CN114901964A - Driving wheel-driven wheel assembly for a transmission, transmission having such an assembly and corresponding design method - Google Patents

Driving wheel-driven wheel assembly for a transmission, transmission having such an assembly and corresponding design method Download PDF

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CN114901964A
CN114901964A CN202080091561.0A CN202080091561A CN114901964A CN 114901964 A CN114901964 A CN 114901964A CN 202080091561 A CN202080091561 A CN 202080091561A CN 114901964 A CN114901964 A CN 114901964A
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wheel
dynamic stiffness
assembly
transmission
driven
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CN114901964B (en
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H·马赫
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Valeo Embrayages SAS
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/02—Suppression of vibrations of non-rotating, e.g. reciprocating systems; Suppression of vibrations of rotating systems by use of members not moving with the rotating systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/06—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing
    • B60K17/08—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing of mechanical type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/0006—Vibration-damping or noise reducing means specially adapted for gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K2001/001—Arrangement or mounting of electrical propulsion units one motor mounted on a propulsion axle for rotating right and left wheels of this axle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/0021—Transmissions for multiple ratios specially adapted for electric vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0034—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising two forward speeds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/089—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears all of the meshing gears being supported by a pair of parallel shafts, one being the input shaft and the other the output shaft, there being no countershaft involved

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Physics & Mathematics (AREA)
  • Acoustics & Sound (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Arrangement And Driving Of Transmission Devices (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)

Abstract

The invention relates to a drive wheel/driven wheel assembly (50) for a transmission, comprising: -a first wheel (11,21,31,41, D), called driving wheel, having a first dynamic stiffness (k) 1 ) (ii) a -a second wheel (12, 22, 32, 41, 42, D), called driven wheel, having a second dynamic stiffness (k) 2 ) So that the first dynamic stiffness and the second dynamic stiffnessThe degree has a ratio (R) greater than or equal to 1.5.

