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WO2018149989A1 - Ensemble transmission - Google Patents

Ensemble transmission Download PDF

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Publication number
WO2018149989A1
WO2018149989A1 PCT/EP2018/053928 EP2018053928W WO2018149989A1 WO 2018149989 A1 WO2018149989 A1 WO 2018149989A1 EP 2018053928 W EP2018053928 W EP 2018053928W WO 2018149989 A1 WO2018149989 A1 WO 2018149989A1
Authority
WO
WIPO (PCT)
Prior art keywords
gear
arrangement
ring
ring gear
transmission
Prior art date
Legal status (The legal status 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 status listed.)
Ceased
Application number
PCT/EP2018/053928
Other languages
German (de)
English (en)
Inventor
Gerhard Hofer
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Magna Powertrain GmbH and Co KG
Original Assignee
Magna Powertrain GmbH and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Magna Powertrain GmbH and Co KG filed Critical Magna Powertrain GmbH and Co KG
Publication of WO2018149989A1 publication Critical patent/WO2018149989A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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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
    • B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
    • B60K23/08—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles
    • B60K23/0808—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles for varying torque distribution between driven axles, e.g. by transfer clutch
    • 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
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/02—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of clutch
    • 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
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing
    • B60K17/043—Transmission unit disposed in on near the vehicle wheel, or between the differential gear unit and the wheel
    • B60K17/046—Transmission unit disposed in on near the vehicle wheel, or between the differential gear unit and the wheel with planetary gearing having orbital motion
    • 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
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing
    • B60K17/16—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing of differential gearing
    • B60K17/165—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing of differential gearing provided between independent half axles
    • 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
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
    • B60K17/344—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having a transfer gear
    • 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
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K6/485—Motor-assist type
    • 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
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/52—Driving a plurality of drive axles, e.g. four-wheel drive
    • 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
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K2001/001—Arrangement or mounting of electrical propulsion units one motor mounted on a propulsion axle for rotating right and left wheels of this axle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
    • B60K2007/0038—Disposition of motor in, or adjacent to, traction wheel the motor moving together with the wheel axle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
    • B60K2007/0061—Disposition of motor in, or adjacent to, traction wheel the motor axle being parallel to the wheel axle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
    • B60K23/08—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles
    • B60K2023/085—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles automatically actuated
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the present invention relates to a transmission arrangement for the controllable distribution of a drive torque from an input element to two output elements, wherein the transmission arrangement is associated with a secondary axis of a drive train of a temporary four-wheel drive motor vehicle.
  • Four-wheel drive motor vehicles hereinafter referred to as four-wheel drive vehicles are known both in the design as permanent four-wheel drive and as switchable four-wheel drive.
  • Four-wheel drive vehicles are constantly being developed, among other things because of the increased fuel consumption and the compliance with the increasing requirements with respect to exhaust gas guidelines.
  • the at least partial electrification of the motor vehicle drive is in the foreground.
  • the at least partial hybridization of the motor vehicle drive balances between reduced fuel consumption, sufficient range and good performance.
  • Drive trains for motor vehicles in a construction with an internal combustion engine additionally used electric machine are known from the prior art.
  • an electric rear axle is used in addition to a transversely mounted front main drive unit with permanent Vorderachsantrieb.
  • such a drive with an electric rear axle is not recognized as a full four-wheel drive, since there is no mechanical connection between the electric rear axle to the primary axis.
  • FIG. 1 Also known are four-wheeled vehicles, which are designed with a center differential.
  • the center differential allows a torque distribution between the front axle and the rear axle.
  • Four-wheeled vehicles equipped with a center differential are highly off-road, but this has a high fuel consumption.
  • a full four-wheel drive ideally enables a torque distribution between the front axle and the rear axle depending on the respective driving situation and is additionally switchable to the operating modes Disconnect, Rekuper Schl, Boost.
