Abstract
A method for producing a shaft grounding ring includes providing a shaft grounding ring having an annular main body and contact elements arranged on the main body. The contact elements are electrically conductive and plastic-based. The contact elements are configured to establish an electrically conductive sliding contact with a circumferential surface of a shaft or of a sleeve placed onto the shaft. The contact elements are elastically bendable such that the contact elements are configured to preload the electrically conductive sliding contact. Additionally, the method includes thermally preconditioning the shaft grounding ring before use.
Claims
1-13. (canceled)
14. A method for producing a shaft grounding ring (E), comprising: providing a shaft grounding ring (E) having an annular main body (EG) and contact elements (EK) arranged on the main body (EG), the contact elements (EK) being electrically conductive and plastic-based, the contact elements (EK) being configured to establish an electrically conductive sliding contact (K) with a circumferential surface (C) of a shaft (W) or of a sleeve (H) placed onto the shaft (W), the contact elements (EK) being elastically bendable such that the contact elements (EK) are configured to preload the electrically conductive sliding contact (K); and thermally preconditioning the shaft grounding ring (E) before use.
15. The method of claim 14, wherein thermally preconditioning the shaft grounding ring (E) comprises heating the shaft grounding ring (E) to a defined temperature range for a defined time period.
16. The method of claim 15, wherein the defined temperature range is from 75 degrees Celsius to 180 degrees Celsius.
17. The method of claim 15, wherein the defined time period is between 15 minutes and 120 minutes.
18. The method of claim 14, wherein thermally preconditioning the shaft grounding ring (E) comprises preloading the contact elements (EK) of the shaft grounding ring (E) during the thermal preconditioning.
19. The method of claim 18, wherein preloading the contact elements (EK) of the shaft grounding ring (E) during the thermal preconditioning comprises preloading the contact elements (EK) on a diameter of a test shaft (PW), the diameter of the test shaft (PW) corresponding to a diameter of the circumferential surface (C) of the shaft or of the sleeve.
20. A shaft grounding ring (E), wherein the shaft grounding ring (E) is produced according to the method of claim 14.
21. A shaft grounding ring (E), comprising: an annular main body (EG) having contact elements (EK) arranged on the main body (EG), the contact elements (EK) being electrically conductive and plastic-based, the contact elements (EK) being configured to establish an electrically conductive sliding contact (K) with a circumferential surface (C) of a shaft (W) or of a sleeve (H) placed onto the shaft (W), the contact elements (EK) being elastically bendable such that the contact elements (EK) are configured to preload the electrically conductive sliding contact (K), wherein the shaft grounding ring (E) is thermally preconditioned before use.
22. The shaft grounding ring of claim 21, wherein the contact elements (EK) comprise a thermally stable plastic provided with at least one electrically conductive filler.
23. An electric machine (EM2), comprising: a housing (GE); a stator (S); a rotor (R) coupled to a rotor shaft (RW), the rotor shaft (RW) being mounted in the housing (GE); and the shaft grounding ring (E) of claim 21, the shaft grounding ring (E) grounding the rotor shaft (RW) with respect to the housing (GE).
24. An electric axle drive unit (EX) for a motor vehicle, comprising: a housing (GA); a shaft (DS1, DS2) mounted in the housing (GA); and the shaft grounding ring (E) of claim 21, the shaft grounding ring (E) grounding the shaft (DS1, DS2) with respect to the housing (GA).
25. A transmission (G) for a motor vehicle, comprising: a housing (GG); a shaft (GW2) mounted in the housing (GG); and the shaft grounding ring (E) of claim 21, the shaft grounding ring (E) grounding the shaft (GW2) with respect to the housing (GG).
26. The transmission (G) of claim 25, wherein the shaft (GW2) is an output shaft of the transmission (G).
27. The transmission (G) of claim 25, further comprising an electric machine (EM), the shaft (GW2) being drivable by the electric machine (EM).
Description
BRIEF DESCRIPTION OF THE DRAWINGS
[0019] Exemplary embodiments of the invention are described in detail with reference to the figures, wherein:
[0020] FIG. 1 and FIG. 2 each show a drive train of a motor vehicle;
[0021] FIG. 3 shows an electric machine;
[0022] FIG. 4 shows a schematic view of a shaft grounding ring;
[0023] FIG. 5a and FIG. 5b each show a sectional view of the shaft grounding ring in the installed state; and
[0024] FIGS. 6a-6c each show an illustration of a method for producing the shaft grounding ring.
DETAILED DESCRIPTION
[0025] Reference will now be made to embodiments of the invention, one or more examples of which are shown in the drawings. Each embodiment is provided by way of explanation of the invention, and not as a limitation of the invention. For example, features illustrated or described as part of one embodiment can be combined with another embodiment to yield still another embodiment. It is intended that the present invention include these and other modifications and variations to the embodiments described herein.