Description

Driving wheel-driven wheel assembly for equipping a transmission, transmission with such an assembly and corresponding design method
Technical Field
The field of the invention is mobile devices for articles or persons. In particular, the invention relates to heat engines, electric or hybrid motor vehicles. The present invention applies to any type of traction system, i.e., thermal, hybrid, and electric. In particular, the invention relates to commercial trucks and heavy goods vehicles, construction site vehicles and agricultural vehicles. The invention also applies to gently moving devices such as electric bicycles, electric scooters or robots.
Background
The vibrations generated by the gearbox originate from the method of engagement of the transmission, from differences in the geometry of the transmission and from elastic deformations of the transmission.
It is necessary to limit the vibration phenomenon in the transmission mechanism.
In particular, when the Static Transmission Error (STE) is known, the dynamic stiffness of the wheels of the transmission needs to be determined.
It is therefore an object of the present invention to at least partially meet the above need.
Disclosure of Invention
According to a first aspect, the subject of the invention is a driven wheel for a drive-equipped driving wheel, comprising:
a first wheel, called the driving wheel, having a first dynamic stiffness,
a second wheel, referred to as the driven wheel, having a second dynamic stiffness,
such that the first dynamic stiffness has a ratio to the second dynamic stiffness of 1.5 or greater.
In the context of the present invention, the terms "wheel" in "driving wheel" and "driven wheel" must be understood in a broad context. This involves, for example, a drive pinion, a driven pinion, or a differential drive.
The invention makes it possible to propose what the rigidity of the drive wheel side and the driven wheel side should be in order to obtain a reduction in noise in the case of a peak of vibration at the engagement frequency at a given rotational speed.
In a driving wheel driven wheel assembly, the vibration phenomenon at the engagement frequency is determined by the Static Transmission Error (STE) and the dynamic stiffness of the driving and driven wheels in contact. The Static Transmission Error (STE) under load constitutes in particular a major source of transmission vibrations.
It has been observed that the vibrations of the driving wheel/driven wheel transmission are greatest when the dynamic stiffness of the driving wheel and the dynamic stiffness of the driven wheel are close to each other. On the other hand, in the assembly according to the invention, it is advantageous that the first dynamic stiffness and the second dynamic stiffness have a ratio of 1.5 or more.
In particular, the ratio is defined by the first dynamic stiffness divided by the second dynamic stiffness. According to a variant of the invention, the ratio is defined by the second dynamic stiffness divided by the first dynamic stiffness.
According to one embodiment, the ratio is 2 or greater, or 2.5.
According to another aspect of the invention, the subject of the invention is a transmission comprising at least two wheels forming a driving wheel driven wheel assembly as previously described.
In particular, the device comprises an electric machine, which may be for example a synchronous machine with permanent magnets, operating at low voltage, i.e. 48V.
The transmission may include one or more drive wheel driven wheel assemblies as previously described.
Yet according to another aspect of the invention, the subject of the invention is a design method for a driving wheel driven wheel assembly for a rotating electrical machine as described hereinbefore.
The method according to the invention comprises at least one step of: a ratio between a first dynamic stiffness of the first wheel and a second dynamic stiffness of the second wheel is calculated. The first dynamic stiffness is previously derived from a measured inertia of the first wheel and/or the second dynamic stiffness is derived from a measured inertia of the second wheel. In particular, this step comprises comparing the ratio with a predefined value.
The method further comprises the step of calculating the product of the first dynamic stiffness and the second dynamic stiffness divided by their sum.
The dynamic stiffness of the first wheel and the dynamic stiffness of the second wheel are respectively associated with the inertia by the following equations:
Figure BDA0003723903430000021
for a given driven wheel assembly, it is observed that the vibratory forces are greatest when the dynamic stiffness of the drive wheel and the dynamic stiffness of the driven wheel are equal.
According to one embodiment of the method, the first wheel has a first series of characteristics and/or the second wheel has a second series of characteristics. The method further comprises the step of modifying at least one characteristic of the first series or the second series.
The characteristics of the first series and/or the characteristics of the second series are for example selected from the number of teeth of the toothing, the width and thickness of the toothing, the diameter and young's modulus of the corresponding wheel, the thickness of the ring of the wheel, etc.
Drawings
Other features, details and advantages of the present invention will become more apparent from reading the following description provided with reference to the accompanying drawings, in which:
figure 1 is an overall perspective view of a transmission according to a second aspect of the invention;
figure 2a is a schematic illustration of an assembly according to the first aspect of the invention;
FIG. 2b is a schematic illustration of the first and second dynamic stiffness of the assembly of FIG. 2 a;
figure 3 gives an example of the inertia measured on the driving and driven wheels of the assembly of figure 2 a; and
figure 4 illustrates a first series of characteristics in an example of the invention.
Detailed Description
The two-speed transmission T in fig. 1 comprises a primary shaft 1 coupled to the output shaft of the electric motor M. The coupling is constant velocity and may be any type of mechanical coupling between two shafts, such as a rib-type coupling.
