Patent Grant
11892066
This application is a filing under 35 U.S.C. § 371 of International Patent Application PCT/EP2020/079810, filed Oct. 22, 2020, and claiming priority to German Patent Application 10 2019 216 510.9, filed Oct. 25, 2019. All applications listed in this paragraph are hereby incorporated by reference in their entireties.
The invention relates to a transmission, in particular for a motor vehicle. The invention also relates to a drive train and a vehicle.
Transmissions are known from the prior art, e.g. DE 10 2011 079 975 A1, that provide a torque conversion as the ratio of an output torque to an input torque and a gear transmission as the ratio of an input rotational rate to an output rotational rate.
An electric vehicle with an integrated differential is known from DE 10 2018 112 880 A1. The electric vehicle drive system contains an electric motor, first and second planetary gear assemblies, including sun gears, planet carriers, and ring gear elements, first and second output shafts, and a housing. The elements in the first planetary gear assembly are connected to the electric motor, the first output shaft, and an element in the second planetary gear assembly. The elements in the second planetary gear assembly are connected to the first planetary gear assembly, the housing, and the second output shaft. The first planetary gear assembly provides a differential reduction device, and the second planetary gear assembly provides a reversal and reduction device. Optional clutches can provide the function of a slippage limiting differential, and distribute torque to one or the other output shafts.
Such a transmission, also referred to as a rolling differential, does not form a compound torque (e.g. at a differential cage), as is otherwise normal in the prior art. The prevention of the formation of a compound torque means that the combined individual torque of the two output shafts is not applied to any of the rotating components, e.g. the input shafts, output shafts, or elements of the planetary gearsets.
Vehicle differentials frequently require a blocking effect. If, for example, a driven wheel in a vehicle with an open differential loses contact to the ground, and is therefore suspended in the air, the drive torque at this wheel is then zero. Assuming that inertia forces are disregarded, then with a differential without a blocking effect, the torque at the other wheel on the same axle must also be zero. Consequently, it is no longer possible to propel the vehicle.
So-called limited-slip differentials allow torque to be transferred to the wheel still in contact with the ground if the other wheel or axle loses traction. This can take place in a form-fitting or frictionally engaged manner. With known beveled gear differentials and spur-gear differentials there is a direct coupling between one of the output shafts and the differential cage.
A differential lock is known from DE 20 2006 017 096 U1 in which a multi-disk clutch acts between the differential cage and an output shaft. The actuation takes place via the pressure piston, non-rotationally connected to the housing, and the axial bearing. The return of the actuation force takes place via the tapered roller bearing on the right.
Certain embodiments are explained below with reference to the figures. Therein:
An object of the present invention is to improve the known integrated differential, in particular to provide a locking torque for the known integrated differential, in order to improve traction and vehicle handling.
In one aspect, the invention is based on a transmission comprising an input shaft, a first output shaft, a second output shaft, a first planetary gearset, and a second planetary gearset connected to the first planetary gearset, wherein the planetary gearsets each comprise numerous elements, wherein
the input shaft is connected to a first element in the first planetary gearset for conjoint rotation therewith,
the second output shaft is connected to a third element in the second planetary gearset for conjoint rotation therewith,
a third element in the first planetary gearset is connected to a first element in the second planetary gearset via a shaft for conjoint rotation therewith, and
a second element in the second planetary gearset is secured to a non-rotating component.
The transmission is distinguished in that there is a shifting element that is disposed and designed to connect the two output shafts such that they can transfer torques and in particular are not connected for conjoint rotation, such that a torque applied to one of the two output shafts is conducted radially outside the shifting element.
A torque-transferring connection does not require the two output shafts to be connected for conjoint rotation. It is therefore preferred in particular that the torque-transferring connection have slippage. A slipping or sliding shifting element, in particular, can therefore be provided for such a transference. In an operating situation, the torque, which cannot be applied to the road surface with a wheel that is rotating more quickly, for example, can be conducted via a sliding shifting element to the slower wheel, which has traction.
It is preferred in particular that the connection of the third element in the second planetary gearset on the second output shaft encompasses the shifting element. This connection can be in the form of a shaft, for example.
As a result, the torque at the third element in the second planetary gearset in particular can be conducted radially outside the shifting element to the second output shaft.
