(19)
(11)EP 3 442 820 B1

(12)EUROPEAN PATENT SPECIFICATION

(45)Mention of the grant of the patent:
29.12.2021 Bulletin 2021/52

(21)Application number: 17717182.4

(22)Date of filing:  13.04.2017
(51)International Patent Classification (IPC): 
B60K 17/16(2006.01)
B60K 17/35(2006.01)
B60K 23/08(2006.01)
B60K 17/356(2006.01)
B60K 6/20(2007.10)
B60K 1/00(2006.01)
(52)Cooperative Patent Classification (CPC):
B60K 17/356; Y02T 10/62; B60K 2006/4808; B60K 17/165; B60K 2001/001; B60K 6/48; B60K 23/0808; B60Y 2200/92; B60Y 2300/82; B60K 17/35
(86)International application number:
PCT/EP2017/058951
(87)International publication number:
WO 2017/178595 (19.10.2017 Gazette  2017/42)

(54)

A VEHICLE DRIVELINE SYSTEM

FAHRZEUGANTRIEBSSTRANGSYSTEM

SYSTÈME DE TRANSMISSION DE VÉHICULE


(84)Designated Contracting States:
AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

(30)Priority: 15.04.2016 SE 1650507

(43)Date of publication of application:
20.02.2019 Bulletin 2019/08

(73)Proprietor: BorgWarner Sweden AB
261 24 Landskrona (SE)

(72)Inventor:
  • NILSSON, Kristoffer
    22731 LUND (SE)

(74)Representative: Ström & Gulliksson AB 
P.O. Box 4188
203 13 Malmö
203 13 Malmö (SE)


(56)References cited: : 
EP-A1- 2 727 757
GB-A- 2 466 968
US-A1- 2015 336 453
EP-A1- 2 851 227
US-A1- 2015 224 867
  
      
    Note: Within nine months from the publication of the mention of the grant of the European patent, any person may give notice to the European Patent Office of opposition to the European patent granted. Notice of opposition shall be filed in a written reasoned statement. It shall not be deemed to have been filed until the opposition fee has been paid. (Art. 99(1) European Patent Convention).


    Description

    Technical Field



    [0001] The present invention relates to a vehicle driveline system for a vehicle. More particularly, the present invention relates to a vehicle driveline system which may be adapted to selectively connect an electric motor to a differential input.

    Background



    [0002] The electrical power system of today's passenger cars is based on 12V. Due to the relatively low voltage proposed solutions for high electrical power utilities, such as electrically powered propulsion units, results in high currents which causes high losses and increased cable dimensions.

    [0003] During recent years there is a trend of adding a 48V electrical power system to the already existing 12V system. As the electrical power increases new and improved solutions may be applicable, replacing the previous solutions requiring additional high power electronics.

    [0004] One example of a prior art system is described in US2015/0224867.

    [0005] One such example is the hybrid technology, i.e. the technology of adding electric drive to existing internal combustion engine drives, and allowing the vehicle to be driven either electrically, by the internal combustion engine, or both. The present applicant has previously presented several solutions for hybrid drive, e.g. as being described in WO2010101506 or in WO2012066035. These systems comprise a high power electrical motor for propulsion purposes, and a smaller electrical motor for torque vectoring purposes. Should 48V be available, it would be possible to develop a vehicle driveline system for a selectively all wheel drive vehicle using only a single electrical motor as well as a differential configured to selectively receive torque from the electrical motor, allowing selectable electric all wheel drive.

    Summary



    [0006] An object of the present invention is to provide a vehicle driveline system overcoming the drawbacks of the prior art systems. Especially, an idea of the present invention is to provide a vehicle driveline system being capable of selectively connect an electrical motor to a differential input in order to obtain either hybrid drive or torque vectoring.

    [0007] According to the invention vehicle driveline system , comprising the features of claim 1, is provided. The system comprises a differential having a differential housing connectable to an engine via a pinion, and two output shafts being connectable with respective wheel axles, and an electrical motor being selectively connected to the differential housing. The differential housing extends into a hollow shaft having a radial protrusion provided with engagement means, such as splines, for connecting with a shifting sleeve, wherein said shifting sleeve is configured to be actuated for connecting the electrical motor to said differential housing.

