WO2022126160A1 - Système de direction et d'entraînement électrique avec direction à glissement - Google Patents

Système de direction et d'entraînement électrique avec direction à glissement Download PDF

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Publication number
WO2022126160A1
WO2022126160A1 PCT/AT2021/060469 AT2021060469W WO2022126160A1 WO 2022126160 A1 WO2022126160 A1 WO 2022126160A1 AT 2021060469 W AT2021060469 W AT 2021060469W WO 2022126160 A1 WO2022126160 A1 WO 2022126160A1
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WO
WIPO (PCT)
Prior art keywords
electric machine
torque
drive
steering
drive shaft
Prior art date
Application number
PCT/AT2021/060469
Other languages
German (de)
English (en)
Inventor
Martin Huber
Gerhard Skoff
Original Assignee
Avl List Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Avl List Gmbh filed Critical Avl List Gmbh
Priority to DE112021004359.5T priority Critical patent/DE112021004359A5/de
Publication of WO2022126160A1 publication Critical patent/WO2022126160A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D11/00—Steering non-deflectable wheels; Steering endless tracks or the like
    • B62D11/02—Steering non-deflectable wheels; Steering endless tracks or the like by differentially driving ground-engaging elements on opposite vehicle sides
    • B62D11/06—Steering non-deflectable wheels; Steering endless tracks or the like by differentially driving ground-engaging elements on opposite vehicle sides by means of a single main power source
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D11/00—Steering non-deflectable wheels; Steering endless tracks or the like
    • B62D11/02—Steering non-deflectable wheels; Steering endless tracks or the like by differentially driving ground-engaging elements on opposite vehicle sides
    • B62D11/04—Steering non-deflectable wheels; Steering endless tracks or the like by differentially driving ground-engaging elements on opposite vehicle sides by means of separate power sources
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D11/00—Steering non-deflectable wheels; Steering endless tracks or the like
    • B62D11/02—Steering non-deflectable wheels; Steering endless tracks or the like by differentially driving ground-engaging elements on opposite vehicle sides
    • B62D11/06—Steering non-deflectable wheels; Steering endless tracks or the like by differentially driving ground-engaging elements on opposite vehicle sides by means of a single main power source
    • B62D11/10—Steering non-deflectable wheels; Steering endless tracks or the like by differentially driving ground-engaging elements on opposite vehicle sides by means of a single main power source using gearings with differential power outputs on opposite sides, e.g. twin-differential or epicyclic gears
    • B62D11/14—Steering non-deflectable wheels; Steering endless tracks or the like by differentially driving ground-engaging elements on opposite vehicle sides by means of a single main power source using gearings with differential power outputs on opposite sides, e.g. twin-differential or epicyclic gears differential power outputs being effected by additional power supply to one side, e.g. power originating from secondary power source
    • 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
    • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
    • B60K7/0007—Disposition of motor in, or adjacent to, traction wheel the motor being electric
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D11/00—Steering non-deflectable wheels; Steering endless tracks or the like
    • B62D11/001—Steering non-deflectable wheels; Steering endless tracks or the like control systems
    • B62D11/003—Electric or electronic control systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D11/00—Steering non-deflectable wheels; Steering endless tracks or the like
    • B62D11/02—Steering non-deflectable wheels; Steering endless tracks or the like by differentially driving ground-engaging elements on opposite vehicle sides
    • B62D11/06—Steering non-deflectable wheels; Steering endless tracks or the like by differentially driving ground-engaging elements on opposite vehicle sides by means of a single main power source
    • B62D11/10—Steering non-deflectable wheels; Steering endless tracks or the like by differentially driving ground-engaging elements on opposite vehicle sides by means of a single main power source using gearings with differential power outputs on opposite sides, e.g. twin-differential or epicyclic gears
    • B62D11/14—Steering non-deflectable wheels; Steering endless tracks or the like by differentially driving ground-engaging elements on opposite vehicle sides by means of a single main power source using gearings with differential power outputs on opposite sides, e.g. twin-differential or epicyclic gears differential power outputs being effected by additional power supply to one side, e.g. power originating from secondary power source
    • B62D11/16—Steering non-deflectable wheels; Steering endless tracks or the like by differentially driving ground-engaging elements on opposite vehicle sides by means of a single main power source using gearings with differential power outputs on opposite sides, e.g. twin-differential or epicyclic gears differential power outputs being effected by additional power supply to one side, e.g. power originating from secondary power source the additional power supply being supplied mechanically
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D11/00—Steering non-deflectable wheels; Steering endless tracks or the like
    • B62D11/02—Steering non-deflectable wheels; Steering endless tracks or the like by differentially driving ground-engaging elements on opposite vehicle sides
    • B62D11/06—Steering non-deflectable wheels; Steering endless tracks or the like by differentially driving ground-engaging elements on opposite vehicle sides by means of a single main power source
    • B62D11/10—Steering non-deflectable wheels; Steering endless tracks or the like by differentially driving ground-engaging elements on opposite vehicle sides by means of a single main power source using gearings with differential power outputs on opposite sides, e.g. twin-differential or epicyclic gears
    • B62D11/14—Steering non-deflectable wheels; Steering endless tracks or the like by differentially driving ground-engaging elements on opposite vehicle sides by means of a single main power source using gearings with differential power outputs on opposite sides, e.g. twin-differential or epicyclic gears differential power outputs being effected by additional power supply to one side, e.g. power originating from secondary power source
    • B62D11/18—Steering non-deflectable wheels; Steering endless tracks or the like by differentially driving ground-engaging elements on opposite vehicle sides by means of a single main power source using gearings with differential power outputs on opposite sides, e.g. twin-differential or epicyclic gears differential power outputs being effected by additional power supply to one side, e.g. power originating from secondary power source the additional power supply being supplied hydraulically

