纯电动汽车差速器设计【含CAD图纸、说明书】
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New Energy Vehicle Innovative Electric Differential and Drive Bridge-A Practical Study of Electric VehiclesAuthor: Schaeffler Published: 2012-09-05Abstract: This article describes an innovative electric active differential for hybrid and electric vehicles that has been bench tested and installed on a pure electric vehicle in a project. Electric differentials based on the principles of FZG not only enable purely electric drives, but also make active lateral torque distribution possible. The purpose of developing an electric drive differential is to optimize the electric drive system, including maximizing efficiency, as well as the industrialization of design and functional verification of electric drive torque distribution.Key words: lightweight differential, electric active differential, electric car1 IntroductionDue to global warming and the lack of fossil fuels, the development of electric vehicle drive devices has become a leader in the research of new energy vehicles. The Federal Government of Germany hopes that the country will become the market leader in the field of electric vehicles in the next ten years.Even without electric vehicles, our car ownership keeps increasing, which also leads to an increase in traffic density. Therefore, in order to reduce the accident rate, the EU launched the eSafety campaign to achieve a bold goal that will reduce road traffic deaths by half in 2010. But it is impossible to achieve this goal simply by improving road conditions. Vehicle transmission systems and control systems must be more intelligent so that they can proactively correct driver mistakes. It is different from some driver assistance systems that are already in development or under development; the device proposed in this paper for a purely electric drive system is a completely new invention.When Schaeffler first developed the spur gear differential, it inspired the installation of the differential speed control motor coaxially to the differential. The initial design shows that this is a very compact transmission system. If the differential can combine the integrated reducer and the auxiliary motor to realize the distribution of transverse torque between the vehicles, the handling, comfort and safety of the driving will be significantly improved.Schaefflers early development team at Herzogenaurach designed the prototype of this system, called the Active Electric Differential, and carried out in-depth testing and research on the bench. The team then installed two active differential systems on an AWD electric vehicle to further verify the advantages and limitations of the electric drive torque-oriented distribution system in the front, rear, and co-acting modes of the car.2, Schaeffler lightweight differentialTraditional differentials have the ability to balance different speeds between two wheels, such as when a vehicle is turning. In this case, the wheel with a large track radius rotates faster than the wheel with a small track radius. However, the torque distribution ratio is fixed at 50:50%.Schaeffler applied planetary gear technology to develop a spur gear differential with optimized volume and weight, which we call a light-weight differential (Fig. 1). The differential has two different types of symmetric gear and asymmetric gear. See (a) and (B) in Figure 1.The (a) type differential has 2 sets of planetary gear sets, and each set of planetary gear sets has 3 planetary gears, so there are 3 pairs of planetary gears. On the left and right sides, the three planetary gears of the same planetary gear pair mesh with their corresponding sun gears; and the three pairs of planetary gears belonging to different planetary pairs on the intermediate region mesh with each other. This design will leave a gap between the two sun gears.The (B) type differential was originally designed to maximize the use of lateral space between the (a) model differential and the two sun gears, further reducing the differentials size and