    [0008] The differential housing may comprise an outer gearing configured to mesh with the pinion and an inner gearing being connected with the output shafts, wherein the shifting sleeve is configured to be actuated for connecting the inner gearing to said outer gearing.

    [0009] In an embodiment, the inner gearing forms the hollow shaft having the radial protrusion.

    [0010] The shifting sleeve may be configured to be positioned in any one of the following modes: i) a first mode in which the shifting sleeve connects the electrical motor to the inner gearing of the differential housing, ii) a second mode in which the shifting sleeve is disconnected from the electrical motor and the inner gearing of the differential housing, iii) a third mode in which the shifting sleeve connects the outer gearing of the differential housing to the electrical motor while disconnecting the inner gearing of the differential housing, and iv) a fourth mode in which the shifting sleeve connects the outer gearing of the differential housing to the electrical motor and to the inner gearing of the differential housing.

    [0011] The electrical motor is selectively connected to the differential housing via a reduction gearing.

    [0012] The reduction gearing may comprise a gear train having a last gear being arranged coaxially around the hollow shaft of the differential housing, said last gear having means for connecting with the shifting sleeve.

    [0013] In an embodiment, the electrical motor is arranged radially outside said hollow shaft.

    [0014] The electrical motor may be connectable to the differential housing via a planetary gearing. Further, the planetary gearing may have a first output shaft being connected to the differential housing, and a second output shaft being connected to one of the output shafts of the differential.

    [0015] The output shafts of the planetary gearing may be formed by a respective planet carrier, wherein the planet carriers are meshing with a common ring wheel.

    [0016] In an embodiment, the differential housing further comprises a disconnect clutch configured to selectively connect an outer gearing of the differential housing to an inner gearing of the differential housing.

    [0017] The vehicle driveline system may further comprise a disc coupling being arranged on the input side of the pinion for transferring driving torque to said pinion.

    Brief Description of Drawings



    [0018] The invention will be described in further detail under reference to the accompanying drawings in which:

    Fig. 1 is a schematic cross-sectional view of a vehicle driveline system not according to the invention.

    Fig. 2 is a schematic cross-sectional view of a vehicle driveline system not according to the invention.

    Fig. 3a is a schematic cross-sectional view of a shifting sleeve positioned in a first mode according to an embodiment of a vehicle driveline system.

    Fig. 3b is a schematic cross-sectional view of a shifting sleeve positioned in a second mode according to an embodiment of a vehicle driveline system.

    Fig 3c is a schematic cross-sectional view of a shifting sleeve positioned in a third mode according to an embodiment of a vehicle driveline system.

    Fig. 3d is a schematic cross-sectional view of a shifting sleeve positioned in a fourth mode according to an embodiment of a vehicle driveline system.

    Fig. 4 is a schematic cross-sectional view of a vehicle driveline system according to the invention.

    Fig. 5 is a schematic cross-sectional view of a vehicle driveline system not according to the invention.


    Detailed Description



    [0019] In Fig. 1 a vehicle driveline system intended for a vehicle is shown. The vehicle driveline system is configured to be used on either the front or rear axle of the vehicle in order to allow for selectively hybrid drive or torque vectoring of the associated axle. The vehicle may thus be a front wheel drive vehicle, a rear wheel drive vehicle, or an all wheel drive vehicle. The system shown in Fig. 1 could e.g. be mounted at a front axle of a front wheel drive vehicle and comprises a differential 10 connected to the engine via a pinion 13. The differential 10 receives input torque from the pinion 13 and it has two output shafts 12 intended for driving the front wheels. The differential 10 has a differential housing 11 adapted to transfer torque to the output shafts 12. As can be seen in Fig. 1 the differential housing 11 extends into a hollow shaft 32, surrounding a part of one of the output shafts 12. The hollow shaft 32 is provided with a radial protrusion 42, positioned axially displaced from the gearings of the differential 10. The radial protrusion 42 may be provided with engagement means, like for example splines intended for connecting the hollow shaft 32 to an electrical motor 31. The connection is achieved through a shifting sleeve 41 which can be actuated to move axially along the hollow shaft 32 in order to connect with the engagement means provided on the radial protrusion 42. During connection between the shifting sleeve 41 and the radial protrusion 42, the electrical motor 31 is connected to the differential housing 11 thus enabling torque transfer from the electrical motor 31 to the differential housing 11 thus achieving electrical drive of the vehicle.

