ELECTRICAL DRIVE AXLE FOR A VEHICLE

Abstract

An electrically driven vehicle axle is provided, comprising an electrical machine (6), a left drive shaft (14), a right drive shaft (24), a first clutch (10) connecting the electrical machine to the left drive shaft (14) and a second clutch (20) connecting the electrical machine (6) to the right drive shaft (24). The first and second clutches (10, 20) are arranged concentrically.

Claims

1. An electrically driven vehicle axle (4), comprising an electrical machine (6), a left drive shaft (14), a right drive shaft (24), a first clutch (10) connecting the electrical machine (6) to the left drive shaft (14) and a second clutch (20) connecting the electrical machine (6) to the right drive shaft (24), wherein the first and second clutches (10, 20) are arranged concentrically.

2. The vehicle axle according to claim 1, wherein the first and second clutches (10, 20) are axially overlapping.

3. The vehicle axle according to claim 1, wherein the first and second clutches (10, 20) are arranged at different radius.

4. The vehicle axle according to claim 1, wherein the first and second clutches (10, 20) are hydraulically actuated disc clutches.

5. The vehicle axle according to claim 1, further comprising two pistons (17, 27), wherein each clutch (10, 20) is actuated by a respective piston (17, 27).

6. The vehicle axle according to claim 5, wherein each piston (17, 27) is radially aligned with the associated clutch (10, 20).

7. The vehicle axle according to claim 5, wherein the pistons (17, 27) are axially overlapping.

8. The vehicle axle according to claim 5, wherein the pistons (17, 27) are arranged at different radius.

9. The vehicle axle according to claim 1, wherein the clutches (10, 20) are axially supported by at least one bearing (50).

10. The vehicle axle according to claim 9, wherein the at least one bearing (50) is radially aligned with at least one of the clutches (10, 20).

11. The vehicle axle according to claim 1, further comprising an input shaft (8) being provided with a first set of discs (216) arranged radially inwards to form discs of the first clutch (10), and a second set of discs (26) arranged radially outwards to form discs of the second clutch (20).

12. The vehicle axle according to claim 11, wherein the electrical machine (6) is in driving connection with said input shaft (8).

13. The vehicle axle according to claim 1, wherein each clutch (10, 20) is provided with a return spring (18, 28) for disconnecting the left and right drive shaft (14, 24) from the electrical machine (6).

14. The vehicle axle according to claim 1, wherein each clutch (10, 20) is controlled by a separate hydraulic actuator (30).

15. The vehicle axle according to claim 1, wherein the first and second clutches (10, 20) are arranged in a common housing (40).

16. The vehicle axle according to claim 15, wherein said housing (40) is in fluid connection with an external oil reservoir (50).

17. The vehicle axle according to claim 16, wherein said oil reservoir (50) is provided with an oil inlet (52) receiving oil from the first and second clutches (10, 20), and an oil outlet (54) for distributing oil to the first and second clutches (10, 20).

18. The vehicle axle according to claim 17, wherein the oil outlet (54) is formed by a shut-off valve (54) for automatically closing when the first and second clutches (10, 20) are in a disconnected mode.

19. A vehicle, comprising a vehicle axle (4) comprising an electrical machine (6), a left drive shaft (14), a right drive shaft (24), a first clutch (10) connecting the electrical machine (6) to the left drive shaft (14) and a second clutch (20) connecting the electrical machine (6) to the right drive shaft (24), wherein the first and second clutches (10, 20) are arranged concentrically.

20. A method for controlling the drive torque to a vehicle axle, comprising: determining a desired torque to a left drive shaft and a right drive shaft of the vehicle axle, activating an electrical machine, and actuating a first clutch by applying a pressure corresponding to the desired torque of the left drive shaft and actuating a second clutch by applying a pressure corresponding to the desired torque of the right drive shaft.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0025] The invention will be described in further detail below with reference to the accompanying drawings, in which

[0026] FIG. 1 is a schematic view of a vehicle according to an embodiment;

[0027] FIG. 2 is a schematic view of a vehicle axle according to an embodiment;

[0028] FIG. 3 is a cross-sectional view of parts of a vehicle axle according to an embodiment;

[0029] FIG. 4 is another cross-sectional view of a vehicle axle according to an embodiment;

[0030] FIG. 5 is a cross-sectional view of an actuator of a vehicle axle according to an embodiment; and

[0031] FIG. 6 is a schematic view of a method for controlling drive torque according to an embodiment.

