DE102013019483A1 - Method and device for vibration damping of a driven axle with moment transverse distribution - Google Patents

Abstract

The present invention relates to a method for vibration damping of a driven axle with torque transverse distribution, in which a driven axle with two wheels (8, 9) is driven by a first drive unit or a main drive (2) such that a torque of this main drive (2). is divided equally between the two wheels (8, 9) of the driven axle, and a second drive unit or auxiliary drive (4) is used to apply a differential torque between the two wheels (8, 9) of the driven axle, said both wheels (8, 9) of the driven axle using a differential gear (5) are coupled to each other and the auxiliary drive (4) is coupled into the differential gear (5) for momentary transverse distribution, wherein each to be initiated for vibration damping moments (D2, D4) on the Basis are determined by measuring signals, which distributed from distributed over the driven axle sensors (2 a, 4a, 5a, 5b, 8a, 9a) are provided.

Description

The present invention relates to a method for vibration damping a driven axle with torque transverse distribution. Furthermore, the present invention relates to a corresponding device in a motor vehicle.

Various systems for variable moment transverse distribution between left and right wheels within a driven axle of a vehicle are known in the prior art. Most often, the driven axle is thereby driven by means of a first drive unit such that the torque of this first drive unit is equally divided between the two wheels of the driven axle. This division is usually represented by a bevel gear differential gear, but for this purpose also circulating or planetary gear are used. Frequently, a reduction gear is integrated in the differential gear, which amplifies the torque of the first drive unit.

In addition, there is a second drive unit that can apply a differential torque between the two wheels of the driven axle. This differential torque is typically symmetrical so that a defined torque on one wheel results in an oppositely directed torque of equal magnitude on the other wheel. This division is usually represented by a superposition gear, which is often designed as a coupled planetary gear or planetary gear. Often, a reduction gear is integrated in the superposition gear, which amplifies the torque of the second drive unit. Such a variable moment transverse distribution on an axle of a vehicle is also referred to as torque vectoring or active yaw. By means of torque vectoring, the driving dynamics of the vehicle can be improved, in particular when cornering.

Both the first drive unit and the second drive unit can be designed as electrical machine or electric machine. Configurations for motor vehicles with a driven axle with variable torque distribution are inter alia in the DE 102008061946 A1 and the DE 102008061945 A1 disclosed.

Due to the finite stiffness of the side shaft and optionally the finite stiffness of other torque-transmitting components, the rotational moment of inertia of the individual components in the drive train and possibly existing lots, such. B. gear play, is in the described drive configuration before a vibratory mechanical system. In the following, oscillation is understood to mean exclusively a movement about the axis of rotation of the individual components in the sense of a torsional vibration. The manifestation of the torsional vibration depends on the mechanical properties of the system, in particular on the stiffness and internal damping of the propeller shafts, the rotational inertial moments of the wheels and the rotational inertial moments of the rotating parts of the drive units. If the housing of the drive train or the differential is elastically connected to the body, the rotational moment of inertia of the housing and the rigidity and damping of the housing mounting also have an influence on the expression of the torsional vibrations.

In particular, when a drive unit is designed as an electric motor, a reduction gear with a relatively high gear ratio is often used for this drive unit to reduce the torque of the electric motor and thus their space and their weight. By a high gear ratio, however, the moment of inertia of the rotating part of the drive unit, z. As the rotor of the electric motor, based on the transmission output increased accordingly. This may under certain circumstances increase the expression of the torsional vibration.

• (1) Beide Getriebeabtriebe schwingen gleichsinnig mit gleicher Amplitude.
• (2) Beide Getriebeabtriebe schwingen gegensinnig mit gleicher Amplitude.
• (3) Einer der Getriebeabtriebe schwingt, der andere dreht mit konstanter Drehzahl oder steht.