    [0020] For this purpose the electrical motor 31, being positioned radially offset from the front axle, is connected to a reduction gearing 51 formed by a gear train. The gear train 51 includes a last gear 52 being arranged coaxially with the output shaft 12 of the differential 10, and being connected with the shifting sleeve 41 via e.g. splines or similar .Hence, when the electrical motor 31 is running the shifting sleeve 41 will rotate at a speed being determined by the speed of the electrical motor 31 and the gear ratio of the reduction gearing 51.

    [0021] By actuation of the shifting sleeve 41 torque from the electrical motor 31 can selectively be transferred to the differential housing 11. In case no torque is transferred from the engine to the pinion 13 this enables an axle driven solely by the electric motor 31, i.e. electrical drive. On the other hand, when said pinion 13 is in fact transferring torque to the differential 10 so that mechanical all wheel drive is provided, the electrical motor 31 will add additional driving torque to the front axle.

    [0022] The vehicle driveline system of Fig. 1 thus allows for selectively transfer torque for supporting a conventional drive system, may it be a front wheel drive system, a rear wheel drive system, or an all wheel drive system by enabling electrical drive without the need of several costly and space consuming components.

    [0023] In Fig. 2 another embodiment of the vehicle driveline system is shown in which the differential housing 11 further comprises an outer gearing 21, being in driving connection with the pinion 13 and being selectively connectable with the hollow shaft 32 forming the driving connection with the output shafts 12. The outer gearing 21 is thus configured to mesh with the pinion 13, and to selectively connect with an inner gearing 22, forming the hollow shaft 32 being connected to the output shafts 12. The inner gearing 22 and the outer gearing 21 can connect through actuation of the shifting sleeve 41. As depicted in Fig. 2 the inner gearing 22, forming the hollow shaft 32, is provided with the radial protrusions 42.

    [0024] The inner gearing 22 and the outer gearing 21 in combination with the radial protrusion 42 allows for different torque transferring modes depending on the position of the shifting sleeve 41. This is further depicted in Figs. 3a-d.

    [0025] Fig. 3a shows a first mode wherein the shifting sleeve 41 is positioned so as to connect the electrical motor 31, via the last gear 52, to the inner gearing 22 of the differential housing 11 thus effectively only transferring torque from the electrical motor 31 to the output shafts 12, i.e. achieving electric drive. In this mode the outer gearing 21, being driven by the pinion 13, is disconnected from the inner gearing 22.

    [0026] A second mode is shown in Fig. 3b, in which the shifting sleeve 41 is disconnected from the electrical motor 31 as well as from the inner gearing 22 of the differential housing 11. The second mode can thus be described as a disconnect mode where no torque is transferred from neither the electrical motor 31 nor the pinion 13.

    [0027] Fig. 3c depicts a third mode wherein the shifting sleeve 41 connects the outer gearing 21 of the differential housing 11 to the electrical motor 31 while disconnecting the inner gearing 22 of the differential housing 11 from the outer gearing 21 and from the electrical motor 31. In this mode the electrical motor 31 can be controlled to accelerate the rotational speed of the pinion 13 for synchronization purposes.

    [0028] A fourth mode is shown in Fig. 3d, in which the shifting sleeve 41 connects the outer gearing 21 of the differential housing 11 to the electrical motor 31 and to the inner gearing 22 of the differential housing 11. The fourth mode thus allows both the electrical motor 31 and the pinion 13, via the outer gearing 21, to transfer torque to the output shafts 12. This results in a conventional drive mode with the addition of the torque being transferred from the electrical motor 31.

    [0029] Yet another embodiment of a vehicle driveline system is depicted in Fig. 4. In this embodiment the electrical motor 31 is selectively connected to the differential housing 11 via a reduction gearing 51, being previously described with reference to Figs. 1-2. Torque from the electrical motor 31 is either added to the axle or used for torque vectoring by connecting the electrical motor to the differential input as well as to one of the output shafts via a planetary gearing.