  • the inventive design and arrangement of the gear arrangement for a secondary axis of a drive train of a temporarily four-wheel drive motor vehicle which includes a first partial transmission, a second Operage- transmission, a switching device and an auxiliary drive unit, a drive train can be realized in which the secondary axis by means of Switching device via a torque transmitting element with a permanently driven front axle is connectable.
  • the switching device is configured and arranged such that all operating modes such as four-wheel drive, disconnect i.
  • the sub-drive train of the secondary axis should be shut down - the propeller shaft, the propulsion unit, and the electric machine do not turn - recuperation - the entire braking energy is passed into the operated as a generator electric machine - Boost - accelerating the motor vehicle by positive drive torques can be realized both by the internal combustion engine and by the electric machine and purely electric driving. This makes it possible to realize an efficient and variable four-wheel system.
  • the gear arrangement on the secondary axis of the motor vehicle further provides that the gear arrangement is a summation gear, preferably a planetary gear with a ring gear, Planetary gears, a planet carrier and a ring gear as a first partial transmission and a differential gear, preferably a cone wheel differential as the second partial transmission includes, and wherein the transmission housing of the differential gear is additionally designed as a planetary carrier for the planetary gear, and wherein the electric machine is drivingly connected to the sun gear.
  • the planetary gear which uses the differential gear as a planet carrier used as textbookgetriebe.
  • the switching device is switched in such a way that a drive-effective connection between the ring gear and the torque transmission element and thus the primary axis is produced.
  • the gearbox is also the planetary carrier of the planetary gear.
  • the sun gear is driving effective, preferably connected via a spur gear with the auxiliary drive unit.
  • the planetary gearset of the planetary gear is free in this switching position.
  • the auxiliary drive unit provides the torque of the secondary axis and provides the appropriate support torque.
  • the drive power may be, e.g. 90% of the drive power can be transmitted from the first drive unit of the primary axis via the torque transmission element to the secondary axis.
  • the remaining 10% of the drive power can be supplied in the all-wheel drive mode of the electric machine. Due to the inventive design, the total torque that is delivered to the rear axle on the set torque (support torque) of the electric machine can be controlled.
  • the torque distribution between the primary and secondary axles can thus be made fully variable for all driving situations. When occurring speed differences between the primary and secondary axis, the torque between the axes can still be set fully variable.
  • the drive-effective connection between the ring gear of the planetary gear and the torque transmission element can be separated.
  • the gearbox Begephaseuse which is connected via the secondary axis with the wheels, rotates at axle speed.
  • the auxiliary drive unit can stand, since the differential speed between the gear housing, which is also the planetary carrier of the planetary gear, is passed away from the ring gear and planetary gears.
  • the switching device In the operating mode "recuperation", the switching device is switched in such a way that there is a firm connection (blocking) between the ring gear and the gearbox housing - thus at the same time the ring gear is firmly connected to the planet carrier - in this operating mode there is no connection via the switching device between the torque transmission element and the ring gear.
  • the auxiliary drive unit ie, the electric machine, is connected to the secondary axis via the first and second partial transmissions.
  • the embodiment of the invention allows switching to different modes of operation by means of only one switching device at a point of Geretean- order.
  • the switching device comprises a shift sleeve with a plurality of gear teeth and an unspecified actuator.
  • the actuator is designed such that the shift sleeve is axially displaceable.
  • the actuators can be carried out in a manner known per se, electrically, electromechanically, electrohydraulically, hydraulically or pneumatically.
  • the switching device comprises a synchronization unit. It is necessary to synchronize the torque transmission element, the auxiliary drive unit and the secondary axle to change the modes of operation Disconnect (torque transmission element is) or Dummy (auxiliary drive unit is in the operating mode "all-wheel")
  • a synchronization of the output shaft of the auxiliary drive unit to the speed of Secondary axis can be effected by means of a suitable control system.
  • a synchronization of the torque transmission element to an input element of the gear arrangement to be coupled can be effected in a simple manner via the synchronization unit respectively.
  • the input element of the gear arrangement is the sliding sleeve of the switching device or the ring gear of the planetary gear.
  • a “drive-effective” connection designates a direct or indirect connection between two rotatable components, these are in a fixed rotational relationship to one another. If an element is “connectable” or “couplable”, this designates a connection , which can optionally also be a separable connection (for example, an indirect connection between the two elements via a coupling or a switching element.)
  • the directional indication “axial” refers to the direction of the rotating axis.
  • the term “synchronizing" the elements to be coupled means that the elements to be coupled are brought to the same speed before being operatively connected together.
  • 1 is a schematic representation of a drive train of a four-wheel drive
