Block-like Electric Drive Providing Dual Single-wheel Drives with Parking Locks

Abstract

A block-like electric drive providing two single-wheel drives on one axle comprises two electric machines, each having a parallel rotor axis and a transmission on an end face. The single-wheel drives or the electric machines are arranged at least partially congruent with each other in a longitudinal vehicle direction for installation. A respective inverter serves to actuate each one of the two electric machines, the inverters being arranged next to each other at a highest point of the drive block in the installation position. The two electric machines are arranged one behind the other with regard to their housings. The drive block thus has two drives with separate transmission housings. Each drive can advantageously be equipped with a parking lock for blocking an output shaft. A locked state can thus be created in each drive combination.

Claims

1-15. (canceled)

16. A drive block of an electric motor-driven motor vehicle drive for two single-wheel drives on one common axle, comprising a first electric machine, which has a first rotor axis, and comprising a first transmission arranged on an end face of the first electric machine, and comprising a second electric machine, which has a second rotor axis, and comprising a second transmission arranged on an end face of the second electric machine, which are arranged at least partially congruent with each other in a longitudinal vehicle direction for installation, and which are configured for transverse installation in a motor vehicle, wherein the drive block has two inverters, each respective inverter prepared for actuating one of the two electric machines, wherein the two inverters are arranged at a highest point of the drive block while being in an installation orientation and at least one of the inverters, which is arranged next to the other inverter, is designed as a shallow, almost square box and with its box shape forms approximately one half of an upper side of the drive block, and wherein the two electric machines are arranged in parallel with regard to their rotor axes and one behind the other with regard to their housings, as a result of which the drive block is composed of two L-shaped motor/transmission units having separate transmission housings.

17. The drive block according to claim 16, wherein the two inverters together form the upper side of the drive block, one of the inverters covers a right-hand side of the electric machines arranged one behind the other, as a shallow unit spanning the latter.

18. The drive block according to claim 16, wherein one inverter rests on a support plate, which is configured as a flat cover plate across both electric machines.

19. The drive block according to claim 16, wherein one of the inverters has a cable connection adapter by which a connector positioning is predefined at a point on a longitudinal extent or a point on a width of one of the electric machines.

20. The drive block according to claim 19, wherein each of the inverters has its own cable connection adapter as an electrical transmission means placed on a side, the connector positioning of which is placed in each case at a point on the longitudinal extent of the cable connection adapter such that an equal distance is obtained between each connector positioning and an energy source.

21. The drive block according to claim 19, wherein a first current path length, which is provided for a length of a first connection cable and a cable routing in a first cable connection adapter, and a second current path length, which is provided for a length of a second connection cable and a cable routing in a second cable connection adapter, match each other as a result of cable routings providing a compensation between different lengths for the first and second connection cables.

22. The drive block according to claim 19, wherein a cable connection adapter has multiple connectors or connector positions, to which a connection cable can be connected.

23. The drive block according to claim 16, wherein one of the transmission housings is attached to an edge side of the drive block and has an elliptical, sloping, groundwardly directed profile with two foci, one of said foci being used for a wheel output shaft.

24. The drive block according to claim 16, wherein the transmission housings, in the region of a lowest point of the drive block, extend further into an area close to the ground than a lowest point of the electric machines.

25. The drive block according to claim 16, wherein at least one of the inverters is equipped with a plurality of upwardly projecting cooling fins.

26. The drive block according to claim 16, wherein the two inverters are adjacently arranged on an upper side of the drive block and are placed in a manner rotated relative to each other about their housing vertical axes.

27. The drive block according to claim 16, wherein each of the inverters is connected via at least one of: its own electrical connection, its own cooling circuit inlet, its own cooling circuit outlet, a plurality of its attachment points to at least one other component of the drive block.

