Compensation device and power transmission system for an electric vehicle

Abstract

The invention relates to a compensation device (15) and to a power transmission system (10), comprising a planetary gear mechanism (70), a switchable clutch device (75), a bevel differential (80) and a housing (85), wherein the housing (85) at least partially encloses a housing interior (90), in which the planetary gear mechanism (70), the clutch device (75) and the bevel differential (80) are arranged, wherein the bevel differential (80) comprises a bevel gear set (100), which comprises a first bevel gear (110) and a second bevel gear (115) coupled with the first bevel gear (110), wherein the planetary gear mechanism (70) has a transmission output side (280), the clutch device (75) has a clutch input side (285) and a clutch output side (295), wherein the clutch input side (285) is connected to the transmission output side (280) in a torque-transmitting manner and the clutch output side (295) is connected to the first bevel gear (110) in a torque-transmitting manner, wherein the clutch device (75) is switchable between a closed state and an open state, wherein in the closed state the clutch device (75) connects the first bevel gear (110) to the transmission output side (285) in a torque-transmitting manner and in the open state the first bevel gear (110) is rotatable relative to the transmission output side (280).

Description

Technical Field

[0001] The present invention relates to a compensation device according to claim 1 of the patent and a power transmission system according to claim 9 of the patent. Background Technology

[0002] A planetary gear mechanism with a differential is known from WO 2021 / 004584.

[0003] The purpose of this invention is to provide an improved compensation device and an improved powertrain system for electric vehicles.

[0004] This objective is achieved by the compensation device according to claim 1 and the power transmission system according to claim 9. Advantageous embodiments are given in the dependent claims.

[0005] It has been recognized that an improved compensation device for a vehicle's electric powertrain can be provided by comprising a planetary gear mechanism, a switchable clutch assembly, a bevel gear differential, and a housing. The housing at least partially surrounds an internal cavity in which the planetary gear mechanism, the clutch assembly, and the bevel gear differential are arranged. The bevel gear differential has a set of bevel gears, including a first bevel gear and a second bevel gear coupled to the first bevel gear. The planetary gear mechanism has a transmission output side, and the clutch assembly has a clutch input side and a clutch output side, wherein the clutch input side is connected to the transmission output side in a torque-transmitting manner, and the clutch output side is connected to the first bevel gear in a torque-transmitting manner. The clutch assembly is switchable between a closed state and an open state, wherein in the closed state, the clutch assembly connects the first bevel gear to the transmission output side in a torque-transmitting manner, and in the open state, the first bevel gear is rotatable relative to the transmission output side.

[0006] The advantage of this configuration is that the compensation device is particularly compact not only in the radial direction but also especially in the axial direction, and requires very little installation space. In particular, this compensation device is especially suitable when a motor is connected to the input side, for example, for forming the E-axis of an electric vehicle.

[0007] In another embodiment, the clutch assembly and the planetary gear mechanism are arranged to overlap axially, wherein the clutch assembly and the bevel gear differential are arranged to overlap radially at least on a first section of the bevel gear differential, and the planetary gear mechanism and the bevel gear differential are arranged to overlap radially at least on a second section of the bevel gear differential. The advantage of this configuration is that, especially when the bevel gear differential is arranged radially inward relative to the clutch assembly, the compensation device requires very little installation space.

[0008] In another embodiment, the planetary gear mechanism has a planet carrier rotatably mounted about a rotational axis and at least one planetary gear rotatably mounted on the planet carrier about a planetary axis. The planetary gear forms the input side of the compensation device and can be connected to the motor of the power transmission system. The planet carrier is rotatably fixed to the clutch input side. The advantage of this configuration is that the motor speed can be reduced in a particularly simple manner by means of the planetary gear mechanism, and the clutch device can be connected to the planetary gear mechanism at the planet carrier in a particularly simple manner.