  • FIG. 2 shows the gear arrangement according to the invention in a first embodiment in a partial section, 1 in the region of the secondary axis in a first operating mode in a second embodiment of the transmission arrangement, a schematic representation of the drive train according to FIG. 1 in the region of the secondary axis in a synchronization process in the region of the secondary axis in a second operating mode, a schematic representation of the drive train of FIG. 1 in the region of the secondary axis in a third operating mode, a schematic representation of the synchronization of the rotational speeds between the ring gear of the gear assembly and the ring gear of the second partial transmission in 5 phases, a view of a portion of the synchronizing ring and the sliding sleeve in the synchronization phase of FIG. 8b, a section of the synchronization unit in the Synchronisierun gsphase according to FIG. 8b; and a perspective view of the synchronization unit with a free cut in the synchronization phase according to the Fig. 8e.
  • the main drive unit 2 in this case comprises an internal combustion engine as the first drive unit.
  • the transmission arrangement 5 In the area of the rear axle 4, the transmission arrangement 5 according to the invention is arranged.
  • the rear axle 4, which forms the secondary axle in the drive train, can be driven if necessary by the first drive unit in addition to the front axle 1.
  • the primary axis or the first drive unit 2 via a transmission 3 and a torque transmission element 7 with the gear assembly 5 of the rear axle 4 can be coupled.
  • the coupling takes place via a switching device 22 assigned to the gear arrangement 5. Details of the switching device 22 and the corresponding switching states will be explained in more detail later with reference to the figures.
  • the rear axle 4 is divided into two half-axles, namely a first half-axle 4a and a second lifting axle 4b.
  • the two half-axes 4a, 4b here represent the two output elements 12, 13 of the gear arrangement 5.
  • the first half-axis 4a and the second half-axis 4b are each directly connected to a respective rear wheel on the rear axle 4 of the motor vehicle.
  • the torque transmission element 7 comprises at least one cardan shaft and a shaft section 8 with a bevel gear 9 arranged at the end.
  • the bevel gear 9 engages via its toothing with a ring gear 10 associated with the gear arrangement 5.
  • Both the bevel gear 9 and the shaft section 8 and the ring gear 10 are rotatably mounted in one of the transmission assembly associated gear housing 6.
  • the shaft portion 8 with bevel gear 9 and the ring gear 10 are the input element of the gear assembly 5.
  • the ring gear 10 can, as can be seen in particular from Figures 2, 3a-c via the switching device 22 with the gear assembly fifth be connected to drive.
  • the ring gear 10 has for this purpose a coupling portion 10a, which is designed with a toothing 10b.
  • the transmission assembly 5 comprises a first partial transmission 14, a second partial transmission 15, a housing 6 and an auxiliary drive unit 16.
  • the first partial transmission 14 is designed as a differential or so-called differential gear and comprises an input element and two output elements 12, 13.
  • a differential gear is known per se and is referred to in this arrangement as axle differential and compensates for differences in speed between the two output elements when cornering of the motor vehicle.
  • the output elements 12, 13 are rotatably connected to the two half-axes 4a, 4b of the secondary axis of the drive train. Furthermore, via the differential gear, the drive torque of the first drive unit to the two half-axes 12, 13 are divided.
  • the first partial transmission 14 is designed as a bevel gear differential and has a gearbox housing 24 as an input element, a plurality of bevel gears 25 and two axle bevel gears as output elements 12, 13.
  • the bevel gears 25 are rotatably mounted on the transmission housing 24.
  • the transmission housing 24 is rotatably supported in the housing 6 about the rear axle 4.
  • the gearbox housing 24 has on its outside a coupling section 26, which is designed with a toothing 27. Differential gear can also be used another suitable embodiment.
  • the second partial transmission 15 is a reduction gear and is designed as a planetary gear.
  • the partial transmission 15 essentially comprises a rotatably mounted ring gear 18 with a coupling section 11 on the outer circumference, which has a toothed section 18a and an inner toothing 18b on the inner circumference, a planetary gear carrier 20 with planetary gears 9 rotatably mounted thereon and a sun gear 21.
  • the planet carrier 20 is designed as part of the transmission housing 24. leads and thus firmly connected to the transmission housing 24.
  • the second partial transmission 15 is connected via the transmission housing 24 to the first partial transmission 14 drive-effective.
  • the planetary gear is designed as a stepped planetary gear.
  • the planetary gear may also have another suitable embodiment.
  • the auxiliary drive unit 16 is connected via a spur gear 17 to the sun gear 21 drivingly effective.
  • the spur gear is realized via two spur gears 17a, 17b which engage with each other via their peripheral teeth.
  • the sun gear 21 and the spur gear 17b are made as one component.
  • the sun gear 21 is rotatably supported on the semi-axle 4b.
  • the auxiliary drive unit 16 is designed as an electrical machine.
  • the switching device 22 is shown in different switching positions in the figures 3a to 3c in detail. Each shift position is assigned an operating mode of the drive train, as will be described in detail below. 3a shows the operating state in "disconnect" mode, while FIG. 3b shows the switching position of the switching device 22 in the recuperation mode The switching position for the all-wheel mode is shown in FIG Actuator is axially displaceably mounted in the direction of the double arrow 28.