Definitions

  • the invention relates to an electrified steering and drive system for a vehicle with two lanes and wheel side steering with drive elements for drive chains or for wheels, a transfer gear, and two drive shafts, a first drive shaft being connected or connectable in a torque-transmitting manner to a drive element of one track and a first electric machine and a second drive shaft is connected or can be connected in a torque-transmitting manner to a drive element of the other track and a second electric machine, and wherein both drive shafts are connected in a torque-transmitting manner to the transfer gear, wherein the transfer gear has two planetary gears, in particular arranged mirror-symmetrically, each with the elements sun gear, planet gear carrier and Ring gear having, wherein two identical first elements of the two planetary gears are each connected to transmit torque with one of the two drive shafts and two identical second elements of the two Planetary gears are rotatably connected to each other.
  • a drive device therefore drives the drive chain on the outside of the curve at a higher speed than the chain on the inside of the curve and thus also takes on the steering function of the vehicle in addition to the drive task.
  • the tracks of the two vehicles are generally driven in opposite directions.
  • Such a type of steering and drive system is used in particular in vehicles in which an Ackermann steering is not possible.
  • These are in particular tracked vehicles such as excavators or snow vehicles, but also wheel-driven vehicles.
  • the document WO 2005/054041 discloses an electric steering and drive system for a wheel steering vehicle with drive elements for tracks or for wheels with two drive shafts, the first end of which is connected to the drive element on each side of the vehicle and the second end of which is connected to a differential gear arrangement and at least one traction motor which is connected to at least one of the two drive shafts, and an electric steering drive which is drivingly connected to the Differential gear assembly is, wherein the electric traction motors and steering drives from at least two independent energy sources can be supplied with electricity.
  • Document EP 1 506 905 A1 discloses a drive configuration for a skid steered vehicle, comprising: a pair of drive motors, a pair of drive members for engagement with a pair of tracks or wheels of such a vehicle, a controlled differential, comprising: a pair of epicyclic gear systems, from each having a sun gear, planet gears carried by a planet carrier, and a ring gear, the planet carriers being connected to each other via a shaft passing through the sun gears such that the planet carriers rotate together, and a steering motor so coupled is that relative rotation between sun gears is in opposite directions, with each drive motor coupled between a respective drive member and a respective ring gear.
  • the steering motor acting on the controlled differential, controls the relative speed of the two drive motors and hence the relative speed of the two tracks or wheels, thus effecting a steering function.
  • the motor shafts act as drive cross shafts and transmit a regenerative steering force. This means that when braking, the braking force is transferred from the inner chain to the outer chain.
  • Such a type of steering and drive system is also used in particular in vehicles in which an Ackermann steering is not possible. These are in particular tracked vehicles such as excavators or snow vehicles, but also wheel-driven vehicles. It is an object of the invention to provide an improved electrified steering and propulsion system for a dual lane vehicle with wheel side steering. In particular, it is an object of the invention to provide a drive system that is lightweight but comparatively high in performance.
  • a defined power distribution or a defined load distribution can be set between the first electric machine and the second electric machine.
  • the third electric machine can also contribute power to power distribution or load distribution.
  • an electric machine located on the outside of a curve which has to apply a higher power than an electric machine located on the inside of a curve, can be relieved.
  • the first elements are the planetary carriers
  • the second elements are the ring gears
  • the third elements are the sun gears
  • the two planetary gear carriers of the two planetary gears are each connected to the drive shaft of one of the two tracks in a torque-transmitting manner and the two Ring gears of the two planetary gears are rotatably connected to each other and the sun gear of a planetary gear is connected to transmit torque with the third electric machine and the sun gear of the other planetary gear is fixed to the housing.
  • the transfer gear is arranged in the power flow and/or spatially between the two drive shafts. This also makes it possible to achieve a particularly compact design of the steering and drive system.