[0026] FIG. 1 schematically shows a drive train for a motor vehicle. The drive train includes an internal combustion engine VM, the output of which is connected to an input shaft GW1 of a transmission G. An output shaft GW2 of the transmission G is connected to a differential gear AG. The differential gear AG distributes the power applied at the output shaft GW2 to driving wheels DW of the motor vehicle. The transmission G has a gear set RS, which, together with shift elements (not shown in FIG. 1), provide different transmission ratios between the input shaft GW1 and the output shaft GW2. The gear set RS is enclosed in a housing GG which also accommodates an electric machine EM which is connected to the input shaft GW1. The electric machine EM drives the input shaft GW1. A power converter INV is attached to the housing GG. The power converter INV is connected to the electric machine EM at one side and to a battery BAT at the other side. The power converter INV is utilized for converting the direct current of the battery BAT into an alternating current which is suitable for operating the electric machine EM and, for this purpose, includes several power semiconductors. The conversion between direct current and alternating current takes place by a pulse-like operation of the power semiconductors controlled by an open-loop system.
[0027] FIG. 2 schematically shows a drive train for a motor vehicle, which, in contrast to the embodiment shown in FIG. 1, is a purely electric drive train. The drive train includes an electric axle drive unit EX. The electric axle drive unit EX includes an electric machine EM, the power of which is transmitted via a reduction gear set RS2 and a differential gear AG onto driving wheels DW of a motor vehicle. Output shafts DS1, DS2 of the differential gear AG are connected to the driving wheels DW. The electric machine EM, the reduction gear set RS2, and the differential gear AG are enclosed in a housing GA. A power converter INV is attached to the housing GA. The power converter INV is connected to the electric machine EM at one side and to a battery BAT at the other side. The power converter INV is utilized for converting the direct current of the battery BAT into an alternating current which is suitable for operating the electric machine EM and, for this purpose, includes several power semiconductors. The conversion between direct current and alternating current takes place by a pulse-like operation of the power semiconductors controlled by an open-loop system.
[0028] The drive trains shown in FIG. 1 and FIG. 2 are to be considered merely as examples.
[0029] Due to the pulse-like operation of the power semiconductors, electromagnetic interference signals arise, which, for example, are coupled into the output shaft GW2 in the drive train according to FIG. 1 or into the output shafts DS1, DS2 in the drive train according to FIG. 2. Due to the mounting of the output shaft GW2 and of the output shafts DS1, DS2, which is not shown in FIG. 1 and FIG. 2, the output shaft GW2 and the output shafts DS1, DS2 are electrically insulated with respect to the housing GG and the housing GA, respectively, since the lube oil in the interior of the housing GG, GA has electrically insulating properties. Therefore, interference signals coupled into the output shaft GW2 or into the output shafts DS1, DS2 cannot flow on a short path into the housing GG or into the housing GA, respectively, the respective housing being connected to an electrical ground of the motor vehicle. Instead, the interference signals return to the electrical ground by electromagnetic emission, as the result of which, other electronic components of the motor vehicle are interfered with. The output shaft GW2 or the output shafts DS1, DS2 protruding from the housing GG or the housing GA, respectively, form an antenna which facilitates the electromagnetic emission of the interference signals.
[0030] FIG. 3 shows a schematic view of an electric machine EM2. The electric machine EM2 has a housing GE which accommodates a stator S and a rotor R. The stator S is non-rotatably fixed in the housing GE. The rotor R is coupled to a rotor shaft RW, the rotor shaft RW being rotatably mounted via two roller bearings WL1, WL2 which are supported on the housing GE. One end of the rotor shaft RW projects out of the housing GE. A shaft grounding ring E is provided on an exposed section of the rotor shaft RW. A sealing ring DR2 is provided between the roller bearing WL2 and the shaft grounding ring E. The shaft grounding ring E establishes an electrically conductive contact between the housing GE and the rotor shaft RW. For this purpose, the shaft grounding ring E includes electrically conductive contact elements which slide on a surface of the rotor shaft RW. A potential difference between the housing GE and the rotor shaft E is reduced via the shaft grounding ring E. As a result, the roller bearings WL1, WL2 are protected against an uncontrolled potential equalization via the rolling elements of the roller bearings WL1, WL2.
[0031] FIG. 4 shows a schematic view of a shaft grounding ring E. The shaft grounding ring E has an annular main body EG and multiple contact elements EK arranged thereon. As shown in FIG. 4, the main body EG is formed as a closed ring, but, in some instances, is formed as an open ring. The contact elements EK and the main body EG are electrically conductive. The contact elements EK and the main body EG are formed as one piece, as shown in FIG. 4. Alternatively, the contact elements EK are secured on the main body EG. The contact elements EK are formed from a thermally stable plastic, which is provided with an electrically conductive filler. Examples of thermally stable plastics are fluorothermoplastics, polyamides, or elastomers, such as, for example, fluorinated rubber. Graphite or copper particles are conceivable as electrically conductive fillers. It is particularly preferred when electrically conductive PTFE is used as a material for the contact elements EK.
