Wheel hub, wheel head and vehicle

Abstract

A wheel hub for a vehicle is proposed. The wheel hub comprises an outer housing and a connecting element. The connecting element is arranged radially inside the outer housing and is configured to connect the wheel hub to a drive shaft of an axle assembly. The wheel hub also includes a return element. The return element connects the outer housing and the connecting element. Furthermore, the wheel hub includes a switch configured to actuate the connecting element from a first axial position to a second axial position.

Description

[0001] The present invention relates to a wheel hub, a wheel head and a vehicle.

[0002] In vehicles with two or more drive axles, certain active driving situations, such as empty runs, can be handled with only one drive axle. This means that not all drive axles need to be used during operation. However, not using or dragging the unnecessary drive axles can lead to unnecessary drag losses, as they still have moving parts that consume drive energy without contributing to propulsion.

[0003] In passive driving mode, such as during towing or transport, the vehicle may only be able to travel on one axle due to specific circumstances. If this axle is also a drive axle, the rotating components of this axle can cause high drag losses. This means that the moving parts consume energy to rotate even though the vehicle is not actively being driven.

[0004] In situations where a vehicle is transported on only one drive axle, other functions or systems that would normally be powered by that axle are often unavailable. This can include, for example, the electrical power supply or signal processing that are normally required for propulsion and operation of the vehicle. As a result, control cannot be guaranteed.

[0005] Therefore, there is a need to provide an improved wheel hub.

[0006] The problem according to the invention is solved by a wheel head pot, a wheel head and a vehicle according to the independent claims.

[0007] According to a first aspect, a wheel hub for a vehicle is proposed. The wheel hub comprises an outer housing and a connecting element. The connecting element is arranged radially inside the outer housing and is configured to connect the wheel hub to a stub shaft of an axle assembly. Furthermore, the wheel hub comprises a return element. The return element connects the outer housing and the connecting element. The wheel hub also includes a switch configured to actuate the connecting element from a first axial position to a second axial position. The switch allows for targeted actuation from the first axial position to the second axial position. For example, the first axial position could be a coupled state (i.e.,The wheel hub can be coupled to a drive shaft via the connecting element, and in the second axial position, it can be a decoupled state (i.e., the wheel hub can be decoupled from the drive shaft). Accordingly, the switch can toggle the wheel hub from a coupled state to a decoupled state. The switch can, for example, be accessible from outside the vehicle, allowing switching without actuation energy. That is, the switch can enable decoupling of the wheel hub without electrical actuation energy.

[0008] In one embodiment, the outer housing can include a recess for a locking element. When the locking element is positioned within the recess, the switch can be fixed, thus securing the connecting element in the second axial position. The recess can therefore allow the switch, and consequently the connecting element, to be fixed. This can prevent, for example, an unintended change in the state of the wheel hub of the towed vehicle during a towing process. In particular, it can ensure that the wheel hub remains in a decoupled state.

[0009] In one embodiment, the return element can be configured to actuate the connecting element from the second axial position to the first axial position. That is, if the switch does not fix the connecting element in the second position, the connecting element can be in its initial state in the first position. Accordingly, the switch can be used to actuate the connecting element into a decoupled state, for example, via the locking element. Without using the locking element, however, the wheel head can be in a coupled state with the drive shaft by the return element.

[0010] A second aspect proposes a wheel hub for a vehicle. The wheel hub comprises an axle carrier and a wheel hub as described above. The wheel hub can at least partially decouple (or be designed to decouple) a frictional connection between the wheel hub and the axle carrier.

[0011] In one embodiment, the wheel head can further comprise an actuator. The actuator can be connected to the connecting element and configured to actuate the connecting element from the first axial position to the second axial position. The actuator can thus, in particular, enable movement of the connecting element analogous to the switch. That is, the actuator or the switch can be used to decouple the wheel head from the drive shaft. Accordingly, the actuator can be an alternative to the switch for decoupling the wheel head.

[0012] In one embodiment, the actuator can be configured to actuate the connecting element from the second axial position to the first axial position. That is, the actuator can enable movement of the connecting element in opposite axial directions. Accordingly, the actuator can be configured to actuate the wheel head from a decoupled state to a coupled state.

[0013] In one embodiment, the connecting element can be connected to the actuator via a release element. The release element can suitably transmit an axial displacement of the actuator to the connecting element.

[0014] In one embodiment, the axle bridge can include a through-opening for supplying compressed air to the actuator. The opening of this through-opening can be located on a radially outer side surface of the wheel head. This allows, for example, the state of the wheel head to be changed by applying compressed air from outside the vehicle.