By provided in such a drive train transmission, the rotational degrees of freedom are usually coupled together. Furthermore, usually several vibration modes may occur in the drive train. By way of example, three extreme cases are listed:

• (1) Both transmission outputs oscillate in the same direction with the same amplitude.
• (2) Both transmission outputs oscillate in opposite directions with the same amplitude.
• (3) One of the transmission outputs oscillates, the other rotates at a constant speed or stops.

Since different components with generally different rotational moment of inertia and / or different torsional stiffnesses are involved in the individual vibration modes, the individual vibration modes can have a different natural frequency. Basically, all three mentioned vibration modes can occur in the drive train or even combination of different vibration modes or modifications of individual vibration modes.

• – Die Torsionsschwingung kann durch verschiedene Übertragungswege, wie z. B. Fahrwerk, Reifen und Gehäuselagerung auf die Karosserie bzw. die Fahrzeuginsassen übertragen werden und dort als den Komfort mindernde Vibration wahrgenommen werden.
• – Die Torsionsschwingung kann durch den Reifen-Fahrbahn-Kontakt eine Längsschwingung von Fahrwerk bzw. Karosserie anregen und somit zu einem Längsruckeln des Fahrzeugs führen, das ebenfalls als Komfortminderung wahrgenommen werden kann.
• – Die Torsionsschwingung kann zu einer erhöhten mechanischen Belastung von Komponenten des Antriebsstrangs führen, beispielsweise von Gelenkwellen, Zahnrädern oder Gehäuselagerung.
• – Die Torsionsschwingung kann zu einer Beeinträchtigung der Funktionsweise von Radschlupfregelsystemen wie Antiblockiersystem ABS oder Antriebsschlupfregelung ASR führen. Dadurch kann sowohl das Beschleunigungsvermögen des Fahrzeugs verringert als auch der Bremsweg verlängert werden. Eine damit verbundene temporäre Erhöhung des Reifenlängsschlupfs kann darüber hinaus das Seitenführungspotential des Reifens verringern. Zudem beeinträchtigen sowohl eine Verlängerung des Bremswegs als auch eine Verringerung des Seitenführungspotentials des Reifens die Fahrzeugsicherheit.

A torsional vibration in the drive train can have several negative consequences:

• - The torsional vibration can by different transmission paths, such. As chassis, tires and housing support to the body or the vehicle occupants are transmitted and perceived there as the comfort-reducing vibration.
• - The torsional vibration can stimulate the tire-road contact longitudinal vibration of the chassis or body and thus lead to a longitudinal jerking of the vehicle, which can also be perceived as a comfort reduction.
• - The torsional vibration can lead to increased mechanical stress on components of the drive train, such as drive shafts, gears or housing mounting.
• - The torsional vibration can affect the operation of wheel slip control systems such as anti-lock braking system ABS or traction control ASR. As a result, both the acceleration capacity of the vehicle can be reduced and the braking distance can be extended. An associated temporary increase in longitudinal tire slip may also reduce the cornering potential of the tire. In addition, both extending the braking distance and reducing the cornering potential of the tire compromise vehicle safety.

The object of the invention is to improve the known prior art method and apparatus such that an efficient and fast-acting damping and independent vibrations of two end drives of a drive train is possible.

This object is achieved according to the invention with the features of claim 1 by a method for vibration damping a driven axle with torque transverse distribution, in which a driven axle with two wheels by a first drive unit or a main drive is driven such that a torque of this main drive in equal parts is divided to the two wheels of the driven axle, and a second drive unit or auxiliary drive is used to apply a differential torque between the two wheels of the driven axle, wherein the two wheels of the driven axle are coupled together using a differential gear and the auxiliary drive in the differential gear for torque transverse distribution is coupled and respective to be introduced for vibration damping moments of main drive and auxiliary drive on the basis of measurement signals are determined, distributed from distributed over the driven axle angeo rdneten sensors are provided.