    [0030] The electrical motor 31 is connected to the differential housing 11 in two selectable ways. In a first mode the shifting sleeve 41 is moved axially to the left in Fig. 4, thereby connecting the last gear 52 of the reduction gear 51 with the inner gearing 22 of the differential housing 11, either directly via the radial protrusion 42 or via the outer gearing 21 being connected to the inner gearing 22 by means of a disconnect clutch 142 being further described below.

    [0031] In a second mode the shifting sleeve 41 is moved axially to the right in Fig. 4, thereby connecting the last gear 52 of the reduction gear 51 with a planetary gearing 53. The planetary gearing 53 receives input from the last gear 52 via a sun wheel, meshing with a planet carrier forming a first output shaft 94 being connected to the differential housing 11. The planetary gearing 53 also comprises a second output shaft 95 being connected to one of the output shafts 12 of the differential 10. The second output shaft 95 is formed by a second planet carrier, wherein a common ring wheel 93 meshes with the respective planet carriers 92 forming the output shafts (94, 95) of the planetary gearing 53. As can be seen in Fig. 4, a sun wheel meshing with the planet carrier 92 forming the second output shaft 95 is stationary. In this mode driving torque from the electrical motor 31 will be transferred to the differential input 11 as well as to one of the output shafts 12, thus providing torque vectoring.

    [0032] As previously mentioned the vehicle driveline system may further comprise a disconnect clutch 142. The disconnect clutch 142 is configured to selectively connect the outer gearing 21 of the differential housing 11 to the inner gearing 22 of the differential housing 11. The disconnect clutch 142 can thus selectively connect the outer gearing 21 to the inner gearing 22 and the output shafts 12. Hence, mechanical all wheel drive is provided by connecting the disconnect clutch 142, and by disconnecting the electrical motor 31 from the differential 10.

    [0033] According to the above mentioned embodiment depicted in Fig. 4 the shifting sleeve 41 combined the disconnect clutch 142 can be configured to be positioned in any of the modes mentioned below. These modes require the vehicle driveline system to be provided for all wheel drive vehicles, however as has been explained above the vehicle driveline system may also be arranged on front wheel drive vehicle or rear wheel drive vehicles for providing the corresponding functionality.

    [0034] In a first mode the disconnect clutch 142 is not connecting the outer gearing 21 to the inner gearing 22 while the shifting sleeve 41 is connecting the last gear 52 of the reduction gearing 51 and the outer gearing 21. This allows for synchronization of the pinion 13 by accelerating the pinion 13 by means of the electrical motor 31.

    [0035] In a second mode the disconnect clutch 142 is not connecting the outer gearing 21 to the inner gearing 22 while the shifting sleeve 41 is connecting the last gear 52 to the planetary gearing 53. This allows for a torque vectoring mode by controlling the electrical motor 31.

    [0036] In a third mode the disconnect clutch 142 is connecting the outer gearing 21 and the inner gearing 22 while the shifting sleeve 41 is connecting the last gear 52 of the reduction gearing 51 and the planetary gearing 53. This allows for mechanical all wheel drive in combination with torque vectoring.

    [0037] In a fourth mode the disconnect clutch 142 is connecting the outer gearing 21 and the inner gearing 22 while the shifting sleeve 41 is connecting the last gear 52 of the reduction gearing 51 directly to the inner gearing 22 of the differential housing 11. This allows for mechanical all wheel drive in combination with electrical all wheel drive.

    [0038] In a fifth mode the disconnect clutch 142 is disconnected, while the electrical motor 31 is driving the differential housing 11 via the inner gearing 22. This allows for a purely electrical all wheel drive.

    [0039] In a sixth mode the disconnect clutch 142 is disconnected, while the electrical motor 31 is disconnected from the planetary gearing 52 as well as from the inner gearing 22 of the differential housing 11. This mode thus corresponds to a neutral mode, in which the vehicle is running in two wheel drive mode.

    [0040] Since the space available for a vehicle driveline system often is scarce the electrical motor 31 may be arranged radially outside the hollow shaft 32 for space saving purposes.