  • the third element is connected to the third electric machine in a torque-transmitting manner via a speed-reducing gear.
  • the power-to-weight ratio of the third electric machine used can be further improved.
  • a separating element is provided between the third electric machine and the third element, as a result of which the torque transmission between the third electric machine and the third element can be interrupted.
  • this can be decoupled and the first drive shaft can only be driven by the first electric machine and the second drive shaft can only be driven by the second electric machine.
  • the first electric machine is connected to the first drive shaft via a first speed-reducing gear, preferably with two gears with different gear ratios, and/or at least one clutch, in particular one clutch per gear, connected in a torque-transmitting manner and/or the second electric machine is connected to the second drive shaft via a second speed-reducing transmission, preferably with two gears with different transmission ratios, and/or at least one clutch, in particular one clutch per gear, in a torque-transmitting manner tied together.
  • control means are set up to determine the power consumed by the electric machines.
  • control means can determine the voltage and current flow on at least one of the electrical machines.
  • a power contribution from the third electric machine is selected via the support torque in such a way that none of the three electric machines exceeds their maximum possible torque and/or their maximum possible power. As a result, damage to the individual electric machines can be avoided.
  • a power contribution or support torque of the third electric machine is selected in such a way that, when one of the two drive shafts of the vehicle is operated in braking mode, the third machine is operated in such a way that the torque applied by this amount - And in terms of effective direction corresponds to a braking torque on this drive shaft. In this way, a recuperation operation of the electric machine, which transmits torque directly with this drive shaft, can be avoided.
  • FIG. 3 shows an exemplary embodiment of a control scheme for an electric steering and drive system for a vehicle with two lanes and side-wheel steering;
  • the electric steering and drive system shown in FIG. 2 couples three electric machines 7, 8, 11 via a transfer gear 9, which has two planetary gears connected to one another.
  • Both planetary gears each have a sun gear 14, 15, a ring gear 16, 17 and a planet carrier 12, 13.
  • the planet carrier carries planet gears, which mesh with a sun gear and a ring gear 16, 17.
  • the two planetary gears are connected via the two ring gears 16, 17 in a torque-transmitting manner.
  • the ring gears 16, 17 are connected to one another in a rotationally fixed manner or are designed as a single ring gear 16, 17.
  • the planet carrier 12 of the planetary gear shown on the left in FIG. 2 is non-rotatably connected to a first drive shaft 1 , the planet carrier 13 of the right planetary gear in FIG.
  • the first drive shaft 1 can also be coupled in a torque-transmitting manner to a first electric machine 7 of the three electric machines by means of a transmission 5 .
  • this is a speed-reducing transmission from the first electric machine 7 to the first drive shaft 1, i. H. a transmission which reduces a speed provided by the first electric machine 7 up to the first drive shaft 1 and correspondingly increases the torque.
  • This first transmission 5 preferably has two gears.
  • the two respective translations are shown in Fig. 1 by a border with different dashed lines.
  • the two gears are preferably shifted via the corresponding clutch 19 if one clutch is provided for each gear, as shown in FIG.
  • the second electric motor is connected in a torque-transmitting manner to the second drive shaft 2 via the second transmission, which is also preferably speed-reducing.
  • This second gear 6 also preferably has two gears, more preferably with the same gear ratio as the gears of the first gear 5. More preferably, these two gears are also provided with a corresponding clutch 20, if one clutch is provided for each gear, as shown in Fig. 2 shown connected.
  • the first drive shaft 1 is preferably connected in a torque-transmitting manner to its first drive shaft element 3 via a first further planetary gear 21 . Furthermore, a semi-rigid coupling 23 is preferably interposed in this connection.
  • the first drive shaft 1 is braked by means of a first brake 29 .
  • the second drive shaft 2 is preferably connected to the second drive element 4 via a second further planetary gear 22 and also more preferably connected in a torque-transmitting manner via a second semi-rigid clutch 24 .
  • the second drive shaft 2 can also be braked by means of a second brake 30 .