[0015] According to a third aspect of the invention, a vehicle is proposed. The vehicle comprises an electric machine configured to drive the vehicle, the electric machine being coupled to a wheel hub as described above or a wheel hub pot as described above.

[0016] The present invention will below be described by way of example only with reference to the accompanying figures. These show: Fig. Figure 1 shows an axial cross-sectional view of a wheel hub according to the invention for a vehicle; Fig. 2a-2d show axial cross-sectional view of wheel heads according to the invention for a vehicle; Fig. Figures 3a-3c show exemplary embodiments of actuators for actuating the connecting element; and Fig. Figure 4 shows an exemplary embodiment of a vehicle.

[0017] Fig. Figure 1 shows an axial cross-sectional view of a wheel hub 100 according to the invention for a vehicle. The wheel hub 100 comprises an outer housing 110 and a connecting element 120. The connecting element 120 is arranged radially inside the outer housing 110 and is designed to connect the wheel hub 100 to a drive shaft of an axle assembly (see also Figure 1). Fig. 2a-2d). That is, the wheel hub 100 can be connected to a splined shaft by means of the connecting element 120. For this purpose, the connecting element 120 can have connection areas 122, 124. A connection area 122, 124 can engage with or interact with an opposing connection area 112 (shown only for the outer housing 110). A connection area 112, 122, 124 can, for example, be a sliding tooth, a splined shaft profile, a slotted and spring connection, or a polygonal profile. By engaging the connection areas 112, 122 with each other, the connecting element 120 and the outer housing can be connected to each other by force and / or form locking. Likewise, by engaging the connection area 124 with a connection area of ​​the splined shaft (see also Fig. 2a-2d) a force-fit and / or form-fit connection is established between the connecting element 120 and the plug shaft. This allows the outer housing 110 to be connected to the plug shaft in a force-fit and / or form-fit manner.

[0018] Furthermore, the wheel hub includes a return element 130. The return element 130 connects the outer housing 110 and the connecting element 120. The return element 130 can be, for example, a spring, a rubber buffer, or a cylinder (e.g., a hydraulic cylinder or a pneumatic cylinder). The return element 130 can exert a force in one direction opposite to the force exerted by a switch 140.

[0019] The wheel hub 100 further comprises a switch 140 configured to actuate the connecting element 120 from a first axial position to a second axial position. Actuation can be understood as the triggering and / or moving of a (mechanical) part by an actuator. Fig. Figure 1 shows the switch 140 or the connecting element 120 in its first axial position. The first axial position of the connecting element 120 can correspond to a coupled state between the wheel hub 100 and the drive shaft. The switch 140 can rest against or be in contact with a projection 126 of the connecting element 120. The design of a projection 126 is shown as an example. Alternatively, the switch 140 can, for example, be arranged in a recess of the connecting element 120. By resting against or being in contact with the projection 126, the switch 140 can only actuate movement of the connecting element 120 in an axially outward direction. That is, the switch 140 can be designed to allow movement of the connecting element 120 only in one direction (axially outward).Accordingly, the switch 140 can only actuate the wheel hub 100 from a coupled state to a decoupled state. The switch 140 can therefore enable manual disconnection of the wheel hub 100. That is, the switch 140 can enable decoupling of the wheel hub 100 without electrical actuation energy. Optionally, the switch 140 can also be configured to allow movement of the connecting element 120 in opposite radial directions. For example, the switch can engage in a recess of the connecting element 120, allowing it to be moved in opposite axial directions.

[0020] In one embodiment, the outer housing 110 can include a recess 114 for a locking element 160. When the locking element 160 is arranged within the recess 114, the switch 140 can be fixed, thus fixing the connecting element 120 in the second axial position. The recess 114 can be a through-opening or a depression at one end of the outer housing 110.

[0021] In one embodiment, the return element 130 can be configured to actuate the connecting element 120 from the second axial position to the first axial position. That is, the return element 130 can have a preload that can cause the connecting element 120 to be positioned in the first axial position. Accordingly, in a basic state, the wheel hub 100 can be in a coupled state. The switch 140 can then be used to actuate the wheel hub 100 from the coupled state to a decoupled state.

[0022] The wheel hub 100 according to the invention enables decoupling of the wheel hub from a drive shaft without electrical actuation energy. The operating mechanism can be pre-tensioned, for example, spring-loaded (in which case the return element 130 can be a spring). The return element 130 and the switch 140 enable two defined axial, load-bearing positions. In particular, the switch 140 allows the second axial position of the connecting element 120 to be set from outside the vehicle. For example, a fastening element can be arranged through a recess 114 for actuating the switch 140. Optionally, as described with reference to Fig. As described in 2a-2d, the reset element alone enables two defined axial, load-bearing positions. In this case, switch 140 can be used, in particular, for a manual disconnect.