With this transmission, the torque conversion and the torque distribution can be applied to the output shafts through a bracing against the housing. Furthermore, locking function can also be provided.
The placement of the shifting element according to the invention—in particular in comparison with transmissions known from the prior art, in which the torque is conducted axially to the output shaft, next to the shifting element—makes it possible to obtain a transmission that is very short in the axial direction.
“shaft” is understood to be a rotating component in the transmission, via which components of the transmission belonging thereto are connected for conjoint rotation, or via which such a connection is obtained when a corresponding shifting element is actuated. The respective shafts can connect these components axially or radially, or both axially and radially. As a result, the respective shaft can also form an intermediate part, via which a respective component is connected radially thereto, for example.
The elements are in the form of a sun gear, planet carrier, and ring gear, in particular.
erein, “axial” refers to an orientation along a longitudinal central axis, along which the planetary gearsets are arranged coaxial to one another. “Radial” then refers to an orientation along the direction of the diameter of a shaft lying on this longitudinal central axis.
If an element is secured in place it cannot rotate. The non-rotating components in the transmission can be stationary components, e.g. a housing for the transmission, part of such a housing, or a non-rotating component connected thereto.
Regarding torque-conversion of the transmission: the transmission has two output shafts, the combined torques of which describe the conversion of the transmission in relation to the input torque. The gear ratios of the respective output shafts are not yet defined. Firstly, the coupling of the two output shafts, e.g. via the wheels of the vehicle on the road surface, generates defined rotational rates. If both output shafts rotate at the same rate, as is the case when driving along a straight trajectory, for example, the gear ratio can be formed, as with the prior art, as the rotational rate ratio between the input rotational rate and one of the two identical output rotational rates. In all other cases, it is not possible to call the gear ratio a gear ratio of the transmission with the current definition.
The first and second planetary gearsets can be axially adjacent to one another. The first planetary gearset can also be placed radially inside the second planetary gearset, however. The latter is also referred to as a nested assembly. Conducting the torque outside makes it possible, in conjunction with the stacked planetary gearsets, to keep the transmission axially short to a large extent.
The teeth of the two elements of the first and second planetary gearsets that are connected to one another, i.e. the third element of the first planetary gearset and the first element of the second planetary gearset, are preferably formed on the same component.
The pitches of the teeth on the third element in the first planetary gearset and on the first element in the second planetary gearset are preferably identical, and in the same direction. The identical pitches free the connecting components or coupling shafts of axial forces, such that there is no need for a complex axial bearing.
A slope or thread pitch of a helical gearing is understood to be the axial path measured along an associated rotational axis that is required in the case of a theoretical continuation of a tooth over the actual width of the gearwheel to obtain a 360° encircling of the tooth about the axis. In the case of threadings, the term thread pitch is used analogously. A gearwheel with numerous helical teeth is therefore comparable to a multiple threading. In the case of spindles, the term pitch is also used for the corresponding value.
The input shaft is preferably connected to a drive machine, in particular an electric machine or an internal combustion engine, in order to introduce a torque in the transmission. With an electric machine, the rotor of the electric machine is preferably connected to the input shaft for conjoint rotation therewith. The rotor is preferably connected to the input shaft via at least one transmission stage.
The axis of the electric machine can be either coaxial to the planetary gearsets or parallel thereto. In the first case, the rotor in the electric machine can either be connected directly to the input shaft for conjoint rotation, or it can be coupled thereto via one or more intermediate transmission stages, wherein the latter case enables a more effective design of the electric machine with higher rotational rates and lower torque. The at least one transmission stage can be in the form of a spur gear stage and/or planetary gear stage.
If the electric machine is axially offset to the planetary gearsets, it is coupled thereto via one or more intermediate transmission stages and/or a traction drive. The one or more transmission stages can also be implemented individually as spur gear stages or planetary gear stages. A traction drive can either be a belt drive or a chain drive.
If the electric machine is coaxial, the first output shaft preferably passes through the rotor in the electric machine. This results in a particularly compact construction of the electric machine and the transmission.
The standard transmission gear ratio for the second planetary gearset is preferably calculated, at least approximately, from the inverse of the standard transmission gear ration for the first planetary gearset minus 1, i.e.: i_02=1/i_01-1.