[0009] In another embodiment, the planetary gear has a first external tooth and a second external tooth arranged axially offset from the first external tooth. The planetary gear mechanism has a gear ring that is rotatably fixed to the housing. The gear ring has a gear ring tooth profile corresponding to the second external tooth, especially internal teeth. The second external tooth meshes with the gear ring tooth profile in a meshing manner. The advantage of this configuration is that the gear ring can be formed with particularly thin walls and can be easily mechanically connected to the housing.

[0010] In another embodiment, the clutch assembly includes a first friction plate carrier, a second friction plate carrier, an actuation unit, and a friction plate assembly having at least one first friction plate and one second friction plate. The first friction plate carrier constitutes the clutch input side, and the second friction plate carrier constitutes the clutch output side, wherein the first friction plate is rotatably fixed to the first friction plate carrier and the second friction plate is axially movable to the second friction plate carrier. The actuation unit is configured to switchably provide an actuating force that, under the action of a reaction force opposite to the actuating force, presses the first and second friction plates together, thereby forming a frictional connection between the first and second friction plates when the actuating force is provided, so that the transmission output side is connected to the first bevel gear in a torque-transmitting manner. The advantage of this configuration is that the bevel gear differential can be locked on one side in a simple manner. Thus, the actuating force can be infinitely varied, and therefore the bevel gear differential can also be infinitely locked. Thus, the compensation device can be controlled according to vehicle dynamics.

[0011] In another embodiment, the compensation device has a first axial bearing disposed on the housing, wherein the planet carrier is axially mounted and rotatably mounted relative to the housing about a rotation axis via the first axial bearing, wherein the actuating force acts axially in a direction toward the planet carrier, and the planet carrier is configured to support the actuating force on the housing via the first axial bearing. Thus, a particularly direct force flow can be achieved within the compensation device, and therefore further components, particularly, for example, the differential housing of the differential gear, can be formed with particularly thin walls.

[0012] In another embodiment, the actuation unit has a pressure piston and a pressure chamber, the pressure chamber being defined at least axially by the pressure piston and the housing. Pressurized fluid can be introduced into the pressure chamber to provide actuation force. The pressure fluid can be, for example, compressed air or hydraulic fluid, thereby providing simple and easily controlled actuation of the clutch mechanism.

[0013] In another embodiment, the actuation unit has a second axial bearing and a pressure tank, wherein the second axial bearing is axially arranged between the pressure tank and the pressure piston such that the pressure tank is arranged relative to the pressure piston about a rotation axis, wherein the pressure tank abuts against a friction plate assembly on the side opposite to the pressure piston. The pressure tank is axially rotatable relative to the pressure piston about a rotation axis, wherein the second axial bearing is configured to transmit actuation force between the pressure piston and the pressure tank.

[0014] An improved powertrain system for electric vehicles can be provided by comprising a hollow shaft, a motor, and a compensation device configured as described above. The motor has a rotor and a stator, wherein the rotor is arranged radially outward of the hollow shaft and rotatably fixed to it. The hollow shaft is rotatably mounted about an axis of rotation and axially offset relative to the rotor, and has a third external tooth corresponding to a first external tooth. The first and third external teeth mesh with each other. The advantage of this configuration is that it provides an E-axis with particularly small axial and radial mounting space requirements. Attached Figure Description

[0015] The invention will now be described with reference to an accompanying drawing. In the drawing: Figure 1 shows a half longitudinal section of the vehicle's powertrain system 10. Detailed Implementation

[0016] The power transmission system 10 includes a compensation device 15, a motor 20, a first drive shaft 25, and a second drive shaft 30. The motor 20 has a rotor 35, a stator 40, and a hollow shaft 45. The hollow shaft 45 is rotatably mounted about a rotation axis 50. The rotor 35 is rotatably fixed to the radially outer side of the hollow shaft 45. The rotor 35 is circumferentially surrounded by the stator 40 on the radially outer side. For example, the motor 20 can be configured as a DC motor. It is also possible for the motor 20 to be configured as a synchronous motor or an asynchronous motor.