weight. This design moves the planetary gear engagement plane to the meshing plane between the planet gear and the sun gear. Taking the Schaeffler lightweight differential instead of the traditional tapered gear differential can reduce the weight of the mid-size cars rear axle by more than 30% and almost 70% of the cross-axis space.Figure 1: Schaeffler light-weight differential (a, symmetrical sun gear and planet gears; B, asymmetrical gears)3, active differential systemUnlike the aforementioned conventional differential, the so-called active differential not only balances the rotational speed difference of the two wheels but also can independently distribute the driving torque to each wheel. This is the torque-oriented distribution technology. Due to the different circumferential forces on the wheels, a yaw torque is generated on the vertical axis of the vehicle, which directly affects the driving dynamics and stability. Unlike the ESP system, the active torque distribution control system does not slow down the vehicle when it intervenes. An active differential with a torque-oriented distribution function is mounted on the rear axle and can produce the same effect as the current ESP system, that is to prevent understeering of the front wheels of the vehicle; and thus to improve the safety and power performance of the vehicle, see FIG. 2 .The different wheels of the coaxial shaft are subjected to different driving/braking torques to generate a yaw torque on the vertical axis of the vehicle. Active lateral movement can significantly improve the dynamic performance of turning and reversing the vehicle. Agile driving performance not only improves driving comfort, but also improves driving safety, such as changing lanes in vehicles.With a reasonable axle movement design, the different driving forces acting on the wheels on both sides of the steering axle will generate a yaw torque in the direction of the steering rod. Thus, steering lock or steering assist can be achieved by setting the lateral torque distribution.More, for example, due to the negative effects caused by lateral wind and pavement trenches, it can be corrected through dynamic lateral torque distribution control to obtain a more worrying driving feeling. In addition, the yaw torque can achieve consistent driving performance. For example, the turning radius generated for a given steering angle is constant, independent of the vehicles load and speed; this is at least feasible in principle. Figure 2: Advantages of active transverse torque distributionThe wheel torque control is achieved by controlling the wheel speed. According to the preset slip curve, a torque difference can be generated between the wheels. Figure 3 shows the relationship between wheel speed and drive torque.As shown in Fig. 3, in the initial state (a), the vehicle travels in a straight line, both rear wheels run at the same speed and driving torque, and the slip rates produced by the two rear wheels are the same. We assume that the revolver is now braking. It is very difficult to drive the right wheel at this time because the driving torque of the vehicle is constant. State B shows the relationship between the left wheel braking torque and the required braking slip. However, regardless of the braking torque on the left rear wheel, the driving torque on the right wheel must be increased to the level of State C to ensure that the total driving force is not changed. The sliding curve of Figure 3 shows the required working point of the right wheel. .Figure 3: Relationship between wheel slip ratio and driving torqueBy means of the relationship between the slip ratio and the driving force curve, the wheel speed must be changed in order to realize the directional distribution of the driving torque on the drive shaft, and vice versa. Therefore, in order to achieve the differential torque required for the torque directional transfer function, one wheel must be accelerated with respect to the other wheel. The first clutch-based active torque distribution system was