  • the switching device 22 is designed as a shift sleeve 29 and has two axially spaced toothed sections 29a and 29b.
  • the switching device 22 In the operating mode "four-wheel drive", the switching device 22 is in the switching position shown in FIG. 3c, in which the gearshift sleeve 29 is displaced axially all the way to the right.In this position, the toothed section 29a engages positively with the toothing 10b of the ring gear, furthermore the toothed section engages 29b in the toothed portion 18a of the ring gear 18th a positive fit. As a result, a drive-effective connection between the ring gear and the torque transmission element 7 and thus the primary axis is produced.
  • the gear housing 24 is at the same time the planetary carrier 20 of the planetary gear 15.
  • the sun gear 21 is connected to the auxiliary drive unit 16 in an effective manner, preferably via the spur gear stage 17.
  • the planetary gearset of the planetary gear is free in this switching position.
  • the auxiliary drive unit 16 sets the torque of the secondary axis and provides the corresponding support torque.
  • the switching device 22 is shown in disconnect mode. This is the average switching position of the shift sleeve 29.
  • the positive connection between the teeth 10b of the ring gear 10 and the toothed portion 29a of the shift sleeve 29 is repealed.
  • the shift sleeve 29 engages by means of its toothed portion 29b in the toothed portion 18a of the ring gear 18 a.
  • the drive-effective connection between ring gear 18 of the planetary gear 15 and torque transmitting element is disconnected.
  • the transmission housing 24, which is connected to the wheels via the secondary axle 4 or the semi-axles 4a, 4b, turns over at axle speed.
  • the auxiliary drive unit 16 can stand, since the differential speed between the gear housing 24, which is also the planetary carrier 20 of the planetary gear 15, is passed from the ring gear 18 and planetary gears 19.
  • FIG. 3b shows the switching device in the operating mode "recuperation".
  • the shift sleeve 29 is shown in a displaced to the left position.
  • This shift position is the positive connection between the toothing 10b of the ring gear 10 and the toothing portion 29a of the shift sleeve 29 also canceled.
  • the shift sleeve 29 is switched such that a fixed connection (blocking) between the ring gear 18 and the gear housing 24 - thus simultaneously solid compound ring gear 18 with the planet carrier 20 - consists.
  • the toothed portion 29b engages both in the toothed portion 18a and in the coupling portion 26 with toothing 27 of the gear housing 24.
  • the secondary axis is decoupled from the primary axis.
  • the auxiliary drive unit 16 ie, the electric machine via the first and second partial transmission 14, 15 connected to the secondary axis 4.
  • FIGS. 4-7 show the gear arrangement 5 according to the invention in a further embodiment.
  • a synchronization unit 30 is additionally provided for switching to the "all-wheel" operating mode, ie for producing a positive connection between the toothed section 10a of the ring gear 10 and the toothed section 29a of the gearshift sleeve.
  • the synchronization unit 30 is designed as friction synchronization with locking toothing and in FIGS 9 to 11 in sections and different phases of the synchronization ..
  • the synchronization takes place in the 5 phases shown schematically in Figures 8a-8e and ensures an alignment of the speeds of ring gear 18 and ring gear 10.
  • the synchronization unit 30 is formed by a synchronizer ring 31, a first clutch-wheel-side coupling body 32 with a friction ring 33 and a second shift sleeve-side clutch body 34.
  • the synchronizer ring 31 is mounted on the switching sleeve-side coupling body 34.
  • the shift sleeve 29 is above the toothed portion 29b positively connected with each other, wherein the sliding sleeve can be moved along the toothing section in the switching positions.
  • the synchronization unit 30 instead of the toothed portion 10a of the tellerrad handye coupling body 32 is arranged. Furthermore, the synchronizing ring 31 and the switching sleeve-side coupling body 34 are arranged in the region of the toothed portion 29a of the sliding sleeve 29.
  • the annular tellerrad broughte coupling body 32 on its outer periphery a friction ring, which is designed as a conically extending friction surface 35.
  • the first coupling body 32 On an inner circumference 37 facing the switching sleeve-side coupling body 34, the first coupling body 32 is provided with axially extending locking teeth 36 distributed over the circumference.
  • the end portion of the ratchet teeth 36 is formed by inclined surfaces 36a.
  • axially extending locking teeth 39 are likewise distributed over the circumference, which likewise have surfaces 39a running obliquely at their end region.
  • the ratchet teeth 39 are formed with obliquely tapering surfaces with respect to radially extending side surfaces 39b.
  • the surfaces 36a, 39a are designed such that they can slide on one another (see FIG. 8d).
  • the ratchet teeth 36 engage in the gaps formed between the ratchet teeth 39 and vice versa, so that a positive connection between the ring gear 10 and the shift sleeve 29 and thus ring gear 18 is established.
  • the synchronizer ring 31 has on its inner circumference a friction surface 31 a, which is designed to taper.
  • the synchronizer ring 31 is provided with a plurality of distributed over the circumference arranged radially inwardly projecting portions 31 b.
  • the sections 31b have obliquely extending abutment surfaces 31c, which come into contact with the surfaces 39b in the phase according to FIGS. 8b and 8c.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Arrangement And Driving Of Transmission Devices (AREA)

