DE102020118194A1 - Twin gearbox with a double input shaft - Google Patents

Abstract

A twin transmission 1I for an electrically driven motor vehicle train 3I with individual wheel drive has a double input shaft which is designed for connections of two motors 5II, 7II and for two adjacent, independently rotatable gears. The gears form translations with two other gears of the transmission. The double input shaft is nested in one another in some areas and leads out to the connections of the individual motors 5II, 7IIendlings in a self-supporting manner. The double input shaft is supported four times within a housing of the transmission 1Ian.

Description

The present invention deals with a twin transmission, preferably for a motor vehicle drive train, which has a double input shaft, the input shafts being nested in one another in some areas and having individually leading out, cantilevered connections for two motors, e.g. B. for two asynchronous electrical machines.

In other words, the present invention deals with a twin transmission according to the preamble of claim 1.

Technical area

Electrically powered vehicles can be designed in such a way that at least two wheels, e.g. B. the two wheels of a rear axle are driven by their own electric motor. The electric motor often turns at high speed compared to the desired wheel speed (e.g. up to 15,000 rpm, with higher-speed designs up to 18,000 rpm or even up to 20,000 rpm). For this reason, the speed of the electric motor must be reduced (e.g. by a ratio i between 6 and 9, possibly also by a ratio i in a ratio range from 4 to 12). The first electric motor engages an input gear of a first transmission gear in the slow speed. The second electric motor engages another, second input gear of a second, different transmission gear in the slow speed. The transmission to output shafts, which can also be the half-axles of the motor vehicle, takes place over two or more stages. If the two gears are installed in an overall gear housing, the gear housing can be attached laterally, i.e. H. the first electric motor on a first side and the second electric motor on another side.

Powertrains designed in this way are shown in both the drawings of JP 2016 205 444 A (Publication date: December 8th, 2016; applicant: NTN TOYO BEARING CO LTD) as well as in the drawings of JP 2017 019 319 A (Publication date: January 26, 2017; applicant: NTN TOYO BEARING CO LTD). As can be seen particularly well from the numerous variants of the JP 2017 019 319 A results, it has hitherto been an effort to locate the motors, but at least the output shafts, on different levels, in particular in relation to a straight line drawn through the axis centers. Will the two Japanese publications JP 2016 205 444 A and JP 2017 019 319 A compared with one another, an observer recognizes that such transmissions can basically be used for a front-wheel drive and also for a rear-wheel drive.

Such gears can be referred to as double gears or also as twin gears, because in the end two completely independent gears are connected to form a larger gear unit. Due to the two existing electric machines, which are usually of the same type, one can also speak of a duo electric machine.

With the aid of motor controls, any controls, in particular with regard to speed and torque, of the connected wheels can be carried out. Such a drive train is colloquially referred to as electrical “torque vectoring”. In this way, the respective wheel torque at the driven wheels of the motor vehicle can be specified continuously, in particular when cornering, whereby the driving stability of the motor vehicle can be improved and the steering work can be reduced. This gearbox category can also be referred to as an active differential. These transmissions also increase the efficiency of a motor vehicle drive train. In the case of motor vehicles with only one driving traction motor each, superposition gear types are required for this. Based on the mode of operation, the gears can therefore also be referred to as multiple single wheel gears.

State of the art

In the CN 104 709 059 A (Applicant: KUNSHAN DELATELAN TRANSMISSION SCIENCE & TECH CO; Disclosure date: June 17, 2015) a purely electric drive for a vehicle is described. A first and a second input shaft of a gear transmission are arranged as coaxial shafts, each of the two input shafts being driven by an electric motor. The two electric motors must therefore be arranged directly next to one another. They represent a one-sided weight load on the transmission.

From the US 7 690 455 B2 (Owner: Toyota Jidosha Kabushiki Keisha et al .; disclosure date: 06.01.3005) and the DE 11 2005 002 356 T5 (Applicant: Toyota Jidosha Kabushiki Kaisha; PCT publication date: April 6th, 2006) a planetary gearbox of a drive train arranged between two electric motors and a bearing arrangement for shafts emerge. Planetary gears are tempting gears, but due to their structure, e.g. B. an inevitable planet carrier, always a minimum effort.

In the EP 2 310 220 B1 (Applicants: AISIN AW CO. LTD, TOYOTA JIDOSHA KABUSHI KAISHA; Disclosure date: April 20th, 2011), shaft or axis positions of a three-stage double gearbox are shown in a gearbox housing. Two electric motors are arranged in a (single) transmission housing, each of which can drive an input shaft of a sub-transmission. In parallel between the input shafts and the output shafts, two central axes, a so-called idler shaft and a counter shaft, are arranged offset to one another. This is intended to slow down rotational speeds, one of which is to be transmitted to one of the two output shafts. The EP 2 310 220 B1 would therefore like to provide an entire drive unit with a single overall housing around this unit. The electric motors are also part of the transmission. Such designs should work for system suppliers who want to design their entire drive unit as an exchange and possibly also as a disposable product.

