Driving device for all-wheel drive vehicle and vehicle

Abstract

The utility model relates to a driving device for an all-wheel drive vehicle and the vehicle. The driving device is provided with a driving unit, a first gate type transmission device and a second gate type transmission device, wherein the driving unit comprises a driving machine and a central shaft unit. The central shaft unit is operatively connected to the drive machine to receive the driving force and has first and second central output elements for outputting the driving force. The first and second gate transmissions are operatively connected to the drive unit via the first or second gate transmissions, respectively, to receive the driving force. The first and second gate transmissions each have a gate output element which is operatively connected to the first or second drive axle via a first or second transmission element for outputting a driving force. The first and second gate-type output elements are respectively arranged in offset directions with respect to the rotational axis of the first or second central output element.

Description

Technical Field

[0001] This utility model relates to a drive unit for all-wheel drive vehicles and all-wheel drive vehicles. Background Technology

[0002] Drive units for all-wheel-drive vehicles are known. Sufficient ground clearance is a fundamental characteristic of all-wheel-drive vehicles to prevent them from getting stuck off-road or to overcome larger obstacles. To provide sufficient ground clearance, adequate installation space for the drive unit needs to be provided within the vehicle. Utility Model Content

[0003] The objective of this invention is to provide an improved electric drive unit for all-wheel drive vehicles, which has a small installation space and generates a high ground clearance through its topology.

[0004] This task is solved by a drive unit with the following characteristics.

[0005] The first aspect relates to a drive system for an all-wheel-drive vehicle. The drive system includes a drive unit, a first portal transmission, and a second portal transmission drive unit, the drive unit having at least one drive motor and a central axle unit. For example, the all-wheel-drive vehicle can be a truck or other commercial vehicle. The all-wheel-drive vehicle can be an off-road vehicle. The all-wheel-drive vehicle can be a light, medium, or heavy-duty all-wheel-drive vehicle or a truck. The drive motor can be formed by at least one or more electric motors and a single-speed or multi-speed transmission. A differential or on / off device may also be present on one of the two output sides.

[0006] The central shaft unit has a first central output element and a second central output element for outputting driving force from the drive unit. The first and second central output elements extend opposite to each other in the longitudinal direction of the all-wheel drive vehicle. The first and second central output elements may extend on opposite sides of the drive motor in the longitudinal direction. The central shaft unit may have multiple shafts. The shafts may be designed to be hollow. The shafts may extend through other shafts. One of the shafts may be connected to the first central output element in a rotationally resistant manner. One of the shafts may be connected to the second central output element in a rotationally resistant manner. One of the shafts may be connected to both the first and second central output elements in a rotationally resistant manner. The central shaft unit is mechanically connected to the drive motor to receive driving force. One of the shafts of the central shaft unit, the first central output element, and the second central output element may be connected to the rotor shaft of the drive motor or transmission in a rotationally resistant manner.

[0007] The first portal transmission receives driving force through a first central output element mechanically connected to the drive unit. The first portal transmission can be mechanically connected to the first central output element via at least one of a single-speed or multi-speed transmission, a differential transmission, or an engagement mechanism. The first portal transmission has a first portal output element that outputs driving force through a first transmission element mechanically connected to the first drive axle. The first transmission element can be formed by a rotating shaft or a universal joint. The first portal output element can be formed by a universal joint flange. The first portal output element can be formed by a splined shaft or a gear shaft. The first drive axle can be formed by a front axle or a rear axle. The first drive axle can have multiple (e.g., two) driven elements, such as drive wheels. The first drive axle can be formed by a steerable drive axle.

[0008] The second portal transmission receives driving force by mechanically connecting to the drive unit via a second central output element. The second portal transmission can be mechanically connected to the second central output element via at least one of a shift transmission (see the first portal transmission) and a differential transmission.