[0017] The compensation device 15 has an input side 55, a first output side 60, a second output side 65, a planetary gear mechanism 70, a switchable clutch device 75, a bevel gear differential 80, and a housing 85.

[0018] The housing 85 at least partially surrounds the housing cavity 90. A lubricant, such as gear oil, can be placed in the housing cavity 90. In particular, the housing cavity 90 can be sealed relative to the environment 95. A planetary gear mechanism 70, a clutch device 75, and a bevel gear differential 80 are arranged in the housing cavity 90. In addition, the first drive shaft 25 and the second drive shaft 30 can also extend at least partially into the housing cavity 90.

[0019] The bevel gear differential 80 has a bevel gear set 100 and a differential housing 105 coupled to the bevel gear set 100. The bevel gear set 100 has a first bevel gear 110, at least one second bevel gear 115, and at least one third bevel gear 120. Additionally, the bevel gear set 100 may also have a fourth bevel gear. The first to fourth bevel gears 110, 115, and 120 are formed correspondingly to each other.

[0020] The first bevel gear 110 and the second bevel gear 115 are rotatably arranged about the axis of rotation 50. Here, the first bevel gear 110 has a first output side 60. The first output side 60 is configured as a hub, for example, on the radially inward side, wherein the first drive shaft 25 extends into the first output side 60 and is connected to the first bevel gear 110 by means of a shaft-hub connection to transmit torque, preferably in a rotatably fixed manner.

[0021] A second bevel gear 115 is arranged axially opposite to the first bevel gear 110. The second bevel gear 115 has a second output side 65 on its radially inward side. A second drive shaft 30 extends into the second output side 65, wherein, for example, the second bevel gear 115 is connected to the second drive shaft 30 via another shaft-hub connection. Here, the second output side 65 is formed by the hub of the second bevel gear 115.

[0022] Similar to the first and second bevel gears 110 and 115, the third bevel gear 120 is also rotatably arranged inside and rotatably mounted on the differential housing 105. The third bevel gear 120 meshes with both the first bevel gear 110 and the second bevel gear 115, connecting the first bevel gear 110 and the second bevel gear 115, such that the first bevel gear 110 can rotate about the rotation axis 50 relative to the second bevel gear 115.

[0023] Another fourth bevel gear can also be arranged opposite to the third bevel gear 120 on the differential housing 105 shown in FIG1, wherein, similar to the third bevel gear 120, the fourth bevel gear simultaneously meshes with the first and second bevel gears 110, 115 and connects the first and second bevel gears 110, 115 to each other.

[0024] A clutch assembly 75 is arranged radially outward of the bevel gear differential 80. Here, the clutch assembly 75 and the bevel gear differential 80 have radial overlap in the first section of the bevel gear differential 80. Radial overlap should be understood as follows: when two components, such as the clutch assembly 75 and the bevel gear differential 80, are projected radially onto a projection plane (e.g., through which the axis of rotation 50 passes), these two components, such as the clutch assembly 75 and the bevel gear differential 80, cover and overlap each other in the radial direction of the projection plane.

[0025] Furthermore, the planetary gear mechanism 70 and the bevel gear differential 80 have radial overlap on the second section of the bevel gear differential 80. The second section is adjacent to the first section, which overlaps axially with the clutch device 75, along the axial direction of the rotation axis 50.

[0026] The clutch assembly 75 may be configured as a wet multi-plate clutch, for example. Other configurations may also be used.

[0027] The clutch assembly 75 includes a clutch input side 285, a clutch output side 295, a first friction plate carrier 125, a second friction plate carrier 130, a friction plate assembly 135, and an actuation unit 140. The first friction plate carrier 125 can be configured as an inner friction plate carrier, while the second friction plate carrier 130 can be configured as an outer friction plate carrier, for example. Other configurations of the first and second friction plate carriers 125 and 130 are also possible.

[0028] The first friction plate support 125 and the second friction plate support 130 together define an annular gap extending along the rotation axis 50. The friction plate assembly 135 is arranged in this annular gap.