[0032] FIG. 5a shows a schematic sectional view of the shaft grounding ring E in the installed state. The shaft grounding ring E is arranged radially between a shaft W and a housing G. The shaft W is mounted for rotation about an axis A. The shaft W shown in FIG. 5a could be, for example, the output shaft GW2 according to FIG. 1, one of the output shafts DS1, DS2 according to FIG. 2, or the rotor shaft RW according to FIG. 3. The housing G shown in FIG. 5a could be, for example, the housing GG according to FIG. 1, the housing GA according to FIG. 2, or the housing GE according to FIG. 3.
[0033] In the exemplary embodiment according to FIG. 5a, the shaft grounding ring E is formed as multiple pieces. The contact elements EK are clamped between the main body EG and a clamping ring EZ. The main body EG is mechanically and electrically conductively connected to the housing G. The radially inner end of the contact elements EK contacts a circumferential surface C of the shaft W. When the shaft W rotates, the contact elements EK slide along the circumferential surface C, thereby forming an electrically conductive, sliding contact K between the circumferential surface C and the contact elements EK. The sliding contact K is preloaded via the bending elasticity of the contact elements EK.
[0034] FIG. 5b shows a further schematic sectional view of the shaft grounding ring E in the installed state. In contrast to the schematic view according to FIG. 5a, the sliding contact K is now no longer present directly between the contact elements EK and the shaft W. Instead, the contact elements EK slide on the circumferential surface C of a sleeve H which is mechanically and electrically conductively connected to the shaft W.
[0035] FIGS. 6a-6c show a method for producing the shaft grounding ring E. FIG. 6a shows the assembly of the multi-piece shaft grounding ring E. For this purpose, multiple contact elements EK are initially arranged on the main body EG. Thereafter, the contact elements EK are clamped to the main body EG by installing the clamping ring EZ. In FIG. 6b, the completely assembled shaft grounding ring E is installed on a test shaft PW. The diameter of the test shaft PW, against which the radially inner ends of the contact elements EK rest, substantially corresponds to the diameter of the shaft W or the sleeve H on which the shaft grounding ring E is to be subsequently utilized. Thereafter, the composite of shaft grounding ring E and test shaft W is heated to a defined temperature range for a defined time period. This is illustrated in FIG. 6c. Due to this method step, the plastic-based contact elements EK undergo thermal aging, and therefore a subsequent thermal load arising during the operation of the shaft grounding ring E only negligibly affects the bending elasticity of the contact elements EK. Therefore, a bending elasticity of the contact elements EK is achieved, which is substantially constant over the period of operation of the shaft grounding ring E, and so a low-impedance, electrical connection between the circumferential surface C of the shaft W or the sleeve H and the contact elements EK is ensured during the operation of the shaft grounding ring E.
[0036] Since the shaft grounding ring E is arranged on the test shaft PW during the heating, the thermal preconditioning acts on bending-loaded contact elements EK. This effectuates a memory effect on the geometry of the contact elements EK. As a result, a particularly reproducible elasticity behavior is achieved during the subsequent operation of the shaft grounding ring E.
[0037] The design of the shaft grounding ring E shown in FIG. 4, FIGS. 5a-5b and in FIGS. 6a-6c is to be considered merely as an example. The proportions selected in the schematic views are utilized in particular for the purpose of illustration, and are not to be considered to be full scale.
[0038] Modifications and variations can be made to the embodiments illustrated or described herein without departing from the scope and spirit of the invention as set forth in the appended claims. In the claims, reference characters corresponding to elements recited in the detailed description and the drawings may be recited. Such reference characters are enclosed within parentheses and are provided as an aid for reference to example embodiments described in the detailed description and the drawings. Such reference characters are provided for convenience only and have no effect on the scope of the claims. In particular, such reference characters are not intended to limit the claims to the particular example embodiments described in the detailed description and the drawings.
REFERENCE CHARACTERS
[0039] VM internal combustion engine [0040] EX electric axle drive unit [0041] G transmission [0042] GW1 input shaft [0043] GW2 output shaft [0044] RS gear set [0045] RS2 reduction gear set [0046] EM electric machine [0047] INV power converter [0048] BAT battery [0049] AG differential gear [0050] DS1 output shaft [0051] DS2 output shaft [0052] DW driving wheel [0053] GA housing [0054] EM2 electric machine [0055] S stator [0056] R rotor [0057] RW rotor shaft [0058] WL1 bearing [0059] WL2 bearing [0060] DR2 sealing ring [0061] GE housing [0062] W shaft [0063] H sleeve [0064] C circumferential surface [0065] G housing [0066] E shaft grounding ring [0067] EG main body [0068] EK contact element [0069] EZ clamping ring [0070] K sliding contact [0071] PW test shaft
