
  • the term basic module is only intended to express that the above components and their arrangement with respect to one another represent basic building blocks that can optionally be supplemented in a modular manner for the construction of different axle drive variants with further gear stages. This can enable a high degree of modularity for the axle drive with corresponding scale effects.
  • Axle drives of different performance classes can be implemented in series on the basis of this basic module with low development costs and low component and production costs.
  • the selected components of the axle drive and their selected arrangement also enable a space-saving construction of the axle drive and only a small package requirement exists.
  • the first intermediate shaft is preferably net angeord between the drive shaft and the hollow shaft. In other words, the distances between the first intermediate shaft and the parallel drive shaft and the parallel hollow shaft are smaller than the distance between the drive shaft and the hollow shaft.
  • one of the wheel drive shafts extends and / or is arranged at least partially radially inward in the hollow shaft.
  • the hollow shaft around the vehicle axle shafts enables a symmetrical system structure and makes optimal use of the available installation space.
  • first intermediate shaft is used in order to better distinguish this intermediate shaft from a further intermediate shaft which can optionally be provided.
  • This further intermediate shaft is hereinafter referred to as the second intermediate shaft or countershaft.
  • the drive shaft is also referred to below as the input shaft.
  • the translation stages can also be referred to as gear stages.
  • the axle drive can have further transmission stages or gear stages. For better differentiation, these are referred to below as third, fourth, etc. gear ratios or gear ratios.
  • the overall gear ratios from the drive shaft of the electric motor to the wheel drive shafts by means of the gear ratios are slow ratios.
  • the drive shaft is a drive shaft that is driven by an electric machine.
  • the axle differential distributes the drive power to the wheels via the wheel drive shafts.
  • the axle differential can be a lockable differential, preferably an axle differential that can be locked with a transverse lock.
  • the drive shaft can be connected to the first intermediate shaft via the first gear ratio.
  • the first drive shaft is permanently connected to the first intermediate shaft via the first transmission stage, that is, non-shiftable, so that, according to this exemplary embodiment, this first transmission stage, implemented by the first transmission stage, is always in the power flow.
  • the first intermediate shaft can be permanently connected to the hollow shaft via the second transmission stage or can be connected in a switchable manner.
  • the axle drive comprises a further intermediate shaft arranged parallel to the wheel drive shafts, hereinafter referred to as the second inter mediate shaft.
  • the second intermediate shaft serves as a countershaft.
  • the second intermediate shaft is in relation to the first intermediate shaft on an opposite side of the Hollow shaft arranged. In other words, the distances between the hollow shaft and the first intermediate shaft and the second intermediate shaft are smaller than the distance between the first intermediate shaft and the second intermediate shaft.
  • the second intermediate shaft is drivably connected to the axle differential via a further transmission stage, preferably fixed, d. H. non-switchable drive connected.
  • This translation stage is referred to below as the fourth translation stage.
  • a third transmission stage is also provided, which is arranged for drivingly connecting the hollow shaft to the second intermediate shaft.
  • the axle drive is designed as a 1-speed gearbox, the drive shaft being drivingly connected to the axle differential via the first intermediate shaft, the second intermediate shaft, the hollow shaft and the transmission stages.
  • the axle drive is designed as a multi-speed transmission, preferably an automated multi-speed transmission, for example as a 2- or 3-speed transmission.
  • the axle drive also has a shift element, hereinafter referred to as the first shift element, which is arranged for the selective, non-rotatable connection of the hollow shaft to the axle differential, in particular to the axle differential housing.
  • the axle drive also has a further shift element, hereinafter referred to as a second shift element, which is arranged for the selective drive connection of the hollow shaft with the second intermediate shaft via the third gear stage.
  • the axle drive can be designed as a 2-speed gearbox, with the hollow shaft with the axle differential via the third and fourth gear ratio in the lowest gear, the second shift element and the second intermediate shaft being drivably connected and in the highest gear the hollow shaft with the axle differential is directly connected is non-rotatably connected via the first switching element.
  • the axle drive can, however, also be designed as a 3-speed transmission, which also has a further gear ratio, hereinafter referred to as the fifth gear ratio denotes, which is arranged for drivingly connecting the hollow shaft to the second intermediate shaft.
  • a 3-speed gearbox can thus be implemented in a simple manner in which the fifth gear ratio is also provided.
  • the other shafts and gear ratios do not have to be changed.
  • the ratios of the previous gear stages can be adapted to the new application.
  • either the second shifting element can also be used, which in this case is designed to selectively connect the hollow shaft to the second intermediate shaft via the third as well as the fifth gear ratio, or alternatively, a third shifting element can be arranged, which is only provided for the selective drive connection of the fifth gear ratio with the second intermediate shaft.
  • the 3-speed transmission realized based on the first embodiment can also be designed so that the hollow shaft is connected to the axle differential in the lowest two gears either via the fourth and third gear ratios or via the fourth and fifth gear ratios and the second intermediate shaft .
  • the frictional connection between the hollow shaft and the second intermediate shaft takes place either via the third or the fifth gear ratio, depending on whether the first or second gear is engaged.
  • the hollow shaft is directly connected to the axle differential in a torque-proof manner via the first switching element.
  • This is particularly advantageous because, in the highest gear, a power flow between the drive shaft and the axle differential is only achieved with two gear meshes under load. This means that the power flow from the drive shaft to the axle differential is only implemented via the first and second gear ratio, but not via the third or, if available, the fifth gear ratio. This results in high drive efficiency.
  • the first and second transmission stages can be arranged on the same side of the axle differential - viewed in the axial direction - as the third and / or fifth transmission stage.
  • the input shaft can be arranged on the same side of the axle differential - viewed in the axial direction - as the hollow shaft. “Seen in the axial direction” means in a direction that is parallel to the direction of the axis of the axle differential or the axis of rotation of the hollow shaft or wheel drive shafts.
  • the length of the first intermediate shaft can be made shorter than the length of the hollow shaft and / or shorter than the length of the second intermediate shaft, if any.
  • the transmission stages can be designed as spur gear stages.