If both planetary gearsets are negative planetary gearsets (e.g. according to
If another torque distribution is desired, or the planetary gearsets have a different design (e.g.
The number of planets in the second planetary gearset is preferably larger than the number of planets in the first planetary gearset. This configuration allows for a large transmission gear ratio, despite use of the above calculation rule, which in turn results in a particularly compact and cost-effective electric machine. The second planetary gearset preferably has six planets and the first planetary gearset preferably has three or four planets. As a matter of course, the number of planet gears in the second planetary gearset can also be greater than that in the first planetary gearset without using the calculation rule.
The drive machine is preferably installed transverse to the direction of travel. The two output shafts are preferably connected to the wheels of the vehicle for conjoint rotation therewith.
The two output shafts preferably distribute the torque that is input to different axles on the vehicle. This allows for an assembly in the form of a longitudinal distributer transmission (also referred to as a longitudinal distributer), i.e. a transmission, that distributes the torque that is input to numerous axles, in particular a front axle and a rear axle of the vehicle.
The torque distribution to the output shafts by the transmission does not need to be uniform. In particular with the embodiment as a longitudinal distribution transmission, the distribution to the different axles can be non-uniform. By way of example, the torque provided by the input shaft can be distributed such that 60% is conducted to the rear axle, and 40% is conducted to the front axle.
The two planetary gearsets can be designed as negative or positive planetary gearsets. A combination of negative and positive planetary gearsets can also be used.
A negative planetary gearset is comprised, in the manner known in principle to the person skilled in the art, of a sun gear, planet carrier, and ring gear, wherein the planet carrier guides at least one, preferably numerous, rotating planet gears, each of which meshes with both the sun gear and the encompassing ring gear.
A positive planetary gearset likewise comprises a sun gear, ring gear, and planet carrier, wherein the latter guides at least two planet gears, one of which meshes with the internal sun gear, and the other of which meshes with the surrounding ring gear, while the two planet gears also mesh with one another.
Where it is possible to connect the individual elements, a negative planetary gearset can be converted to a positive planetary gearset, wherein, in comparison with the embodiment as a negative planetary gearset, the ring gear and the planet carrier connections are exchanged, and the value for the transmission gear ratio is increased by a value of one. A positive planetary gearset can also be replaced by a negative planetary gearset, as long as the connecting of the elements in the transmission allows for this. In this case, in comparison with the positive planetary gearset, the ring gear and planet carrier connections are likewise exchanged, and the transmission gear ratio is reduced by a value of one, thus changing the sign. In the framework of the invention, however, the two planetary gearsets are preferably negative planetary gearsets.
Both planetary gearsets are preferably negative planetary gearsets. These are efficient and can be placed axially adjacent to one another, and nested radially.
If negative and positive planetary gearsets are combined in a nested arrangement, the radially inner planetary gearset is preferably a negative planetary gearset, and the radially outer planetary gearset is preferably a positive planetary gearset. This makes it easy to nest them. Furthermore, the fixed ring gear has the advantage in this context that the (normally) less efficient positive planetary gearset only acts on one output shaft.
There can also be an additional step-up transmission or multi-gear transmission, preferably a 2-gear transmission, upstream of the transmission in the framework of the invention. This step-up transmission or multi-gear transmission can then also be part of the transmission, and is used for the configuration of an additional gear ratio, in that the rotational rate of the drive machine is converted, for example, and the input shaft is powered with this converted rotational rate. The multi-gear transmission or step-up transmission can be in the form of a planetary transmission, in particular.
The elements of the transmission can preferably be described as follows:
This transmission can be referred to as a first concept, with two negative planetary gearsets.
This transmission can be referred to as a second concept, with two negative planetary gearsets.
This transmission can be referred to as a fifth concept, with two negative planetary gearsets.
This transmission is basically the first concept with a positive planetary gearset.
This transmission is basically the first concept with a positive planetary gearset.
This transmission is basically the first concept with two positive planetary gearsets.
The shifting element is preferably a clutch, preferably a friction clutch, a dog clutch, or a synchronization. An axial floating bearing with at least two corresponding friction surfaces is also understood as a clutch and therefore a shifting element in this context. The friction surfaces of a friction clutch can be planar or conical, for example.