applied to Mitsubishi Lancer. Similar mass production was also applied to the BMW X6 and Audi S4 systems. These specially designed drive units have additional drive gear sets and hydraulically controlled disc clutches or electromechanically controlled disc brakes that accelerate one half of the rear axle, producing differential speed and actively distributing torque between the two wheels. (Refer to Figure 3)Fig. 4: Active differential of the hydraulically-controlled disc clutch (1, tapered gear differential, 2, coupling transmission, 3, disc clutch, 4, drive torque)4 electric active differentialThe electric active differential is the best alternative to a conventional differential based clutch with a coupled transmission that directly controls the differential speed through an electric device connected to a differential gear. At present, the integrated system of the integrated electric actuator device and the mechanical torque distribution mechanism is only in the conceptual design stage, and the actual hardware has not yet been realized; not to mention the system as an active (differential) system in, for example, emergency avoidance, etc. Under the circumstances to apply the example.Here we use the traditional simple bevel gear differential to describe the function of the active differential, see Figure 5. If the rotary motion of the differential planet gears is coupled to an electromechanical device, this device is driven by the differential. In turn, sending a speed through the electric device can also produce differential motion on the gear between the wheels (the sun gear on the half bridge of the differential). Because the driving torque generated by the external electric device makes the balance bar of the planetary gear unbalanced, the torque distribution of the differential also changes. This means that any theoretically possible wheel-side torque and speed distribution is achieved on the wheels.The basic advantage of this type of active differential is that it no longer requires any extra components because the torque distribution is done directly inside the differential. When the rotation speeds of both wheels are the same, the electric device is at a standstill and the torque is only provided when the torque is actively distributed. However, the disadvantage of the design shown in Fig. 5 is that the torque transmission ratio between the electric device and the differential is low (beveled), and the electric device must be rotated along with the half shaft. In order to avoid these disadvantages and preserve the advantages of the electric differential, we have made important improvements to the differential according to the FZG principle. The modified differential is shown below.Fig. 5: Principle of electric differential (1, bevel gear differential, 2, transmission, 3, torque-distributed motor, 4, drive gear)In Fig. 6, the spur gear differential (1) distributes the torque equally to both drive wheels when the control function is off.As shown in Figure 1b, this differential is a planetary gear device consisting of two asymmetrical sun gears and three pairs of intermeshing planets. The planet gears of the differentials mesh with the sun gears, and each sun gear is connected with one wheel. This form of spur gear differential can be combined with an external planetary gear device, which is very important. The three pairs of planetary gears in a spur gear differential theoretically implement the same function of a bevel gear between shafts in a bevel gear differential.According to the principle of Fig. 5, the speed difference between the two wheels can be generated by the relative motion of the planetary gear sets of the spur gear differential; it can be achieved by the driving planetary gear device (2) and the coupling gear (3). The composition of the transmission is completed. The active planetary gear device (2) is coaxial with the differential (1) and shares the same planetary gear among them. If the sun gear in the differential (2) rotates on the ring gear, its planetary gear