Patent Application
20220072951
The invention relates to an electric-motor-driven rigid axle for vehicles, for example utility vehicles. The invention also relates to a structural unit with a rigid axle of this type and two wheel brakes. Furthermore the invention relates to a motor vehicle, such as a utility vehicle.
An electric-motor-driven rigid axle is known from DE 295 18 401 U1. In the area of its two longitudinal ends the rigid axle has in each case a wheel mounted to rotate about a wheel axis, and has two electric motors close to the wheels, in each case with an electric motor associated with a respective wheel, which motor serves to drive the wheel. Driving takes place by way of a respective step-down transmission interconnected between the wheel concerned and the associated electric motor, the transmission serving to change down the rotational speed of the electric motor in order to obtain a higher torque. The respective step-down transmissions are in the form of offset transmissions, such that the wheel axis of the wheel concerned and the driveshaft of the associated electric motor are parallel but offset relative to one another. This offset is used, when the rigid axle is fitted in a motor vehicle, to arrange the respective electric motor lower down than would be possible with a coaxial arrangement of the driveshaft of the electric motor and the wheel axis.
A purpose of the present invention is to optimize an electric-motor-driven rigid axle of the type mentioned to begin with, in relation to the space it occupies. In particular, the rigid axle should be able to use a given fitting space in a motor vehicle, especially a utility vehicle, which space for example was originally designed for the fitting of a conventional rigid axle, i.e. a rigid axle without electric motors. In particular, in addition the rigid axle should be able to be used in a given fitting space of a motor vehicle, particularly a utility vehicle, without having to make structural adaptations of the motor vehicle, or at least, so as to minimize any such structural adaptations in the motor vehicle.
This objective is achieved by an electric-motor-driven rigid axle having the features specified in the independent claim(s). Further, the objective is achieved with a structural unit having the features specified in the independent claim(s). Moreover, to achieve the objective a motor vehicle with the characteristics of the independent claim(s) is proposed. Advantageous embodiments and/or design features and/or aspects of the invention emerge from the subordinate claims, the description given below, and the figures.
A basic electric-motor-driven rigid axle for vehicles, particularly utility vehicles, comprises an axle body, two wheel carriers and at least one and preferably more attachment points for fixing the axle body to a vehicle frame. The axle body is of elongated shape and at opposite longitudinal ends has in each case one of the wheel carriers, these being able to rotate relative to the axle body about a respective wheel axis. The wheel carriers serve in each case for the fixing of at least one vehicle wheel. In particular the wheel carriers are arranged opposite one another with the axle body between them. For example, the wheel carriers are mounted rotatably on the axle body. In particular the wheel carriers are arranged coaxially with one another. In particular the wheel axes lie on a common axis.
The attachment points are designed to fix the axle body onto the vehicle frame in such manner that as viewed in a cross-section of the rigid axle, at an upper end the axle body faces toward the vehicle frame and an axis of the axle body forms a vertical axis extending in the direction toward the upper end, which axis intersects with the wheel axis. The term “vertical axis” is in particular understood to mean an axis which is perpendicular to a reference plane. The reference plane can be a road section on which the vehicle equipped with the rigid axis is standing. In addition or alternatively, the reference plane used can be the undersurface of the vehicle and/or the vehicle frame. If the reference plane is horizontal, the vertical axis is an axis that extends vertically.
The rigid axle also comprises two electric motors arranged close to the wheels, each having a motor shaft and two offset transmissions. In particular, the electric motors and/or the motor shafts are arranged coaxially with one another. Each of the electric motors serves to drive one of the wheel carriers and in each case one of the offset transmissions is interposed between one of the electric motors and the wheel carrier in drive connection therewith. In particular the offset transmissions are in each case designed as step-down transmissions and/or have at least one step-down stage. By virtue of the offset transmissions the motor shaft of the electric motor concerned and the wheel axis of the associated wheel carrier are arranged parallel to and offset from one another, and viewed in a cross-section of the rigid axle, the motor shaft of the respective electric motor and the wheel axis of the associated wheel carrier offset from it form an intersection point on an offset line.