  • the third gear stage of the first embodiment can be designed as a spur gear stage, wherein a loose gear of the third spur gear stage can be connected to the second intermediate shaft in a rotationally fixed manner via the second switching element.
  • a loose wheel of the third spur gear stage can be connected non-rotatably to the hollow shaft via the second shift element.
  • the fifth gear stage of the first embodiment can be implemented as a spur gear stage.
  • a loose wheel of the fifth spur gear stage can be connected to the second intermediate shaft in a rotationally fixed manner via the third shift element.
  • an idler gear of the fifth spur gear stage can be connected non-rotatably to the hollow shaft via the third shift element.
  • the first, second and / or third switching element can be designed as a form-fitting switching element. It is particularly preferred here if the interlocking shifting element is designed as a claw clutch, so that more complex multi-disk clutches do not have to be used.
  • the electric machine control can be used to synchronize, so that additional synchronizing units can be omitted.
  • first gear stage and the second gear stage - viewed in the axial direction - are arranged on different sides of the axle differential. This arrangement is particularly advantageous in order to implement axle drives with up to five gears with a modular approach, which is explained below.
  • a further intermediate shaft which is arranged parallel to the wheel drive shafts and serves as a countershaft, is provided.
  • This further intermediate shaft of the second embodiment is referred to below as the second intermediate shaft.
  • the second intermediate shaft is arranged in relation to the first intermediate shaft on an opposite side of the hollow shaft and with the Axle differential drive connected, preferably fixed, ie non-switchable drive connected the.
  • the drive connection of the second intermediate shaft to the axle differential can be done via a further gear ratio, which is hereinafter referred to as the fourth gear ratio, to better distinguish the other gear ratios, which are provided according to the second embodiment or can be optionally provided.
  • a further gear stage is also seen, hereinafter referred to as the third gear stage, which is arranged for drivingly connecting the hollow shaft to the second intermediate shaft and is preferably designed as a switchable spur gear stage.
  • the axle drive can furthermore have a shifting element which is arranged for the selective rotationally fixed connection of the hollow shaft to the axle differential, in particular to the axle differential housing.
  • This switching element is referred to below as the first switching element.
  • the axle drive according to this aspect as a multi-speed gearbox, with the hollow shaft being non-rotatably connected to the axle differential, in particular with the Achsdifferenzi al housing, via the first shift element, and the second intermediate shaft not being driven with the hollow shaft to achieve the highest gear Connection.
  • the transmission stages according to the first variant of the second embodiment can be designed as spur gear stages.
  • the axle gear also has a gear stage which is arranged for drivingly connecting the hollow shaft to the axle differential, the gear stage being implemented via a planetary gear whose sun shaft corresponds to the hollow shaft and a planet carrier of the planetary gear part a housing of the axle differential or is fixedly connected to the housing of the axle differential.
  • This translation stage is referred to below as the third translation stage, for better differentiation of the further distinction stages which are to be carried out according to the second variant of the second embodiment or which can optionally be used. It is therefore emphasized again that the third gear stage of the second variant of the second embodiment is to be distinguished from the third gear stage of the first variant of the second embodiment or from the optional third gear stage of the variants of the first embodiment, as described above.
  • This second variant of the second embodiment enables a particularly compact design of the axle drive in a direction perpendicular to the axial direction through the planetary gear, since a second intermediate shaft can be dispensed with to achieve a fourth or fifth gear.
  • the axle transmission can be designed as a multi-speed transmission, the planetary transmission being shifted into a block circuit to achieve the highest gear.
  • the planetary gear is shifted into a block circuit to achieve the highest gear.
  • the axle drive can also have a further transmission stage, hereinafter referred to as the fourth transmission stage, which is arranged for drivingly connecting the first intermediate shaft and the axle differential, and is preferably designed as a switchable spur gear stage.
  • the axle drive can also have a further transmission stage, hereinafter referred to as the fifth transmission stage, which is arranged to drive the first intermediate shaft and the hollow shaft, and is preferably designed as a switchable spur gear stage.
  • the translation stages according to the second variant of the second embodiment can be designed as spur gear stages - except for the third translation stage, which is implemented via the planetary gear.
  • additional gear stages or gears can be implemented optionally and in a modular manner.
  • the first gear stage - seen in the axial direction - be arranged on a different side of the axle differential, such as the third gear stage according to the first or second variant or like the fifth gear stage, if this is available.
  • the first intermediate shaft can extend in the axial direction from one side of the axle differential to the opposite side of the axle differential.
  • the axle drive of the second embodiment can be designed as a multi-speed transmission, preferably as an automated multi-speed transmission.
  • the number of gears can be varied with the number of optional third to fifth gear ratios.
  • the ratios of the translation levels can be adapted to the new application.
  • Corresponding shifting elements are provided for shifting the individual gear steps, preferably each designed as a form-fitting shifting element.
  • An embodiment of the switching elements as a claw clutch is again particularly preferred.
  • a switching element can be provided, which binds the first intermediate shaft and the hollow shaft via the second gear ratio is arranged for selective drive Ver.
  • a shift element can be provided in an axle drive according to the first variant of the second embodiment, which is angeord net for selective drive connection to the hollow shaft and the second intermediate shaft via the third gear stage.
  • a shifting element can be provided which is arranged for the selective drive connection of the first intermediate shaft and the axle differential via the fourth gear ratio.
  • a shifting element can be provided which is used to selectively connect the hollow shaft with the internal gear of the planetary gear or the planet carrier of the planetary gear and / or for the selective drive connection of the internal gear with the gear housing, the planet carrier or the hollow shaft (sun) is arranged.
  • the invention further relates to an axle drive device for an electrically driven axle of a commercial vehicle, comprising an axle drive, as described in this document and further comprising an electrical machine, having the drive shaft arranged parallel to the Radan drive shafts.
  • the axle drive device can have a rigid axle body of a rigid axle of a commercial vehicle, in which the axle drive and the electrical machine are integrated or at least partially integrated.
  • a housing of the axle body thus encloses the axle drive and preferably also the electrical machine.