[0009] The second gantry transmission has a second gantry output element, which outputs driving force through a second transmission element mechanically connected to a second drive axle. The second transmission element can be formed by a rotating shaft or a universal joint. The second gantry output element can be formed by a universal joint flange. The second gantry output element can be formed by a splined shaft or a gear shaft. The second drive axle can be formed by a front axle or a rear axle. The second drive axle can have multiple (e.g., two) driven elements, such as drive wheels. The second drive axle can be formed by a steerable drive axle. The drive unit can have four drive wheels, with two drive wheels mounted on the first drive axle, such as the front axle, and two drive wheels mounted on the second drive axle, such as the rear axle. Transmission to another axle via a through-type drive axle is also feasible.

[0010] The first portal output element is arranged in a direction offset from the rotation axis of the first central output element. The second portal output element is arranged in a direction offset from the rotation axis of the second central output element. This direction can be formed by gravity. Since the drive unit is as high as possible, but also as low as desired, the mast is oriented towards the ground here, but a slight lateral offset is also advantageous if an axle with a laterally offset drive is used. Each portal output element can be arranged downwardly offset from its respective central output element in the direction of gravity. This direction can have a lateral direction. The lateral direction can be oriented perpendicular to the direction of travel. The direction of travel can form a longitudinal direction. Each portal output element can be arranged obliquely downward or backward relative to its respective central output element in the direction of gravity and in the lateral direction. In this respect, the first portal drive and the second portal drive can each provide a offset direction and offset distance. The first portal drive and the second portal drive can provide the same offset direction and offset distance.

[0011] If two elements are mechanically connected, they are directly or indirectly coupled to each other, such that movement of one element causes a response in the other. For example, a mechanically connected element can be provided by a form-locking or friction-locking connection. A mechanically connected element can correspond to the meshing of corresponding teeth of two elements. Other elements, such as one or more gear stages, can also be provided between the elements. In contrast, a permanent anti-rotational connection between two elements means that the two elements are rigidly coupled to each other in all specified states of the transmission. The elements here can be separate components connected to each other in an anti-rotational manner, or they can be integral. The anti-rotational connection between two elements can be selectively established or disengaged by switching elements (such as a clutch or brake).

[0012] The drive unit may have a drive housing. The first and second gantry transmissions may each have a gantry housing. Each gantry output element may be arranged offset relative to its respective central output element in a staggered direction, such that the bottom side of the drive housing is aligned with the bottom side of at least one of the gantry housings. Each gantry output element may be arranged offset relative to its respective central output element in a staggered direction, such that the bottom side of at least one of the gantry housings extends downward beyond the bottom side of the drive housing in the direction of gravity.

[0013] One of the first and second central output elements can be designed as an output shaft. One of the first and second central output elements can have a drive gear, such as a geared shaft or a splined shaft.

[0014] One of the first and second portal gear drives can have an output gear ratio less than 1, greater than 1, or equal to 1. In this respect, one of the first and second portal gear drives can have an output gear ratio that increases or decreases the rotational speed. Both the first and second portal gear drives can have an output gear ratio that decreases the rotational speed. The first portal gear drive can have a first input gear and a first output gear. The second portal gear drive can have a second input gear and a second output gear. The number of teeth on each output gear can be greater than the number of teeth on each input gear. Each input gear can engage with its respective output gear. The driven speed and traction force of the drive unit can be modularly optimized using the portal gear drive.

[0015] Each input gear can be connected to its respective central output element in a way that resists relative rotation. Each input gear can be arranged coaxially with its respective central output element. Each input gear can be constructed from its respective central output element. The first gate output element can also be arranged coaxially with the second gate output element. The first gate output element can be designed symmetrically with the second gate output element in the longitudinal direction.

[0016] High ground clearance can be achieved by using gate-type output elements that are offset in a staggered direction. Furthermore, a smaller joint angle relative to the longitudinal direction can be designed. This allows for a compact design. It also provides installation space for vehicle components such as batteries or fuel cells in all-wheel-drive vehicles, thus improving the vehicle's range.