Abstract

L'invention concerne un ensemble transmission (5) pour une chaîne cinématique d'un véhicule à moteur à quatre roues motrices par intermittence, pour la répartition commandable d'un couple d'entraînement d'un élément d'entrée (7) accouplé à un essieu primaire (1) entre un premier et un deuxième élément de sortie (12, 13) d'un essieu secondaire, l'ensemble transmission (5) comportant une première partie (14), une deuxième partie (15) et une unité d'entraînement supplémentaire (16). L'invention vise à perfectionner l'ensemble transmission de telle manière qu'il est possible d'obtenir différents modes de fonctionnement avec un mécanisme de passage de vitesse simple. À cet effet, l'ensemble transmission (5) comporte un système (22) de passage de vitesse pourvu d'un manchon (29) de passage de vitesse qui peut être commandé dans au moins trois états de passage de vitesse par l'intermédiaire d'un système d'actionnement.
PCT/EP2018/053928 2017-02-20 2018-02-16 Ensemble transmission Ceased WO2018149989A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102017202692.8A DE102017202692A1 (de) 2017-02-20 2017-02-20 Getriebeanordnung
DE102017202692.8 2017-02-20

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WO2018149989A1 true WO2018149989A1 (fr) 2018-08-23

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PCT/EP2018/053928 Ceased WO2018149989A1 (fr) 2017-02-20 2018-02-16 Ensemble transmission

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DE (1) DE102017202692A1 (fr)
WO (1) WO2018149989A1 (fr)

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CN116409086A (zh) * 2021-12-29 2023-07-11 宇通客车股份有限公司 一种电驱动桥系统及车辆
JP2024090686A (ja) * 2022-12-23 2024-07-04 株式会社 神崎高級工機製作所 走行車両

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FR2844858A1 (fr) * 2002-09-25 2004-03-26 Peugeot Citroen Automobiles Sa Differentiel asymetrique a caractere actif pour vehicule automobile
DE102006031089A1 (de) * 2006-07-05 2008-01-17 Fzgmbh Antriebsvorrichtung für ein Kraftfahrzeug
DE102006057857A1 (de) * 2006-12-08 2008-06-26 Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr Vorrichtung und Verfahren zum Betrieb eines Kraftfahrzeuges mit mehreren Antriebseinheiten
US20130252774A1 (en) * 2012-03-26 2013-09-26 Mcmaster University Integrated electro-mechanical powertrain system for hybrid vehicles
DE102012220970A1 (de) * 2012-11-16 2014-05-22 Schaeffler Technologies Gmbh & Co. Kg Antriebsstrang für ein Fahrzeug

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GB0607046D0 (fr) * 2006-04-07 2006-05-17 Ford Global Tech Llc
US8663051B2 (en) * 2010-07-14 2014-03-04 E-Aam Driveline Systems Ab Axle assembly with torque distribution drive mechanism
DE102010039444A1 (de) * 2010-08-18 2012-02-23 Zf Friedrichshafen Ag Fahrzeugantriebsstrang mit wenigstens zwei antreibbaren Fahrzeugachsen
JP2017521293A (ja) * 2014-05-06 2017-08-03 ボルグワーナー スウェーデン エービー トルクベクタリング装置

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2844858A1 (fr) * 2002-09-25 2004-03-26 Peugeot Citroen Automobiles Sa Differentiel asymetrique a caractere actif pour vehicule automobile
DE102006031089A1 (de) * 2006-07-05 2008-01-17 Fzgmbh Antriebsvorrichtung für ein Kraftfahrzeug
DE102006057857A1 (de) * 2006-12-08 2008-06-26 Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr Vorrichtung und Verfahren zum Betrieb eines Kraftfahrzeuges mit mehreren Antriebseinheiten
US20130252774A1 (en) * 2012-03-26 2013-09-26 Mcmaster University Integrated electro-mechanical powertrain system for hybrid vehicles
DE102012220970A1 (de) * 2012-11-16 2014-05-22 Schaeffler Technologies Gmbh & Co. Kg Antriebsstrang für ein Fahrzeug

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