  • the drive device in which the axle drive is designed as a multi-speed transmission, can be designed to synchronize control of switching elements for switching the gear ratios as a function of the control of the electric machine, whereby additional synchronization units can advantageously be dispensed with.
  • the shift elements in particular a shift element of the shiftable planetary gear, are designed as a dog clutch with synchronizers. This is particularly advantageous because when planetary gears are switched it can happen that speeds cannot be detected or adjusted.
  • the invention also relates to a motor vehicle, having an axle drive or an axle drive device, as described in this document.
  • the vehicle can be a utility vehicle, i. H. a vehicle which, due to its design and equipment, is designed for the transport of people, for the transport of goods or for pulling trailers. So the vehicle can z. B. be a truck, a tractor-trailer and / or a bus.
  • the present disclosure relates to a modular transmission kit for a motor vehicle, preferably a utility vehicle.
  • the modular transmission kit comprises several different axle drives, each axle drive having at least the basic module as described above.
  • the multiple axle drives can each differ in their number of gears.
  • the modular transmission system can reduce manufacturing costs through economies of scale through multiple use of the basic module.
  • the basic module can optionally be expanded to include additional gear ratios and the corresponding switching elements.
  • different axle drives can be derived on the basis of the same basic module.
  • the proposed axle drive kit can, for. B used by manufacturers of axle drives or motor vehicles.
  • Axle drives or motor vehicles of different series or variants are usually offered for different applications.
  • the design of the axle drives usually depends on the application and can often be assigned to specific performance classes. Typically, a higher number of gears is provided for axle drives for applications in which the axle drive has to transmit higher torques or speeds than for applications with lower torque or speed ranges.
  • the vehicle fleets of motor vehicle manufacturers or the portfolio of transmission manufacturers are usually composed of several independent variants of axle drives with different numbers of gears, gear ratio spread, etc.
  • a modular transmission kit which exclusively comprises axle drives that are designed either according to the first embodiment and its variants, as described above, or according to the second embodiment and its variants, as described above.
  • the basic module is constructed identically in all axle drives and / or is made from identical parts.
  • the modular gearbox is designed so that an axis distance between the drive shaft and the first intermediate shaft is the same for all axle drives of the modular gearbox.
  • the modular gearbox kit is designed in such a way that for all axle drives of the modular gearbox kit, an axis distance between the hollow shaft and the first intermediate shaft is the same, and / or an axis distance between the hollow shaft and the second intermediate shaft, if any, is equal to; and / or storage locations are the same; and / o the positioning and translation of the axle differential and / or housing parts of the axle differential are the same.
  • the invention also relates to a modular axle drive device construction kit for a motor vehicle, preferably a commercial vehicle, having several different axle drive devices, each having an axle drive derived from the modular gearbox.
  • the modular axle drive device construction kit can have axle drive devices in which the axle body is identical in each case.
  • Figure 1 is a schematic view of an axle drive according to a first embodiment of the invention
  • FIG. 2 shows a schematic view of the embodiment from FIG. 1 and the flow of force with the first gear engaged
  • FIG. 3 shows a schematic view of the embodiment from FIG. 1 and the flow of force with the second gear engaged
  • FIG. 4 shows a schematic sectional view of the embodiment from FIG. 1 and the flow of force with a third gear engaged
  • FIG. 5 is a tabular overview of the shifting states of the shifting elements designed as a clutch of the embodiment from FIG. 1 in the first to third gear;
  • FIG. 6 shows a schematic view of an axle drive according to a first variant of a second embodiment of the invention
  • FIG. 7 shows a schematic view of the embodiment from FIG. 6 and the flow of force with the first gear engaged
  • FIG. 8 shows a schematic view of the embodiment from FIG. 6 and the flow of force with the second gear engaged
  • FIG. 9 shows a schematic view of the embodiment from FIG. 6 and the flow of force with a third gear engaged
  • FIG. 10 shows a schematic view of the embodiment from FIG. 6 and the flow of force with a fourth gear engaged
  • FIG. 11 a tabular overview of the shifting states of the shifting elements in the form of clutches of the embodiment from FIG. 6 in first to fourth gear
  • FIG. 12 is a tabular overview of the shifting states of the shifting elements designed as clutches of the embodiment from FIG. 13 in first to fifth gear according to a second variant of the second embodiment of the invention
  • FIG. 13 shows a schematic view of an axle drive according to a second variant of the second embodiment of the invention
  • FIG. 14 shows a schematic view of the embodiment from FIG. 13 and the flow of force with the first gear engaged
  • FIG. 15 shows a schematic view of the embodiment from FIG. 13 and the flow of force with a second gear engaged
  • FIG. 16 shows a schematic view of the embodiment from FIG. 13 and the flow of force with a third gear engaged
  • FIG. 17 shows a schematic view of the embodiment from FIG. 13 and the flow of force with a fourth gear engaged
  • FIG. 18 shows a schematic view of the embodiment from FIG. 13 and the flow of force with the fifth gear engaged;
  • Figure 19 is an isometric view of the embodiment of Figure 1, and
  • FIG. 20 shows a schematic representation of an exemplary modular construction kit.
  • the reference number 1 designates the axle differential in all embodiments, the axle differential housing being designed differently depending on the embodiment and variant.
  • the representation of reference characters, in particular in FIGS. 2 to 4, 7 to 10 and 14 to 18, has been largely omitted for the sake of better clarity. In the figures mentioned, only the reference numerals of those coupling points of the switching elements were given that are closed in the respective gear (see information in the figure designation).
  • the three variants of the axle drive 100, 200, 300 described below are based on the idea of providing a modular system for implementing different variants of an axle drive 100, 200, 300 for an electrically driven axle of a motor vehicle using identical parts.
  • the three embodiments described below are each based on a basic module that can optionally be supplemented by further assemblies and components. These modular assemblies are identified in the figures by dot-line frames.
  • the three design variants of the proposed axle drive 100, 200, 300 shown in Figures 1, 6 and 12 are used to transfer and transform drive power 4 of an electric machine into wheel drive power 5 and output to motor vehicle wheels (not shown) Drive the motor vehicle.