is forced to rotate at a corresponding speed, which is the reason why the speed difference on the wheel can be generated. The relative speed of the inner planet gears in the spur gear differential corresponds to the speed of the planet gears in the bevel gear differential in FIG. 5 .Fig. 6: The principle of electric differential (1, spur gear differential, 2, active planetary gear, 3, coupled transmission, 4, torque-oriented distribution motor, 5, driving gear)Coupled transmissions reduce the wheel-side torque required for lateral force distribution, thereby reducing the directional torque of the motor. Different from the concept of the original FZG, the two identical planetary gear units of the coupling gear (3) share the same shaft. Torque is output through two separate but identical planetary systems, one of which is connected to the sun gear of the ring gear and the other of which is connected to the outer ring gear. Simulations in the early stages of development show that this arrangement is less sensitive to the deformation of the planetary gear arrangement than the original design of the FZG through two independent planet carrier outputs. The deformation of the coupling gear causes the torque-directed distribution unit to tend to self-lock.One of the sun gears in the coupling gear (3) is fixed to the housing and the other sun gear is connected to the control motor. When controlling the output torque of the motor, the coupling actuator rotates the two outer ring gears in the same (3) in the opposite directions, and the opposite torque is generated on the sun gear and the outer gear of the coupling gear (2).If the control motor is stationary, no differential motion can occur on the differential planet gears. Because the speed of the sun gear and the ring gear of the coupling gear are the same at this time, of course, the rotation speed of the wheel is also the same. If the coupled transmission does not rotate, no differential torque will be generated, the wheel torque is the same (drive loss is not accounted for), and the control motor does not provide any torque. When the vehicle is cornering, the control motor is also passive and does not require differential torque. As shown in Figure 6, if the coupling actuator is closed, the device will operate as a conventional differential, but with a slightly higher self-locking value. For a system where each wheel has a drive motor, the system in this paper requires much less power to implement the torque distribution function. The sum of the wheel drive torques is not determined by the coupled drive system, ie the torque difference between the wheels. Therefore, the control system can be quite simple.Fig. 7: Schaefflers schematic diagram of the active differential (1. Spur gear differential (asymmetrical), 2) Active planetary gear, 3, Coupled transmission, 4, Torque oriented motor, 5 , planetary reducer, 6) main drive motor)Fig. 8: Schaeffler electric active differential designThe Schaeffler senior development team integrated the electric torque distribution system shown in Fig. 6 into an electric drive unit. This electric drive unit was designed for a full-time, four-wheel-drive midsize car (Figure 7). The active electric differential consists of the following two basic units: “electric differential” and “active torque distribution system” 23. Both of these basic units are coaxial with the axles of the car, and the light-weight differential is its connecting device. The final design of the active differential device is shown in Figure 8. The main technical parameters are listed in Table 1. 