    [0041] Fig. 5 discloses an embodiment wherein the vehicle driveline system further comprises a disc coupling 122, arranged on the input side of the pinion 13. Said disc coupling 122 is intended for transferring driving torque to the pinion 13. By actuating the disc coupling 122 a connection of the entire differential 11 in relation to the pinion 13 is achieved, thus providing mechanical four wheel drive of the vehicle.

    [0042] In this embodiment the electrical motor 31 is selectively connected to the differential housing via the last gear 52 and an axially moveable shifting sleeve 41. Hence, the embodiment shown in Fig. 5 is identical to the embodiment shown in Fig. 1, except for the provision of the disc coupling 122.


    Claims

    1. A vehicle driveline system for a front axle or rear axle of a vehicle, said system comprising a differential (10) having a differential housing (11) connectable to an engine via a pinion (13), and two output shafts (12) being connectable with respective wheel axles of the front or rear axle of the associated vehicle, and an electrical motor (31) being selectively connected to the differential housing (11), such that in case no torque is transferred from the engine to the pinion (13) this enables the associated front or rear axle being driven solely by the electric motor (31), and in case when said pinion (13) is in fact transferring torque to the differential (10), the electrical motor (31) will add additional driving torque to the associated front or rear axle,

    characterized in that

    the differential housing (11) extends into a hollow shaft (32) having a radial protrusion (42) provided with engagement means, such as splines, for connecting with a shifting sleeve (41), wherein said shifting sleeve (41) is configured to be actuated for connecting the electrical motor (31) to said differential housing (11),

    wherein the electrical motor (31) is selectively connected to the differential housing (11) via a reduction gearing (51) such that torque from the electrical motor (31) is either added to the associated front or rear axle or used for torque vectoring by connecting the electrical motor (31) to a differential input as well as to one of the output shafts (12) via a planetary gearing (53).


     
    2. The vehicle driveline system according to claim 1, wherein the differential housing (11) comprises an outer gearing (21) configured to mesh with the pinion (13) and an inner gearing (22) being connected with the output shafts (12), wherein the shifting sleeve (41) is configured to be actuated for connecting the inner gearing (22) to said outer gearing (21).
     
    3. The vehicle driveline system according to claim 2, wherein the inner gearing (22) forms the hollow shaft (32) having the radial protrusion (42).
     
    4. The vehicle driveline system according to claim 2 or 3, wherein the shifting sleeve (41) is configured to be positioned in any one of the following modes: i) a first mode in which the shifting sleeve (41) connects the electrical motor (31) to the inner gearing (22) of the differential housing (11), ii) a second mode in which the shifting sleeve (41) is disconnected from the electrical motor (31) and the inner gearing (22) of the differential housing (11), iii) a third mode in which the shifting sleeve (41) connects the outer gearing (21) of the differential housing (11) to the electrical motor (31) while disconnecting the inner gearing (22) of the differential housing (11), and iv) a fourth mode in which the shifting sleeve (41) connects the outer gearing (21) of the differential housing (11) to the electrical motor (31) and to the inner gearing (22) of the differential housing (11).
     
    5. The vehicle driveline system according to any of the preceding claims, wherein said reduction gearing (51) comprises a gear train having a last gear (52) being arranged coaxially around the hollow shaft (32) of the differential housing (11), said last gear (52) having means for connecting with the shifting sleeve (41).
     
    6. The vehicle driveline system according to any one of the preceding claims, wherein the electrical motor (31) is arranged radially outside said hollow shaft (32).
     
    7. The vehicle driveline system according to any one of the preceding claims, wherein said electrical motor (31) is connectable to the differential housing (11) via a planetary gearing (53).
     
    8. The vehicle driveline system according to claim 7, wherein the planetary gearing (53) has a first output shaft (94) being connected to the differential housing (11), and a second output shaft (95) being connected to one of the output shafts (12) of the differential (10).
     
    9. The vehicle driveline system according to claim 8, wherein the output shafts (94, 95) of the planetary gearing (53) are formed by a respective planet carrier (92), and wherein the planet carriers (92) are meshing with a common ring wheel (93).
     