[0017] In one embodiment of the drive unit, the first portal transmission and the second portal transmission may be arranged on opposite sides in the longitudinal direction relative to the drive unit. The first portal transmission and the second portal transmission may be designed symmetrically to each other in the longitudinal direction. The first portal transmission and the second portal transmission may have at least one of the following: the same output gear ratio, the same gear type, the same offset direction, and the same transmission structure.

[0018] In one embodiment of the drive unit, at least one of the first and second portal gears can be formed by a cylindrical gear transmission. The rotation axes of the respective portal output elements and the respective central output elements can be arranged in parallel. One of the first and second portal gears can form a countershaft. The respective input gears and respective output gears can be formed by cylindrical gears. One of the cylindrical gears can have external teeth. All cylindrical gears can have external teeth. One of the cylindrical gears can be designed as a gear ring. The respective input gears can be designed as gear rings. The gear rings can have internal teeth. The first and second output gears can be formed by gear rings. Therefore, an output transmission ratio of less than 1 can be provided.

[0019] In one embodiment of the drive unit, at least one of the first and second portal transmission devices can be formed by a bevel gear transmission. Each input gear and each output gear can have helical teeth. The rotation axis of each portal output element can be inclined downwards in the direction of gravity about the rotation axis of its central output element. The rotation axis of each portal output element can be oriented in the direction of the rotation axis of its respective transmission element. Therefore, the bend angle between each transmission element and its respective portal output element can be designed to be small. Thus, each transmission element can provide uniform rotational motion. Furthermore, a long service life of the transmission element can be provided.

[0020] In one embodiment of the drive unit, at least one of the first and second drive axles can be designed as a through-type drive axle and can be mechanically connected to the other drive axle to output driving force. The drive unit may also have additional transmission elements, such as a rotating shaft or universal joint, for outputting driving force to the other drive axle. The through-type drive axle and the other drive axle can form a dual drive axle, such as a dual rear axle.

[0021] In one embodiment of the drive unit, at least one drive axle may have a differential transmission for driving two drive wheels. The differential transmission may be configured to distribute driving force to the two drive wheels of one of the drive axles, either a first or a second drive axle. The differential transmission may have at least one of a bevel gear differential transmission and a planetary gear differential transmission. The differential transmission may be connected upstream of one of the drive axles. The differential transmission may have a gear ratio greater than 1, less than 1, or equal to 1.

[0022] In one embodiment of the drive unit, the drive unit may have two drive motors mechanically connected to the central shaft unit to output driving force. The drive motors may be arranged coaxially with each other. Each drive motor may be an electric motor. The two drive motors may consist of two electric motors with independent windings. The two drive motors may have a common rotor shaft. The two drive motors may have a dual rotor. The rotor shafts of the two drive motors may be coupled to each other, for example, mechanically or in a way that resists relative rotation. The rotor shafts of the two drive motors may be coupled to each other via a summing transmission. The two drive motors may be arranged within a drive housing.

[0023] In one embodiment of the drive unit, the drive unit has a differential transmission that is mechanically connected to the drive motor to receive driving force and mechanically connected to a first portal transmission and a second portal transmission to output driving force. The differential transmission can have a gear ratio greater than 1, less than 1, or equal to 1. The differential transmission can have a power distribution ratio of 50:50 or 1:2, for example, the power distribution ratio between the first drive axle and the second drive axle, and can be mechanically locked. At least one drive axle can be engaged via a switching element serving as a front axle engagement. One drive axle can be engaged via, for example, a switching element serving as a front axle engagement without a differential transmission. The differential transmission can be arranged within the drive housing. The differential transmission can be operatively connected to the drive motor via a central shaft unit. The rotating element of the differential transmission, such as an input gear, can be rotatably connected relative to the shaft of the central shaft unit. The differential transmission can have two output elements. A first central output element and a second central output element can be rotatably connected relative to the output element of the differential transmission, respectively.