28. A drive block of an electric motor-driven motor vehicle drive for two single-wheel drives on one common axle, comprising a first electric machine and a first transmission arranged on an end face of the first electric machine, and a second electric machine and a second transmission arranged on an end face of the second electric machine, and comprising two parking locks and a parking lock actuation mechanism, wherein in each case one inverter, one electric machine and one form a drive combination, which constitutes a separate drive, each separate drive being equipped with one of the two parking locks for blocking an output shaft that leads out of the drive to a wheel drive, and in that the electric machines are arranged at least partially congruent with each other in a longitudinal vehicle direction and are designed for installation in a motor vehicle transverse direction, and in that the parking lock actuation mechanism, which comprises either a single parking lock actuator for synchronously actuating the two parking locks to create a locked state, or two parking lock actuators for creating a locked state in each drive combination, is situated between the transmissions in an area close to the ground when the drive block is in an installation position.

29. The drive block according to claim 28, wherein each parking lock in the locked state causes inhibition of rotation by means of the associated transmission.

30. The drive block according to claim 28, wherein at least one of the parking locks is designed comprising at least one of the following configurations: the at least one parking lock in the locked state rotationally immobilizes a planetary transmission stage of the transmission by engaging in a planet carrier, the at least one parking lock in the locked state rotationally immobilizes an output gear, the at least one parking lock rotationally immobilizes an input shaft of the transmission, a smaller pinion of two pinions that form a transfer stage is blocked when the parking lock is in an engaged state.

31. The drive block according to claim 16, wherein the drive block comprises one parking lock or two parking locks, which are designed to be actuated by either one actuation mechanism or by two actuation mechanisms.

32. The drive block according to claim 16, wherein the inverters are placed as inverters arranged as a point-symmetrical mirror image of each other relative to a separation gap therebetween.

33. The drive block according to claim 19, wherein a power supply cable from an electrical energy store can be connected to the cable connection adapter.

34. The drive block according to claim 19, wherein the cable connection adapter is oriented sideways and configured for being connected to a central energy source in an exchangeable manner.

35. The drive block according to claim 28, wherein the parking lock is a pawl-type lock which is configured to be actuated hydraulically or by an electric motor or by comprising a spring energy store.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0099] The present invention can be better understood by referencing the accompanying figures, which show examples of particularly advantageous embodiments without limiting the present invention thereto.

[0100] FIG. 1 schematically shows a motor vehicle with a drive block.

[0101] FIG. 2 shows a first view of a drive block according to one embodiment of the invention.

[0102] FIG. 3 shows a second view of a drive block according to one embodiment of the invention.

[0103] FIG. 4 shows a third view of a drive block according to one embodiment of the invention.

[0104] FIG. 5 shows a fourth view of a drive block according to one embodiment of the invention.

[0105] FIG. 6 shows the motors, parking lock actuators and other components of a drive block similar to that shown in FIG. 5.

[0106] FIG. 7 shows the view according to FIG. 6 without the block-like control housing of the parking lock actuators.

[0107] FIG. 8 shows a view from an end side without the housing, i.e. in the interior of the drive block.

[0108] FIG. 9 shows an alternative embodiment of a drive block without the transmission housing.

DETAILED DESCRIPTION

[0109] FIG. 1 schematically shows a motor vehicle 201 with a drive block 1 according to one embodiment of the invention. The drive block 1 forms part of the motor vehicle drive 203. Also forming part of the motor vehicle drive 203 is the electrical energy store 43, which is connected to the drive block 1 via cables, such as the power supply cable 39 and the power supply cable 41.

[0110] The drive block 1 is a single-wheel drive 205, 207 which can drive two single (road) wheels via its two independently operating single-wheel drives 205, 207. The two single-wheel drives 205, 207 are located on the same axle 209, which in the exemplary embodiment shown in FIG. 1 is the rear axle of the motor vehicle 201 (e.g. of a typical sports car driven on the rear axle).

[0111] In another embodiment, which is not shown in the drawings, the single-wheel drives can be located on the front axle, see for example the axle 209.sup.I in FIG. 1. Other possible embodiments have single-wheel drives on the rear axle as a first common axle and on the front axle as a second common axle. It is thus also possible to implement, according to the invention, such axle arrangements in which a plurality of individually driven axles are present, for example, in the rear region of the vehicle. Considered individually, each axle is an axle that can be referred to as a common axle, which can be equipped with two single-wheel drives.