[0029] The friction plate assembly 135 has a first friction element 145 and at least one second friction element 150. Preferably, the friction plate assembly 135 has a plurality of first and second friction elements 145, 150, which are arranged alternately side by side in a stacked manner in the axial direction. In this case, for example, the first friction element 145 can be configured as a plate with a friction liner, and the second friction element 150 can be configured as an unlined friction plate. Other configurations of the first and second friction elements 145, 150 are also possible.

[0030] A first friction element 145 is arranged radially inner to the first friction plate support 125 and is axially movable relative to the first friction plate support 125. Furthermore, the first friction element 145 is rotatably fixed to the first friction plate support 125 through engagement with it. A second friction element 150 is arranged radially outer to the second friction plate support 130, wherein the second friction element 150 is axially movable but is rotatably fixed to the second friction plate support 130 through engagement with it.

[0031] The planetary gear mechanism 70 has a planetary set 170 with at least one, preferably multiple, planetary gears 175 and a planet carrier 180, and a ring gear 185. The planetary gears 175 are configured as, for example, stepped planetary gears, and preferably have a first external tooth 190 and a second external tooth 195 axially offset from the first external tooth 190. The second external tooth 195 may, for example, have a tip circle diameter smaller than that of the first external tooth 190. In an exemplary embodiment, both the first external tooth 190 and the second external tooth 195 are configured as helical teeth.

[0032] The gear ring 185 is rotatably fixed to the housing 85 on its radially outer side and has a gear ring tooth profile 196. The gear ring tooth profile 196 can, for example, be configured as internal teeth 200. The gear ring tooth profile 196 can be formed correspondingly to a second external tooth 195, wherein in this embodiment, the second external tooth 195 of the planetary gear 175 meshes with the gear ring tooth profile 196 in a meshing manner. The first external tooth 190 of the planetary gear 175 is arranged on the axial side toward the motor 20 and extends radially beyond the gear ring 185.

[0033] Planetary gear 175 is rotatably arranged on a planetary carrier 180 rotatably about a planetary shaft 205. The planetary carrier 180 is rotatably mounted on a housing 85 about the rotation axis 50 via a first radial bearing 210. Furthermore, the planetary carrier 180 is axially supported on the housing 85 via a first axial bearing 215 to fix the axial position of the planetary carrier 180 relative to the housing 85.

[0034] On the axial side opposite to the first axial bearing 215 arranged on the side facing the motor 20, the planetary carrier 180 is rotatably fixed to the first friction plate carrier 125.

[0035] The first friction pad carrier 125 has, for example, an annular configuration and extends circumferentially about the rotation axis 50. The first friction pad carrier 125 has a toothed segment 260, a first radial segment 265, and preferably a carrier segment 270. In an exemplary embodiment, the toothed segment 260 is arranged radially outward of the first radial segment 265. The first radial segment 265 extends generally in a plane of rotation perpendicular to the rotation axis 50. Radially inward, the first radial segment 265 connects to the carrier segment 270, wherein the carrier segment 270 may be formed substantially cylindrically about the rotation axis 50. Radially outward, the first radial segment 265 connects to the toothed segment 260.

[0036] Preferably, the first friction plate carrier 125 can be a deep-drawn structure. The first radial segment 265 is rotatably fixed to the planetary carrier 180 via a connection 250. One end face of the planetary carrier 180 forms the transmission output side 280 of the planetary gear mechanism 70. The first radial segment 265 is connected to the planetary carrier 180 via a connection 245 to transmit torque. The connection 245 can be configured as a bolted connection or a riveted connection. The first radial segment 265, for example, forms the clutch input side 285 of the clutch device 75.

[0037] The differential housing 105 has a second radial section 275, which may extend parallel to the first radial section 265. Specifically, the second radial section 275 may abut against the first radial section 265 on an end face opposite to the friction plate assembly 135. The planetary carrier 180 may, for example, extend into a receiving portion of the second radial section 275, thereby rotatably connecting the differential housing 105 to the planetary carrier 180 via the second radial section 275. The first radial section 265 and the connection 245 secure the differential housing 105 to the planetary carrier 180.