DETAILED DESCRIPTION

[0032] Several embodiments of the present invention will be described in more detail below with reference to the accompanying drawings in order for those skilled in the art to be able to carry out the invention. The invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the invention to those skilled in the art. The embodiments do not limit the invention, but the invention is only limited by the appended claims. Furthermore, the terminology used in the detailed description of the particular embodiments illustrated in the accompanying drawings is not intended to be limiting of the invention.

[0033] Starting in FIG. 1, a vehicle 1 is schematically shown. The vehicle 1 is provided with a front axle 2 which is configured to provide drive torque to left and right front wheels 2a-b, and a rear axle 4 which is configured to provide drive torque to left and right rear wheels 4a-b. Although not described further herein, the front axle 2 may be driven by a combustion engine (not shown) or by an electrical machine (not shown).

[0034] As will be explained in the following, by activation of the rear axle 4 four-wheel drive, AWD, or rear-wheel drive, RWD, of the vehicle 1 is provided. The rear axle 4 is also capable of providing torque vectoring.

[0035] The general construction of the rear axle 4 is shown schematically in FIG. 2. The vehicle axle 4 comprises an electrical machine 6, preferably arranged concentrically on the vehicle axle 4. The electrical machine 6 has an output shaft 8 which rotates upon activation of the electrical machine 6. Optionally, a reduction gear (not shown) is provided to reduce the rotational speed of the output shaft 8.

[0036] The output shaft 8 forms an input shaft to two clutches 10, 20. The first clutch 10 has an output shaft 12 which is connected to a left drive shaft 14. The left drive shaft 14 is providing drive torque to the left rear wheel 4a (see FIG. 1). The second clutch 20 has an output shaft 22 which is connected to a right drive shaft 24. The right drive shaft 24 is providing drive torque to the right rear wheel 4b (see FIG. 1).

[0037] Now turning to FIG. 3, an example of parts of vehicle axle 4 is shown. Although not shown in FIG. 3, the electrical machine 6 is driving the shaft 8 which forms an output shaft of the electrical machine 6, as well as a common input shaft for both clutches 10, 20.

[0038] Each clutch 10, 20 comprises an output shaft 12, 22 which is selectively connected to the input shaft 8 by a set of hydraulically actuated discs 16, 26. Upon actuation of the first clutch 10, the set of discs 16 is compressed such that torque from the input shaft 8 is transferred to the output shaft 12. In a similar manner, upon actuation of the second clutch 20, the set of discs 26 is compressed such that torque from the input shaft 8 is transferred to the output shaft 26.

[0039] The input shaft 8 is hollow in order to allow the output shaft 22 of the second clutch 20 to extend through towards the right wheel 4b. The output shaft 12 of the first clutch 10 extends in the opposite direction towards the left wheel 4a.

[0040] The first and second clutches 10, 20 are arranged concentrically, radially outwards the output shafts 12, 22. In particular, the set of discs 16 of the first clutch 10 is arranged radially outwards of the set of discs 26 of the second clutch 20. As can be seen in FIG. 3 the set of discs 16 of the first clutch 10 is arranged radially outside the input shaft 8, while the set of discs 26 of the second clutch 20 is arranged radially inside the input shaft 8. The clutches 10, 20, and in particular the set of discs 16 of the first clutch 10 and the set of discs 26 of the second clutch 20 overlap in the axial direction, preferably by at least 50%.

[0041] The first clutch 10 comprises a piston 17 and a return spring 18. The piston 17 compresses the set of discs 16 upon application of a hydraulic pressure. The return spring 18 acts against the force of the piston 17, causing automatic separation of the set of discs 16 when the piston 17 is idle.

[0042] In a similar manner the second clutch 20 comprises a piston 27 and a return spring 28. The piston 27 compresses the set of discs 26 upon application of a hydraulic pressure. The return spring 28 acts against the force of the piston 27, causing automatic separation of the set of discs 26 when the piston 27 is idle.

[0043] The pressure being applied to the pistons 17, 27 is controlled by two separate actuators 30 (only one actuator is shown in FIG. 3).

[0044] The first clutch 10 and the second clutch 20 are arranged in a common housing 40. The housing 40 accommodates the required high pressure hydraulics for both clutches 20, 30.