In this description the term “electric motor” is understood to mean any type of machine that converts electrical power into mechanical power. Accordingly, in this description the term “electric motor” is understood to be a synonym for an electric machine. The term “motor shaft” in this description is understood to mean a driveshaft or drive output shaft of the electric motor. The expression “close to a wheel” in this description means in particular that the electric motors are arranged close to the wheel carriers with which they are respectively in driving association, i.e. preferably in the area of the rigid axle at a certain distance from the associated wheel carrier, and in particular not directly on or in the associated wheel carrier.
In an embodiment the offset transmissions are orientated in such manner that as viewed in a cross-section of the rigid axle, the offset line and the vertical axis are inclined at an angle relative to one another, the vertex of the angle being at the intersection of the wheel axle with the offset line, the size of the angle having a value between 1 degree and 90 degrees. In particular, it is provided that the size of the angle has a value between 2 and 85 degrees, particularly between 4 and 80 degrees, in particular between 6 and 75 degrees, particularly between 8 and 70 degrees, in particular between 10 and 65 degrees, particularly between 12 and 60 degrees, in particular between 15 and 55 degrees, particularly between 20 and 50 degrees, especially between 25 and 45 degrees, in particular between 30 and 40 degrees, the value being for example approximately 31, 32, 33, 34, 35, 36, 37, 38 or 39 degrees. For example, the size of the angle has a value between 5 and 90 degrees. Basically, the angle can have a positive value or a negative value.
This favors a structural form of the rigid axle which can use a given fitting space for example in a motor vehicle, without having to carry out structural modifications to the motor vehicle for this, or at least being able to minimize any structural changes required. By virtue of the angled position of the offset line relative to the vertical axis, the respective electric motor can be positioned in such manner that the installation of the rigid axle in a fitting space of a vehicle dimensioned for fitting a conventional rigid axle, i.e. a rigid axle without electric motors, is facilitated. Furthermore it is also easier to position the respective electric motor so that sufficient ground clearance between the rigid axle and the road and/or a sufficient compression travel of the rigid axle is maintained. Moreover, the angled position of the offset line makes it possible to have recourse to standard components for the rigid axle so far as a wheel brake and/or a suspension and/or a control arm and/or the set of tires provided are concerned, which components are for example those already in use with the conventional rigid axle.
The proposed rigid axle provides the possibility of fitting a vehicle which has a conventional combustion-engine drive unit, additionally or alternatively with an electric motor drive system without having to carry out structural modifications or adaptations of the vehicle for that, or at least only slight structural modifications or adaptations. The fitting space provided for the original rigid axle not driven by electric motors can be used. In that way components originally provided, such as a combustion engine and/or a transmission and/or a cardan shaft and/or a differential, can be saved and the space they occupied can be used as additional space, for example to accommodate an electrical storage device, in particular an accumulator unit, for the electric motors of the rigid axle.
According to a possible embodiment, the offset transmissions are orientated in such manner that as viewed in a cross-section of the rigid axle, relative to the associated motor shaft the respective wheel axis is offset in the direction toward the upper end of the axle body, and relative to the wheel axis the associated motor shaft is offset laterally in a direction away from the vertical axis. Thus, relative to the wheel axis the motor shaft and hence the electric motor is offset obliquely downward. This diagonal offset or diagonal misalignment makes it possible, for example in contrast to a vertical offset in which the offset line coincides with the vertical axis, to have a larger downward clearance between the rigid axle and the road, and due to the lateral displacement in the case of the diagonal offset, creates a larger free space in order, for example, to accommodate an actuator device for a wheel brake and/or a brake cylinder.
For example, the offset transmissions are orientated such that as viewed in a cross-section of the rigid axle, relative to the wheel axis of the associated wheel carrier, the motor shaft of the respective electric motor is offset in a direction away and to the left of the vertical axis. Alternatively, the offset transmissions can also be orientated in such manner that as viewed in a cross-section of the rigid axle, relative to the wheel axis of the associated wheel carrier motor shaft of the respective electric motor is offset in a direction away and to the right of the vertical axis.
In one embodiment, the offset of the wheel axis of the respective wheel carrier and the motor shaft of the associated electric motor can be produced if the offset transmissions each have a drive input shaft and a drive output shaft parallel to and offset therefrom. In particular the respective drive input shaft is or can be drive-connected to the motor shaft of the associated electric motor, and in particular the respective drive output shaft is or can be functionally connected to the associated wheel carrier in each case. For example, the drive input shafts are arranged coaxially with the motor shafts and/or the drive output shafts coaxially with the wheel axes. In particular, the offset transmissions also each comprise at least one gearset, for example a single gearset. For example, the at least one gearset comprises at least one spur gear pair.