• – Anregung durch ein Drehmoment, das durch eine der Antriebsmaschinen eingeleitet wird.
• – Anregung durch ein Drehmoment, das durch die Reibungsbremsen eingeleitet wird.
• – Anregung durch eine Längskraftschwankung im Reifen-Fahrbahn-Kontakt, beispielsweise durch wechselnde Fahrbahngriffigkeit.
• – Vertikale Anregung im Reifen-Fahrbahn-Kontakt, beispielsweise durch Unebenheiten einer Fahrbahn.

A solution according to the invention builds on the fact that a drive train of a vehicle, consisting of at least one main drive and possibly other components, usually does not drive a single wheel, but drives a differential gear at least two wheels simultaneously. Thus, a drive train usually has no single final output, but at least two end drives, which are id R connected via torsionally flexible drive shafts, each with a wheel. The drive train with the main drive and the two end drives are kinematically coupled to each other via the differential gear. By connecting the wheels, which have a specific rotational moment of inertia, via torsionally flexible drive shafts to the final drives, a vibratory system is created in which the end drives can oscillate independently of each other. Here, inter alia, the above-mentioned three different vibration modes occur, but also, for example, combinations of these three vibration modes. The torsional vibration can be excited, for example, by different driving situations:

• - Excitation by a torque that is initiated by one of the prime movers.
• - Excitation by a torque that is initiated by the friction brakes.
• - Excitation by a longitudinal force fluctuation in the tire-road contact, for example, by changing Fahrbahngriffigkeit.
• - Vertical excitation in the tire-road contact, for example, by unevenness of a roadway.

However, known from the prior art methods are only suitable for damping the vibration of a single final output of a transmission by the control of a drive unit or multiple drive units. However, they are not suitable for effectively damping two independently vibrating final drives. In one embodiment of the invention, however, it is now possible to achieve an attenuation of independent vibrations of two coupled via a differential gear Endabtriebe a drive train for all driving situations or vibration modes by a first drive unit or main drive and a second drive unit or auxiliary drive, in a suitable Way in the drive train or the differential gear is coupled, are controlled in a suitable manner, so that is counteracted by the combined effect of the respective drive torque of the two drive units of the vibration of both Endabtriebe simultaneously. Due to the combined effect of the respective drive torques of the two drive units, an effective torque is set at the two end drives. The two effective torques at the two end drives are generally not identical and chosen in terms of their magnitude, sign and time course so that they counteract the oscillation of the respective final output. As part of the manipulated variable limitations of both Anhiebseinheiten can by a suitable choice of the two drive torques, the effective torques on the two Endabtrieben independently (decoupled) from each other. By this decoupling a damping of all conceivable same-directional and / or opposing modes of vibration is possible.

Alternatively, in DE 10 2008 061 945 A1 discloses to generate a stabilizing yaw moment corresponding to a respective driving situation. Thus, due to the large number of possible vibrations but not an inventive goal can be achieved, an efficient and fast-acting damping and independent vibrations of two Endabtriebe a drive train to possible. Here is a prepared catalog of driving situations with additional einzubringenden moments predetermined type is not sufficient. This goal is achieved only according to the invention using a drive train described in determining a respective moment currently einzuleitenden on the basis of measurement signals.

According to a particularly advantageous development, the measurement signals are used by at least four sensors. In one embodiment of the invention, measurement signals from ABS wheel speed sensors at the wheels and speed sensors or rotation angle sensors at the rotating parts of the first drive unit and the second drive unit are used. In an alternative embodiment of the invention, measuring signals are used by sensors for detecting the torsional moment or a torsional angle of propeller shafts. Finally, alternatively or additionally, according to a further embodiment of the invention, measurement signals from sensors for detecting a rotational speed or a torsion angle of a housing can be used which encloses at least one of the transmissions, but preferably both transmissions as constructional protection against contamination and other environmental influences.