[0112] Based on the passenger compartment 223 and the arrangement of the steering wheel 221 on the steering linkage 225, it is clear in FIG. 1 that the single-wheel drive 205, 207 is a rear-axle drive in the exemplary embodiment shown in FIG. 1. The drive block 1 is installed transversely, as can be seen with reference to the motor vehicle transverse direction 213. The drive block 1 is narrower in the longitudinal direction than in the transverse direction, as can be seen by comparing the extent of the drive block 1 in the longitudinal vehicle direction 211 with the extent in the motor vehicle transverse direction 213.

[0113] The axles 209, 209.sup.I are indicated by dotted lines in FIG. 1. The axles 209, 209.sup.I are design aids or memory aids illustrating the arrangement of the road wheels of the motor vehicle 201.

[0114] In the design example shown in FIG. 1, the road wheels are attached by means of a respective single-wheel suspension, which forms a movable connection between a vehicle body (no reference sign), which encompasses the passenger compartment 223, and the respective road wheel. In other words, the axles 209, 209.sup.I are recognizable by guide elements of the wheels, such as on the basis of single-wheel suspensions, e.g. the triangular suspensions shown in the drawings, but also on the basis of the steering knuckles, on the basis of a swing axle, on the basis of a trailing link axle, on the basis of a semi-trailing link axle, on the basis of a multi-link axle, on the basis of a portal axle, on the basis of a rigid axle or on the basis of composite suspensions according to other possible embodiments not shown in detail in the drawings.

[0115] FIG. 2 shows, in a side view, an exemplary embodiment of a drive block 1 according to one embodiment of the invention. In the view shown in FIG. 2, the first electric machine 3 together with the first transmission 7 can be seen from the side. In this view, the first connector position 49 on the first cable connection adapter 23 can also be seen. The transmission 7 extends at an angle in its transmission housing 27 behind the part of the cable connection adapter 23 that comprises the connector positioning 49. The first power supply cables 39, 39.sup.I are inserted at this point.

[0116] In FIG. 2, the drive block 1 is shown in the installation position 71. In the installation position 71, the first support plate 19 separates the first inverter 11 with its box-like housing 15 from the two components located therebelow, namely the electric motor 3 and the transmission 7. The upper side of the first inverter 11 forms the highest point 73. The lowest point 75 is formed by the housing 27.

[0117] The first electric machine 3 has a width 45, which in part extends behind the transmission housing 27.

[0118] The inverter 11 (together with the inverter 13—see FIG. 3) forms the upper side 77 of the drive block 1, as can be seen in FIG. 2.

[0119] FIG. 3 shows the drive block 1 from another side perspective. If FIG. 2 and FIG. 3 are compared with each other, the drive block 1 looks almost identical from both sides due to the first electric machine 3, the second electric machine 5, the first transmission 7, the second transmission 9, the first inverter 11 and the second inverter 13. Differences between the left view (shown in FIG. 2) and the right view (shown in FIG. 3) result from the two cable connection adapters 23, 25, the connector positionings 49, 51 of which are configured differently. This takes into account the different current path lengths (cf. FIG. 4) brought about by the cable routings 57, 59. The (total) current path length 53 (cf. FIG. 2 in conjunction with FIG. 4), which is composed of the individual current path lengths, can be adjusted by means of the cable connection adapter 23. The (total) current path length 53, 55, resulting from the individual current path lengths of the individual components of the connection between the battery 43 and the housed inverter 15 or the housed inverter 17, can be kept the same for all inverters 15, 17 or 11, 13. The (second) transmission housing 29 extends behind the (second) cable connection adapter 25.

[0120] The second electric machine 5 has a (second) width 47, which (substantially) corresponds to the diameter of the cylindrical electric machine. The (second) width 47 is approximately half the width (or depth or length) of the (second) inverter 13 mounted above the electric machine 5.

[0121] The first inverter 11 is supported by the first support plate 19. The second inverter 13 is supported by the second support plate 21.

[0122] It is particularly advantageous if the (fifth) attachment point 103 between the upper part of the housing of the inverter 13 and the support plate 21 is a damped attachment point 103, e.g. by means of a foam rubber mat.