    10. The vehicle driveline system according to any of the previous claims, wherein the differential housing (11) further comprises a disconnect clutch (142) configured to selectively connect an outer gearing (21) of the differential housing (11) to an inner gearing (22) of the differential housing (11).
     
    11. The vehicle driveline system according to any of the previous claims, further comprising a disc coupling (122) being arranged on the input side of the pinion (13) for transferring driving torque to said pinion (13).
     


    Ansprüche

    1. Fahrzeugantriebsstrangsystem für eine Vorderachse oder eine Hinterachse eines Fahrzeugs, wobei das System ein Differential (10) aufweist, welches ein Differentialgehäuse (11) hat, das mit einem Motor über ein Ritzel (13) verbindbar ist, und zwei Ausgangswellen (12) hat, die mit jeweiligen Radachsen der Vorder- oder Hinterachse des assoziierten Fahrzeugs verbindbar sind, und einen Elektromotor (31), der selektiv mit dem Differentialgehäuse (11) verbunden ist, so dass in einem Fall, wo kein Drehmoment von dem Motor auf das Ritzel (13) übertragen wird, dies ermöglicht, dass die assoziierte Vorder- oder Hinterachse alleine durch den Elektromotor (31) angetrieben wird, und in einem Fall, wenn das Ritzel (13) tatsächlich Drehmoment an das Differential (10) überträgt, der Elektromotor (31) zusätzliches Antriebsdrehmoment zur assoziierten Vorder- oder Hinterachse hinzufügen wird,

    dadurch gekennzeichnet, dass

    das Differentialgehäuse (11) sich in eine hohle Welle (32) mit einem radialen Vorsprung (42) erstreckt, der mit Eingriffsmitteln, wie beispielsweise Keilen, zur Verbindung mit einer Schaltmuffe (41) versehen ist, wobei die Schaltmuffe (41) konfiguriert ist, um zur Verbindung des Elektromotors (31) mit dem Differentialgehäuse (11) betätigt zu werden,

    wobei der Elektromotor (31) selektiv mit dem Differentialgehäuse (11) über ein Reduktionsgetriebe (51) verbunden ist, so dass Drehmoment von dem Elektromotor (31) entweder zu der assoziierten Vorder- oder Hinterachse hinzugefügt wird oder zum Drehmoment-Vektoring verwendet wird, und zwar durch Verbindung des Elektromotors (31) mit einem Differentialeingang genauso wie mit einer der Ausgangswellen (12) über ein Planetengetriebe (53).


     
    2. Fahrzeugantriebsstrangsystem nach Anspruch 1, wobei das Differentialgehäuse (11) ein äußeres Zahnrad (21) aufweist, das konfiguriert ist, um mit dem Ritzel (13) in Eingriff zu kommen, und ein inneres Zahnrad (22), das mit den Ausgangswellen (12) verbunden ist, wobei die Schaltmuffe (41) konfiguriert ist, um zur Verbindung des inneren Zahnrads (22) mit dem äußeren Zahnrad (21) betätigt zu werden.
     
    3. Fahrzeugantriebsstrangsystem nach Anspruch 2, wobei das innere Zahnrad (22) die hohle Welle (32) mit dem radialen Vorsprung (42) formt.
     
    4. Fahrzeugantriebsstrangsystem nach Anspruch 2 oder 3, wobei die Schaltmuffe (41) so konfiguriert ist, dass sie in irgendeinem der folgenden Modi positioniert ist: i) einem ersten Modus, in welchem die Schaltmuffe (41) den Elektromotor (31) mit dem inneren Zahnrad (22) des Differentialgehäuses (11) verbindet, ii) einem zweiten Modus, in welchem die Schaltmuffe (41) von dem Elektromotor (31) und dem inneren Zahnrad (22) des Differentialgehäuses (11) getrennt ist; iii) einem dritten Modus, in welchem die Schaltmuffe (41) das äußere Zahnrad (21) des Differentialgehäuses (11) mit dem Elektromotor (31) verbindet, während sie das innere Zahnrad (22) des Differentialgehäuses (11) trennt bzw. abkoppelt und iv) einem vierten Modus, in welchem die Schaltmuffe (41) das äußere Zahnrad (21) des Differentialgehäuses (11) mit dem Elektromotor (31) und mit dem inneren Zahnrad (22) des Differentialgehäuses (11) verbindet.
     