  • the power flow can also have the opposite direction in a manner known per se, that is to say traction energy can be transmitted from the motor vehicle wheels via the axle drive 100, 200, 300 to the electric machine, i.e. H. is transmitted from the hollow shaft via the intermediate shaft and drive shaft with the first two transmission stages to the electric machine.
  • traction energy can be transmitted from the motor vehicle wheels via the axle drive 100, 200, 300 to the electric machine, i.e. H. is transmitted from the hollow shaft via the intermediate shaft and drive shaft with the first two transmission stages to the electric machine.
  • FIG. 1 shows, purely schematically, an axle drive 100 according to a first embodiment of the invention.
  • the motor vehicle can expediently be designed as a utility vehicle, in particular as a truck.
  • the axle drive 100 has a basic module 100a which has an axle differential 1 that can be locked with a transverse lock 109 and two wheel drive shafts 3a, 3b driven by the axle differential 1. Furthermore, the basic module 100a has a drive shaft (input shaft) 2, which is driven by an electrical machine 6 (electric machine). It has already been stated above that the axle drive is not limited to electrical axles, but could also be connected to other mechanical power sources. In the present case, however, the highlighted embodiment of an electric axle is described.
  • the drive shaft 2 is designed to absorb drive power 4 from the electric machine and to transmit or to deliver drive power 4 to the electric machine.
  • the electric machine is preferably an electric machine arranged transversely to the motor vehicle axis, ie parallel to the wheel drive shafts 3a, 3b.
  • the electric machine 6 indicated in FIG. 1 is arranged coaxially to the drive shaft 4.
  • the basic module 100a further comprises a first intermediate shaft 101.
  • the drive shaft 2 and the first intermediate shaft 101 are also arranged in parallel to the wheel drive shafts 3a, 3b and are connected to one another via a first transmission stage 110.
  • the basic module 100a also has a hollow shaft 102 which is arranged coaxially to the wheel drive shafts 3a, 3b and encloses one of the wheel drive shafts 3a or 3b.
  • One of the wheel drive shafts 3a, 3b runs here at least partially radially inward in the hollow shaft 102.
  • the first intermediate shaft 101 and the hollow shaft 102 are drivingly connected via a second transmission stage 120.
  • a basic module with the components mentioned above is also provided accordingly in the design variants 200 (see FIG. 6) and 300 (see FIG. 13).
  • the reference numeral 400 denotes an axle drive device which comprises the axle drive 100 and the electrical machine 6.
  • a special feature is that the second gear stage 120 - viewed in the axial direction D - is arranged on that side of the axle differential 1 on which the first gear stage 110 is also located.
  • the first transmission stage 110 is preferably designed as a spur gear stage, the drive wheel or driving pinion 111 (assuming pulling operation) being arranged on the drive shaft 2 and connected to it as a fixed gear (pulling operation).
  • the driven gear 112 is arranged on the first intermediate shaft 101 and is also connected to it in a rotationally fixed manner as a fixed gear. It is again pointed out that the transmission stage 110, as well as all the transmission stages described below, are designed in a manner known per se for an opposite power flow in overrun mode, ie a driving wheel 112 and driven pinion 111.
  • the second transmission stage 120 is preferably designed as a spur gear stage, the drive wheel or driving pinion 121 being arranged on the first intermediate shaft 101 and connected to it as a fixed wheel in a rotationally fixed manner.
  • the driven gear 122 is arranged on the hollow shaft 102 and connected to it in a rotationally fixed manner as a fixed gear.
  • the axle drive 100 furthermore has a second intermediate shaft 103 which is arranged parallel to the wheel drive shafts 3a, 3b and is designed as a countershaft and which is arranged on an opposite side of the hollow shaft 102 in relation to the first intermediate shaft 101.
  • the shafts 2, 101, 102, 103 and 3a, 3b are thus parallel to one another.
  • the second intermediate shaft 103 and the hollow shaft 102 are drivingly connected via at least one transmission stage.
  • this drive connection can be established via the third transmission stage 130, for example.
  • the second intermediate shaft 103 and the axle differential 1 are also drivingly connected via the fourth transmission stage 140, the so-called “final drive”.
  • the fourth transmission stage 140 is preferably designed as a spur gear stage, the drive wheel or the driving pinion 141 being arranged on the second intermediate shaft 103 and connected to it as a fixed wheel in a rotationally fixed manner.
  • the driven wheel 142 is net angeord on the differential housing and rotatably connected to it.
  • the axle differential 1 is in turn in a drive connection with the wheel drive shafts 3a, 3b in a manner known per se.
  • axle drive 100 At least with regard to the first embodiment of the axle drive 100, the aforementioned components, including the second intermediate shaft 103 and the third gear ratio, can also be viewed as part of the basic module 100a.
  • different axle drives can now be implemented, in particular axle drives that are designed as 1-speed, 2-speed or 3-speed transmissions, with additional assemblies to be added depending on the variant implemented.
  • a further gear stage 150 is arranged for drivingly connecting the hollow shaft 102 to the second intermediate shaft 103, which is referred to here as the fifth gear stage 150.
  • Both translation stages 130, 150 are designed as switchable translation stages.
  • the third transmission stage 130 and the fifth transmission stage 150 can drive the hollow shaft 102 with the second intermediate shaft 103.
  • the gear ratios 130 and the fifth transmission stage 150 can drive the hollow shaft 102 with the second intermediate shaft 103.
  • the pinion 131 resp.
  • the pinions 131, 151 designed as fixed wheels are arranged next to one another in a rotationally fixed manner on the hollow shaft 102.
  • the wheels 132, 152 are arranged next to one another on the second intermediate shaft 103.
  • the wheels 132, 152 designed as loose wheels, are rotatably mounted on the second intermediate shaft 103.
  • the transmission stages 130 and 150 are preferably designed as spur gear stages, each with two spur (gear) gears.
  • the switching element 105 can connect the wheels 132, 152 to the second intermediate shaft 103 in a rotationally fixed and thus driving manner.
  • first shift position first gear
  • second shift position second gear
  • the shift element 105 drives the wheel 152 to the second intermediate shaft 103.