Measurement signals from sensors needed for closed-loop or closed-loop control are, in one embodiment of the invention, at least not all measured but observed or estimated, with a respective observation or estimation based on a mathematical equivalent model of the powertrain or a part of the powertrain. Thus, the number of required sensors and / or a cost for processing measurement signals can be reduced. In addition, parameters of the control or partial control based on a mathematical model of the drive train are preferably determined taking into account different transmission paths.

Furthermore, this object is achieved by a device which is characterized in that the two wheels of the driven axle are coupled together by a differential gear and the auxiliary drive is coupled into the differential gear for torque cross distribution, wherein for determining a respective moment to be initiated for vibration damping at least one control unit is provided, which is connected for the transmission of measurement signals with sensors which are distributed and distributed in particular distributed over the driven axle.

In a preferred embodiment of the invention, the auxiliary drive is coupled into the differential gear via a superposition gear for torque cross distribution.

Advantageously, the controller is connected to at least four sensors. In embodiments of the invention are ABS wheel speed sensors on the wheels and speed sensors or rotation angle sensors on the rotating parts of the first drive unit and the second drive unit with the control unit and / or sensors for detecting the torsional or torsional angle of propeller shafts with the control unit and / or sensors for Detecting a speed or a torsion angle of a housing for transmitting measurement signals connected to the control unit.

Hereinafter, further features and advantages of embodiments according to the invention with reference to embodiments of the invention compared to a known drive system will be explained in more detail with reference to the drawing. Therein show in a schematic representation:

1 : a block diagram of a first embodiment of the invention;

2 a block diagram of a second embodiment of the invention;

3 a block diagram of a third embodiment of the invention;

4 a block diagram showing a drive system according to the prior art and

5a and 5b : Block diagrams of a central and a decentralized control, indicating the origin and destination of the incoming measurement signals and outgoing nominal control variables.

Throughout the various illustrations, the same reference numerals are always used for the same elements.

4 shows a block diagram illustrating a drive system 1 a motor vehicle not shown in the state of Technology. This is a first main drive 2 provided by a superposition gear 3 with a second main drive 2 ' is coupled. A summation moment of the first main drive 2 and second main drive 2 ' is via a differential gear 5 evenly or symmetrically about drive shafts 6 . 7 on a right wheel 8th and a left wheel 9 transfer. Here are the main drives 2 . 2 ' , Superposition gearbox 3 and differential gear 5 for protection in a housing 10 accommodated. To determine a respective speed are the main drives 2 . 2 ' each speed sensors 2a . 2 ' , the wheels 8th . 9 ABS sensors 8a . 9a as well as the differential gear 5 Speed sensors on each of the transmission outputs 5a and 5b at the gearboxes 11 . 12 assigned. As a result, torsional vibrations in each part of the illustrated drive system can now be achieved by speed sensors which are usually already present in motor vehicles 1 be detected.

In principle, not all forms of torsional vibrations can be compensated by this structure. Straight asymmetric between the wheels 8th . 9 distributed torsional vibrations can be due to the symmetrical division of one of the main drives 2 and 2 ' generated cumulative torque not on both wheels 8th . 9 be corrected at the same time. Such asymmetrically between the wheels 8th . 9 distributed torsional vibrations can be caused for example by driving while driving that on the wheel 8th a bike-road contact 8k due to ice or wet weather breaks off during a wheel-road contact 9k of the left wheel 9 remains unmolested and continues to have full grip on the road surface. Regularly, a torsional vibration would only occur in one of the wheels 8th . 9 in the other, however, can be strengthened at the same time.

A remedy here provides a first embodiment of the invention according to the block diagram of 1 : Here again is a drive system 1 shown for a motor vehicle, only for reasons of space a left wheel 9 road contact 9k , ABS sensor 9a and associated PTO shaft 7 has been omitted.