[0123] The various supply cables 39, 39.sup.I, 41, 41.sup.I are of different length. Due to the design of the cable connection adapters 23, 25, length equalization can be accomplished in the region of or by means of the connector positionings 49, 51.

[0124] The width 47 of the second electric machine 5 corresponds to the width 45 of the first electric machine 3.

[0125] The cooling fins 61, 63, 65, 67 on the box-like housings 15, 17 of the inverters 11, 13 (cf. FIGS. 2 and 3) can be seen particularly clearly in FIG. 4.

[0126] It can also be seen clearly in FIG. 4 that each inverter 11, 13 has its own electrical connection 83, 85, its own cooling circuit inlet 87, 89, its own cooling circuit outlet 91, 93 and its attachment points 95, 97, 99, 101.

[0127] The (second) current path length 55 of the (second) cable routing 59 is defined by the distance between the electrical energy store 43 and the drive block 1.

[0128] The two box-like housings 15, 17 of the inverters 11, 13 are at a slight distance from each other, so that a separation gap 81 is formed between the two.

[0129] The inverters 11, 13 may be structurally identical. Simply by rotating about the vertical axis 79 of the housing, it is possible to use two inverters 11, 13 which are identical to each other and which both form part of the upper side 77 of the drive block 1 (cf. FIGS. 2 to 4).

[0130] The possible embodiments shown in the individual figures can also be combined with each other in any form.

[0131] The centrally arranged battery, such as the electrical energy store 43, may also be placed in the vehicle in a manner distributed across multiple locations. This results in even greater differences in the cable lengths of the power supply cables 39, 39.sup.I, 41, 41.sup.I.

[0132] As can be seen from FIGS. 2 and 3, there are multiple connectors into which optionally one power supply cable 39, 41 or the other power supply cable 39.sup.I, 41.sup.I can be inserted.

[0133] Instead of the two electric machines 3, 5 being arranged, as shown, in a manner slightly offset from each other with regard to the lowest point 75, the electric machines 3, 5 can also be arranged on the same plane with regard to the inverters 11, 13 and below the latter, if more space is available in the axial direction.

[0134] FIG. 5 shows the drive block 1 from a perspective from which it is possible to see a first parking lock actuator 321 and a second parking lock actuator 323, which are situated in the area 325 close to the ground. The parking lock actuators 321, 323 are situated between the two transmission housings 27, 29, from which output shafts 31, 33 protrude. The parking lock actuators 321, 323 are located between the transmissions or the transmission housings 27, 29. Located in each of the transmission housings 27, 29 is an output gear 357, 357.sup.I (not visible in the selected diagram), which connects a spur gear stage of the transmissions (not visible, cf. transmissions 7, 9 in FIG. 4) located in the transmission housings 27, 29 to the output shafts 31, 33. The parking lock actuators 321, 323 can each immobilize one of the output gears 357, 357.sup.I by way of an associated parking lock (not visible in the diagram). In an immobilized state, the output shafts 31, 33 are fixed in position; they can no longer rotate. A motor vehicle (cf. motor vehicle 201 in FIG. 1) immobilized by the parking lock actuators 321, 323 is doubly secured against rolling away.

[0135] The inverters 11, 13 are placed in the area 327 remote from the ground.

[0136] As can be seen more clearly in FIG. 6 than in FIG. 5, the electric machines 3, 5 cover the parking lock actuators 321, 323 placed in the area 325 close to the ground, i.e. the electric machines 3, 5 bound the installation space for the parking lock actuators 321, 323 in the upward direction. The second electric machine 5 is situated higher than the first electric machine 3. The second electric machine 5 is thus located closer to an area more remote from the ground, i.e. closer to the area 327 remote from the ground, than the first electric machine 3.

[0137] In order to move a vehicle, the electric machine 5, for example, transmits a torque via an input shaft 359 to a pinion 331 and onward via a geared transmission stage 351 to a road wheel on an axle (cf. axle 209 in FIG. 1) when the parking lock 319 is in an open state. In a locked position of the parking lock, i.e. when the parking lock 319 is in a closed or engaged state, torque transmission is prevented inter alia by a blocking signal, which can be applied—in the manner of a feedback loop—to an electronic parking lock interlock input on the electric machine 5 or to an inverter control unit (not shown).