A possible design of the respective offset transmission consists in that the at least one gearset comprises a main gearwheel, at least one intermediate gearwheel and a ring gear. In particular it is provided that the main gear and the at least one intermediate gear mesh with one another and with the inner teeth of the ring gear. In particular it is provided that the main gear is associated with the drive input shaft and the ring gear with the drive output shaft, or conversely, the main gear is associated with the drive output shaft and the ring gear with the drive input shaft. For example, the main gear and the drive input shaft are connected rotationally fixed to one another, in particular formed on one another. For example, the at least one intermediate gear is mounted rotatably on a rotation axis fixed on the housing, especially with an intermediate bearing. The bearing can be a roller bearing, in particular a cylindrical roller bearing, or a slide bearing.
A possible further design consists in that the ring gear forms a sidewall of a pot-shaped transmission element which has at one axial end a bottom, i.e. being closed or largely closed there, while at the other axial end it is open. For example the transmission element, in particular the bottom, is connected rotationally fixed to the drive output shaft or the drive input shaft, or is formed on it, while the open axial end faces toward a housing component. The housing component can be one which accommodates the associated electric motor. For example, the housing component is fixed onto the axle body or formed on the axle body, or it forms an integral part of the axle body.
Thanks to the at least one gearset provided, it is in particular possible for the offset transmission concerned to have a fixed step-down ratio. Alternatively, it can also be provided that the offset transmissions are in each case designed to be shifted between at least two gear steps. A possible embodiment then consists in that the offset transmissions each comprise a drive input shaft and a drive output shaft parallel to and offset from it, wherein the respective drive input shaft is or can in each case be in driving connection with the associated electric motor and the respective drive output shaft is or can be in diving connection with the associated wheel carrier. In particular it is also provided that in each case the offset transmissions comprise at least two gearsets, in particular exclusively two gearsets, and in each case at least one shifting element, in particular a single shifting element. For example, it is provided that the at least two gearsets each comprise at least one spur gear pair.
Preferably, each of the at least two gearsets forms one of the at least two gear steps. Preferably, the at least one shifting element is designed to be brought to at least two shifting positions, in which the drive input shaft and the drive output shaft are drivingly coupled to one another in each case by one of the at least two gearsets. Thus, the at least one shifting element can be designed to couple the drive input shaft and the drive output shaft in driving connection with one another by way of one of the at least two gearsets in one of the at least two shifting positions, and in another of the at least two shifting positions to couple the drive input shaft and the drive output shaft in driving connection with one another by way of another of the at least two gearsets. In addition, it can be provided that the at least one shifting element is further designed to be brought to a neutral position and/or to a further shifting position in which the drive input shaft and the drive output shaft are not in driving connection with one another.
A possible embodiment of an electric-motor-driven rigid axle in which the two electric motors can each be shifted in each case to at least two gear steps, in particular of the above-described rigid axle, is described in a patent application filed at the German Patent and Trademark Office on the same day as the present application, under the title “Electric-motor-driven rigid axle for vehicles, in particular utility vehicles, and method for its operation, computer program product, control and/or regulating device and motor vehicle”. The content of that patent application is herewith incorporated in its entirety in the present description.
It can be provided that the rigid axle has a center which, relative to the distance between the wheel carriers, is half that distance away from each wheel carrier. For example, the rigid axle is configured symmetrically relative to a central axis or transverse axis which is perpendicular to the longitudinal axis of the rigid axle, and comprises at least two structural units preferably identical to one another which are joined at or in the area of the central axis. In one design the electric motors are positioned in the area of the central or transverse axis. For example, it is provided that the electric motors are each accommodated in the axle body or at least partially held therein, and for example, are arranged one behind the other as viewed in the longitudinal direction of the rigid axle.
A further embodiment consists in that in the area of the wheel carrier, in particular inside the wheel carrier, the rigid axle comprises in each case a countershaft transmission and the offset transmissions are arranged on the respectively associated countershaft transmissions and the respectively associated electric motor. In particular it is provided that the countershaft transmissions are in each case in the form of step-down transmissions or comprise such a transmission. For example, the countershaft transmissions each comprise a planetary gearset or are formed by a planetary gearset. It can be provided that the distance between the respective offset transmission and the associated wheel carrier, particularly the countershaft transmission provided, is larger than the distance between the respective offset transmission and the associated electric motor. For example, the offset transmissions are in each case arranged close to the associated electric motors.