[0045] As can be seen in FIG. 3 each piston 17, 27 is radially aligned with the associated clutch 10, 20, and in particular with the set of discs 16, 26 of the respective clutch 10, 20. In other words, each piston 17, 27 is arranged at a radius coinciding with a radius of the clutch. As the radial extension of the clutch is preferably greater than the radial extension of the associated piston, the clutch 10, 20 is radially overlapping the associated piston 17, 27. Hence, at least an outer radius of the piston 17, 27 is arranged radially outwards of an inner radius of the clutch 10, 20. In the embodiment shown in FIG. 3 the inner radius of the clutch is smaller than the inner radius of the piston, and the outer radius of the clutch is greater than the outer radius of the piston.

[0046] The pistons 17, 27 are axially overlapping, but radially separated.

[0047] As is further shown in FIG. 3 the input shaft 8 is axially supported by a bearing 50, positioned between the housing 40 and the input shaft 8. The axial bearing 50 allows the input shaft 8 to rotate relative the housing 40, and accommodates the axial forces transmitted through the clutches 10, 20. Hence, the disc clutches are axially supported by the bearing 50. For improved force accommodation the axial bearing 50 is radially positioned somewhere between the outer radius of the first clutch 10, and the inner radius of the second clutch 20. Hence, the axial bearing 50 is radially aligned with the clutches 10, 20.

[0048] Further details of a vehicle axle 4 is shown in FIG. 4. The input shaft 8, the clutches 10, 20, and the output shafts 12, 22 are all concentrically arranged around a central axis R1. The housing 40 surrounds the clutches 10, 20, and is in fluid communication with a reservoir 50 arranged radially outside the housing 40. Clutch fluid, such as cooling and lubrication oil, is allowed to flow to and from the reservoir 50. During operation of the vehicle axle 4, i.e. when the clutches 10, 20 are in a connected mode, rotation of the set of disc 16, 26 will throw the clutch fluid by a centrifugal force. The clutch fluid will exit the housing 40 through an open channel 52 that is arranged at the upper part of the housing 40. The open channel 52 extends into the reservoir 50, which thereby receives the clutch fluid from the housing 40. A valve 54 is arranged at the bottom part of the reservoir 50. The valve 54 is a shut-off valve which opens automatically when the clutches 10, 20 are in a connected mode such that during normal operation, clutch fluid will circulate from the housing 40 to the reservoir 50 via the channel 52, and back to the housing 40 through the open valve 54. The fluid level inside the reservoir 50 during normal operation is indicated by the level L1.

[0049] When the clutches 10, 20 are disengaged the valve 54 is automatically closed, such that clutch fluid in the reservoir 50 is prevented from returning to the housing 40. As the discs will still rotate the clutch fluid inside the housing 40 will be thrown back to the reservoir 50 whereby the housing will be drained. The fluid level of the reservoir 50 will thereby increase, as indicated by level L2. This automatic drainage reduces drag losses during disconnect mode.

[0050] Now turning to FIG. 5 details of the actuators 30 will be described. As explained earlier, each clutch 10, 20 is controlled by a separate actuator 30. For the embodiments described above, requiring two actuators 30, these are preferably identical.

[0051] The actuator 30 comprises an electronic control unit 32, an electrical motor 34, and a pump 36. All these components are assembled as a fully integrated device. The electronic control unit 32 is configured to control the operation of the electrical motor 34 according to functional safety requirements and preferably by applying cyber security and encryption of all control signals. The electrical motor, preferably in the form of an BLDC is driving the pump 36, preferably in the form of a centrifugal pump.

[0052] Now turning to FIG. 6, a method 100 for controlling the drive torque to a vehicle axle 4 is provided. The method comprises a first step 102 of determining a desired torque to a left drive shaft 14 and a right drive shaft 24 of the vehicle axle 4. This step 102 is preferably performed by monitoring driving characteristics of the associated vehicle 1, and to calculate optimum torque amount. In a step 104, which in normal conditions is performed simultaneously as step 102, the electrical machine 6 of the vehicle axle 4 is controlled to a desired speed. In step 106 a first clutch 10 of the vehicle axle 4 is actuated by applying a pressure corresponding to the desired torque of the left drive shaft 14 and a second clutch 20 of the vehicle axle 4 is actuated by applying a pressure corresponding to the desired torque of the right drive shaft 24.

[0053] It should be mentioned that the inventive concept is by no means limited to the embodiments described herein, and several modifications are feasible without departing from the scope of the invention as defined in the appended claims.