WO2023247164A1 - Système d'entraînement pour un véhicule à propulsion électrique - Google Patents

Système d'entraînement pour un véhicule à propulsion électrique Download PDF

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Publication number
WO2023247164A1
WO2023247164A1 PCT/EP2023/064977 EP2023064977W WO2023247164A1 WO 2023247164 A1 WO2023247164 A1 WO 2023247164A1 EP 2023064977 W EP2023064977 W EP 2023064977W WO 2023247164 A1 WO2023247164 A1 WO 2023247164A1
Authority
WO
WIPO (PCT)
Prior art keywords
electric drive
wet
service brakes
drive system
actuator
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/EP2023/064977
Other languages
German (de)
English (en)
Inventor
Matthias MÜLLER-LINKOWITSCH
Daniel Martin
Wolfgang Barth
Christian Sibla
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.)
ZF Friedrichshafen AG
Original Assignee
ZF Friedrichshafen AG
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 ZF Friedrichshafen AG filed Critical ZF Friedrichshafen AG
Publication of WO2023247164A1 publication Critical patent/WO2023247164A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
    • B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
    • B60T1/06—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels acting otherwise than on tread, e.g. employing rim, drum, disc, or transmission or on double wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
    • 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
    • B60K17/348—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having differential means for driving one set of wheels, e.g. the front, at one speed and the other set, e.g. the rear, at a different speed
    • B60K17/35—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having differential means for driving one set of wheels, e.g. the front, at one speed and the other set, e.g. the rear, at a different speed including arrangements for suppressing or influencing the power transfer, e.g. viscous clutches
    • B60K17/3515—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having differential means for driving one set of wheels, e.g. the front, at one speed and the other set, e.g. the rear, at a different speed including arrangements for suppressing or influencing the power transfer, e.g. viscous clutches with a clutch adjacent to traction wheel, e.g. automatic wheel hub
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D55/00—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes
    • F16D55/24—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with a plurality of axially-movable discs, lamellae, or pads, pressed from one side towards an axially-located member
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D65/00—Parts or details
    • F16D65/14—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position
    • 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