Furthermore, an aspect of the invention relates to a structural unit with the above-described rigid axle and two wheel brakes, of which in each case one wheel brake is associated with one of the wheel carriers of the rigid axle. The wheel brakes can be disk brakes. In particular it is provided that the electric motors of the rigid axle are each associated with and accommodated in a housing component of the axle body of the rigid axle, in particular the housing component described earlier. For example, the respective housing component is arranged coaxially with the motor shaft of the associated electric motor. Further, it is in particular provided that in each case adjacent, and in particular directly and/or immediately adjacent to the housing component, an actuator housing of an actuator device of the wheel brake is arranged. The actuator device serves to actuate the wheel brake. For example, by means of the actuator device at least one brake shoe of the wheel brake can be actuated in order to exert a braking force. The wheel brake can be a service brake and/or a parking or holding brake, and can exercise a service brake function or a parking or holding brake function.
In one embodiment, it is provided that the outer circumference of the actuator housing is arranged under a tangent of the housing component, wherein the tangent extends or is arranged perpendicularly to the vertical axis described earlier in connection with the rigid axle. For example, it is provided that the outer circumference of the actuator housing is arranged under a horizontal line that extends perpendicularly to the vertical axis, which line intersects with the wheel axis. The wheel brake, in particular the actuator device or the actuator housing, can be such components or assemblies which are already used in connection with a conventional rigid axle of the type described earlier. Thanks to the design of the proposed rigid axle there is sufficient room in a given structural space, for example in a vehicle, for such components to be able to be used.
According to a further aspect of the invention a motor vehicle, in particular a utility vehicle is provided. The vehicle or utility vehicle comprises the rigid axle described above and/or the assembly described above.
Further details and features of the invention emerge from the following description of an example embodiment, with reference to the drawing which shows:
The rigid axle 100 further comprises two electric motors 130, 130′, each of which serves to drive one of the wheel carriers 120, 120′. Preferably, the electric motors 130, 130′ are arranged close to the wheels. For example, the electric motors 130, 130′ are respectively arranged in the area of a center 170. For example, the center 170 is located between the wheel carriers 120, 120′ half-way between the respective wheel carriers 120 and 120′, and lies on a transverse axis 220 which, for example, corresponds to a longitudinal axis of the vehicle (not shown in
Preferably, the assemblies are joined together in the area of the transverse axis 220 or at the transverse axis 220. Preferably, the rigid axle 100 as a whole is symmetrical relative to the transverse axis 220 and the center 170. The electric motors 130, 130′ each have a motor shaft 131, 131′ by which the wheel carrier 120 or 120′ associated with the respective electric motor 130 or 130′ is driven. Preferably, the motor shaft 131 or 131′ forms an axis of the respective electric motor 130, 130′. Preferably, the respectively associated housing component 40 or 40′ is arranged coaxially relative to the motor shaft 131, 131′ or motor axis.
In the rigid axle 100, between the respective motor shaft 131, 131′ and the wheel axis 121, 121′ of the associated wheel carrier 120 or 120′ an offset is provided. This offset is produced by a respective offset transmission 140, 140′ which is connected respectively between the electric motor 130, 130′ and the associated wheel carrier 120, 120′. Preferably, the offset transmissions 140, 140′ are in the form of step-down transmissions and, for example, each comprises at least one spur gear pair. Preferably, the offset transmissions 140, 140′ each have a drive input shaft 1, 1′ and a drive output shaft 2, 2′, which are arranged offset relative to one another and thus produce the parallel offset between the motor shafts 130, 130′ and the associated wheel axis 121, 121′. For this, for example, the respective drive input shafts 1 or 1′ are connected to the associated electric motors 130, 130′ and the respective drive output shafts 2 or 2′ are connected to the associated wheel carriers 120, 120′
Preferably, the drive input shaft 1 or 1′ concerned is arranged coaxially with the motor shaft 131, 131′ of the respectively associated electric motor 130, 130′. Preferably, the drive input shaft 1 or 1′ is coupled rotationally fixed to the motor shaft 131 or 131′ of the electric motor 130 or 130′ concerned. Preferably, the drive output shaft 2 or 2′ concerned is coaxial with the wheel axis 121, 121′ of the wheel carrier 120 or 120′ concerned. Preferably, the drive output shaft 2 or 2′ is functionally connected to the associated wheel carrier 120 or 120′. Preferably, the offset transmissions 140, 140′ are associated with or accommodated in a further housing component 50, 50′. For example, the housing component 50, 50′ is a hub carrier on which, for example, the respectively associated wheel carrier 120 or 120′ is supported and/or rotationally mounted. Preferably, the further housing component 50 or 50′ forms part of an assembly of the axle body 110. Preferably, the housing 50 or 50′ is arranged coaxially with the wheel axis 121 or 121′ of the respectively associated wheel carrier 120 or 120′. The respective offset transmission 140, 140′ is accommodated therein.