[0024] In one embodiment of the drive unit, the drive unit has a single-speed or multi-speed transmission that is mechanically connected to the drive motor via a central shaft unit to receive driving force and is mechanically connected to a first portal transmission and a second portal transmission to output driving force.

[0025] A shift transmission may have one or more planetary gear sets. It may also have an input element, such as a drive gear. This input element may be designed as a sun gear. The input element can be rotatably connected relative to the rotor shaft of one of the drive motors via a central shaft unit. The shift transmission can provide three switchable gear ratios. Each gear ratio can be associated with a gear that is selectable for all-wheel-drive vehicles, and the all-wheel-drive vehicle can operate in that gear.

[0026] The shift transmission can be longitudinally positioned on the front side of the drive motor. It can also be longitudinally positioned between the drive motor and the differential transmission. The shift transmission can be housed within the drive motor housing. The differential transmission can be operatively connected to the shift transmission via a central shaft unit. The differential transmission can be operatively connected to the drive motor via the central shaft unit and the shift transmission. Rotating elements of the differential transmission housing, such as input gears, can be anti-rotatably connected to rotating elements of the shift transmission, such as output gears. The shift transmission can be mechanically operatively connected to a first portal transmission and a second portal transmission via the central shaft unit.

[0027] A shift transmission can have two drive motors. It can transmit power, such as speed or torque, to a differential drive. The differential drive can be designed to engage with the shift transmission, for example, via a switching element.

[0028] The central axle unit or its shaft can extend longitudinally, for example, from the differential drive or at least one of the drive motors, forward through the shift transmission to the first portal drive, and rearward to the second portal drive. The portal drive allows for the assurance of vehicle torque and speed levels via all-wheel drive axle ratios optimized for specific applications.

[0029] By appropriately selecting the gear ratio of at least one of the shift transmission, differential transmission, and portal transmission, an optimal range of gear ratios for high speeds and high traction can be provided. The gear ratio of the drive unit can be designed such that the drive unit and portal transmission can be mechanically connected to the existing drive axle of an existing all-wheel drive vehicle via appropriately designed transmission elements.

[0030] The second aspect relates to a vehicle, such as an all-wheel-drive vehicle. This vehicle has a drive system according to the first aspect. Further features, embodiments, and advantages can be found in the description of the first aspect. Conversely, the features, embodiments, and advantages of the second aspect are also features, embodiments, and advantages of the first aspect. The vehicle has at least four driven elements. Two of these driven elements can be driven by a first drive axle. The other two driven elements can be driven by a second drive axle. The driven elements can be driven by a drive motor of the drive system via at least one of a shift transmission and a differential transmission. The driven elements can be configured as wheels or tracks. For example, the vehicle can contact the ground via the driven elements. Attached Figure Description

[0031] Figure 1 An embodiment of the drive system for an all-wheel-drive vehicle is shown.

[0032] Figure 2A schematic diagram showing details of another embodiment of the drive device.

[0033] Figure 3 A schematic diagram showing details of another embodiment of the drive device.

[0034] Figure 4 A schematic diagram showing details of another embodiment of the drive device. Detailed Implementation

[0035] Figure 1 An embodiment of a drive unit for an all-wheel-drive vehicle (e.g., an off-road commercial vehicle) is shown. The drive unit has a first drive axle 71 (front axle in this case) and a second drive axle 72 (rear axle in this case), the first drive axle having a first differential transmission 61 and the second drive axle having a second differential transmission 62. Each of the first drive axle 71 and the second drive axle 72 has two drive wheels, which are driven by corresponding differential transmissions 61 and 62. The first drive axle 71 and the second drive axle 72 are oriented in the lateral direction and spaced apart from each other in the longitudinal direction, and are arranged on opposite sides of the drive unit 1.

[0036] The drive unit includes a drive unit 1 with two drive motors 11 and 12 (here, electric motors) and Figure 2 The diagram shows a central shaft unit 20, a first portal drive 30, and a second portal drive 40. The central shaft unit 20 has a first central output element 21 and a second central output element 22. The first portal drive 30 has a first portal output element 33, which is a universal joint flange. The second portal drive 40 has a second portal output element 43, which is also a universal joint flange. The respective portal output elements 33 and 43 are mechanically connected to their respective central output elements 21 and 22 via their respective portal drives 30 and 40.