5 Schaeffler Electric VehiclesIn the early development phase of the active differential, Schaeffler not only tested on the bench but also tested the entire vehicle in order to test its performance under actual conditions as much as possible. We chose the 1.8TSI AWD version of the Skoda Octavia Scout as a platform for testing electric vehicles. The full-time four-wheel drive system provides the greatest degree of freedom in investigating the role of the active torque distribution system in the front and rear axles. This means that the conditions of the front drive, rear drive, and four-wheel drive can be tested separately under the same driving conditions. And it can be compared with the original car without an active torque distribution system.Figure 9 shows Schaefflers electric car. The active electric drive differential (1) is simultaneously mounted to the front and rear axles of the vehicle as shown in FIG. The current of the main drive motor and the torque-oriented distribution motor is provided by four identical inverters (2). Two of the inverters are located in the engine compartment, and the other two inverters are located where the spare tire was originally placed. The air-cooled lithium-ion battery (3) with a capacity of 17.8 kWh is partially disposed on the engine shaft passage and is partially disposed at the original tank position. The battery consists of 110 3.6V 45Ah battery cells and provides 400V for the high voltage inverter. An on-board charging system (4) is mounted on the electric vehicle, and its electric plug (5) can use either 220V charging or fast charging. In addition, a DC/DC inverter (6) is provided between the high voltage circuit and the low-voltage circuit and ProTronic, the original vehicle control unit provided by AFT. Technical data on Schaefflers electric vehicles are summarized in Table 2.Fig. 9: Schaeffler electric vehicle (1, active differential, 2, DC/AC inverter, 3, battery, 4, battery charger, 5, charging plug, 6, DC/DC transformer, 7, Vehicle Control Unit ProTronic.)Schaeffler Electric Vehicles officially started testing vehicles in October 2010. The following results have been obtained from the drum test benches and road tests to date:l Although the electric vehicle weighs 350 kg more than the original car, the electric prototype has the same driving comfort and handling as the original car.When the torque-oriented distribution motor is not in operation, no negative effect of the rotational quality of the torque-oriented distribution system on the power and noise of the vehicle is found during the cornering process.The innovative electric drive torque distribution system works equally well in the front and rear axles of the car. With a simple parameter matrix setting, the distribution of torque differences can vary with the steering angle and the vehicle speed. Next we will implement a complete torque-oriented allocation strategy.The active differential can achieve a maximum of 2000Nm torque difference, and the physically reasonable limit is approximately 1500Nm.The rear axle torque distribution system of the rear axle can stabilize the vehicle body, so it is very helpful for the driving safety of the vehicle. The torque-oriented distribution system of the front axle significantly improves the controllability of the vehicle, making the control of the vehicle more sensitive, comfortable and full of fun.Since the extra high-voltage battery is installed to increase the weight of the vehicle and the resulting mass distribution changes, the chassis of the vehicle must be retrofitted; the vehicle chassis is torsionally reversed with the help of active torque distribution for extreme driving.6 ConclusionSchaefflers active electric drive differential system is the optimal platform for future control strategies. With intelligent lateral torque distribution system and spur gear differential combination. When the active electric drive differential is used on both axles, the longitudinal distribution of vehicle torque can also be achieved.A further purpose of this drive system is to achieve the best integration of Schaeffler Group and Continental Groups technologies in the future. At this point, reference can be made to the strategies implemented by Continental Group and TU Darmastadt, such as the Proreta project. As part of this project, an automatic braking and evasive operating system was analyzed and implemented on an internal combustion engine vehicle.Active electric drive differentials can be applied