The shifting element is preferably at least partially located radially inside the third element of the second planetary gearset or its connection to the second output shaft, i.e. radially inside the ring gear, if the third element is a ring gear.
There is an actuator for actuating the shifting element. This can be a hydraulic or electro-mechanical actuator.
There is therefore preferably an actuator designed as a hydraulic piston for actuating the shifting element. The hydraulic piston is preferably designed as an integral part of the transmission housing or as an integral part of one of the two second elements. The hydraulic cylinder can preferably rotate conjointly with one of the two output shafts. The hydraulic fluid for actuating the hydraulic cylinder can preferably flow through a component that rotates with the output shaft. The hydraulic fluid for actuating the hydraulic cylinder can preferably flow through a hole in one of the two second elements.
Alternatively, there is preferably an electro-mechanical actuator for actuating the shifting element. The electro-mechanical actuator preferably comprises a spindle or a ramp. The electro-mechanical actuator preferably comprises a lever.
The means for actuating the shifting element is preferably configured such that an axial force is transferred through one of the two second elements.
The second element of one of the two planetary gearsets is preferably configured to transfer the axial force such that it is axially displaced.
There is preferably a component that is configured to transfer the axial force that guides the axial force through one of the two second elements.
The shifting element is preferably a friction clutch and is configured to transfer not only the actuator force, but also forces from a helical gearing.
There is preferably a bearing for introducing forces from a gearing into the housing, which also functions as a reaction bearing for bracing the axial forces applied to the meshing bearing in the shifting element.
There is preferably a conjointly rotating means for force conversion, which reduces bearing forces when actuating the shifting element, preferably a slotted plate spring, which is preferably normally disengaged. “Normally disengaged” means that the spring first produces a force-fitting connection when it is actuated. When the shifting element is not actuated, the connection is disengaged.
The input shaft and/or the first element in the first planetary gearset is preferably supported in a floating manner.
The second element in the first planetary gearset and/or the third element in the second planetary gearset is preferably supported in a floating manner.
With a floating bearing, there are a few tenths of a millimeter of play in the axial direction, i.e. the shaft is not clearly secured or fixed in place axially. As a result, the meshing forces can be readily guided toward the friction element. Floating bearings are also more cost-effective, less complicated, and allow for an expansion of the shaft within the range of play, which may be caused by changes in temperature.
The transmission is part of a motor vehicle drive train for a hybrid or electric vehicle, in particular, and is then located between a drive machine of the motor vehicle, in the form of an internal combustion engine or an electric machine, and the subsequent components of the drive train in the direction of the flow of force toward the drive wheels of the motor vehicle. The transmission can also be part of the drive train for a conventional motor vehicle, i.e. a vehicle that is powered simply by an internal combustion engine.
That two components of the transmission are “connected” or “coupled” for “conjoint rotation” means, as set forth in the invention, that these components are permanently coupled to one another, such that they cannot rotate independently of one another. In this regard, there is no shifting element between these components, which can be elements of the planetary gearsets and/or shafts, and/or a non-rotating component of the transmission, and instead, these components are permanently coupled to one another. An elastic connection for conjoint rotation between two components is also understood to result in conjoint rotation. A connection for conjoint rotation can also contain joints, e.g. enabling a hinged movement or compression stroke for a wheel.
On the whole, the invention results in a transmission and a vehicle that has such a transmission, exhibiting an integral construction, i.e. a torque conversion and torque distribution and a compact and axially short construction (in particular with a nested assembly). Furthermore, the transmission is distinguished by a high level of efficiency and low costs due to a low level of complexity. There are significantly lower meshing forces. Gear stripping problems are also reduced. Furthermore, the invention results in an advantageous locking value.