  • the operation of the three electric machines 7, 8, 11 is preferably monitored by means of suitable sensors.
  • the first electric machine 7 is monitored by a first speed sensor 27
  • the second electric machine 8 is monitored by a second speed sensor 28 .
  • These speed sensors 27, 28 determine the actual values of the speed nact_i, nact2 present on the shafts of the electric machine 7, 8.
  • a third sensor 26 preferably monitors the third electric machine 11 and determines an actual torque Mist j present on its shaft
  • the respective actual values are made available to a control means 25, which is designed in particular as a data processing device, as indicated by the dotted lines in FIG.
  • the control means 25 are signal-connected to the three electric machines 7, 8, 11.
  • control means can detect the voltages and currents applied to the electric machines 7, 8, 11 and in this way determine the electrical power applied to or drawn from the electric machines; on the other hand, these three electric machines 7, 8, 11 can be Control means 25 are controlled or regulated.
  • a torque MSOIM, MSOII_2, Msoiijjor a speed n S oii_i, n S oii_2, n so ii_3 are possible as setting variables for the three electric machines 7, 8, 11.
  • the control means 25 are preferably also connected to actuators of the other actuating elements of the steering and drive system 18 in a signal-transmitting manner in order to control or regulate them, in particular to the clutches 19, 18 which, as shown in FIG. 2, have one clutch per gear of the transmission 5, 6 and the brakes 29, 30.
  • FIG. 3 shows an exemplary embodiment of a control scheme for such an electric steering and drive system 18 for a vehicle with two lanes and side wheel steering
  • FIG. 3 To simplify the illustration, only the devices that are generally most necessary for the function of the steering and drive system 18 are shown in FIG. 3 . A detailed embodiment is described above with reference to FIG.
  • the devices shown in Fig. 3 are a first drive element 3, which would be assigned to one lane in a two-track vehicle, a second drive element 4, which would be assigned to the other lane in a two-track vehicle, a first drive shaft 1, which is connected to the first drive element 3 is connected in a torque-transmitting manner, a second drive shaft 2, which is connected in a torque-transmitting manner to the second drive element 4, wherein the two drive shafts 1, 2 are each connected to a first input and a second input of the transfer gear 9 and are also connected to one another via the transfer gear 9 , when the third electric machine 11 provides a support torque, a first drive machine 7 and a second drive machine 8, which are each connected to the first drive shaft 1 and the second drive shaft 2 in a torque-transmitting manner, and a third electric machine 11, which is connected
  • sensors 26, 27, 28 from FIG. 2 are shown in FIG. 3, which can determine actual values on the electric machines by measuring, in particular actual values of the respectively controlled variables.
  • Both these sensors 26, 27, 28 and the electrical machines 7, 8, 11 are signal-connected to a controller which has control means 25, as indicated by the dashed lines.
  • a means within the meaning of the invention can be configured as hardware and/or software and in particular a processing unit (CPU) and/or a or have several programs or program modules.
  • the CPU can be designed to process commands that are implemented as a program stored in a memory system, to detect input signals from a data bus and/or to emit output signals to a data bus.
  • a storage system can have one or more, in particular different, storage media, in particular optical, magnetic, solid-state and/or other non-volatile media.
  • the program may be arranged to embody or be capable of performing the methods described herein such that the CPU can perform the steps of such methods.
  • the control means 25 can control components of a steering and drive system 18 . In the following, however, a control, in particular regulation, of the electric machines 7, 8, 11 for steering a vehicle and for power and/or load distribution between the electric machines 7, 8, 11 is described with reference to FIG. 3:
  • the first electric machine 7 and the second electric machine 8 are each speed-controlled, ie the first electric machine 7 is given a target value n S0 n_i of the speed and the second electric machine is also given a target value n S0 n 2 .
  • These target values n S0 n _i, n S0 n 2 are each specified on the basis of a steering request for the vehicle. If the first drive element 3 is part of the left lane in the direction of travel of the vehicle and the second drive element 4 is part of the right lane of the vehicle in the direction of travel, the setpoint value n so ii_i of the first electric machine 7 is reduced and the setpoint Value n S oii 2 of the second electric machine 8 increased - at constant vehicle speed.