    5. Fahrzeugantriebsstrangsystem nach einem der vorhergehenden Ansprüche, wobei das Reduktionsgetriebe (51) einen Zahnradstrang mit einem letzten Zahnrad (52) aufweist, das koaxial um die hohle Welle (32) des Differentialgehäuses (11) angeordnet ist, wobei das letzte Zahnrad (52) Mittel zur Verbindung mit der Schaltmuffe (41) hat.
     
    6. Fahrzeugantriebsstrangsystem nach einem der vorhergehenden Ansprüche, wobei der Elektromotor (31) radial außerhalb der hohlen Welle (32) angeordnet ist.
     
    7. Fahrzeugantriebsstrangsystem nach einem der vorhergehenden Ansprüche, wobei der Elektromotor (31) mit dem Differentialgehäuse (11) über ein Planetengetriebe (53) verbindbar ist.
     
    8. Fahrzeugantriebsstrangsystem nach einem der vorhergehenden Ansprüche, wobei das Planetengetriebe (53) eine erste Ausgangswelle (94) hat, die mit dem Differentialgehäuse (11) verbunden ist, und eine zweite Ausgangswelle (95), die mit einer der Ausgangswellen (12) des Differentials (10) verbunden ist.
     
    9. Fahrzeugantriebsstrangsystem nach Anspruch 8, wobei die Ausgangswellen (94, 95) des Planetengetriebes (53) durch einen entsprechenden Planetenträger (92) geformt sind, und wobei die Planetenträger (92) mit einem gemeinsamen Hohlrad (93) in Eingriff stehen.
     
    10. Fahrzeugantriebsstrangsystem nach einem der vorhergehenden Ansprüche, wobei das Differentialgehäuse (11) weiter eine Trennkupplung (142) aufweist, die konfiguriert ist, um in selektiver Weise ein äußeres Zahnrad (21) des Differentialgehäuses (11) mit einem inneren Zahnrad (22) des Differentialgehäuses (11) zu verbinden.
     
    11. Fahrzeugantriebsstrangsystem nach einem der vorhergehenden Ansprüche, das weiter eine Scheibenkupplung (122) aufweist, die auf der Eingangsseite des Ritzels (13) angeordnet ist, um Antriebsdrehmoment auf das Ritzel (13) zu übertragen.
     


    Revendications

    1. Système de ligne d'arbres de transmission de véhicule pour un essieu avant ou un essieu arrière d'un véhicule, ledit système comprenant un différentiel (10) comportant une coquille de différentiel (11) pouvant être amenée en prise avec un moteur par le biais d'un pignon (13), et deux arbres de sortie (12) pouvant être amenés respectivement en prise avec des essieux de roues de l'essieu avant ou de l'essieu arrière du véhicule associé, et un moteur électrique (31) qui est sélectivement mis en prise avec la coquille de différentiel (11), de sorte que, dans un cas dans lequel il n'y a pas de transfert de couple du moteur au pignon (13), ceci permette un entraînement uniquement de l'essieu avant ou de l'essieu arrière associé par le moteur électrique (31) et, dans un cas dans lequel ledit pignon (13) transfère réellement un couple au différentiel (10), le moteur électrique (31) ajoute un couple d'entraînement supplémentaire à l'essieu avant ou à l'essieu arrière associé,

    caractérisé en ce que

    la coquille de différentiel (11) s'étend dans un arbre creux (32) comportant une saillie radiale (42) dotée de moyens de prise, comme des cannelures, destinés à venir en prise avec un manchon de sélection (41), dans lequel ledit manchon de sélection (41) est conçu pour être actionné de façon à mettre en prise le moteur électrique (31) et ladite coquille de différentiel (11),

    dans lequel le moteur électrique (31) est sélectivement mis en prise avec la coquille de différentiel (11) par le biais d'un engrenage réducteur (51) de sorte qu'un couple délivré par le moteur électrique (31) soit soit ajouté à l'essieu avant ou à l'essieu arrière associé, soit utilisé pour une vectorisation de couple par une mise en prise du moteur électrique (31) avec une entrée de différentiel de même qu'avec l'un des arbres de sortie (12) par le biais d'un engrenage de train planétaire (53).