The transmission T also comprises a secondary shaft 2 and a tertiary shaft 3. The tertiary shaft 3 may be connected to a differential transmission D, which is itself connected to the wheels R1, R2 of the vehicle. The differential transmission mechanism D has a function of rotating the wheels R1, R2 of the vehicle at different speeds.
The first driven wheel assembly 10 corresponding to the first transmission mechanism includes: a drive wheel corresponding to the first drive pinion 11 positioned on the primary shaft 1; and a driven wheel corresponding to the first driven pinion 12 positioned on the secondary shaft 2. The first drive pinion 11 is permanently engaged with the first driven pinion 12.
The second driving-wheel driven-wheel assembly 20 corresponding to the second transmission mechanism includes: a drive wheel corresponding to the second drive pinion 21 positioned on the primary shaft 1; and a driven wheel corresponding to a second driven pinion 22 positioned on the secondary shaft 2. The second drive pinion 21 is permanently engaged with the second driven pinion 22.
The first drive pinion 11 and the second drive pinion 21 are fitted to be fixed on the primary shaft 1. The first driven pinion 12 and the second driven pinion 22 are fitted by needle bearings to idle on the secondary shaft 2, i.e., the first driven pinion and the second driven pinion can rotate relative to the secondary shaft 2.
Third drive wheel driven wheel assembly 30 includes: a drive wheel corresponding to a third drive pinion 31 positioned on the secondary shaft 2; and a driven wheel corresponding to a third driven pinion 32 positioned on tertiary shaft 3. A third driving pinion 31 is fitted to be fixed to the secondary shaft 2, and a third driven pinion 32 is fitted to be fixed to the tertiary shaft 3. The third drive pinion 31 is axially positioned between the first driven pinion 12 and the second driven pinion 22. The third drive pinion 31 is permanently engaged with the third driven pinion 32.
The fourth drive wheel driven wheel assembly 40 corresponding to the differential drive mechanism assembly D includes: a drive wheel corresponding to a drive pinion 41 positioned on the tertiary shaft 3; and a driven wheel 42 corresponding to an input of the differential transmission mechanism D. The drive pinion 41 is fitted to be fixed to the tertiary shaft 3. The drive pinion 41 is permanently engaged with the driven pinion 42.
The four drive wheel driven wheel assemblies 10, 20, 30, 40 are oriented in a parallel manner. In the same way, the three axes 1,2, 3 are oriented in a parallel manner. The wheels of the different pinions 11, 12, 21, 22, 31, 32, 41, 42 have straight toothing. As a variant, the wheels may have inclined, helical or herringbone toothing.
Thus, there may be two torque paths between the output shaft of the motor M and the wheels R1, R2 of the vehicle. The first torque path passes through first drive wheel driven wheel assembly 10, then through third drive wheel driven wheel assembly 30, and finally through drive wheel driven wheel assembly 40 of differential drive mechanism D. The second torque path passes through second drive wheel driven wheel assembly 20, then through third drive wheel driven wheel assembly 30, and finally through the drive wheel driven wheel assembly of differential drive mechanism D.
At least one and advantageously all four assemblies 10, 20, 30, 40 form a driving wheel driven wheel assembly according to the invention.
The illustrated transmission therefore comprises four components according to the invention. This number does not limit the invention.
Fig. 2a schematically illustrates a drive wheel driven wheel assembly 50 comprising a drive wheel 51 and a driven wheel 52 between which a Static Transmission Error (STE) S is applied.
The displacement X of the driving wheel is shown in FIG. 2b 1 And the displacement X of the driven wheel 2 Wherein S ═ X 1 -X 2 。
k 1 And k 2 Is the dynamic stiffness at the point of contact between the driving and driven wheels. Dynamic stiffness k 1 And k 2 The effect of resonance/anti-resonance is particularly considered.
According to a variant of the method according to the invention, the apparent stiffness (k) is calculated 1 ×k 2 )/(k 1 +k 2 ). For a given total dynamic stiffness k 1 +k 2 If k1 is k2, the apparent stiffness (k) 1 ×k 2 )/(k 1 +k 2 ) And max.
Fig. 3 shows the inertia of the driving wheel (dashed curve) and the inertia of the driven wheel (solid curve) measured as a function of frequency.
The dynamic stiffness of the inertia is derived from the following equation:
dynamic stiffness (denoted N m -1 ＝(2πf) 2 Inertia). In this case, the inertia is in ms -2 ·N -1 And the frequency f is expressed in Hz.
It was observed that between 2000 and 9000rpm, the transmission vibrates most in the engagement sequence if the inertia of the driving wheels and the driven wheels is equal.
On the other hand, a ratio R between the first and second dynamic stiffness of 1.5 or more, in particular 2 or more, or 2.5 advantageously enables to reduce the vibrations below the sought threshold.
In order to obtain the ratio R sought between the first and second dynamic stiffness, the physical properties, in particular the geometrical properties, of the driving and/or driven wheel may in particular be varied.
As illustrated in fig. 4, a first series F relating to the driving wheels 1 Is selected from, for example, the number n of teeth of the tooth connection portion 75 1 Width l 1 And thickness e 1 (ii) a Diameter d of the first wheel 1 And Young's modulus y 1 And/or the thickness h of the ring portion 72 of the wheel 1 (ii) a Radius g of the hub 70 of the drive wheel 1 。
In a similar manner (not shown), alternatively or additionally, a second series F relating to the driven wheels 2 Characteristic (F) 2 E.g. number n of teeth selected from the toothing 2 Width l 2 And thickness e 2 (ii) a Diameter d of the second wheel 2 And Young's modulus y 2 And/or the thickness h of the ring 75 of the wheel 2 (ii) a Radius g of hub 70 of the driven wheel 2 。
First seriesAnd the second series of characteristics are unique physical characteristics of the first and second rounds, respectively. The method according to the invention advantageously comprises a step during which at least one of the characteristics of the first series and/or of the second series is varied and the inertia I of the corresponding wheel is measured 1 、I 2 From which the corresponding dynamic stiffness is derived.
The invention is in no way limited to the illustrated example and is applicable to any traction system, i.e. thermal, hybrid and electric.