The invention is not limited to the combinations of features given in the independent claims or the dependent claims. There are other possible combinations of individual features that can be derived from the claims, the following description of preferred embodiments of the invention, or directly from the drawings. References in the claims to the drawings through the use of reference symbols are not intended to limit the scope of protection of the claims.
he drive train 100 in
The drive train 100 according to
The drive train 100 according to
The drive train 100 according to
The drive train 100 according to
The subsequent
The input shaft 10 in the present case is joined to the first element E11 for conjoint rotation. The first output shaft 11 is joined to the second element E21 of the first planetary gearset for conjoint rotation. The second output shaft 12 is joined to the third element E32 of the second planetary gearset for conjoint rotation. The third element E31 of the first planetary gearset P1 is joined to the first element E12 of the second planetary gearset P2 for conjoint rotation, while the second element E22 of the second planetary gearset P2 is secured to a non-rotating component GG. The non-rotating component GG is a transmission housing for the transmission G.
The third element E31, i.e. the ring gear HO1 in the first planetary gearset P1 and the first element E12, i.e. the sun gear SO2 in the second planetary gearset, collectively form a component that is a shaft 3 in the present case.
As can be seen in
The input shaft 10 can be connected to a drive machine and thus input an input torque to the transmission G. This means that the input shaft and output shafts rotate in the same direction. By connecting the two planetary gearsets P1, P2 to one another, and supporting the second element E22 on the housing GG, an input torque can be distributed to the two output shafts 11, 12. In this case, the transmission assumes not only the function of a gear ratio transmission, but also that of a differential transmission. This means that the input torque is not only converted, but also distributed to different output shafts. The direction of rotation is not reversed in this embodiment.
In this case, the planet carrier and ring gear connections are exchanged in both planetary gearsets P1, P2. Otherwise, reference is made to the explanations regarding
In other words, the torque is introduced via the sun gear SO1 in the first planetary gearset P1, but the drive is obtained via the ring gear HO1. Unlike in
Unlike in the embodiment in
The transmission G is the embodiment shown in
Furthermore, the third planetary gearing P3 has a dedicated a shifting element SE. The shifting element SE is configured to fix the third element E33 in place on the non-rotating component GG. The shifting element SE is also configured to connect the third element E33 to the first element E13 in the third planetary gearset, i.e. to lock it thereto, when it is in a second shifting position. If a planetary gearset is locked in place, the gear ratio is always 1, regardless of the rotational rate. In other words, the planetary gearset rotates as a block. In a third shifting position, the third element E33 is neither fixed in place on the housing, nor is the third planetary gearset P3 locked in place. The shifting element SE is in a neutral setting in this case. The first shifting setting of the shifting element SE is indicated by the reference symbol G1, which also represents a first gear. The second shifting setting is indicated by the reference symbol G2, which also represents a second gear. The first element E13 in the third planetary gearset P3 is connected to a drive machine, not shown, via an input shaft 14. If the shifting element SE is in the neutral setting, the drive torque input to the step-up transmission P3 is not transferred to the input shaft 10 in the transmission G.
As can also be readily derived from
Otherwise, the embodiment in
As can be readily seen, the number of planets in the second planetary gearset is greater than the number of planets in the first planetary gearset. According to this embodiment, the second planetary gearset has six planets, and the first planetary gearset has only four planets.
A large transmission gear ratio can be obtained with this configuration, which in turn makes it possible to obtain a particularly compact and cost-effective electric machine.
A large transmission gear ratio results in a smaller standard transmission gear ration at the second planetary gearset P2 according to the calculation rule:
i_02=1/i_01−1
A smaller standard transmission gear ratio results in turn in a small planet diameter. A smaller planet diameter worsens the meshing of the teeth, in turn, and reduces the installation space for the planet carrier.
It has proven to be the case that a higher number of planets in the second planetary gearset than in the first planetary gearset counteracts this.
The following
The following applies in general for the
The torque of the input shaft 10 is converted to the drive torque for the first output 11 at the first planetary gearset P1. The third element E31 in the first planetary gearset P1 (which is also the first element E12 in the second planetary gearset P2), is driven backward by its reaction torque. The reverse movement of the third element E31 is allowed, such that a part of the mechanical drive power (preferably 50% in the transverse differential and when travelling in a straight line) is conducted through the first planetary gearset P1 into the second planetary gearset.
Furthermore, the ratio to the first output 11 is increased by the reverse rotation (standard transmission ratio i0=−3 would only enable a ration of i=4 if the ring gear is stationary).