[0038] On the radially inner side, the bearing section 270 may abut against the differential housing 105 and / or at least partially form the differential housing 105 by the bearing section 270.

[0039] The second friction plate support 130 may have a basic conical shape. The second friction plate support 130 forms a clutch output side 295 on its radially inner side. At the clutch output side 295, the first bevel gear 110 is fixed in a rotatable manner.

[0040] On the radially inner side, the hollow shaft 45 extends into the housing cavity 90 and is sealed relative to the first radial bearing 210 and the first axial bearing 215 on the radially inner side. The hollow shaft 45 has a sun gear with a third external tooth 220 on the side facing the bevel gear differential 80. The third external tooth 220 is formed correspondingly to the first external tooth 190 of the planetary gear 175. In the embodiment, the first external tooth 190 constitutes the input side 55 of the compensation device 15. In the assembled state of the power transmission system 10, the third external tooth 220 and the first external tooth 190 mesh with each other in an engaging manner.

[0041] The actuation unit 140 includes a pressure tank 160, a pressure piston 155, a second axial bearing 235, and a support plate 240, wherein the pressure tank 160 is axially oriented toward the friction plate assembly 135, thereby being axially arranged between the pressure piston 155 and the friction plate assembly 135. The pressure piston 155 defines a pressure chamber 165 axially, which is further defined radially and on the opposite axial side relative to the pressure piston 155 by a housing 85. The pressure chamber 165 can be filled with a pressurized fluid. The pressurized fluid can be, for example, compressed air or a pressurized liquid, such as hydraulic oil. The actuation unit 140 can also be electrically actuated.

[0042] A second axial bearing 235 is axially arranged between the pressure tank 160 and the pressure piston 155. Here, the second axial bearing 235 is positioned on the side of the pressure piston 155 facing the friction plate assembly 135. The second axial bearing 235 is used for speed compensation between the pressure tank 160 and the pressure piston 155 entering the housing 85. Through the second axial bearing 235, the pressure tank 160 can rotate relative to the pressure piston 155 about the rotation axis 50.

[0043] The support plate 240 extends radially inward from approximately the height of the friction plate assembly 135. The support plate 240 has at least one through-hole through which the pressure tank 160 passes to act on the friction plate assembly 135. The support plate 240 can support the pressure tank 160 in the radial direction. The pressure tank 160 is substantially disposed between the second axial bearing 235 and the support plate 240, located on the axial side of the support plate 240 opposite to the friction plate assembly 135.

[0044] The clutch device 75 can be switched between an open and closed state by means of the actuation unit 140. Figure 1 In this example, the actuation unit 140 is not actuated, so the clutch device 75 is in the open state. In the open state, the first friction plate support 125 can rotate about the rotation axis 50 relative to the second friction plate support 130.

[0045] To transition the clutch assembly 75 from an open state to a closed state or a partially closed state, in this embodiment, pressurized fluid is introduced into the pressure chamber 165. The pressurized fluid causes a force F to act on the pressure piston 155. The pressure piston 155 transmits the force F to the second axial bearing 235, which further transmits the force F to the pressure tank 160. The force F acts from the pressure tank 160 toward the planetary carrier 180 on the friction plate assembly 135. The planetary carrier 180, in turn, provides a reaction force FG acting opposite to the force F due to its rearward support on the first axial bearing 215 and thus its support for the force F. This reaction force FG acts on the first radial section 265. Between the first radial section 265 and the pressure tank 160, the friction plate assembly 135, and thus the first and second friction elements 145, 150 of the friction plate assembly 135, are pressed together. Under the action of the actuating force F and the reaction force FG, a frictional engagement is formed between the first friction member 145 and the second friction member 150 in the friction plate assembly 135. Through this frictional engagement, the first friction plate support member 125 and the second friction plate support member 130 are connected. Due to this frictional engagement, the clutch device 75 is in a partially closed or fully closed state, thereby connecting the clutch output side 295 and the clutch input side 285 via the clutch device 75.