  • setpoint values n s oii_i , n s o ii_2 which are the same, are specified for driving straight ahead.
  • setpoint values M s oin , Msoii 2 for the torque to be generated can also be specified as setting variables. It is essential that the respective actual values of the controlled variable, namely the rotational speed nactual 1, nactual 2, at least essentially assume the value of the setpoint values n s oii_i , n s oii_2 .
  • a speed is therefore set on the first drive shaft 1 and the second drive shaft 2 by the first electric machine 7 and the second electric machine 8 , so that the speed at two of the three inputs of the transfer gear 9 is specified by the control means 25 .
  • the third electric machine 11 is therefore controlled by specifying a target value M S0 n 3 for the torque provided by this electric machine 11 at the speed applied to the third transfer gear input 9 .
  • a setpoint value n so ii_3 for the speed to be provided can be specified as the setting variable. It is essential that the control or regulation parameter Mist 3 at least essentially assumes the value of the desired value M S0 n 3 .
  • the speed at the third input of the transfer gear 9 and thus at the third electric machine 11 is equal to 0. If the first drive shaft 1 rotates at a speed which is different from the Speed of the second drive shaft 2, z. B. during cornering, a defined speed occurs at the third input of the transfer gear 9, and thus at the third electric machine 11. This speed is determined by the difference in the speeds between the first drive shaft 1 and the second drive shaft 2, since the third input of the transfer gear 9 represents the only degree of freedom of the transfer gear 9 which can compensate for this speed difference.
  • a power flow from the first drive shaft 1 to the second drive shaft 2 or vice versa can be set by the third electric machine 11 providing a support torque at the third input.
  • Such a power flow can be used to use braking power that occurs when cornering at the drive element on the inside of the curve for the drive element on the outside of the curve, which relieves the electric machines 7 and 8 on the outside of the curve.
  • the support torque can also be used for power and/or load distribution between the first electric machine 7 and the second electric machine 8 . In this way, in particular, the efficiency of the electric steering and drive system 18 can be optimized, for example by the electric machines 7, 8, 11 being operated at optimized operating points.
  • peak loads on the first electric machine or on the second electric machine 4 can each be compensated for by the other existing electric machines, so that each of the electric machines 7, 8, 11 can only be dimensioned smaller.
  • the first electric machine 7 or the second electric machine 8 can be relieved in a targeted manner.
  • a power flow occurs from the first drive shaft 1 to the second drive shaft 2 or vice versa. From there, the power flow is transmitted via the respective torque-transmitting connection to the first electric machine 7 and/or the drive element 3 or the second electric machine 8 and/or the drive element 4 .
  • first drive shaft 1 and the second drive shaft 2 rotate at different speeds, for example while a vehicle is cornering, a defined speed occurs at the third input of the transfer gear 9, as described above.
  • Sensors 26, 27, 28 are preferably used to measure actual values on the shafts of electric machines 7, 8, 11, which are also transmitted to control means 25 via signal lines. Preferably, these actual values become nactual 1, nactual _ 2 , crap for Regulation of the electric machines 7, 8, 11 used.
  • control states of the electric steering and drive system are preferably used.
  • the first electric machine 7 and the second electric machine 8 are operated in such a way that the two electric machines drive the first drive shaft 1 and the second drive shaft 2 at the same speed with speed control.
  • the third electric machine 11 provides a support torque at the third input of the transfer gear 9 in such a way that the torque requirement and thus the power of the first electric machine 7 can be increased and the torque requirement and thus the power of the second electric machine 8 in the same way Dimensions can be reduced without this changing the speed of both drive shafts 1, 2 after it.
  • the entire braking power from the second drive element 4 on the first drive element 3 can be used.
  • the electric machine 8 is completely relieved on the inside of the curve and no longer has to be operated regeneratively.
  • the electric machine 8 can now feed power into the system on the inside of the curve, which power is transferred to the drive element 3 via the transfer gear 9.
  • the power demand on the electric machine 7 is thereby reduced even further and the load on it is thus further relieved.
  • Transfer gear third additional gear third electric machine 13 planet gear, 15 sun gear, 17 ring gear