The common goal of the embodiments described below is a reduction or damping of a torsional vibration during all of the aforementioned driving situations and excitation possibilities. For this purpose, according to the embodiment according to 1 suitable torques D2, D4 of both drive units 2 . 4 applied to the drive train, which counteract the torsional vibration. The torques D2, D4 are i. A. temporally not constant and can have a positive or driving, a negative or braking direction and permanently or briefly also an amount of zero. The torques D2, D4 are i. A. not identical. Due to the drive configuration with differential gear 5 , Superposition gearbox 3 , Cardan shafts 6 . 7 with finite rigidity, two drive units 2 . 4 , two wheels 8th . 9 and optionally an elastically mounted housing 10 There is a mechanical system with several rotational degrees of freedom. These include the speeds and torsion angle of the two wheels 8th . 9 , the two transmission outputs 11 . 12 , the two rotating parts of the two drive units 2 . 4 and optionally the housing 10 relative to body or subframe. In particular, a differential speed and a differential angle between each wheel 8th . 9 and the associated transmission output 11 . 12 The two sides of the vehicle are a measure of the rotation of the side wave and thus a measure of the spring energy stored in the system or for the current state of vibration.

Through the differential gear 5 and the superposition gearbox 3 the rotatory degrees of freedom are coupled together. According to the present embodiment, the detection of a vibration by comparatively few and already existing suitable sensors and a control of the two drive units 2 . 4 so possible that by the torques of the drive units 2 . 4 the vibration is reduced. Depending on the occurring vibration form are both drive units 2 . 4 or only one drive unit activated. In the drive train described above, various sensors are indicated, which are suitable in terms of resolution, design, position and number to detect the torsional vibration. Furthermore, output signals of these sensors are used to determine the vibration damping suitable torques D2, D4 on the type, size and phase.

In the present implementation variant are ABS wheel speed sensors 8a . 9a at the wheels 8th . 9 and speed sensors or transmission output rotation angle sensors 5a . 5b at the two gearboxes 11 . 12 used. For a complete, purely metrological detection of a torsional vibration to be compensated, only four sensors or their measuring signals are required in the exemplary embodiments. The remaining measurement signals can be used to verify a respective result, or alternatively they serve as redundancy in the event of a failure of one of the sensors or an electrical fault in a signal line.

Often the first drive unit 2 , the second drive unit 4 , the differential gear 5 and the superposition gearbox 3 as structural protection against pollution or other Environmental influences in a housing 10 arranged integrated, as is the case in this embodiment. The dashed rectangle shows the integration of said drive parts in the housing 10 indicated.

In a further implementation variant according to 2 are to the first designed as an electric motor drive unit 2 Further components of an arbitrarily designed and therefore not further specified powertrain coupled. These other components can also include an internal combustion engine to form a hybrid drive 13 be. The arrangement of 2 then corresponds to that of 4 , but then within the differential gear 5 a separate electric machine 4 is arranged to generate a differential torque. While according to the embodiment of 2 but a rigid coupling between the main drive 2 and the differential gear 5 consists, the embodiment of 3 also the possibility of a separation between the main drive 2 and differential gear 5 by means of a clutch not shown and / or a gear stage on. Furthermore, in this further implementation variant according to the illustration of 3 the first drive unit 2 integrated into an advanced powertrain configuration. This is advantageously designed so that the torque of the first drive unit 2 as directly as possible and without delay, ie via as rigid a connection as possible, into the differential gear 5 is introduced to allow the most effective damping of the vibrations of the drive train.

The respective sensor information is supplied as measurement signals in each of the above-described embodiments of a control, the torque D2, D4 of the drive units 2 . 4 calculated for damping the torsional vibration. In a conversion variant, the regulation is present as a code that is in a control unit 14 is executed, according to 5a in a so-called central approach on a central control unit 14 for the whole in the respective pictures of the 1 to 3 pictured powertrain. Based on the speed sensors 8a . 9a the wheels 8th . 9 and the speed sensors 5a . 5b of the differential gear 5 incoming measurement signals in the control unit internally in a first step, a target torque D _{l of} the left wheel 9 and a target torque D _{r of} the right wheel 8th determined. These target torques D _l , D _r are then in a second step in target torque D2 of the main drive 2 and D4 of the auxiliary drive 4 converted and output as appropriate control variables.