[0046] The compensation device 15 further includes a third axial bearing 225 and a second radial bearing 230, which are arranged on the axially opposite sides of the first axial bearing 215 and the first radial bearing 210 on the housing 85. A support plate 240 abuts against the third axial bearing 225 and the second radial bearing 230, and is thus rotatably mounted relative to the housing 85 about the axis of rotation 50 in both the axial and radial directions. Here, a second friction plate carrier 130 can be arranged axially and radially between the support plate 240 and the first bevel gear 110, and is connected to the first bevel gear 110.

[0047] During operation of the power transmission system 10, the motor 20 provides a torque M acting about the rotation axis 50. The torque M acts from the rotor 35 to the hollow shaft 45 and is transmitted from the hollow shaft 45 to the third external gear 220. Through the engagement of the third external gear 220 and the first external gear 190 (which constitutes the input side 55 of the compensation device 15), the torque M is introduced to the planetary gear 175. The planetary gear 175, rotating about the planetary shaft 205, further transmits the torque M to the planet carrier 180, while the second external gear 195 is supported on the gear ring 185 and the gear ring tooth profile 196. Therefore, in the exemplary embodiment, the planet carrier 180 carries the planetary gear 175, which is rotatably mounted about the planetary shaft 205, and rotates about the rotation axis 50. As previously described, the planetary carrier 180 is rotatably fixed to the first friction plate carrier 125 via connection 245, and transmits torque M to the clutch input side 285 of the clutch assembly 75 via connection 245, for example to the first friction plate carrier 125, and to the second radial segment 275 of the differential housing 105.

[0048] With the clutch assembly 75 in the open state, the clutch input side 285 and the clutch output side 295 are decoupled. Torque M is transmitted from the transmission output side 280, particularly from the planetary carrier 180, to the second radial section 275 of the differential housing 105. The differential housing 105 transmits torque M to the bevel gear set 100, which distributes torque M between the output sides 60 and 65.

[0049] In the partially closed or closed state, the first output side 60 of the compensation device 15 is connected to the transmission output side 280 via the clutch device 75 in a torque-transmitting manner, particularly in a rotationally fixed manner. In particular, the first bevel gear 110 is connected to the planetary carrier 180, and the rotation of the first bevel gear 110 relative to the second bevel gear 115 is reduced or prevented.

[0050] By engaging the clutch mechanism 75, the bevel gear differential 80 is partially or fully locked. Therefore, when fully locked, torque is rigidly and evenly transmitted from the differential housing 105 through the bevel gear set 100 to the first and second output sides 60, 65. When the bevel gear differential 80 is partially locked via the clutch mechanism 75, rotation of the first output side 60 relative to the second output side 65 is only possible when a significant torque difference exists between the first output side 60 and the second output side 65 (this torque difference can be extracted via the drive shafts 25, 30).

[0051] The advantage of the configuration of the powertrain 10 described above is that by combining the planetary gear mechanism 70 with the switchable clutch device 75 and the bevel gear differential 80, a particularly compact compensation device 15 can be provided, and in particular, a particularly compact electric powertrain 10 can be provided, which is especially suitable for forming the E-axis for driving electric vehicles.

[0052] In particular, the switchable clutch device 75 also provides the possibility of partially locking only the bevel gear differential 80. Therefore, by partially locking, the disadvantages of fully locking the bevel gear differential 80 can be compensated, such as increased tire wear when the vehicle is cornering.

[0053] Furthermore, by employing a bevel gear differential 80, the compensation device 15 can be manufactured in a particularly simple and cost-effective manner. Moreover, the bevel gear differential 80 is more compact than a spur gear differential.

[0054] Due to the nested arrangement of the bevel gear differential 80 and the axial overlap of the bevel gear differential 80 with the clutch assembly 75 and the planetary gear mechanism 70 in two sections of the bevel gear differential 80, and the radial overlap of the clutch assembly 75 with the planetary gear mechanism 70, especially with the planetary carrier 180, the compensation device 15 is particularly compact in the axial direction. In particular, the existing installation space is utilized.