[0023] Optionally, in the second axial position, i.e., in the case of (manual) decoupling, there can be no frictional contact between the wheel hub 100 and the stub shaft. This avoids unnecessary friction.

[0024] In Fig. Figure 1 shows an exemplary basic circuit of the wheel hub 100. This exemplary representation includes a space-saving claw gear (which includes the projection 126). Without actuating the switch 140, the wheel hub 100 can be coupled to a plug shaft by means of the pre-tensioned return element 130. That is, the connecting element 120 can be in the first axial position in the exemplary basic circuit.

[0025] All components of the wheel hub 100, e.g., the outer housing 110, the connecting element 120, the return element 130, can be assembled as complete units. This means that the individual components of the wheel hub 100 can be manufactured separately. Alternatively, individual components can be manufactured as a single piece. For example, the outer housing 110 and the return element 130 can be manufactured as a single piece.

[0026] The connecting element 120 can be guided by the return element 130 in the wheel hub 100 via the connection area 112, 122, for example a sliding toothed joint. The connecting element 120 can be axially disengaged by means of a locking element 160, for example a deactivation screw, using the switch 140, so that a coupled state is no longer possible. That is, the wheel hub can be manually deactivated by the switch in conjunction with the locking element 160.

[0027] Fig. Figures 2a-2d show axial cross-sectional views of wheel heads 200, 200' according to the invention for a vehicle. The wheel head 200, which is located in the Fig. As shown in 2a-2c, it comprises an axle bridge 202 and a wheel head pot 100 as shown in relation to Fig. 1 described. The wheel head 200 can at least partially enable a decoupling of a force-fit coupling between the wheel head pot and the axle bridge (or can be designed to do so).

[0028] In one embodiment, the wheel head 200 can further comprise an actuator 270. The actuator 270 can be connected to the connecting element 120 and configured to actuate the connecting element 120 from the first axial position to the second axial position. The actuator 270 can comprise a cylinder, e.g., a hydraulic cylinder or a pneumatic cylinder, comprising a piston 272. The actuator 270 can, for example, be a compressed air actuator. As in Fig. As shown in Figure 2, the actuator 270 can optionally include a pressure sleeve 274 and a release element 276. The pressure sleeve 274 can actuate a switching mechanism of the connecting element 120 via the release element 276. Accordingly, the actuator 270 can be used to switch the state of the wheel head 200. The actuator 270 can enable movement of the connecting element 120 analogous to the switch 140. That is, the actuator 270 or the switch 140 can be used to decouple the wheel head 200 from the drive shaft 204. Accordingly, the actuator 270 can be an alternative to the switch 140 for decoupling the wheel head.

[0029] In one embodiment, the actuator 270 can be configured to actuate the connecting element 120 from the second axial position to the first axial position. That is, the actuator 270 can enable movement of the connecting element in opposite axial directions. Accordingly, the actuator 270 can be bistable. That is, a double-acting actuation force can be used to set two different end positions. For example, the actuator 270 can include or be connected to two active compressed air supplies for two different end positions (the first axial position and the second axial position). The first end position can correspond to the first axial position (coupled state) of the connecting element 120, and the second end position can correspond to the second axial position (uncoupled state) of the connecting element 120. A hold can be achieved via an adjustment mechanism; see also Fig. 3b.

[0030] In one embodiment, the connecting element can be connected to the actuator via a release element 276. The release element 276 can suitably transmit an axial displacement of the actuator to the connecting element. For example, the release element 276 can be used to control an axial movement to disconnect or connect a mechanical connection. The release element 276 can be a hydraulic release cylinder, an electric actuation system, or a pneumatic release mechanism.

[0031] In one embodiment, the axle bridge 202 can include a through-opening 280 for supplying compressed air to the actuator 270. The through-opening 280 can be located on a radially outer side surface of the wheel head 202. This allows, for example, the state of the wheel head 202 to be changed by applying compressed air from outside the vehicle. Actuation of the wheel head 202 can be achieved, for example, by applying compressed air. The compressed air can be supplied through the through-opening 280, e.g., via a check valve 281 located within the through-opening 280, from an external source. For example, during a towing operation, compressed air can be supplied to the actuator 270 from outside the vehicle. This allows for actuation (i.e.,A change in the state of the wheel head 202 can be made manually from outside the vehicle, for example, by applying compressed air from a towing vehicle. This allows the wheel head 202 to be manually actuated into a decoupled state by a towing vehicle. Optionally or alternatively, a further through-opening 282 can allow actuation from the vehicle itself. That is, the actuator 270 can be supplied with compressed air by the vehicle itself and / or by an external supply, e.g., a towing vehicle. Optionally or alternatively, actuation by the actuator 140 can also be achieved electromechanically or hydraulically. A through-opening can also be referred to as a compressed air opening if it is designed for applying compressed air.