to both pure electric vehicles and hybrid vehicles using range extenders. In addition, the transmission can also be designed as a conventional final drive system without a control motor and coupled transmission without further modifications.references1 T. Biermann, T. Smetana, B. Hhn, F. Kurth: Schaeffler Leicht Baudifferenzial, VDI Kongress GetrieBein Fahrzeugen, Friedrichshafen, 20092 T. Smetana, T. Biermann, B. Hhn, F. Kurth, Ch.Wirth: Schaeffler Active eDifferential for Future DriveTrains, Schaeffler Symposium, Baden-Baden, 20103 T. Smetana, T. Biermann: Schaeffler LightweightDifferentials and Electric DriveModules, CTISymposium Transmissions, Berlin, 2010新能源汽车创新的电差速器及驱动桥-电动汽车的实践研究 摘要：本文介绍了一种用于混合动力汽车和电动汽车的创新的电动主动差速器，该产品已经过台架测试，并安装到某项目中的纯电动汽车上测试。根据 FZG 的原理的电差速器不仅能实现纯电动驱动，也使主动横向转矩分配成为可能。开发电驱动差速器的目的在于优化电力驱动系统，包括使效率达到最高，以及设计的产业化实现和电驱动转矩分配的功能性验证。关键词：轻量化差速器，电动主动差速器，电动汽车1、前言由于全球变暖以及化石燃料的缺乏，电动汽车驱动装置的开发成为新能源汽车研究的领跑者。联邦德国政府希望在未来的十年内本国成为电动汽车领域的市场领先者。即使没有电动车，我们汽车保有量在持续增加，也导致交通密度不断升高。因此为了降低事故率，欧盟发起 eSafety 运动来实现一个大胆的目标，既把2010 年未来十年的道路交通死亡率降低一半。但仅仅通过改善道路条件是不可能实现这个目标的。车辆传动系统及控制系统必须更加智能化从而可以主动修正驾驶者所犯的错误。有别于已经有或正在开发中的一些驾驶辅助系统；本文提出的用于在纯电动驱动系统的装置是一个全新的发明。舍弗勒在早期开发正齿轮差速器的时候，就已经激发了将速差控制电机同轴的安装到差速器上的灵感。最初的设计表明这是一种非常紧凑的传动系统。如果差速器能把集成式的减速器和辅助电机组合到一起实现车辆之间的横向转矩高校分配，驾驶的操控性、舒适性、安全性将得到显著提升。舍弗勒在Herzogenaurach的前期开发团队设计了这种被称为主动电差速器的系统的原型，并且在台架上进行了深入的测试和研究。然后该团队将两个主动电差速器系统安装在一辆的AWD电动汽车上，进一步验证电驱动转矩定向分配系统在汽车前桥、后桥以及共作用模式下的优点和局限性。2、舍弗勒轻量化差速器传统的差速器有平衡两轮间的不同转速的功能，比如在车辆转弯的时候。在这种情况下轨迹半径大的车轮旋转速度要快于轨迹半径小的车轮。但转矩的分配比率是固定的 50：50%。舍弗勒应用行星齿轮技术开发出优化体积和重量的正齿轮差速器，我们称之为量轻化差速器（图 1）。该差速器有对称齿轮、非对称齿轮两种不同型号，见图 1 中的（a）和(B)。（a）型差速器有 2 组行星齿轮副，每组行星齿轮副有 3 个行星轮，因此有 3 对行星轮。在左右两边，同一个行星齿轮副的 3 个行星齿轮对其对应的太阳轮啮合；而在中间区域上属于不同行星副的 3 对行星轮相互啮合。这种设计要在两个太阳齿轮中间留有间隙。（B）型差速器的设计初衷是为了最大化利用（a）型号差速器两个太阳齿轮之间的横向空间，进一步的减少差速器的体积和重量。该设计把行星齿轮啮合平面移动到行星轮与太阳轮之间的啮合平面。采取舍弗勒轻化差速器代替传统的锥型齿轮差速器可以为中级车的后桥减轻30%以上的重量和几乎70%的横轴空间。 图1：舍弗勒量轻化差速器(a、对称太阳齿轮和行星齿轮；B、非对称齿轮）3、主动差速系统与前述传统的差速器不同，所谓的主动差速器不仅平衡两轮的转速差，而且可以把驱动转矩独立的分配到每个车轮。这就是转矩定向分配技术。由于车轮上不同的圆周力，在车辆竖直轴上会产生一个偏转转矩，该力矩直接影响驾驶的动力性和稳定性。与 ESP 系统不同，主动转矩分配控制系统干预时并不会使车辆减速。具有转矩定向分配功能的主动差速器安装在后桥上，能产生与目前的 ESP 系统相同的效果，即防止车辆前轮转向不足；并因此提高车辆安全性和动力性能, 见图 2。同轴的不同车轮受到不同的驱动/制动转矩在车辆垂直轴线上产生偏转转矩。主动的横向运动可显著提升车辆转弯和变向过程中的动力性能。敏捷的驾驶表现不仅仅能提高驾驶的舒适度，还提升了驾驶安全性，比如在车辆做变道动作。通过合理的车桥运动设计，作用在转向桥两侧车轮上的不同的驱动力将在转向杆方向上产生一个偏转转矩。因而可通过设定横向转矩分配来实现转向锁定或转向助力。更多的比如由于横向风和路面沟槽等因素造成的负面影响，可以通过动态的横向转矩分配控制来纠正，获得更忧的驾驶感觉。此外偏转转矩可以实现一致的驾驶表现，例如对于一个给定的转向角产生的转弯半径是一定的，和车的载荷、速度无关；这一点至少在原理上是可行的。轮边转矩的控制是通过控制车轮的转速实现。根据预设的滑差率曲线，可使车轮之间产生转矩差。图3 显示了车轮转速和驱动转矩之间的关系。如图 3，在最初的(a)状态下，车辆直线行驶，两个后轮都以同样的速度和驱动转矩行驶，两个后轮上产生的滑动率相同。我们假设现在左轮制动，由于整车驱动转矩不变此时右轮的驱动起来非常困难。状态B 显示了左轮制动力矩和要求制动滑差之间的关系。然而，不论左后轮上的制动力矩是怎样的，右轮上的驱动力矩必须增大到状态 C 的程度以保证总驱动力不变，图 3 的滑动曲线显示了右轮必须的工作点。通过滑差率与驱动力曲线的关系，要实现驱动轴上驱动转矩的定向分配则车轮速度必须发生变化；反之亦然。因此，为了实现转矩定向传递功能所需的差速转矩，必须使一个车轮相对另一个车轮加速。第一个基于离合器的主动转矩分配系统应用于三菱蓝瑟上，相似量产的还有应用于宝马 X6 和奥迪 S4的系统。这些特殊设计的驱动单元具有附加传动齿轮组和液压控制盘式离合器或者机电控制盘式制动器，使得后桥的一个半桥加速，从产生差速度并主动的分配两轮间的转矩。（参照图 3） 图 4：液压控制盘式离合器的主动差速器(1、锥型齿轮差速器，2、耦合传动装置，3、盘式离合器，4、驱动转矩)4 电动主动差速器电动主动差速器是传统的基于离合器带有耦合传动装置的差速器的最佳替代者，该差速器通过连接到一个差速齿轮上的电动装置直接控制转速差。目前，集成电动作动器装置和机械转矩分配机构的一体化系统仅仅处于概念设计阶段，实际硬件还没有实现；更别提将该系统作为一种主动（差速）系统在例如紧急避让等工况下进行应用的例子了。这里我们用传统简单的锥齿轮差速器来描述主动差速器的功能，见图 5。如果差速器行星齿轮的旋转运动和一个电动装置耦合，则这个装置被差速器驱动。反过来，通过电动装置发出一个转速也可以在车轮之间齿轮(差速器上对应半桥的太阳轮)上产生差速运动。因为外部电动装置产生的驱动转矩使得行星齿轮的平衡杆不平衡，所以差速器的转矩分配也会变化。这意味着在车轮上实现任何理论上可能的轮边转矩和速度分配。这种主动差速器的基本优势是不再需要任何多余的组件，因为转矩的分配是直接在差速器内部完成的。当两侧车轮的转速相同的时候电动装置处于静止状态，只有在进行主动分配转矩时才提供转矩。但如图5 所示设计的不足之处是电动装置和差速器之间的转矩传递比率较低（锥齿），另外电动装置必须要随着半轴旋转。为了避免这些缺点而保留电差速器的优势，我们根据 FZG 原则对差速器做了重要的改进，下面介绍这种改良过的差速器，见图 6。 图 5：电差速器原理（1、锥齿轮差速器，2、传动装置，3、转矩定向分配电机，4、驱动齿轮）图 6 中，控制功能关闭时正齿轮差速器（1）在平均地将转矩分配到两个驱动车轮。如图 1b 所示，这个差速器是由两个不对称的太阳齿轮和三对相互啮合行星轮组成的行星齿轮装置。差速器的行星齿轮分别与太阳轮啮合，每个太阳齿轮又与一个车轮相连。这种形式的正齿轮差速器可以和外部行星齿轮装置组合，这一点非常重要。正齿轮差速器中的三对行星齿轮理论上实现了锥齿轮差速器中轴间传动锥齿轮同样的功能。根据图 5 的原理，通过使正齿轮差速器的行星齿轮组产生相对运动就可以在两个车轮之间产生速度差；可通过由主动行星齿轮装置（2）和耦合传动装置（3）的组成的传动装置完成的。主动行星齿轮装置（2）与差速器（1）共轴并且共用其中的同一个行星齿轮。如果差速器（2）中的太阳齿轮对于齿圈转动，就迫使其行星齿轮以相对应的速度转动，这就是车轮上能产生速度差的原因。正齿轮差速器中内侧的行星齿轮的相对转速相当于图 5 中锥齿轮差速器中行星齿轮的转速。 图 6：电动差速原理(1、正齿轮差速器，2、主动行星齿轮装置，3、耦合传动装置，4、转矩定向分配电机
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