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Non-Deflectable Wheels, Steering Of Trailers, Or Other Steering (AREA)

Abstract

L'invention concerne un système de direction et d'entraînement électrique pour un véhicule avec deux voies et direction à glissement, comprenant : - des éléments d'entraînement pour chenilles ou pour roues ; - une boîte de transfert ; et - deux arbres d'entraînement, un premier arbre d'entraînement étant relié ou pouvant être relié par transmission de couple à un élément d'entraînement d'une voie et à une première machine électrique et un second arbre d'entraînement étant relié ou pouvant être relié par transmission de couple à un élément d'entraînement de l'autre voie et à une deuxième machine électrique, et les deux arbres d'entraînement étant reliés par transmission de couple à la boîte de transfert. La boîte de transfert comprend deux systèmes d'engrenage planétaire, qui sont plus particulièrement agencés de manière à présenter une symétrie-miroir et à avoir chacun les éléments suivants : un engrenage solaire, un support planétaire qui supporte des engrenages planétaires, et un engrenage annulaire. Chacun des deux premiers éléments identiques des deux systèmes d'engrenage planétaire est relié par transmission de couple à l'un des deux arbres d'entraînement. Deux deuxièmes éléments identiques des deux systèmes d'engrenage planétaire sont reliés l'un à l'autre pour une rotation conjointe. Un troisième élément d'une boîte à trains planétaires est relié par transmission de couple à une troisième machine électrique, et un troisième élément identique de l'autre boîte à trains planétaires est fixé à un boîtier.
PCT/AT2021/060469 2020-12-15 2021-12-14 Système de direction et d'entraînement électrique avec direction à glissement WO2022126160A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE112021004359.5T DE112021004359A5 (de) 2020-12-15 2021-12-14 Elektrifiziertes Lenk- und Antriebssystem mit Radseitenlenkung

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ATA51096/2020A AT524326B1 (de) 2020-12-15 2020-12-15 Elektrifiziertes Lenk- und Antriebssystem mit Radseitenlenkung
ATA51096/2020 2020-12-15

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WO2022126160A1 true WO2022126160A1 (fr) 2022-06-23

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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1506905A1 (fr) 2001-04-17 2005-02-16 Qinetiq Limited Différentiel contrôlé
WO2005054041A1 (fr) 2003-12-04 2005-06-16 Renk Aktiengesellschaft Systeme de direction et d'entrainement electrique pour un vehicule a direction laterale des roues
US20160107686A1 (en) * 2013-06-28 2016-04-21 Qinetiq Limited Drive configurations for skid steered vehicles
WO2018082828A1 (fr) * 2016-11-02 2018-05-11 Qinetiq Limited Configuration d'entraînement

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10246870B3 (de) * 2002-10-08 2004-04-29 Renk Aktiengesellschaft Elektro-Hydrodynamische Überlagerungslenkung
US7309300B2 (en) * 2005-11-23 2007-12-18 Caterpillar Inc. Electric drive system with plural motors

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1506905A1 (fr) 2001-04-17 2005-02-16 Qinetiq Limited Différentiel contrôlé
WO2005054041A1 (fr) 2003-12-04 2005-06-16 Renk Aktiengesellschaft Systeme de direction et d'entrainement electrique pour un vehicule a direction laterale des roues
US20160107686A1 (en) * 2013-06-28 2016-04-21 Qinetiq Limited Drive configurations for skid steered vehicles
WO2018082828A1 (fr) * 2016-11-02 2018-05-11 Qinetiq Limited Configuration d'entraînement

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DE112021004359A5 (de) 2023-07-13
AT524326A4 (de) 2022-05-15
AT524326B1 (de) 2022-05-15

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