[0055] Because the planetary carrier 180 is rearwardly mechanically supported by the first axial bearing 215 on the side facing the motor 20, the force flow used for actuating the clutch device 75 forms a closed loop from the first axial bearing 215 through the housing 85 to the pressure chamber 165.

[0056] Furthermore, the pressure chamber 165 can be easily integrated into the housing 85 on the side facing the housing cavity 90, thus simplifying the configuration of the actuation unit 140. Alternatively, the mechanical support of the planetary carrier 180 can be achieved, for example, via a hollow shaft 45 at a motor bearing.

[0057] The bevel gear differential 80 may have a differential housing 105 with a single-sided opening, for example, on the side opposite to the planetary gear mechanism 70. This is possible because, in the embodiment, the actuating force F and the reaction force FG can be supported on the rear side of the planet carrier 180 via the first axial bearing 215. Thus, the differential housing 105 can be formed in a particularly simple and less material-intensive manner, thereby significantly reducing the rotational mass within the compensation device 15.

[0058] Furthermore, the planetary gear mechanism 70 can be configured particularly easily as a stepped planetary assembly.

[0059] Explanation of reference numerals in the attached figures 10. Powertrain System 15. Compensation device 20 motors 25 First drive shaft 30 Second drive shaft 35 rotor 40 stator 45 Hollow Shaft 50 Rotation axis 55 Input side 60 First output side 65 Second Output Side 70 Planetary Gear Mechanism 75 Clutch assembly 80 bevel gear differential 85 Housing 90. Inner cavity of the shell 95 Environment 100 bevel gear set 105 Differential housing 110 First bevel gear 115 Second bevel gear 120 Third Bevel Gear 125 First friction plate bearing component 130 Second friction plate support component 135 Friction Plate Assembly 140 Actuation Units 145 First friction component 150 Second friction component 155 Pressure Piston 160 pressure tank 165 Pressure Chamber Planet Group 170 175 Planetary Gears 180 Planetary Carrier 185 gear ring 190 First external tooth 195 Second external tooth 196 Gear Ring Tooth Profile 200 internal teeth 205 planetary axes 210 First radial bearing 215 First Axial Bearing 220 Third external tooth 225 Third Axial Bearing 230 Second Radial Bearing 235 Second Axial Bearing 240 support level 245 Connection 250 connections 260 toothed segments 265 First radial segment 270 bearing section 275 Second radial segment 280 Gearbox Output Side 285 Clutch input side 295 Clutch output side F-Power FG reaction force M torque

Claims

1. A compensation device (15) for an electric drive system (10) of a vehicle, wherein, The compensation device (15) includes a planetary gear mechanism (70), a switchable clutch device (75), a bevel gear differential (80), and a housing (85). The housing (85) at least partially surrounds a housing cavity (90). The planetary gear mechanism (70), clutch device (75), and bevel gear differential (80) are arranged within the housing cavity (90). The bevel gear differential (80) includes a bevel gear set (100), which includes a first bevel gear (110) and a second bevel gear (115) coupled to the first bevel gear (110). The planetary gear mechanism (70) has a transmission output side (280), and the clutch device (75) has a clutch input side (285) and a clutch output side (295). Wherein, the clutch input side (285) is connected to the transmission output side (280) in a torque-transmitting manner, and the clutch output side (295) is connected to the first bevel gear (110) in a torque-transmitting manner. Wherein, the clutch device (75) can switch between a closed state and an open state. Wherein, in the closed state, the clutch device (75) connects the first bevel gear (110) to the transmission output side (280) in a torque-transmitting manner; in the open state, the first bevel gear (110) is rotatable relative to the transmission output side (280).