  • Only the coupling point 105a is closed.
  • third shift position neutral position
  • the shift element 105 does not drive any of the wheels 132, 152 to the second intermediate shaft 103.
  • the coupling points 105a, 105b are both open.
  • the switching element 105 can preferably be designed as a form-fitting switching element, in particular as a pure Klauenkupp development. However, it is also possible for the switching element 105 to be designed, for example, as a frictional switching element.
  • An actuation of the switching element 105 can be controlled by a control unit (not shown) which is implemented in particular as a transmission control unit. To this end, the control unit can correspondingly control an actuator (not shown) which is designed to move the switching element 105.
  • the actuator can, for example, be designed as a pneumatic actuator or an electromechanical actuator.
  • the control unit can, for example, also control operation of the electrical machine 6.
  • the control of the switching element 105 can also be synchronized via the electric machine control, which means that synchronous units can be dispensed with.
  • the assembly 107a comprises a first switching element 104, which is arranged for the selective, rotationally fixed connection of the hollow shaft 102 to the axle differential 1 and which can be brought into a closed position and an open position.
  • the switching element 104 is preferably designed as a switchable claw clutch 104, which can establish a positive connection between the hollow shaft 102 and the axle differential 1, in particular the axle differential housing, via the coupling point 104a in a closed position.
  • the coupling point 104a In the closed position, the coupling point 104a is closed, so that the hollow shaft 102 is connected to the axle differential 1 in a rotationally fixed manner. In the open position, the coupling point 104a is open, so that the hollow shaft 102 is not connected to the axle differential 1 in a rotationally fixed manner.
  • the control of the switching element 104 takes place analogously to the switching element 105 via the control unit and an actuator assigned to the switching element 104.
  • clutch point 104a In 3rd gear, clutch point 104a is closed, in 1st and 2nd gear, on the other hand, it is open. In 3rd gear, the shift element 105 is in the neutral position, so that the clutch points 105a and 105b are open.
  • FIG. 2 to 4 illustrate the power flows in first to third gear, each represented by the thick dotted line.
  • the power flow of the engaged first gear of this 3-gear variant of the first embodiment is shown in FIG.
  • first shift position first gear
  • the shift element 105 drives the wheel 132 to the second intermediate shaft 103.
  • Only the coupling point 105b is closed.
  • the drive power 4 is via the drive shaft 2 via the first gear stage 110 to the first intermediate shaft 101, via the second gear stage 120 to the hollow shaft 102, via the third gear stage 130 to the second intermediate shaft 103, and via the fourth gear stage 140 to the axle - Differential 1 and then in a known manner to the wheel drive shafts 3a, 3b transfer conditions.
  • the power flow of the second gear of this 3-gear variant of the first embodiment is shown in FIG. 3.
  • the shift element 105 drives the wheel 152 to the second intermediate shaft 103. Only the coupling point 105a is closed.
  • the power flow thus differs from that in FIG. 2 in that instead of the transmission stage 130, the torque of the hollow shaft 102 is transmitted through the transmission stage 150.
  • the power flow of the engaged third gear is shown in FIG. 4.
  • the switching element 105 is in the neutral position and the switching element 104 is in the closed position.
  • the drive power 4 is via the drive shaft 2 via the first gear stage 110 to the first intermediate shaft 101, via the second gear stage 120 to the hollow shaft 102, and from the hollow shaft 102 directly to the axle differential 1 and then in a known manner to the wheel drive shafts 3a, 3b transferred.
  • the assembly 107a which comprises the switching element 104 in order to be able to connect the hollow shaft 102 to the axle differential housing in a rotationally fixed manner, is omitted. Furthermore, there is only one in the 1-speed variant Transmission stage for drivingly connecting the hollow shaft 102 to the second intermediate shaft 103, i.e. either the transmission stage 130 or 150, which then - in contrast to the illustration in Figure 1 - is not switchable, so that this transmission stage drives the hollow shaft 102 with the second intermediate shaft 103 connec det.
  • FIG. 20 shows, purely by way of example, how the construction of a broad axle drive portfolio for different applications in the commercial vehicle sector is possible by means of the described modular transmission package 600.
  • the modular final drive kit can have several axle drives, all of which have the same basic module 100a and differ in the optional assemblies 107a, 107b, and 107c, as outlined above for the 1 to 3-speed variants.
  • the modular gearbox kit can only have axle drives in which a1) an axis distance between the drive shaft 2 and the first intermediate shaft is the same, and / or a2) an axis distance between the hollow shaft 102 and the first intermediate shaft is the same, and / or a3) a center distance between the hollow shaft 102 and the second intermediate shaft, if any, is the same; and / or b) bearings are the same; and / or c) a Positioning and translation of the axle differential and / or housing parts of the axle differential are the same.
  • all axle drive variants can be accommodated in the same axle bridge (axle housing of the rigid axle).
  • Trucks up to 12 t can use the 1-speed transmission.
  • Trucks between, for example, 12 t and 28 t can use the 2- or 3-speed gearbox.
  • Trucks between 28 t and 44 t can use a more powerful 2- or 3-speed gearbox.
  • Trucks over 44 t for example, and can use a 2 or 3-speed gearbox on two driven axles (tandem). It is emphasized again that this classification is to be understood only as an example.
  • gear ratios 110, 120, 130, 140 and 150 as well as the further gear ratios 210, 310, 220, 320, 130, 230, 330, 240, 340, 250, 350 of the further embodiments to be described below are designed for this purpose
  • the gear ratio of these gear stages results in the embodiments shown from the diameter or number ratio of a drive wheel or driving pinion 111, 121, 131, 141, 151 and one with the pinion 111, 121, 131, 141, 151 in engagement stationary, driven wheel 112, 132, 142, 152.
  • other components designed to transform the speed and / or torque for example toothed belt gear stages, chain gear stages, hydraulic gear stages or electrical gear stages, etc. are also conceivable.
  • FIG. 6 to 12 A further embodiment is described below in a first variant (FIGS. 6 to 12) and a second variant (FIGS. 14 to 19).