[0032] How in relation to Fig. As described in Figure 1, the connecting element 120 can be connected to the plug shaft 204 via a connection area 124. The plug shaft 204 can, for this purpose, include a connection area 206. The connection area 206 can, for example, be a splined connection that is positively engaged with or encompassed by the plug shaft 204 and can be secured to the connecting element 120 with a retaining ring.

[0033] Fig. Figure 2a shows the wheel head 200 in a coupled state. That is, the connecting element 120 is in the first axial position. The switch 140 is not contacted by the locking element 160. The return element 130 can have its maximum longitudinal extension.

[0034] Fig. Figure 2b shows the wheel hub 200 in a decoupled state. The switch 140 is contacted by the locking element 160. Accordingly, the switch 140 can have moved the connecting element 120 into the second axial position. Due to the contact between the locking element 160 and the switch 140, the wheel hub 200 can be fixed in the decoupled state. That is, as long as the locking element 160 is arranged within the recess 114 in this position, coupling between the wheel hub and the drive shaft can be prevented. The locking element 160 can be, for example, a screw, a telescopic rod, a linear actuator, or a pneumatic cylinder.

[0035] Fig. Figure 2c shows the wheel head 200 in the decoupled state. In contrast to Fig. 2b, the switch 140 is not in contact with the connecting element 120. That is, the wheel head 200 is not fixed in the decoupled state. Accordingly, the wheel head 200 can be actuated from the decoupled state back into a coupled state.

[0036] For example, the actuator 270 can be configured to establish only a monostable state, i.e., the actuator 270 can be configured to exert only a single-acting actuating force (axially outward to actuate the connecting element 120 from the first axial position to the second axial position). This may require a maximum of one compressed air supply. For example, the through-hole 280 or the through-hole 282 can be used as the compressed air supply. This allows the actuator 270 to actuate the connecting element 120 from the first axial position to the second axial position. Alternatively, as described above, the actuator 270 can also be configured to actuate a movement of the connecting element 120 from the second axial position to the first axial position. In this case, the actuator 270 can be bistable.Two different compressed air supplies can be used to change the position of piston 272 in opposite directions. That is, a double-acting actuating force can be applied. Fig. Figure 2d shows an axial cross-sectional view of another embodiment of a wheel head 200'. In contrast to the wheel head from the Fig. 2a-2c, the wheel head 200' comprises an actuator 270' which includes a positioning sleeve 290 and a return spring 292. In particular, the actuator 270' enables a double-acting actuation force with only one required compressed air supply. That is, in contrast to the bistable wheel head 200 made of Fig. 2a-2c allows the number of compressed air inlets to be reduced.

[0037] In one embodiment, the actuator 270' can include a return element 292. The return element 292 can be configured to actuate a piston 272 of the actuator 270' into a home position. The return element 292 can be, for example, a spring, a rubber buffer, or a cylinder (e.g., a hydraulic cylinder or a pneumatic cylinder). This, in conjunction with the detent mechanism, simplifies the switching between different states of the wheel head 200.

[0038] In one embodiment, the actuator 270' can include a further return element 294. This further return element 294 can be configured to actuate a pressure sleeve of the actuator 270' into a home position. The further return element 294 can, for example, be a spring, a rubber buffer, or a cylinder (e.g., a hydraulic cylinder or a pneumatic cylinder). This, in conjunction with the detent mechanism, simplifies the switching between different states of the wheel head 200.

[0039] Fig. Figures 3a-3c show exemplary embodiments of actuators 370a, 370b, 370c for actuating the connecting element. The actuators 370a, 370b, 370c can be used for a wheel hub as described in the figure above. Fig. 1 or a wheel head as with reference to Fig. 2 described.

[0040] Fig. Figure 3a shows an actuator 370a which can be actuated via a compressed air supply 380. Accordingly, the piston 372 can only be actively actuated from the first position (right) to the second position (left, indicated by the dashed line). Actuator 370a is therefore a monostable actuator. The second position can thus be actuated by applying compressed air to the actuator 370a. The first position can be set by a return element 320. This return element 320 can be enclosed by the actuator 370a. Alternatively, the return element of the wheel hub can also be designed for movement from the second position to the first position.