A control unit 14 with the functionality described above can be identical to a already existing in the vehicle controller, for example, one of the control units for controlling one of the two drive units 2 . 4 , The central control unit 14 is directly or indirectly connected via other control devices with the respective sensors whose information or measurement signals are needed for the control.

Alternatively, the scheme according to 5b divided in two or not shown way to even more sub-control units, their respective codes on its own control unit 14a . 14b as a so-called decentralized approach. Each of these controllers 14a . 14b is connected directly or indirectly at least with the sensors in the manner indicated above, which are required for the respective partial control. Here is each of the decentralized control units 14a . 14b with ABS sensors 8a . 9a the wheels 8th . 9 as well as that of a respective drive unit 2 . 4 assigned sensor 2a . 4a connected. Is issued by the one decentralized control unit 14a a set target torque D2 for the main drive 2 , from the other decentralized control unit 14b a target torque D4 to be set for the auxiliary drive 4 , The controllers 14a . 14b are identical in the present embodiment with the already existing in the vehicle control units. The individual control units can also be networked with each other.

In an embodiment, not shown, sensor information and measurement signals, which are required for the control or partial control, not measured, but observed or estimated. As a result, the number of sensors required even further reduced and signal processing can be simplified. A particular observation or estimate is based on a mathematical equivalent model of the powertrain or a part thereof. In an exemplary embodiment, which is likewise not shown in the drawing, the parameters of the controller are determined on the basis of a mathematical model of the drive train for this purpose. This model takes z. B. that the transmission path from the first drive unit 2 to the transmission transmissions 11 . 12 other properties than the transmission path from the second drive unit 4 to the transmission transmissions 11 . 12 can have. In addition, the system characteristics of the entire drivetrain are dependent on the time-varying characteristics of the ABS sensors 8a . 9a determined tire-roadway contacts 8k . 9k In some advantageous implementation variants, the parameters of the control can be adapted in a time-variable manner to the currently prevailing characteristics of the drive train.

Regardless of a realization of the control in a centralized approach or decentralized approach, in an advantageous embodiment, the differential speed between each wheel 8th . 9 and the associated transmission output 11 . 12 for each page with a P, PI or PID controller to the target size zero or a time-varying non-zero target size regulated.

All the embodiments described above have in common that this provides a means for the rapid and effective damping of independent vibrations of two coupled end drives of a drive train for all driving situations and vibration modes.

LIST OF REFERENCE NUMBERS

1

drive system

2

first main drive

2a

Speed sensor of the first main drive

2 '

second main drive

2 '

Speed sensor of the second main drive

3

Superposition gear

4

auxiliary drive

4a

Speed sensor

5

differential gear

5a

Speed sensor right output

5b

Speed sensor left output

6

propeller shaft

7

propeller shaft

8th

right wheel

8a

Speed sensor / ABS sensor

8k

Wheel-road contact

9

left wheel

9a

Speed sensor / ABS sensor

9k

Wheel-road contact

10

casing

11

Transmission output right

12

Transmission output left

13

hybrid drive

14

control unit

14a

decentralized control unit

14b

decentralized control unit

D2

Torque for vibration compensation of the main drive

D4

Torque for vibration compensation of the auxiliary drive

D _r

Torque for vibration compensation on the right output 11

D _l

Torque for vibration compensation on the left output 12

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 102008061946 A1 [0004]
• DE 102008061945 A1 [0004, 0014]

Claims (10)