Claims (9)

1. A drive-driven wheel assembly (10, 20, 30, 40, 50) for a gear-equipped transmission, the drive-driven wheel assembly comprising:
-a first wheel (11,21,31,41,51, D), called driving wheel, having a first dynamic stiffness (k) 1 )；
-a second wheel (12, 22, 32, 41, 42, 52, D), called driven wheel, having a second dynamic stiffness (k) 2 )；
Such that the first dynamic stiffness has a ratio (R) of 1.5 or more to the second dynamic stiffness.
2. The assembly of claim 1, said ratio (R) being 2 or greater, or 2.5.
3. The assembly of claim 1 or 2, the ratio (R) being defined by the first dynamic stiffness (k) 1 ) Divided by the second dynamic stiffness (k) 2 ) And (4) limiting.
4. The assembly of claim 1 or 2, the ratio (R) being defined by the second dynamic stiffness (k) 2 ) Divided by the first dynamic stiffness (k) 1 ) And (4) limiting.
5. Transmission (T) comprising at least two wheels (11, 12, 21, 22, 31, 32, 41, 42, D) forming a driving-driven wheel assembly (10, 20, 30, 40) according to any one of the preceding claims.
6. A method of designing a drive-driven wheel assembly for an electric machine, the method comprising at least one step of: calculating a first dynamic stiffness (k) of the first wheel (11,21,31,41,51, D) 1 ) A second dynamic stiffness (k) to the second wheel (12, 22, 32, 41, 42, 52, D) 2 ) And in particular comparing said ratio R with a predefined value;
the first dynamic stiffness (k) 1 ) Is previously derived from the measured inertia of the first wheel, and/or the second dynamic stiffness (k) 2 ) Is derived from the measured inertia of the second wheel.
7. The method of the preceding claim, further comprising: calculating k 1 ×k 2 /(k 1 +k 2 ) The step (2).
8. The method of claims 6 and 7, the first wheel (11,21,31,41, D) having a first series (F1) of characteristics (F1, F2, fi) and/or the second wheel (12, 22, 32, 42, D) having a second series (F2) of characteristics (F1, F2, fi),
the method further comprises the step of modifying at least one characteristic (f1, f2, fi) of the first series or of the second series.
9. The method of the preceding claim, the first series of characteristics being selected from the diameter (d1) and young's modulus (y1) of the wheel, the width (l) of the toothing (75) 1 ) Thickness (e1) and number of teeth (n1), thickness (h) of the ring portion (70) of the first wheel 1 ) And/or the second set (F2) of characteristics selected from the diameter (d1) and Young's modulus (y1) of the wheel, the width (l 1), thickness (e1) and number (n1) of the toothing (75), the thickness (h) of the second ring part (70) 1 )。
CN202080091561.0A 2019-12-31 2020-12-17 Transmission device, assembly and design method thereof Active CN114901964B (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
FR1915803A FR3105810A1 (en) 2019-12-31 2019-12-31 Driving wheel assembly - driven wheel for equipping a transmission device - Transmission device comprising such an assembly and associated design method
FRFR1915803 2019-12-31
PCT/EP2020/086598 WO2021136669A1 (en) 2019-12-31 2020-12-17 Driving wheel - driven wheel assembly for equipping a transmission device - transmission device having such an assembly and associated design process

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CN114901964B CN114901964B (en) 2024-02-06

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FR3131711A1 (en) * 2022-01-08 2023-07-14 Valeo Embrayages PROPULSION SYSTEM FOR ELECTRIC VEHICLES

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102016349A (en) * 2008-04-25 2011-04-13 索尤若驱动有限及两合公司 Transmission and differential device
CN102858575A (en) * 2010-04-16 2013-01-02 雷诺股份公司 Hybrid drive system
CN106458007A (en) * 2014-06-02 2017-02-22 Ifp新能源公司 Speed transmission device for motor vehicles and power train comprising said device
CN108999939A (en) * 2017-06-06 2018-12-14 通用汽车环球科技运作有限责任公司 Stepless transmission

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102016349A (en) * 2008-04-25 2011-04-13 索尤若驱动有限及两合公司 Transmission and differential device
CN102858575A (en) * 2010-04-16 2013-01-02 雷诺股份公司 Hybrid drive system
CN106458007A (en) * 2014-06-02 2017-02-22 Ifp新能源公司 Speed transmission device for motor vehicles and power train comprising said device
CN108999939A (en) * 2017-06-06 2018-12-14 通用汽车环球科技运作有限责任公司 Stepless transmission

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FR3105810A1 (en) 2021-07-02
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