The rigid axle 100 can comprise two countershaft transmissions 160 and 160′. For example, the countershaft transmissions 160, 160′ are arranged each in the area of one of the wheel carriers 120, 120′. For example, each of the countershaft transmissions 160 or 160′ is arranged inside the associated wheel carrier 120, 120′. Preferably, the offset transmissions 140, 140′ are arranged in each case between the countershaft transmissions 160 or 160′ and the associated electric motor 130 or 130′. For example, the distance between the respective offset transmission 140 or 140′ and its associated wheel carrier 120 or 120′, in particular the associated countershaft transmission 160 or 160′, is larger than the distance to the respectively associated electric motor 130, 130′. Preferably, the countershaft transmissions 160, 160′ are in the form of step-down transmissions and form, for example in addition to the offset transmissions 140, 140′, a further step-down stage. For example, the countershaft transmissions 160, 160′ are each in the form of planetary gear transmissions.
As can be seen for example from
The rigid axle 100 can be provided as an assembly together, respectively, with a wheel brake 500 or 500′ that acts upon the associated wheel carrier 120 or 120′ (
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As can be seen in particular from
This results is a larger ground clearance, i.e. an increase of the distance between the underside of the rigid axle 100 relative to an underlying surface on which the vehicle is standing, as indicated for example by the distance X. At the same time there is an increase of the compression travel provided by the rigid axle 100, which is indicated as an example by the distance Y. Moreover, by virtue of the diagonal offset relative to the vertical offset the actuator device 510 or 510′ of the wheel brake 500 or 500′, in particular the actuator housing 520 or 520′, is brought to a position offset downward which, for example, relative to a horizontal line 44 perpendicular to the vertical axis 113 and intersecting with the wheel axis 121 or 121′, is positioned at an angle b. The angle b can be chosen of a size such that the outer circumference of the actuator housing 520 or 520′ is positioned under a tangent 42 to the housing component 40 or 40′ that extends perpendicularly to the vertical axis 113, in particular under or on the horizontal line 44.
The limit values themselves mentioned in the present description for the ranges, are in particular included in the range concerned. Also, the ranges mentioned include any individual value contained therein.
In the present description, reference to a particular aspect or a particular embodiment or a particular design feature, means that a particular characteristic or a particular property which is described in combination with the aspect, embodiment or design feature concerned, is at least contained therein, but does not necessarily have to be present in every aspect, embodiment or design feature of the invention. It is expressly stated that any combination of the various characteristics and/or structures and/or properties which are described in relation to the invention are covered by the invention, unless this is expressly or clearly negated by the context.
The use of individual or all the examples or an exemplary expression in the text should only shed light on the invention and does not constitute any limitation regarding the scope of the invention, unless otherwise stated. Furthermore, no expression or formulation in the description is to be understood as an element which is not being claimed but which is essential for the practical realization of the invention.
| Number | Date | Country | Kind |
|---|---|---|---|
| 10 2018 221 612.6 | Dec 2018 | DE | national |
This application is a National Stage completion of PCT/EP2019/085008 filed Dec. 13, 2019, which claims priority from German patent application serial no. 10 2018 221 612.6 filed Dec. 13, 2018.
| Filing Document | Filing Date | Country | Kind |
|---|---|---|---|
| PCT/EP2019/085008 | 12/13/2019 | WO | 00 |