Method for vibration damping of a driven axle with torque transverse distribution, in which a driven axle with two wheels ( 8th . 9 ) by a first drive unit or a main drive ( 2 ) is driven such that a torque of this main drive ( 2 ) in equal parts on the two wheels ( 8th . 9 ) is divided the driven axle, and a second drive unit or auxiliary drive ( 4 ) is used to calculate a differential torque between the two wheels ( 8th . 9 ) of the driven axle, characterized in that the two wheels ( 8th . 9 ) of the driven axle using a differential gear ( 5 ) are coupled together and the auxiliary drive ( 4 ) in the differential gear ( 5 ) for torque lateral distribution, whereby respective moments (D2, D4) to be introduced for vibration damping are determined on the basis of measuring signals which are distributed by sensors distributed over the driven axle ( 2a . 4a . 5a . 5b . 8a . 9a ) to be provided. Method according to the preceding claim, characterized in that the measuring signals from at least four sensors ( 2a . 4a . 5a . 5b . 8a . 9a ) be used. Method according to one of the preceding claims, characterized in that measurement signals from ABS wheel speed sensors ( 8a . 9a ) on the wheels ( 8th . 9 ) and speed sensors ( 2a . 4a ), Rotational angle sensors on the rotating parts of the first drive unit ( 2 ) and the second drive unit ( 4 ) and / or speed sensors ( 5a . 5b ) on the gearboxes ( 11 . 12 ) be used. Method according to one of the preceding claims, characterized in that measurement signals from sensors for detecting the torsional moment or a torsion angle of propeller shafts ( 6 . 7 ) be used. Method according to one of the preceding claims, characterized in that measuring signals from sensors for detecting a rotational speed or a torsion angle of the housing ( 10 ) be used. Method according to one of the preceding claims, characterized in that measurement signals from sensors required for a closed-loop or partial control are not measured, but observed or estimated, with a respective observation or estimation being based on a mathematical equivalent model of the drive train or a part , Method according to the preceding claim, characterized in that parameters of the control or partial control based on a mathematical model of the drive train or a part of the drive train are determined taking into account different transmission paths. Device for vibration damping of a driven axle with torque transverse distribution in a motor vehicle, the at least two electric drive units ( 2 . 4 ), a differential gear ( 5 ) and a superposition gear ( 3 ), wherein a first drive unit or a main drive ( 2 ) to the differential gear ( 5 ) and the superposition gearing ( 3 ) is coupled, that a torque (D2) of the main drive ( 2 ) in equal parts on the transmission outputs ( 11 . 12 ) and a second drive unit or an auxiliary drive ( 4 ) to the differential gear ( 5 ) and the superposition gearing ( 3 ) is coupled by a torque (D4) of the auxiliary drive ( 4 ) a difference torque between the two transmission outputs ( 11 . 12 ) is generated, wherein the device ( 1 ) for implementing a method according to any one of the preceding claims characterized in that for determining the respectively introduced for vibration damping torques (D2, D4) at least one control unit ( 14 . 14a . 14b ), which is used for transmitting measurement signals with sensors ( 2a . 4a . 5a . 5b . 8a . 9a ) and the sensors ( 2a . 4a . 5a . 5b . 8a . 9a ) are distributed and distributed in particular distributed over the driven axle. Device according to the preceding claim, characterized in that the control device ( 14 ) or control devices ( 14a . 14b ) in total with at least four sensors ( 2a . 4a . 5a . 5b . 8a . 9a ) are connected. Device according to one of the preceding claims, characterized in that ABS wheel speed sensors ( 8a . 9a ) on the wheels ( 8th . 9 ) and speed sensors ( 2a ) or rotation angle sensors on the rotating parts of the first drive unit ( 2 ) and speed sensors ( 4a ) or rotation angle sensors on the rotating parts of the second drive unit ( 4 ) and / or sensors for detecting the torsional moment or a torsion angle of propeller shafts ( 6 . 7 ) and / or sensors for detecting a rotational speed or a torsion angle of a housing ( 10 ) and / or speed sensors ( 5a . 5b ) or rotation angle sensors on the gearboxes ( 11 . 12 ) for the transmission of measuring signals to the control unit ( 14 . 14a . 14b ) are connected.

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