2. The compensation device (15) according to claim 1, • the clutch device (75) and the planetary gear mechanism (70) are arranged to overlap in the axial direction, • the clutch device (75) and the bevel gear differential (80) are arranged to overlap in the radial direction at least on a first section of the differential (80), • the planetary gear mechanism (70) and the bevel gear differential (80) are arranged to overlap in the radial direction at least on a second section of the differential (80).

3. The compensation device (15) according to any of the preceding claims, wherein the planetary gear mechanism (70) includes a planet carrier (180) rotatably mounted about a rotation axis (50) and at least one planetary gear (175) rotatably mounted on the planet carrier (180) about a planetary axis (205), the planetary gear (175) forming the input side (55) of the compensation device (15) and being connectable to the motor (20) of the transmission system (10), wherein the planet carrier (180) is fixedly connected to the clutch input side (285).

4. The compensation device (15) according to claim 2, wherein the planetary gear (175) has a first external tooth (190) and a second external tooth (195) offset axially relative to the first external tooth (190), the planetary gear mechanism (70) includes a gear ring (185) rotatably fixedly connected to the housing (85), the gear ring (185) having a gear ring tooth profile (196) corresponding to the second external tooth (195), preferably an internal tooth (200), the second external tooth (195) meshing with the gear ring tooth profile (196) of the gear ring (185).

5. The compensation device (15) according to any of the preceding claims, • the clutch device (75) includes a first friction plate support (125), a second friction plate support (130), an actuation unit (140), and a friction plate assembly (135) having at least a first friction plate (145) and a second friction plate (150), • the first friction plate support (125) constitutes the clutch input side (285), and the second friction plate support (130) constitutes the clutch output side (295), • the first friction plate (145) is rotatably fixed and axially movable to the first friction plate support (125), and the second friction plate (150) is rotatably fixed and axially movable to the second friction plate support (130). • The actuation unit (140) is configured to switchably provide actuation force (F) and press the first friction member (145) and the second friction member (150) together under the action of a reaction force (FG) opposite to the actuation force (F), so that when the actuation force (F) is provided, the first friction member (145) and the second friction member (150) form a frictional connection, thereby connecting the transmission output side (280) to the first bevel gear (110) in a torque-transmitting manner.

6. The compensation device (15) according to claim 5, • includes a first axial bearing (215) disposed on the housing (85), • the planetary carrier (180) is axially supported relative to the housing (85) via the first axial bearing (215) and is rotatably mounted about a rotation axis (50), • the actuating force (F) acts axially in a direction toward the planetary carrier (180), and the planetary carrier (180) is configured to support the actuating force (F) on the housing (85) via the first axial bearing (215).

7. The compensation device (15) according to claim 5 or 6, wherein the actuation unit (140) includes a pressure piston (155) and a pressure chamber (165), the pressure chamber (165) being defined at least axially by the pressure piston (155) and the housing (85), and pressurized pressure fluid can be introduced into the pressure chamber (165) to provide the actuation force (F).

8. The compensation device (15) according to claim 7, wherein the actuation unit (140) includes a second axial bearing (235) and a pressure tank (160), the second axial bearing (235) being axially arranged between the pressure tank (160) and the pressure piston (155) such that the pressure tank (160) is arranged about a rotation axis (50) relative to the pressure piston (155), the pressure tank (160) abutting against the friction plate assembly (135) on a side away from the pressure piston (155), the pressure tank (160) being axially rotatable about the rotation axis (50) relative to the pressure piston (155), and the second axial bearing (235) being configured to transmit the actuating force (F) between the pressure piston (155) and the pressure tank (160).

9. A transmission system (10) comprising a hollow shaft (45), a motor (20), and a compensation device (15) according to any one of the preceding claims, wherein, The motor (20) includes a rotor (35) and a stator, wherein the rotor (35) is arranged radially outside the hollow shaft (45) and is rotatably fixed to the hollow shaft (45), wherein the hollow shaft (45) is rotatably mounted about a rotation axis (50) and has a third external tooth (220) corresponding to a first external tooth (190) at a position axially offset from the rotor (35), wherein the first external tooth (190) and the third external tooth (220) mesh with each other.

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