Definitions

  • the state of the art of drive systems in passenger vehicles has either two primary electric drive axles or a primary and a secondary electric drive axle.
  • the primary electric drive axle is used primarily for drive, braking and recuperation, while the secondary electric drive axle is only operated as a motor or generator when very high performance demands and/or all-wheel drive operation is required.
  • a service brake system is also used in electrically powered vehicles, which has a service brake for each wheel.
  • the service brakes can have an actuator that is designed to actuate the service brake.
  • This actuator can be used at the same time to actuate a parking brake and can have different positions in which the parking brake and/or the service brake are actuated or in which the actuator is not connected to either the service brake or the parking brake.
  • the secondary electric drive axle can in particular be the rear drive axle or the rear axle of a vehicle with two drive axles.
  • Each disconnect device is designed to disconnect and/or restore the connection of a wet service brake and a wheel to an output of the differential gear. As a result, the wet service brake and the wheel connected to the output of the differential gear via the wet service brake can be disconnected from the electric drive and then reconnected.
  • Each of the actuators can advantageously be controlled hydraulically.
  • a pressure oil brake system may be provided to hydraulically control each actuator.
  • the pressure oil system can be designed to control several different actuators.
  • the wet service brakes can also be hydraulically controlled and/or designed as oil-bath-based multi-disc wet brakes. If at least one of the wet service brakes and at least one of the actuators can be controlled hydraulically, at least one of the wet service brakes and at least one of the actuators can expediently be arranged in a common housing so that they share a common oil supply.
  • the wet service brakes can also be designed as fluid-cooled multi-disc wet brakes.
  • Each of the actuators can be between a service brake area, within which it is connected to one of the wet-running service brakes, a separation area, in which it is connected to one of the separation devices, and a neutral area, between the service brake area and the separation area, in which the respective actuator cannot be adjusted, neither with one of the wet service brakes nor with one of the separating devices.
  • the task is for a vehicle with a primary electric drive axle and a secondary electric drive axle, in which the secondary drive axle comprises an electric drive, a transmission gear, a differential gear, two wheels and two wet service brakes, the electric drive via the transmission gear with one input of the differential gear is connected, the wheels are each connected to an output of the differential gear via one of the two wet-running service brakes, an actuator for controllable brake actuation is assigned to the two wet-running service brakes and a separating device between the electric drive and at least one of the wet-running ones Service brakes are present, solved in that the separating devices are each connected to one of the actuators and can be actuated by this.
  • FIG. 1 a schematic representation of a secondary electric drive axle in a first embodiment, in which a separating device is arranged between an electric drive and the two wet-running service brakes,
  • Fig. 3 Diagrams that exemplify a sequence of states and state transitions of an actuator, the service brake and the separating device.
  • All embodiments of the invention relate to an electric drive system for a vehicle with a primary electric drive axle (not shown in the drawings) and a secondary electric drive axle 1, which is shown in a first embodiment in FIG. 1.
  • the secondary electric drive axle 1 has an electric drive 2, which is connected to an input of a differential gear 4 via a transmission gear 3.
  • the transmission gear 3 is designed to translate a torque that is generated by the electric drive 2 into another torque and pass it on to the differential gear 4.
  • Wheels 5 are each connected to an output of the differential gear 3 via one of the two wet service brakes 6.
  • the differential gear 4 is connected to a service brake 6, which is designed as a wet brake, and one of the wheels 5 in a separable manner through a separating device 8 (DCU). If the differential gear 4 is connected to the two wheels 5, the wheels 5 can be driven by the electric drive 2. At the same time, the wheels 5 can transmit torque to the electric drive 2, whereby it can be operated as a generator and recuperation can take place.
  • Each service brake 6 is connected to an actuator 7, which can advantageously be controlled hydraulically.
  • Each actuator 7 is designed to trigger a service brake 6.
  • the actuator 7 can be brought into a service brake area B.
  • the actuator 7 fulfills a further function: it is also designed to actuate the separating device 8 and thus bring it into a different state by bringing it into a separating area C.
  • the actuator 7 can also be brought into a neutral range N in which it is connected neither to the service brake 6 nor to the separating device 8.
  • the letters “L” and “R”, which are assigned to the actuator positions in Fig. 1, indicate whether a position is assigned to the actuator 7 of the left or right service brake 6.
  • a pressure oil brake system 9 is also present, which is designed to control the two actuators 7.
  • the separating devices 8 can be, for example, friction clutches or positive clutches, e.g. claw clutches, as are largely known from the prior art. Depending on the structure of the secondary electric drive axle 1, it may make sense to attach several separating devices 8 at different positions. By attaching the separating devices 8 between one of the two outputs of the differential gear 4 and one of the two wet service brakes 6, the connection between the wheels 5 of the secondary electric drive axle 1 and the electric drive 2 can be detached. By loosening the connection, drag losses caused by friction, for example, can be avoided during towed operation.
  • a secondary electric drive axle 1 in a second embodiment is shown in Fig. 2.
  • This configuration also allows the entire secondary electric drive axle 1 to be decoupled if the differential 4 is designed accordingly.
  • the conditions of the Actuator 7 are shown here only for the right side of the secondary electric drive axle 1.
  • the wet service brake 6 and the actuator 7 on the right and left sides are each in a common housing (indicated by dash-dotted lines) and share an oil space or an oil balance.
  • the states and state transitions of the service brake 6, the actuator 7 and the separating device 8 are shown in FIG.
  • the actuator 7 is connected to both the service brake 6 and the separating device 8. Only the states of the left actuator 7, the left service brake 6 and the left separating device 8 are shown in FIG. 3 as an example.
  • the separating device 8 is open.
  • the secondary electric drive axle 1 is therefore coupled to the electric drive 2.
  • a braking effect is minimal and the actuator 7 is in the neutral range N-L.
  • the actuator 7 begins to move into the service brake range B-L at time to or shortly thereafter.
  • the service brake 6 begins to transmit the braking effect to the wheel 5.
  • the actuator 7 has reached the service braking range B-L and the braking effect becomes maximum.
  • the separator 8 is still in an open state.
  • the braking effect is still maximum and the actuator 7 is in the service braking range B-L.
  • the actuator 7 begins to move into the neutral range N-L.
  • the actuator 7 reaches the neutral range N-L and the braking effect reaches its minimum.
  • the separator 8 is still open. The state transitions of the service brake 6 are continuous.
  • the state transitions of the separating device 8, however, are discrete.
  • the actuator 7 is in the neutral range and the braking effect is at its minimum and the separator 8 is in an open state.
  • the secondary electric drive axle 1 should be decoupled.
  • the reasons for this can be different.
  • the drag torque that is generated by the secondary electric drive axle 1 should be decoupled because there is a need for acceleration and/or because no recuperation should or can take place.
  • the actuator 7 begins to move into the separation area CL.
  • the actuator 7 has arrived in the separation area CL and the separation device 8 is brought from the open state into a closed state by the actuator 7.
  • the braking effect is still minimal.
  • the actuator 7 After the actuator 7 has reached the separation area CL, it remains there for a predetermined time and then moves back to the neutral area NL.
  • the separating device 8 remains open even after the actuator 7 has moved into the neutral range NL.
  • the actuator 7 is again in the neutral range NL, the braking effect is minimal and the separating device 8 is in a closed state.
  • the secondary electric drive axle 1 should be coupled again, for example because there is no longer any need for acceleration and/or because recuperation should take place (again).
  • the actuator 7 therefore moves again into the separation area CL.
  • time tz at which the actuator 7 reaches the separation area CL, the separation device 8 is brought from the closed to the open state by the actuator 7.
  • the braking effect is still minimal.
  • the states and state transitions shown in FIG. 3 are to be understood as one of many possible sequences of states and state transitions, all of which can be carried out with the drive system according to the invention.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Regulating Braking Force (AREA)
  • Braking Arrangements (AREA)