The WO 2016/147 865 A1 (Applicant: NTN Toyo Bearing Co. Ltd .; Disclosure date: 09/22/2016) shows in numerous figures a possible drive train with two electric machines and two semi-axles, so that here each electric machine is intended to drive a semi-axle. Relative relationships or arrangements of axes of individual gear wheels of the transmission can be seen from some figures. Accordingly, one in the WO 2016/147 865 A1 The drive train shown is designed, the highest axis of which is to be the output shaft axis, while an axis between the drive gear and the output gear occupies the lowest position.

Generally they recommend DE 100 54 759 B4 (Patent holder: ZF Friedrichshafen AG; date of issue: October 29, 2009) and the WO 2005/008 098 A1 (Applicant: DaimlerChrysler AG; date of publication: January 27, 2005) two or three tapered roller bearings between two shafts, which are combined to form a double shaft of a double clutch transmission, are to be provided as their bearings because this type of bearing should be able to absorb radial and axial forces in a particularly compact manner. In the case of double clutch transmissions, it is common to connect a drive source alternately to one of the two shafts on the input side. This means that torque is usually transmitted via one of the two input shafts of the transmission combined to form a coaxial shaft, while the second shaft should not transmit any drive power in that phase. One shaft is loaded, the other shaft is usually unloaded for as long as possible of the loading of one shaft. Depending on the cross-fading function, a load on both shafts occurs only when the load changes, with the torque flow through both shafts being rectified.

In contrast to double clutch transmissions, the load distribution and the time behavior of the load in twin-gear drive trains are permanent when the motor vehicle is being driven. Engineering-appropriate knowledge and long-term tests in the field of double clutch transmissions should only be transferable to an extremely limited extent to drive trains with twin transmissions.

The DE 10 2009 006 523 A1 (Applicant: GETRAG Innovations GmbH; filing date: January 28, 2009) deals with so-called tandem motors, the type of electric drives that are implemented with two electric machines, a double gear unit and two driven wheel shafts on one drive axle. The coaxial shafts should be designed as shafts with bearing journals and bearing bores. There should be two bearings on the double input shaft, each supporting two coaxially nested shafts against the housing. In addition, an alternative with two bearings per shaft or shaft part is also mentioned. However, such an arrangement should also have a central housing bearing plate. According to 2 the respective ends of the nested input shaft stubs should be designed with bevels.

The DE 10 2011 115 785 A1 (Applicant: GETRAG Getriebe- und Zahnradfabrik; filing date: 06.10.2011) deals with the further development of the DE 10 2009 006 523 A1 described gear under the aspect of frequency excitation minimization by natural frequency shifts between the first gear and the second gear. For this purpose, various approaches are proposed, including overall gear ratio deviations between the two gears, by swapping the individual gear ratios in the two gears or by different numbers of gear stages in the two gears, etc. In addition, a double-shaft bearing of each partial shaft is described as an alternative embodiment.

The US 2018/0 141 423 A1 (Applicant: NTN Corporation; filing date: April 18, 2016) deals with transverse forces, especially in the second shaft of a double transmission comprising three shafts, which means that it has two sub-transmissions. This will, as in 4th shown, achieved by counter-rotating helical gears in the gear pairs to and from the second shaft. In the 1 , 6th and 7th input shafts that are journaled at both of their ends and are not nested with their neighboring shaft are shown. Furthermore, the transmission according to FIG US 2018/0 141 423 A1 a support structure.

The aforementioned publications and their names are deemed to be incorporated in their entirety into the present description of the invention. This is to avoid discussing again and again generally known relationships between the electric drive, transmission gear, its shafts and the transmission stages, but rather being allowed to see it as defined for the present invention by referring to the publications.

Task

The question arises as to how two input shafts of a twin gear can be designed, in particular taking into account the other axes and shafts of the twin gear and the torque flows to be routed through the gear. If the requirement is also made to get to know a compact gearbox, the way to store two mechanically and spatially separated gears that are combined to form a larger block in a common individual gear partition wall should not be followed.

There is a need for a mechanically more favorable design than the previously known in order to come closer to the goal of creating a twin transmission that is as compact as possible.

Creating an advantageous design with its bearings, in particular, oriented towards the input shafts, is a challenge for every designer.

Description of the invention

The object of the invention is achieved by a twin transmission according to claim 1. Advantageous developments can be found in the dependent claims.

The transmission is made up of two individual transmissions, which, due to their high degree of similarity, can be referred to as twin transmissions. A first (partial) gearbox and a second (partial) gearbox are next to each other. They have (essentially) identical, or at least almost identical, structures with regard to their gear ratios, their gears, the arrangement of the gears, the resulting overall ratio and the arrangement and mounting of the individual gears. The (overall) transmission can thus be viewed as a pairing of two (partial) transmissions, so that the (overall) transmission can be referred to as a twin transmission.

