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EP-3790789-B2 - DRIVE SYSTEM

EP3790789B2EP 3790789 B2EP3790789 B2EP 3790789B2EP-3790789-B2

Inventors

  • TENBERGE, PETER
  • Jordan, Mick

Dates

Publication Date
20260513
Application Date
20190307

Claims (15)

  1. A drive system (10), having - a transmission housing (25), - an input shaft (1), - an output shaft (2), - a multistage superposition transmission (15) via which the input shaft (1) and the output shaft (2) are connected to a first rotor shaft (3) of a first motor (11) and to a second rotor shaft (4) of a second motor (12), - a power controller (8) via which the two motors (11, 12) are coupled to form a continuously variable actuating mechanism, and - an energy accumulator (9) to which the two motors (11, 12) are connected, wherein the multistage superposition transmission (15) has a planetary gear stage (16) with a sungear (17), a ring gear (18) and a planet carrier (19) with a plurality of planet gears (20), wherein - the input shaft (1), the output shaft (2) and the second motor (12) with its second rotor shaft (4) are arranged coaxially on a first shaft train (21), - the multistage superposition transmission (15) with the sungear (17), the ring gear (18) and the planet carrier (19) is configured only as a three-shaft planetary gear stage, and - the first motor (11) with its first rotor shaft (3) is arranged on a third shaft train (23) which is situated parallel to the first shaft train (21) and to a second shaft train (22), characterized in that the three-shaft planetary gear stage is arranged on a second shaft train (22) which is arranged parallel to the first shaft train (21), and the energy accumulator (9) is also provided for accumulating brake energy when braking power flows into the drive system (10) at the output shaft (2).
  2. The drive system (10) as claimed in claim 1, characterized in that - the input shaft (1) on the first shaft train (21) is connected via a first spur gear stage (31) to a first coupling shaft (5) on the second shaft train (22), - the output shaft (2) on the first shaft train (21) is connected via a second spur gear stage (32) to a second coupling shaft (6) on the second shaft train (22), - the second rotor shaft (4) of the second motor (12) on the first shaft train (21) is connected via a third spur gear stage (33) to a third coupling shaft (7) on the second shaft train (22), the third coupling shaft (7) is connected to the sungear (17), - and the first rotor shaft (3) of the first motor (11) on the third shaft train (23) is connected via a fourth spur gear stage (34) to the ring gear (18) on the second shaft train (22).
  3. The drive system (10) as claimed in claim 1 or 2, characterized in that , - on the second shaft train (22), the first coupling shaft (5) is connected to the planet carrier (19) and the second coupling shaft (6) is connected to the ring gear (18) of the planetary gear stage (16), or - on the second shaft train (22), the first coupling shaft (5) is connected to the ring gear (18) and the second coupling shaft (6) is connected to the planet carrier (19) of the planetary gear stage (16).
  4. The drive system (10) as claimed in at least one of claims 1 to 3, characterized in that - the second spur gear stage (32) is situated in a first arrangement plane (35), - the planetary gear stage (16) and the fourth spur gear stage (34) are situated in a second arrangement plane (36) which is situated parallel to the first arrangement plane (35) offset in an axial direction (30) which points into the transmission housing (25) from an output, which projects from the transmission housing (25), of the output shaft (2), - the first spur gear stage (31) is situated in a third arrangement plane (37) which is likewise situated offset in the axial direction (30) with respect to the second arrangement plane (36), - the third spur gear stage (33) is situated in a fourth arrangement plane (38) which is likewise situated offset in the axial direction (30) with respect to the third arrangement plane (37), - and the two motors (11 and 12) are situated in a fifth arrangement plane (39) which is likewise situated offset in the axial direction (30) with respect to the fourth arrangement plane (38).
  5. The drive system (10) as claimed in at least one of claims 1 to 4, characterized in that the gear of the fourth spur gear stage (34) on the second shaft train (22) has a larger pitch circle radius than the ring gear (18) of the three-shaft planetary gear stage (16).
  6. The drive system (10) as claimed in at least one of claims 1 to 5, characterized in that the gear of the first spur gear stage (31) on the first coupling shaft (5) has a larger pitch circle radius than the sungear (17) of the third coupling shaft (7).
  7. The drive system (10) as claimed in at least one of claims 1 to 6, characterized in that the transmission housing (25) has a main housing (26) with a central web (27), a motor covering (28) connected to the main housing (27), and a transmission covering (29) connected to the main housing (26).
  8. The drive system (10) as claimed in claims 4 and 7, characterized in that the motor covering (28) is provided on one side of the transmission housing (25) on the fifth arrangement plane (39), and the transmission covering (29) is provided on one side of the transmission housing (25) on the first arrangement plane (35) through which the output shaft (2) projects out of the transmission housing (25).
  9. The drive system (10) as claimed in claim 7 or 8, characterized in that - the input shaft (1) is supported via a first bearing (41) in the output shaft (2) and via a second bearing (42) in the motor covering (28), - the input shaft (1) projects on both sides out of the transmission housing (25), - and the output shaft (2) is supported via a third bearing (43) in the transmission covering (29) and via a fourth bearing (44) on the input shaft (1).
  10. The drive system (10) as claimed in at least one of claims 7 to 9, characterized in that the first rotor shaft (3) is supported via a fifth bearing (45) in the transmission covering (29) and via a sixth bearing (46) in the central web or in the motor covering (28).
  11. The drive system (10) as claimed in at least one of claims 7 to 10, characterized in that the second rotor shaft (4) is mounted via a seventh bearing (47) on the drive shaft (1) or in the central web (27) and via an eighth bearing (48) on the input shaft (1) or in the motor covering (28).
  12. The drive system (10) as claimed in claim 2 and at least one of claims 7 to 11, characterized in that - the second coupling shaft (6) on the second shaft train (22) is mounted via a ninth bearing (49) in the transmission covering (29) and via a tenth bearing (50) in the central web (27) or in the motor covering (28), - the third coupling shaft (7) is supported via an eleventh bearing (51) on the second coupling shaft (6) and via a twelfth bearing (52) in the central web (27), - the first coupling shaft (5) is supported via a thirteenth bearing (53) on the third coupling shaft (7) and via a fourteenth bearing (54) on the second coupling shaft (6), - a fifteenth bearing (55) transmits axial forces between the third coupling shaft (7) and the central web (27), - and a sixteenth bearing (56) transmits axial forces between the first coupling shaft (5) and the third coupling shaft (7).
  13. The drive system (10) as claimed in claim 8 or at least one of claims 9 to 12 if referring back to claim 8, characterized in that between the first bearing (41) and the second bearing (44) freewheel (40) is arranged between the input shaft (1) and the output shaft (2) that prevents the input shaft (1) from rotating quicker than the output shaft (2).
  14. The drive system (10) as claimed in at least one of claims 1 to 13, characterized in that a first resolver (57) with sensor and encoder wheel for measuring an angular position and a rotational speed is seated on the first rotor shaft (3), and/or in that a second resolver (58) with sensor and encoder wheel for measuring an angular position and a rotational speed is seated on the second rotor shaft (4), and/or in that a rotational speed sensor (59) is seated on the input shaft, and/or in that an acceleration sensor and/or an inclination sensor (24) is seated on the transmission housing (25).
  15. A motor-assisted bicycle having a drive system as claimed in one of claims 1 to 14.