Abstract

L'invention concerne un système d'entraînement pour un véhicule comportant un essieu moteur électrique primaire et un essieu moteur électrique secondaire (1) qui comprend un entraînement électrique (2), un engrenage multiplicateur (3), un différentiel (4), deux roues (5) et deux freins de service (6) à bain d'huile. L'entraînement électrique (2) communique avec une entrée du différentiel (4) par l'intermédiaire de l'engrenage multiplicateur (3). Les roues (5) communiquent chacune avec dans chaque cas une sortie du différentiel (4) par l'intermédiaire de l'un des deux freins de service (6) à bain d'huile. Un actionneur (7) destiné à assurer l'actionnement commandé des freins, est associé dans chaque cas aux deux freins de service (6) à bain d'huile et dans chaque cas un dispositif de séparation (8) est présent entre l'entraînement électrique (2) et au moins l'un des freins de service (6) à bain d'huile. Le système d'entraînement selon l'invention se caractérise en ce que les dispositifs de séparation (8) sont reliés chacun à l'un des actionneurs (7) et peuvent être actionnés par celui-ci. L'invention concerne en outre un véhicule équipé d'un essieu moteur électrique primaire et d'un essieu moteur électrique secondaire (1), qui comporte un système d'entraînement selon l'invention.
PCT/EP2023/064977 2022-06-23 2023-06-05 Système d'entraînement pour un véhicule à propulsion électrique Ceased WO2023247164A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102022206311.2A DE102022206311A1 (de) 2022-06-23 2022-06-23 Antriebssystem für ein elektrisch angetriebenes Fahrzeug
DE102022206311.2 2022-06-23

Publications (1)

Publication Number Publication Date
WO2023247164A1 true WO2023247164A1 (fr) 2023-12-28

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PCT/EP2023/064977 Ceased WO2023247164A1 (fr) 2022-06-23 2023-06-05 Système d'entraînement pour un véhicule à propulsion électrique

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DE (1) DE102022206311A1 (fr)
WO (1) WO2023247164A1 (fr)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102023136063B4 (de) * 2023-12-20 2025-07-10 Audi Aktiengesellschaft Fahrzeugachse für ein zweispuriges Fahrzeug

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10219921A1 (de) * 2002-05-03 2003-11-20 Zahnradfabrik Friedrichshafen Antriebsachse für elektromotorisch angetriebene Fahrzeuge
US20050264102A1 (en) * 2004-05-31 2005-12-01 Fuji Jukogyo Kabushiki Kaisha Vehicle braking system and vehicle braking method
WO2023099442A1 (fr) * 2021-12-02 2023-06-08 Zf Friedrichshafen Ag Système d'entraînement pour un véhicule et véhicule comprenant le système d'entraînement

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10219921A1 (de) * 2002-05-03 2003-11-20 Zahnradfabrik Friedrichshafen Antriebsachse für elektromotorisch angetriebene Fahrzeuge
US20050264102A1 (en) * 2004-05-31 2005-12-01 Fuji Jukogyo Kabushiki Kaisha Vehicle braking system and vehicle braking method
WO2023099442A1 (fr) * 2021-12-02 2023-06-08 Zf Friedrichshafen Ag Système d'entraînement pour un véhicule et véhicule comprenant le système d'entraînement

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DE102022206311A1 (de) 2023-12-28

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