[0037] The first portal output element 33 is mechanically connected to the first differential transmission 61 via the first transmission element 51 (here, a universal joint). The second portal output element 43 is mechanically connected to the second differential transmission 62 via the second transmission element 52 (here, a universal joint). Therefore, the drive unit is configured to drive the drive wheels via the drive unit 1.

[0038] The drive unit 1 has a drive housing, and the gantry housings of the first gantry transmission 30 and the second gantry transmission 40 are fastened to the drive housing on opposite sides in the longitudinal direction by screws oriented in the longitudinal direction. The first gantry output element 33 is arranged downward in a offset direction (in this case, the direction of gravity) offset from the rotation axis of the first central output element 21 by a offset distance. The second gantry output element 43 is arranged in the same offset direction and offset by the same offset distance relative to the rotation axis of the second central output element 22. The drive housing is arranged upward in the direction of gravity offset such that the bottom side of the drive housing is substantially aligned with the bottom side of the gantry housing in the longitudinal direction.

[0039] Therefore, the tilt angles of the first transmission element 51 and the second transmission element 52 about the longitudinal direction are relatively small. Furthermore, the downward extension of the drive unit 1 relative to the first gate output element 33 and the second gate output element 43 in the direction of gravity is minimal. Thus, the drive device provides a large ground clearance.

[0040] Figure 2 A schematic diagram illustrating a detail of another embodiment of the drive unit is shown. This current embodiment possesses all the features of the previous embodiment. Each of the two drive units 11, 12 has a rotor shaft, which is interconnected to each other against relative rotation via a central shaft unit 20. The drive unit 1 has a shift gearbox 15 with three shifting stages formed by a planetary gear set. The central shaft unit 20 extends forward longitudinally through the shift gearbox 15 toward the first portal transmission 30 and rearward toward the second portal transmission 40. Alternatively, a single / multi-speed transmission may be located inside the electric motor, approximately surrounded by it. The central shaft unit 20, particularly the first and second central output elements 21 and 22, the drive units 11, 12, and the shift gearbox 15 are arranged coaxially with each other.

[0041] In the current embodiment, the first portal transmission 30 and the second portal transmission 40 are respectively designed as cylindrical gear transmissions. The first portal transmission 30 has a first input gear 31 and a first output gear 32. The second portal transmission 40 has a second input gear 41 and a second output gear 42. The respective input gears 31 and 41 are connected to their respective central output elements 21 and 22 in a rotationally inverse manner. The respective input gears 31 and 41 are engaged with their respective output gears 32 and 42. The cylindrical gear transmissions each have an output transmission ratio of less than 1 from the input elements 31 and 41 to the output elements 32 and 42. The respective output gears 32 and 42 are connected to their respective portal output elements 33 and 43 in a rotationally inverse manner. The rotation axes of the respective portal output elements 33 and 43 are parallel to the rotation axes of their respective central output elements 21 and 22.

[0042] Figure 3 A schematic diagram illustrating a detail of another embodiment of the drive device is shown. The difference between this current embodiment and the previous embodiment lies in the design of the first output gear 32 and the second output gear 42. Here, the first output gear 32 and the second output gear 42 are each designed as gear rings with internal teeth. Therefore, the output gear ratio is smaller than that in the previous embodiment.

[0043] Figure 4 A detailed diagram schematically illustrates another embodiment of the drive device. Current embodiment and reference Figure 2 The difference in the described implementation lies in the design of the first portal transmission device 30 and the second portal transmission device 40. Here, the first portal transmission device 30 and the second portal transmission device 40 are respectively designed as bevel gear transmission devices, specifically inclined plane type transmission devices. The rotation axes of the first portal output element 33 and the second portal output element 43 are respectively slightly inclined downwards. The rotation axes of the first portal output element 33 and the second portal output element 43 extend towards their respective transmission elements 51 and 52. This supports uniform rotational motion and reduces the universal joint bending angle.