Description

The proposed solution relates to a drive system in a gearbox housing between a drive shaft and an output shaft, which are connected via a multi-stage superimposed transmission to a first rotor shaft of a first electric or hydraulic motor and to a second rotor shaft of a second electric or hydraulic motor, wherein the two motors are coupled via a power control to form a continuously variable transmission and are connected to a battery or pressure accumulator as an energy storage device, and wherein the multi-stage superimposed transmission has at least one three-shaft planetary gear stage with a sun gear, a ring gear and a planet carrier with several planet gears. A drive system according to the preamble of claim 1 is made of WO 2016 034574 A1 known. A drive system is thus made up of the DE 199 25 229 A1 known. In Fig. 1 In this document, a drive shaft 127 and an output shaft 114 are coupled via a multi-stage superimposed transmission, which comprises a three-shaft planetary gear stage 120 with a sun gear 121, a ring gear 122, and a planet carrier 124 with several planet gears 123. The output shaft 114 is connected to the ring gear 122 by means of a multi-stage sub-transmission with a constant ratio. The drive shaft 127 is connected to the planet carrier 124. The first rotor shaft 132 of a first motor, which in this case is an electric motor, is connected to the sun gear 121, and the second rotor shaft of a second motor, which in this case is also an electric motor, is connected to the ring gear 122, as is the output shaft 114. Both motors are coupled via a power controller to form a continuously variable transmission and are connected to a battery as an energy storage device. Continuously variable transmission in the actuator also results in a continuously variable ratio between input speed and output speed. With a well-designed drive system, only a small portion of the drive power flows through the actuator, which has a relatively low efficiency, thus increasing the overall efficiency of the drive system. Drive systems of this type, with an electric or hydraulic motor connected to the output shaft, are also described in the prior art as coupling gears with output-side power splitting. In contrast, drive systems of this type, with an electric or hydraulic motor connected to the input shaft, are also described as coupling gears with input-side power splitting. The DE 31 47 447 A1 This describes a drive system with drive-side power splitting. In Fig. 1 In this document, a drive shaft 1 and an output shaft 2 are connected via a multi-stage superimposed transmission to the first rotor shaft of a first hydraulic motor a and to the second rotor shaft of a second hydraulic motor b. The two hydraulic motors a and b are connected via a [not shown in this document] Fig. 1 The depicted, but a power control system known from the prior art, is coupled to a continuously variable transmission, which, according to the prior art, can also be connected to a pressure accumulator as an energy storage device. The multi-stage superimposed transmission also includes a planetary gear stage I with a sun gear 1', a ring gear 2', and a planet carrier s with several planetary gears p'. The planet carrier s can be connected to the output shaft 2 via several switchable gear stages. The multi-stage superimposed transmission also includes a further planetary gear stage II with a sun gear 1", a ring gear 2", and a planet carrier s' with several planetary gears p". The ring gear 2" can also be connected to the output shaft 2 via further switchable gear stages. The input shaft 1 is connected via a gear stage to the first hydraulic motor a and to the ring gear 2' and the planet carrier s'. Drive systems according to this document are used in the drives of construction machinery and agricultural tractors. The drive system after the DE 31 47 447 A1 is significantly more complex than the drive system according to the DE 199 25 229 A1 The reason for this is that the many selectable gears allow for a design in which the proportion of power flowing through the continuously variable transmission decreases with an increasing number of gears. This means that such a drive system can operate with small motors in the transmission even at very high input and output torques. A drive system with electric motors has already been developed in the US 5,151,321 A Known since 1924 as the "Electromagnetic Transmission Mechanism". The drive system is located after Fig. 1 This document is housed in a casing 84 and lies between a drive shaft 10, which is connected to a drive flange 11, and an output shaft 12. The drive shaft 10 and the output shaft 12 are connected via a multi-stage superimposed gear to a first rotor shaft 47 of a first electric motor 20 and to a second rotor shaft 44 of a second electric motor 25. The first rotor shaft 47 is rigidly connected to the drive shaft 10; this is therefore a drive-side power split. The multi-stage superimposed transmissio