[0138] The two parking lock actuators 321, 323 are part of a parking lock actuation mechanism 324, which is classed as the first type. The first type of parking lock actuation mechanism 324 enables individual actuation of a respective parking lock assigned to the parking lock actuator 321, 323, such as the parking lock 319 and the parking lock 317 (see also FIG. 7). An actuating force exerted by one of the parking lock actuators 321, 323 undergoes a deflection in the parking lock actuation mechanism 324. An actuating force of the actuator is leveraged and thus amplified via an actuating linkage (see actuating linkage 353, 353.sup.I in FIG. 8).

[0139] For the output, there is a larger pinion 333, 333.sup.I which, as can be seen with reference to the pinion 331, is driven by a smaller pinion, the pinion 331. The two pinions 331, 333.sup.I form the transfer stage 345. The small pinion 331 and the large pinion 333.sup.I are brought together to form a geared transmission stage 351 (shown in simplified form, i.e. without teeth). A further transfer stage is formed by a planetary transmission stage 349, of which it is possible to see an external toothing of a ring gear for immobilization in the transmission housing 29 (see FIG. 5). The ring gear of the planetary transmission stage 349 is therefore located in the transmission housing 29. Between the planetary transmission stage 349 and the geared transmission stage 351, there is a pawl-type lock 335 with a ring gear 341, on which a toothed outer rim 343 is present. The parking lock 319 is kept in the open state by a spring energy store 339; this is the case for as long as the second parking lock actuator 323 has not yet actuated the parking lock 319. Between the rotor shaft of the electric machine 3, 5 and the planetary transmission stage, such as the planetary transmission stage 349, a spline connection is formed between the two shafts (not visible). The planet carrier of the planetary transmission stage 349 is guided on the pinion 331, which operates as an input pinion of the geared transmission stage 351.

[0140] FIG. 7 shows the parking lock 319 shown in FIG. 6 after omitting other components. The actuating linkages 353, 353.sup.I can thus be seen more clearly. The actuating linkage 353 includes a dowel pin 355, on which the spring energy store 339 (see FIG. 6) is arranged. The dowel pin 355 is longer than the ring gear 341 with its toothed outer rim 343. The second electric machine 5 is the drive that can be immobilized by the ring gear 341 using the toothed outer rim 343.

[0141] As can also be clearly seen from FIG. 7, one parking lock 317 is located on one side of the electric machines 3, 5 in relation to the electric machines 3, 5 and the other parking lock 319 is located on the other side of the electric machines 3, 5 in relation to the electric machines 3, 5. The two parking locks 317, 319 bound the end faces of the electric machines 3, 5. The end faces of the electric machines 3, 5 are bordered by the parking locks 317, 319.

[0142] FIG. 8 shows the pawl-type lock 335 with a pawl 337 behind the planetary transmission stage 349. The ring gear 341 with its toothed outer rim 343 is tailored to the pawl 337 (the width and depth of the toothing are tailored to the size of the pawl). The actuating linkage 353 ensures that the pawl 337 is released or is locked by engaging between the teeth of the toothed outer rim 343 of the ring gear 341. It is possible to see the second actuating linkage 353.sup.I for the second parking lock (not shown in FIG. 8).

[0143] FIG. 9 shows a drive block 1.sup.I of alternative design. By means of a single parking lock actuator 347, the two electric machines 3.sup.I, 5.sup.I can be immobilized by the ring gears 341.sup.I so that the output shafts 31, 33 can no longer rotate. If, in a second variant (in the sense of a second type) of the parking lock actuation mechanism 348 in the drive block 1.sup.I, the parking lock actuator 347 is designed both to immobilize a first output shaft 31, which is assigned to a first electric machine 3.sup.I for transmitting drive power, and to immobilize a second output shaft 33, which is assigned to a second electric machine 5.sup.I for transmitting drive power, then one parking lock actuator 347 can thus immobilize one complete axle 209 (cf. FIG. 1). An actuating force or actuating motion exerted by the parking lock actuator 347 is branched or split by means of the parking lock actuation mechanism 348. A partial actuating force or motion within the parking lock device is diverted to a first and a second parking lock (no reference signs), with the force being converted in particular from a rotational motion of the actuator into a pushing motion in order to bring about a locked state of the parking lock.