[0044] List of reference numerals

[0045] 1. Drive Unit

[0046] 11 First drive unit

[0047] 12 Second drive unit

[0048] 15. Shift transmissions, single-speed / multi-speed transmissions with differentials or engagement devices.

[0049] 20 Central Axis Units

[0050] 21 First Central Output Component

[0051] 22 Second Central Output Component

[0052] 30 First gantry transmission device

[0053] 31 First Input Gear

[0054] 32 First output gear

[0055] 33 First gate output element

[0056] 40 Second gantry transmission device

[0057] 41 First Input Gear

[0058] 42 Second output gear

[0059] 43 Second gate output element

[0060] 51 First transmission element

[0061] 52 Second transmission element

[0062] 61 First differential transmission device

[0063] 62 Second differential transmission device

[0064] 71 First Drive Axle

[0065] 72 Second Drive Axle

Claims

1. A drive unit for an all-wheel drive vehicle, the drive unit having a drive unit (1), a first portal transmission (30), and a second portal transmission (40), the drive unit having at least one drive motor (11, 12) and a central shaft unit (20), wherein, The central shaft unit (20) has a first central output element (21) and a second central output element (22) for outputting driving force from the drive unit (1), and is mechanically connected to the drive motor (11, 12) to receive the driving force. The first portal transmission device (30) is mechanically connected to the drive unit (1) via the first central output element (21) to receive driving force and has a first portal output element (33), which is mechanically connected to the first drive axle (71) via the first transmission element (51) to output driving force. The second portal transmission (40) is mechanically connected to the drive unit (1) via the second central output element (22) to receive driving force and has a second portal output element (43), which is mechanically connected to the second drive axle (72) via the second transmission element (52) to output driving force. The first gate output element (33) is arranged in a direction offset from the rotation axis of the first central output element (21), and the second gate output element (43) is arranged in a direction offset from the rotation axis of the second central output element (22).

2. The driving device according to claim 1, characterized in that, The first portal drive (30) and the second portal drive (40) are arranged on opposite sides in the longitudinal direction relative to the drive unit (1).

3. The driving device according to claim 1 or 2, wherein, At least one of the first portal transmission device (30) and the second portal transmission device (40) has a cylindrical gear transmission device.

4. The driving device according to claim 1 or 2, characterized in that, At least one of the first portal transmission device (30) and the second portal transmission device (40) has a bevel gear transmission device.

5. The driving device according to claim 1 or 2, characterized in that, At least one of the first drive axle (71) and the second drive axle (72) is designed as a through drive axle and is mechanically connected to another drive axle via an additional transmission element to output driving force.

6. The driving device according to claim 1 or 2, characterized in that, At least one drive axle (71, 72) has a differential transmission (61, 62) for driving the two drive wheels.

7. The driving device according to claim 1 or 2, characterized in that, The drive unit (1) has two drives (11, 12), which are mechanically connected to the central shaft unit (20) to output driving force.

8. The driving device according to claim 1 or 2, characterized in that, The drive unit (1) has a differential transmission device that is mechanically connected to the drive unit (11, 12) to receive driving force and is mechanically connected to the first portal transmission device (30) and the second portal transmission device (40) to output driving force.

9. The driving device according to claim 1 or 2, characterized in that, The drive unit (1) has a shift transmission (15) which is mechanically connected to the drive motor (11, 12) via the central shaft unit (20) to receive driving force and is mechanically connected to the first portal transmission (30) and the second portal transmission (40) to output driving force.

10. A vehicle having a drive mechanism according to any one of claims 1 to 9 and four driven elements, the driven elements being configured to drive the vehicle, wherein, Two of the driven elements can be driven by the first drive bridge (71), and The other two driven elements can be driven by the second drive bridge (72).

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