     
    2. Système de ligne d'arbres de transmission de véhicule selon la revendication 1, dans lequel la coquille de différentiel (11) comprend un engrenage extérieur (21) conçu pour engrener avec le pignon (13) et un engrenage intérieur (22) qui est en prise avec les arbres de sortie (12), dans lequel le manchon de sélection (41) est conçu pour être actionné de façon à mettre en prise l'engrenage intérieur (22) et ledit engrenage extérieur (21).
     
    3. Système de ligne d'arbres de transmission de véhicule selon la revendication 2, dans lequel l'engrenage intérieur (22) forme l'arbre creux (32) comportant la saillie radiale (42).
     
    4. Système de ligne d'arbres de transmission de véhicule selon la revendication 2 ou la revendication 3, dans lequel le manchon de sélection (41) est conçu pour être positionné dans l'un quelconque des modes suivants : i) un premier mode dans lequel le manchon de sélection (41) met en prise le moteur électrique (31) et l'engrenage intérieur (22) de la coquille de différentiel (11), ii) un deuxième mode dans lequel le manchon de sélection (41) est désaccouplé du moteur électrique (31) et de l'engrenage intérieur (22) de la coquille de différentiel (11), iii) un troisième mode dans lequel le manchon de sélection (41) met en prise l'engrenage extérieur (21) de la coquille de différentiel (11) et le moteur électrique (31) tout en désaccouplant l'engrenage intérieur (22) de la coquille de différentiel (11), et iv) un quatrième mode dans lequel le manchon de sélection (41) met en prise l'engrenage extérieur (21) de la coquille de différentiel (11) et le moteur électrique (31) et l'engrenage intérieur (22) de la coquille de différentiel (11).
     
    5. Système de ligne d'arbres de transmission de véhicule selon l'une quelconque des revendications précédentes, dans lequel ledit engrenage réducteur (51) comprend un train d'engrenages dont un dernier engrenage (52) est disposé coaxialement autour de l'arbre creux (32) de la coquille de différentiel (11), ledit dernier engrenage (52) comportant un moyen destiné à venir en prise avec le manchon de sélection (41).
     
    6. Système de ligne d'arbres de transmission de véhicule selon l'une quelconque des revendications précédentes, dans lequel le moteur électrique (31) est disposé radialement à l'extérieur dudit arbre creux (32).
     
    7. Système de ligne d'arbres de transmission de véhicule selon l'une quelconque des revendications précédentes, dans lequel ledit moteur électrique (31) peut être mis en prise avec la coquille de différentiel (11) par le biais d'un engrenage de train planétaire (53).
     
    8. Système de ligne d'arbres de transmission de véhicule selon la revendication 7, dans lequel l'engrenage de train planétaire (53) comporte un premier arbre de sortie (94) en prise avec la coquille de différentiel (11), et un second arbre de sortie (95) en prise avec l'un des arbres de sortie (12) du différentiel (10).
     
    9. Système de ligne d'arbres de transmission de véhicule selon la revendication 8, dans lequel les arbres de sortie (94, 95) de l'engrenage de train planétaire (53) sont formés par un porte-satellites respectif (92), et dans lequel les portes-satellites (92) engrènent avec une roue conique de réduction commune (93).
     
    10. Système de ligne d'arbres de transmission selon l'une quelconque des revendications précédentes, dans lequel la coquille de différentiel (11) comprend en outre un embrayage (142) conçu pour mettre en prise sélectivement un engrenage extérieur (21) de la coquille de différentiel (11) et un engrenage intérieur (22) de la coquille de différentiel (11).
     
    11. Système de ligne d'arbres de transmission selon l'une quelconque des revendications précédentes, comprenant en outre un embrayage à disques (122) disposé du côté entrée du pignon (13) destiné à transférer un couple d'entraînement audit pignon (13).
     




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    Cited references

    REFERENCES CITED IN THE DESCRIPTION



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    Patent documents cited in the description