  • Figure 6 shows the axle drive 200 in a first variant of a second embodiment.
  • the basic module 200a of the first variant of the second embodiment of the axle drive 200 also has the axle differential 1 already described, the drive shaft (input shaft) 2 and the wheel drive shafts 3a, 3b.
  • The is analogous to the first embodiment Drive shaft (input shaft) 2 also via the first transmission stage 210 with the first intermediate shaft 201 in drive connection.
  • the basic module 200a also has a hollow shaft 202 which is drivingly connected to the first intermediate shaft 201 via a second transmission stage 220.
  • the first transmission stage 210 and the second transmission stage 220 - viewed in the axial direction - in the basic module 200a are preferably arranged on different sides of the axle differential 1.
  • the first intermediate shaft 201 is made correspondingly longer. Such an arrangement is not necessary for pure functionality, but it is particularly advantageous for optimal use of construction space or packages.
  • the hollow shaft 202 is drivingly connected to a second intermediate shaft 203 via the third transmission stage 230.
  • the second intermediate shaft 203 is drivingly connected to the axle differential 1 via a fourth gear ratio step 240, the so-called “final drive”.
  • the axle differential 1 is in turn connected in a manner known per se to the wheel drive shafts 3a, 3b. With these components, a 1-speed variant of the axle drive can already be implemented, analogous to the 1-speed variant in FIG. 1.
  • this 1-speed variant can be modularly expanded by individual aisles by adding additional assemblies 207a, 207b, 207c to the basic module 200a.
  • the axle drive 200 in the second embodiment has all of the components shown in FIG. 6, in particular all of the assemblies 207a, 207b and 207c.
  • a switching element 205 is arranged on the first intermediate shaft 201 and can connect the drive wheels 251, 221 to the first intermediate shaft 201 in a rotationally fixed and thus driving manner.
  • the switching element can be analogous to switching element 205 as a clutch that can be actuated by an actuator. ment, whereby a rotationally fixed positive connection between the first intermediate shaft 201 and the fifth gear stage 250 can be established via the coupling point 205a of the switching element 205. Via the second coupling point 205b, the coupling 205 can establish a positive connection between the first intermediate shaft 201 and the second transmission stage 220.
  • the second gear stage 220 and the fifth gear stage 250 can be designed as switchable spur gear stages.
  • the coupling 205 can be designed as a claw coupling which engages in a respective toothed ring arranged on the pinions 221 or 251. If the coupling point 205a is closed, the pinion 221 is a loose wheel via which no power can be transmitted. If the coupling point 205b, the pinion 251 is an idler gear via which no power can be transmitted.
  • the wheel 222 of the second transmission stage 220, the wheel 252 of the fifth transmission stage 250 and the pinion 231 of the third transmission stage 230 are connected to the hollow shaft 202 in a rotationally fixed manner. It is also possible in the transmission stage 230 to convert the pinion 231 as a loose wheel and to connect the wheel 232 to the second intermediate shaft 203 in a rotationally fixed manner. Then the clutch 206 would be omitted. In this case, it is conceivable to design the clutch 204, here again, for example, a claw clutch, with two clutch points, 204a and 204b plus a neutral position. Only for reasons of efficiency (smaller needle roller bearings) the gear 232 of the transmission stage 230 was designed here as an idler gear as an example.
  • a form-fitting connection between the hollow shaft 202 and the axle differential 1 can be established via the coupling 204 in the coupling point 204a (closed position).
  • the third transmission stage 230 is designed as a switchable spur gear stage.
  • a switching element 206 preferably a switchable claw clutch, is arranged fixedly in rotation on the second intermediate shaft 203, with which a form-fitting connection between the wheel 232 and the second intermediate shaft 203 can be established by closing the coupling point 206a.
  • the first, second, third and fourth gear is implemented solely by selective, coordinated shifting of the switching elements 204, 205 and 206.
  • the switching points of the switching elements 205, 205, 206 in the first, second, third and fourth gear are shown in a table in FIG.
  • the shifting elements are also referred to below as clutches and can be designed, for example, as claw clutches.
  • the power flow of the first gear of this 4-gear variant of the second embodiment is shown in FIG. 7.
  • the coupling point 205b is closed.
  • the coupling point 206a is closed.
  • the drive power 4 is transferred via the drive shaft 2 via the first gear stage 210 to the first intermediate shaft 201, via the second gear stage 220 to the hollow shaft 202, via the third gear stage 230 to the second intermediate shaft 203, via the fourth gear stage 240 to the axle differential 1 and then transferred to the wheel drive shafts 3a, 3b in a manner known per se.
  • the coupling point 205b is closed, the pinion 251 is a loose wheel via which no power is transmitted.
  • Coupling point 205a is closed.
  • Coupling point 206a is closed.
  • the drive power 4 is transferred via the drive shaft 2 via the first gear stage 210 to the first intermediate shaft 201, via the fifth gear stage 250 to the hollow shaft 202, via the third gear stage 230 to the second intermediate shaft 203, via the fourth gear stage 240 to the axle differential 1 and then transferred to the wheel drive shafts 3a, 3b in a manner known per se.
  • the Rit zel 221 is a loose wheel via which no power is transmitted.
  • the coupling point 204a of the coupling 204 is not closed, so that no power is transmitted between the hollow shaft 202 and the axle differential 1.
  • Coupling point 205b is closed.
  • the coupling point 204a of the coupling 204 is closed.
  • the drive power 4 is transferred via the drive shaft 2 via the first gear stage 210 to the first intermediate shaft 201, via the second gear stage 220 to the hollow shaft 202, via the clutch 204 to the axle differential 1 and then in a known manner to the wheel drive shafts 3a, 3b transfer.
  • the pinion 251 is a loose wheel via which no power is transmitted.
  • the coupling point 206a of the coupling 206 is not closed, so that no power is transmitted between the hollow shaft 202 and the second intermediate shaft 203.
  • FIG. 10 The power flow of the fourth gear of this 4-gear variant of the second embodiment is shown in FIG. 10.
  • Coupling point 205a of coupling 205 is closed.
  • the coupling point 204a of the coupling 204 is closed.