[0144] In one embodiment variant, the locked state of the parking lock can be achieved by means of a pulling motion.

[0145] The vehicle 201 shown (schematically) in FIG. 1 is placed in an “inactive” state or can no longer be moved by wheels rotating on an axle 209. Of two axles 209, 209.sup.I, at least one of the two axles can thus be immobilized.

[0146] The following is a list of reference numbers used in the drawings and this description.

[0147] 1, 1.sup.I drive block

[0148] 3, 3.sup.I first electric machine

[0149] 5, 5.sup.I second electric machine

[0150] 7 first transmission

[0151] 9 second transmission

[0152] 11 first inverter

[0153] 13 second inverter

[0154] 15 first box-like housing, in particular of the first inverter

[0155] 17 second box-like housing, in particular of the second inverter

[0156] 19 first support plate

[0157] 21 second support plate

[0158] 23 first cable connection adapter

[0159] 25 second cable connection adapter

[0160] 27 first transmission housing

[0161] 29 second transmission housing

[0162] 31 first output shaft

[0163] 33 second output shaft

[0164] 39, 39.sup.I first power supply cable

[0165] 41, 41.sup.I second power supply cable

[0166] 43 electrical energy store

[0167] 45 first width of the first electric machine

[0168] 47 second width of the second electric machine

[0169] 49 first connector positioning

[0170] 51 second connector positioning

[0171] 53 first current path length

[0172] 55 second current path length

[0173] 57 first cable routing

[0174] 59 second cable routing

[0175] 61 first cooling fin

[0176] 63 second cooling fin

[0177] 65 third cooling fin

[0178] 67 fourth cooling fin

[0179] 71 installation position

[0180] 73 highest point

[0181] 75 lowest point

[0182] 77 upper side of the drive block

[0183] 79 vertical axis of housing

[0184] 81 separation gap

[0185] 83 first electrical connection

[0186] 85 second electrical connection

[0187] 87 first cooling circuit inlet

[0188] 89 second cooling circuit inlet

[0189] 91 first cooling circuit outlet

[0190] 93 second cooling circuit outlet

[0191] 95 first attachment point

[0192] 97 second attachment point

[0193] 99 third attachment point

[0194] 101 fourth attachment point

[0195] 103 fifth attachment point

[0196] 201 motor vehicle

[0197] 203 motor vehicle drive

[0198] 205 first single-wheel drive

[0199] 207 second single-wheel drive

[0200] 209 axle, in particular motor vehicle axle, implemented with two single-wheel drives

[0201] 209.sup.I axle, in particular motor vehicle axle, on which a steering linkage can be found

[0202] 211 longitudinal vehicle direction

[0203] 213 motor vehicle transverse direction

[0204] 221 steering wheel

[0205] 223 passenger compartment

[0206] 225 steering linkage

[0207] 317 first parking lock

[0208] 319 second parking lock

[0209] 321 first parking lock actuator, in particular of a first type of parking lock actuation mechanism

[0210] 323 second parking lock actuator, in particular of a first type of parking lock actuation mechanism

[0211] 324 first type of parking lock actuation mechanism

[0212] 325 area close to the ground

[0213] 327 area remote from the ground

[0214] 331 smaller pinion

[0215] 333, 333.sup.I larger pinion

[0216] 335 pawl-type lock

[0217] 337 pawl

[0218] 339 spring energy store

[0219] 341, 341.sup.I ring gear, in particular parking lock ring gear

[0220] 343 toothed outer rim, in particular of the ring gear

[0221] 345 transfer stage

[0222] 347 parking lock actuator of a second type of parking lock actuation mechanism

[0223] 348 second type of parking lock actuation mechanism

[0224] 349 planetary transmission stage

[0225] 351 geared transmission stage

[0226] 353, 353.sup.I actuating linkage

[0227] 355 dowel pin

[0228] 357, 357.sup.I output gear, in particular of a spur gear stage

[0229] 359 input shaft