[0041] Fig. Figure 3b shows a bistable actuator 370b. Accordingly, the actuator 370b can transmit a double-acting actuating force. For this purpose, the actuator 370b can have two active compressed air supplies 380 and 380b for both positions. The compressed air supply 380 can be used for actuating the decoupled state (movement of the piston 372 from right to left), and the second compressed air supply 380b can be used for actuating the coupled state (movement of the piston 372 from left to right). Holding in both positions can be achieved by a holding device 310b, e.g., a detent mechanism.

[0042] Fig. Figure 3c shows a bistable actuator 370c. Accordingly, a double-acting actuating force can be transmitted by the actuator 370c. In contrast to the actuator from Fig. 3b The actuator 370c requires only an active compressed air supply 380 to enable actuation of the first and second positions. Holding in both positions can be achieved by a holding device 310c, e.g., a detent mechanism based on the ballpoint pen principle (comprising a positioning sleeve 390).

[0043] Fig. Figure 4 shows an embodiment of a vehicle 400. The vehicle comprises an electric machine 410 configured to drive the vehicle 400. The electric machine 410 is equipped with a wheel hub 420, as referenced in Figure 4. Fig. 1 described or a wheel head 430, as with reference to Fig. 2 described, coupled. Reference sign 100 wheel head pot 110 outer casing 112 Connection area 114 recess 120 connecting elements 122, 124 Connection area 126 Survey 130 Reset element 140 switches 150 coupling element 160 locking element 200, 200' wheel head 202 Axle bridge 204 Plug shaft 206 Connection area 270, 270' actuator 272 pistons 274 Pressure sleeve 276 Release element 280, 282 Through-opening (compressed air opening) 281 Check valve 290 Positioning sleeve 292 Reset element 294 Reset element 310b, 310c Holding element 320 Reset element 370a, 370b, 370c actuator 372 pistons 380, 380b Compressed air supply 390 Positioning sleeve 400 vehicles 410 electric machine 420 Wheel head pot 430 wheel head

Claims

[1] A wheel hub (100) for a vehicle, comprising an outer casing (110); a connecting element (120), wherein the connecting element (120) is arranged radially inside the outer housing (110), and wherein the connecting element (120) is designed to connect the wheel head pot (100) to a plug shaft (204) of an axle bridge (202); a reset element (130), wherein the reset element (130) connects the outer housing (110) and the connecting element (120); and a switch (140), wherein the switch (140) is configured to actuate the connecting element (120) from a first axial position to a second axial position. [2] The wheel hub (100) according to claim 1, wherein the outer housing (110) further comprises a recess (114) for a locking element (160), wherein, in an arrangement of the locking element (160) within the recess, the switch (140) is fixed so that the connecting element (120) is fixed in the second axial position. [3] The wheel head pot (100) according to one of the preceding claims, wherein the return element (130) is configured to actuate the connecting element (120) from the second axial position to the first axial position. [4] A wheel hub (200) for a vehicle, comprising: an axle bridge (202); and a wheel hub (100) according to one of the preceding claims. [5] The wheel head (200) according to claim 4, further comprising an actuator (270, 270', 370a, 370b, 370c), wherein the actuator (270, 270', 370a, 370b, 370c) is connected to the connecting element (120) and is configured to actuate the connecting element (120) from the first axial position to the second axial position. [6] The wheel head (200) according to claim 5, wherein the actuator (270, 270', 370a, 370b, 370c) is configured to actuate the connecting element (120) from the first axial position to the second axial position. [7] The wheel head (200) according to claim 6, wherein the actuator (270, 270', 370a, 370b, 370c) is configured to actuate the connecting element (120) from the second axial position to the first axial position. [8] The wheel head (200) according to one of claims 4-7, wherein the connecting element (120) is connected to the actuator (270, 270', 370a, 370b, 370c) via a release element. [9] The wheel head (200) according to claim 8, wherein the axle bridge (202) comprises a through-opening for supplying the actuator (270, 270', 370a, 370b, 370c) with compressed air, wherein an opening of the through-opening is arranged on a radially outer side surface of the wheel head. [10] A vehicle (400), comprising: an electric machine (410) configured to drive the vehicle (400), wherein the electric machine (410) is coupled to a wheel head pot (420) according to one of claims 1-7 or a wheel head (430) according to claim 8 or 9.

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