  • the drive power 4 is via the drive shaft 2 via the first gear stage 210 to the first intermediate shaft 201, via the fifth gear stage 250 to the hollow shaft 202, via the clutch 204 to the axle differential 1 and then in a known manner to the wheel drive shafts 3a, 3b transferred.
  • the coupling point 205a of the coupling 205 is closed, the pinion 221 is a loose wheel via which no power is transmitted.
  • the coupling point 206a of the coupling 206 is not closed, so that no power is transmitted between the hollow shaft 202 and the second intermediate shaft 203.
  • Figure 13 shows the axle drive 300 in a second variant of the second embodiment, in which no second intermediate shaft, but a planetary gear is used.
  • the basic module 300a of the third embodiment of the axle drive 300 also has the axle differential 1 already described, the input shaft 2, and the wheel drive shafts 3a, 3b.
  • the first transmission stage 310 and the second transmission stage 320 in the basic module 300a in FIG. 13 - viewed in the axial direction - are arranged on different sides of the axle differential 1.
  • FIG. 13 a realization as a 4-speed axle drive is shown, additional assemblies being provided which can be partially omitted for the realization of 1 to 3-speed axle drives according to the modular approach.
  • the additional assemblies include:
  • Assembly 307c comprising a third translation stage designed as a planetary stage 330;
  • Assembly 307a comprising a fifth translation stage 350;
  • Assembly 307d comprising a fourth translation stage 340.
  • the second transmission stage 320 and the fifth transmission stage 350 are also implemented as spur gear stages that can be switched via the switching element 305, analogously to the variant 200.
  • the fourth gear stage 340 is also designed as a switchable spur gear stage.
  • a switching element 306 in the form of a clutch 306 is arranged on the first intermediate shaft 301, via the closing of the coupling point 306a a positive connection between the first intermediate shaft 301 and the pinion 341 can be established.
  • the wheel 342 of the fourth transmission stage 340 is connected in a rotationally fixed manner to the housing of the axle differential 336.
  • the third transmission stage 330 designed as a planetary stage, comprises a sun pinion 331 that is non-rotatably connected to the hollow shaft 302, several planetary gears 332 distributed over the circumference and an internally toothed ring gear 333 which mesh with one another.
  • a positive connection between the ring gear 333 and the hollow shaft 302 or, in another embodiment, between the ring gear 333 and the planet carrier 334 can be established.
  • the coupling point 304a By closing the coupling point 304a, the planetary stage rotates as a block.
  • a positive connection between the ring gear and the transmission housing can be established.
  • the planetary gears 332 revolve around the sun pinion 331.
  • the planet gears 332 are arranged on the planet carrier 334.
  • the planet carrier 334 is non-rotatably connected to the housing of the axle differential 336 via the web 335.
  • One rotation of the planetary carrier 334 causes a rotation of the axle differential 1.
  • the third gear stage 330 which is designed as a planetary stage, has the transmission ratio 1.
  • the third gear stage 330 which is designed as a planetary stage, has a gear ratio not equal to 1.
  • axle drive 300 For the sake of clarity, only the expansion stage with the highest possible number of gears, namely the 5-speed variant, is described below. It is pointed out, however, that by omitting individual assemblies, a 1-gear, 2-gear, 3-gear or 4-gear variant of the axle drive 300 can also be implemented.
  • the first, second, third, fourth and fifth gear is implemented solely by selective, mutually coordinated shifting of the switching elements 304, 305 and 306.
  • the shift positions of the shift elements 304, 305, 306 in the first, second, third, fourth and fifth gear are shown in a table in FIG.
  • the shifting elements are also referred to as clutches below and can be designed, for example, as claw clutches.
  • the power flow of the first gear of this 5-gear variant of the embodiment 300 is shown in FIG. 14. Coupling point 305b of coupling 305 is closed. Coupling point 304b of coupling 304 is closed.
  • the drive power 4 is transferred via the drive shaft 2 via the first gear stage 310 to the first intermediate shaft 301, via the second gear stage 320 to the hollow shaft 302, via the third gear stage 330, designed as a planetary stage, to the axle differential 1 and then in a manner known per se Transferred to the wheel drive shafts 3a, 3b.
  • the wheel 351 is a loose wheel via which no power is transmitted.
  • the coupling point 304b of the coupling 304 By closing the coupling point 304b of the coupling 304, the ring gear 333 is fixed on the housing of the axle drive 300 and the transmission ratio of the third transmission stage 330, designed as a planetary stage, is not equal to 1.
  • the power flow of the second gear of this 5-gear variant is shown in FIG. 15.
  • Coupling point 305a of the coupling 305 is closed.
  • Coupling point 304b of coupling 304 is closed.
  • the drive power 4 is transferred via the drive shaft 2 via the first gear ratio 310 to the first intermediate shaft 301, via the fifth gear stage 350 to the hollow shaft 302, via the third gear stage 330, designed as a planetary stage, to the axle differential 1 and then in a known manner the wheel drive shafts 3a, 3b are transmitted.
  • the wheel 321 is a loose wheel via which no power is transmitted.
  • the coupling point 304b of the coupling 304 By closing the coupling point 304b of the coupling 304, the ring gear 333 is fixed on the housing of the axle drive 300 and the transmission ratio of the third transmission stage 330, designed as a planetary stage, is not equal to 1.
  • the power flow of the third gear of this 5-gear variant is shown in FIG. 16.
  • Coupling point 305b of the coupling 305 is closed.
  • Coupling point 304a of coupling 304 is closed.
  • the drive power 4 is transferred via the drive shaft 2 via the first gear ratio 310 to the first intermediate shaft 301, via the second gear stage 320 to the hollow shaft 302, via the third gear stage 330, designed as a planetary stage, to the axle differential 1 and then in a known manner the wheel drive shafts 3a, 3b are transmitted.
  • the wheel 351 is a loose wheel via which no power is transmitted.
  • the power flow of the fourth gear of this 5-gear variant is shown in FIG. 17.
  • Coupling point 306a of the coupling 306 is closed.