In the second planetary gearset P2, the direction of rotation (backwards) introduced at the first element E12 is reversed (forwards) in the output movement of the second output 12 with the aid of a housing bracing E22. In this case, the torque input to the second planetary gearset P2 is combined with the torque output to the second output 12 to obtain the housing bracing torque. The second planetary gearset P2 only transfers the part of the mechanical power that is conducted to the second output 12 (typically 50%) in this case. The second planetary gearset P2 is only subjected to a part of the power, such that there is a positive effect on the overall efficiency.
A torque conversion normally takes place in the prior art with the aid of a housing bracing. The reaction torque of the step-up transmission is then conducted directly into the housing, and is not used to generate the second output torque. The result is that a gearing must first be configured for the combined torques of the two output shafts (normally twice the torque). A separate differential is subsequently needed to distribute this combined torque into two output torques, which is not needed anywhere in this form.
The individual
In contrast thereto, the power input according to the preferred embodiment takes place in parallel via eight moving, i.e. rotating gear meshings. There are four gear meshings between the sun gear SO1 and four planet gears. Four other gear meshings act between a respective planet gear and the ring gear HO1, not shown. The output to the first output shaft 11 takes place via the planet carrier PT1. The technological effect lies in the clearly lower gear forces acting on the first planetary gearset.
In contrast thereto, the power input to the second planetary gearset P2 according to the preferred embodiment takes place in parallel via 6 moving, i.e. rotating gear meshings. The six gear meshings each act between one of the six planet gears and the ring gear HO2. The fixed planet carrier PT2, which supports the six planet gears and the sun gear SO2 is not shown. The output to the second output shaft 12 takes place via the ring gear HO2. The technological effect lies in the clearly lower gear forces that act on the second planetary gearset due to the greater effective diameter and due to the greater possible number of planets.
The power input according to the preferred embodiment takes place via 12 parallel gear meshings in the stationary planet carrier PT2. Six gear meshings act between the sun gear SO2 and the six planet gears in the second planetary gearset. The six other gear meshings act between each planet gear in the second planetary gearset and the ring gear HO2. The technological effect lies clearly in the lower gear forces acting on the second planet carrier PT2.
The greatest torque in the gearset according to the invention (on the right) corresponds to the output torque for a single wheel. Only the housing bracing has a higher torque factor according to the physical laws.
The stepped planet set according to the prior art (on the left) generates the entire output torque from an input torque Man, i.e. the combined torque for both wheels. The differential divides this high torque into two half wheel torques Man1 and Man2.
The torques are shown symbolically on their path through the transmission in the illustration. The directions of rotation cannot be derived therefrom.
Regarding the transmission G shown in
The transmission G comprises an actuator unit 30, which contains an actuator in the form of a hydraulic piston 30a and a hydraulic cylinder 30b. The hydraulic piston 30a is guided in the known manner in the hydraulic cylinder 30b, and is configured to exert a force on the second element E21, i.e. the planet carrier PT1 in the first planetary gearset P1. The planet carrier PT1 has no axial forces with regard to the meshing forces acting on it, and can move axially 32. If the hydraulic piston 30a exerts a force on the planet carrier PT1, the force of the hydraulic piston 30a is input via the shifting element 40 in the form of a multi-disk shifting element into a connecting element between the third element E32, i.e. the ring gear HO2 in the second planetary gearset P2, and the second output shaft 12. The flow of force is then closed via a further bearing 41, via the housing GG.
The shifting element 40 is located axially between the ring gear E32 and a connecting element, which conducts torque from the ring gear E32 to the second output shaft 12.
In addition to the forces from the actuator unit 30, forces from the helical gearing on the elements E11 and E32 can also act on the friction clutch 40. The housing bearing 41 on the left, which can also be referred to as a reaction bearing, is also preferably used to absorb other forces, such as meshing forces and drive shaft forces. The bearing 41 can also be in the form of a fixed bearing.