  • the drive power 4 is transmitted via the drive shaft 2 via the first gear stage 310 to the first intermediate shaft 301, via the fourth gear stage 340 to the axle differential 1 and then in a known manner to the wheel drive shafts 3a, 3b.
  • Neither the coupling point 305a nor 305b of the coupling 305 are closed (neutral position).
  • the power flow of the fifth gear of this 5-gear variant of the third embodiment is shown in FIG. 18.
  • Coupling point 305a of coupling 305 is closed.
  • Coupling point 304a of coupling 304 is closed.
  • the drive power 4 is transferred via the drive shaft 2 via the first transmission stage 310 to the first intermediate shaft 301, via the fifth transmission stage 350 to the hollow shaft 302, via the third transmission stage 330, which is designed as a planetary stage, to the axle differential 1 and then in a manner known per se transferred to the wheel drive shafts 3a, 3b.
  • the wheel 351 is an idler gear via which no power is transmitted.
  • FIG. 19 shows a supplementary illustration of an isometric view of the first embodiment of the axle drive 100.
  • the axle differential 1, the drive shaft 2, the first intermediate shaft 101, 201, 301, the wheel drive shafts 3a, 3b, the gear ratios 110, 210, 310, 120, 220, 320, 130, 230, 330, 140, 240, 340, 150, 250, 350 and the pinions 111, 121, 131, 141, 151 and wheels 112, 132, 142, 152 are partially differently dimensioned and shaped in the embodiments shown. As can be seen from the designation of the figures, these are only to be understood as schematic representations. In this respect, it is quite conceivable that the components mentioned to increase the number of identical parts and the modularity of the transmission kit have the same or similar dimensions and shapes.
  • axle differential 1 in all of the described embodiments has a transverse lock 109, 209, 209, which can be brought into a closed position 109a in which the axle differential 1 is locked or bridged so that no speed equality can occur between the motor vehicle wheels.
  • Second switching element e.g. B. Claw coupling
  • First switching element e.g. B. Claw coupling
  • Second switching element e.g. B. Claw coupling
  • first switching element e.g. B. Claw coupling
  • Second switching element e.g. B. Claw coupling

Abstract

La présente invention se rapporte, entre autres, à une transmission d'essieu et à un module de transmission pour un essieu, de préférence un essieu entraîné électriquement d'un véhicule à moteur, par exemple un véhicule utilitaire. La transmission d'essieu (100) comprend un module principal (100a ; 200a, 300a) qui comprend : un différentiel d'essieu (1), de préférence un différentiel d'essieu qui peut être bloqué par un verrou transversal, et deux arbres d'entraînement de roue (3a, 3b) entraînés par le différentiel d'essieu (1) ; un arbre d'entraînement (2) en parallèle avec les arbres d'entraînement de roue (3a, 3b) ; un arbre intermédiaire (101 ; 201 ; 301) en parallèle avec les arbres d'entraînement de roue (3a, 3b) ; un arbre creux (102 ; 202 ; 302) coaxial aux arbres d'entraînement de roue (3a, 3b) ; et au moins un premier étage de transmission (110 ; 210 ; 310) et un second étage de transmission (120 ; 220 ; 320) qui sont destinés à relier par entraînement l'arbre d'entraînement (2) au différentiel d'essieu (1) par le biais du premier arbre intermédiaire (101 ; 201 ; 301) et de l'arbre creux (102; 202; 302). Sur la base de ce module principal, des transmissions d'essieu de diverses classes de sortie et avec divers nombres de vitesses peuvent être fournies de manière économique dans une fixation modulaire.
PCT/EP2021/063110 2020-05-26 2021-05-18 Transmission d'essieu pour un essieu entraîné électriquement d'un véhicule à moteur WO2021239507A1 (fr)

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DE102020114063.0A DE102020114063A1 (de) 2020-05-26 2020-05-26 Achsgetriebe für eine elektrisch angetriebene Achse eines Kraftfahrzeugs
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WO2023197428A1 (fr) * 2022-04-14 2023-10-19 特百佳动力科技有限公司 Essieu moteur électrique et véhicule électrique
WO2023231472A1 (fr) * 2022-06-01 2023-12-07 湖南行必达网联科技有限公司 Essieu d'entraînement électrique de polarisation de moteur à plusieurs vitesses et véhicule

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US9593721B2 (en) * 2014-11-19 2017-03-14 E-Aam Driveline Systems Ab Electronic rear drive module with split halfshaft flange
DE102016120592A1 (de) * 2015-11-09 2017-05-11 Borgwarner Inc. Elektrischer allradantrieb mit zweigang-doppeluntersetzungs-planetengetriebe
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DE102015101042B4 (de) 2015-01-26 2022-11-03 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Elektrisch antreibbare Achse für ein Kraftfahrzeug
CN111712393A (zh) 2017-12-18 2020-09-25 伊顿智能动力有限公司 用于混合动力乘用车辆的具有两速变速器的电动车轴模块

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DE112012001484T5 (de) * 2011-03-29 2013-12-24 Komatsu Ltd. Elektrischer Gabelstapler
DE102013204227A1 (de) 2013-03-12 2014-09-18 Zf Friedrichshafen Ag Antriebsstrang für ein Fahrzeug und Verfahren zum Durchführen eines Lastwechsels
US9593721B2 (en) * 2014-11-19 2017-03-14 E-Aam Driveline Systems Ab Electronic rear drive module with split halfshaft flange
DE102016120592A1 (de) * 2015-11-09 2017-05-11 Borgwarner Inc. Elektrischer allradantrieb mit zweigang-doppeluntersetzungs-planetengetriebe
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WO2023197428A1 (fr) * 2022-04-14 2023-10-19 特百佳动力科技有限公司 Essieu moteur électrique et véhicule électrique
CN114670619A (zh) * 2022-04-25 2022-06-28 特百佳动力科技有限公司 一种多档变速电驱桥及电动汽车
WO2023231472A1 (fr) * 2022-06-01 2023-12-07 湖南行必达网联科技有限公司 Essieu d'entraînement électrique de polarisation de moteur à plusieurs vitesses et véhicule

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