In the embodiment in
When the hydraulic piston 30a is actuated, a force is transferred from the hydraulic piston 30a to the shifting element 40 via the indent bearing 31. The force then flows via the shifting element 40 into the reaction bearing 41 and is thus returned to the housing GG. Axial movement of the planet carrier PT1 in the first planetary gearset P1 is therefore not necessary. In other words, there is no need for the bearing 32 in
The embodiment according to
In the embodiment in
Because the transfer component 37 rotates conjointly with the output shaft 11 and therefore with the planet carrier PT1 in the first planetary gearset P1, it is possible to pass radially between the sun gear SO1 and the ring gear HO1 in the first planetary gearset P1 and reach circumferentially between the individual planet gears PR1, in order to conduct the actuation force to the shifting element 40. The force flow in the embodiment according to
The embodiment in
In the embodiment in
In the embodiment in
The axial forces F_E11 and F_E32 formed in the helical gearings are shown in
The axial force F_E11 in the helical gearing in the sun gear SO1 presses against the planet carrier PT1 via a bearing 33. The axial force F_E32 in the helical gearing in the ring gear HO2 pulls against the second output shaft 12. The second output shaft 12 is braced against the planet carrier PT1 via the shifting element 40.
In other words, the forces F_E11 and F_E32 counterbalance each other. This means that the forces from the helical gearing do not need to be conducted via the transmission housing in the more frequent case of the traction mode. As a result, the axial force of the helical gearing is transferred via the shifting element 40. Consequently, in the forward traction mode (and in the reverse motor braking), a load-dependent compression force, proportional to the torque, of the shifting element 40 is obtained, thus resulting in a load-dependent locking torque. The flow of force of the axial forces dependent on the helical gearing is closed via the friction element in the shifting element 40.
The advantage of this concept, in addition to the locking effect being proportional to the torque, is in the low bearing losses. There is also an advantage in noise reductions, i.e. an acoustic improvement, because the axial forces F_E11, F_E32 of the gearings, and therefore their overlapping axial vibrations, are not conducted into the housing GG.
As long as the actuator 30a is not actuated, the axial bearing 33 is the only bearing that transfers an axial force with a rotational speed difference.
The bearings 41 and 42 facing the housing GG are subjected to forward axial forces (F_E11, F_E32) in the motor braking mode (and reverse, in the traction mode), from the gearing. The bearing 42 has play in the axial direction, such that a floating bearing can be obtained. The bearing 41 also supports the force of the actuator 30a in actuation variations with an indent bearing 31 (
The invention has been comprehensively described and explained in reference to the drawings and in the description. The description and explanation are to be understood by way of example, and not as limiting. The invention is not limited to the embodiments disclosed herein. Other embodiments or variations can be derived by the person skilled in the art through the use of the present invention, and a precise analysis of the drawings, the disclosure, and the following claims.
The words “comprising” and “with” in the claims do not exclude the presence of other elements or stages. The indefinite articles “a” and “an” do not exclude a plurality. An individual element or an individual unit may execute the functions of numerous units specified in the claims. Simply specifying some measures in numerous different dependent claims is not to be understood to mean that a combination of these measures cannot likewise be used advantageously.
| Number | Date | Country | Kind |
|---|---|---|---|
| 102019216510.9 | Oct 2019 | DE | national |
| Filing Document | Filing Date | Country | Kind |
|---|---|---|---|
| PCT/EP2020/079810 | 10/22/2020 | WO |
| Publishing Document | Publishing Date | Country | Kind |
|---|---|---|---|
| WO2021/078894 | 4/29/2021 | WO | A |
| Number | Name | Date | Kind |
|---|---|---|---|
| 20120285765 | Zulu | Nov 2012 | A1 |
| 20200276897 | Pinschmidt | Sep 2020 | A1 |
| 20220397187 | Beck | Dec 2022 | A1 |
| Number | Date | Country |
|---|---|---|
| 20 2006 017 096 | Feb 2007 | DE |
| 10 2008 050 059 | Apr 2010 | DE |
| 10 2011 079 975 | Jan 2013 | DE |
| 10 2018 112 880 | Dec 2018 | DE |
| 10 2017 212 781 | Jan 2019 | DE |
| WO-2015062599 | May 2015 | WO |
| Entry |
|---|
| International Search Report and Written Opinion of the International Search Authority dated Jan. 26, 2021 in International Application No. PCT/EP2020/079810 (English and German languages) (23 pp.). |
| Number | Date | Country | |
|---|---|---|---|
| 20230213092 A1 | Jul 2023 | US |