The twin gearbox is provided for connecting two input drive machines, in particular electric motors, via the gearbox to two half-axes arranged on the output side of the gearbox, such as. B. . two cardan shafts for a connection to a road bike each. To connect each of the two electric motors to an input shaft, the twin gearbox has a double input shaft to which both electric motors can be connected.

The two (sub) transmissions of the twin gear are rotationally largely independent of each other torque transmission units, especially in the case that an effective coupling via a travel path via a wheel that can be driven by the (sub) transmission is not taken into account.

The motor vehicle drive train, to which the twin transmission belongs, is a drive train which, as stated, is to be driven by electric motors. At least two electric motors are connected to the twin gearbox.

Ideally, each electric motor drives a road bike assigned to it. The electric motor is advantageously responsible for driving a single road wheel. The torque of the electric motor is switched through or transmitted via a (partial) gearbox of the twin gearbox to a single wheel for driving the single wheel of the motor vehicle.

The input shaft of the twin gear is designed as a double input shaft so that a separate electric machine (or electric motor) can be connected to each side of the gear. Consequently, one speaks of a (pure) electric drive of the motor vehicle when the drive train described here is dealt with together with the transmission.

The double input shaft is designed for the connection of two separately operated motors. The double input shaft offers connections for two (electric) motors. Asynchronous electrical machines or electrical machines that work in a similar way to asynchronous electrical machines that can “break loose” with an increased drive torque, depending on the out-of-phase position between the rotor and the control of the stator windings, are advantageous.

The twin gearbox is designed with its double input shaft in such a way that two (separately working) gear ratios can be derived from the double input shaft. For this purpose, the double input shaft has two first gear wheels, which can be placed in the middle of the double input shaft, preferably designed as part of the double input shaft. The translation or the two translations of the first two gears are formed by the combination with two second gears of the twin gear.

The first gears are located next to each other, one gear on each input shaft. Each input shaft has its own first gear. The first two gears are arranged in the center or in a central area of the double input shaft. The input gear and input shaft can be formed in one piece.

In a favorable embodiment, the two first gears are each located in the area of one end of each individual input shaft. It is even more advantageous for a precisely guided or supported input shaft and in particular for load distribution over several input shaft bearings if the end region of at least one of the individual input shafts comprises an extending journal region, the extension being less than two and a half times the width of the first gear over a gear wheel of the first gear protrudes, preferably in the direction of the second single input shaft. The journal area can in particular protrude into a journal receptacle of the second input shaft.

In other words, the double input wave is a wave that is composed of two waves that are shifted into one another. The double input shaft can also be referred to as a shaft that is nested in one another in some areas. The two single input shafts are (conceptually) pushed towards each other. For this reason, one input shaft is the partly outer shaft that offers a central cavity area into which the other input shaft projects. Such a double input shaft is designed as a partially nested, intermeshing shaft in such a way that a motor can be connected to each individual shaft. For this purpose, each individual input shaft is designed to be self-supporting at its end. Another term for such a wave is piloted wave.

The design of the input shaft is particularly compact if the first gears protruding from the input shaft are arranged so close together that the space between the first two gears (in the end) can only be talked about as a separating air gap between the gear troughs . In one embodiment, a support structure can be arranged in this.

The double input shaft is supported several times within a housing of the transmission. It has turned out to be particularly advantageous if the double input shaft is supported a total of four times. In this case, each single input shaft can be supported twice with respect to the housing and as a result the double input shaft is supported four times with respect to the gearbox housing.

In this way it is even possible to divide the housing into two parts without a central stabilizer or central support structure. Although there is no stabilizer or other middle support structure, one can speak of separate gear rooms. The housing of the gearbox reveals two areas in its housing.

The double input shaft with shaft sections or partial shafts pushed into one another, i. That is, by interleaving the single input shafts and by forming a double input shaft, a twin gearbox is made possible that is extremely narrow in its input area. In addition, if the gears, which can be part of the input shafts, are placed in the center of the double input shaft as far as possible, the thickest shaft design of the double input shaft is to be found in the area that was only created by the placement of the gears.

Advantageous refinements and developments are set out below which, seen individually, both individually and in combination, can likewise reveal inventive aspects.

The double input shaft composed of two single input shafts has a first end and a second end. Both ends of the dual input shaft can be referred to as extremities because these ends protrude from the transmission housing. The extremities are designed as connection points for non-positive connections. A drive can be connected to the twin gear via this. The extremities are intended for drive couplings. Favorable profiles for the coupling of drives to the double input shafts are e.g. B. splines. If splined shaft profiles are incorporated into the extremities, then non-positive connections can be implemented on the shaft jacket and shaft face of an input shaft. In addition to splined shaft profiles, other profiles are also available. For example, groove structures can be worked into the extremities of the double input shaft so that a toothed engagement of a separate drive can take place on each extremity.

The housing of the transmission advantageously has several fastening points. Some of the attachment points can be used to connect prime movers. Two electric machines to be attached to the gearbox in a force-locking manner via end flanges can form a block-like unit with the twin gearbox by screwing them on (or any other suitable fastening method).

The twin gear is particularly compact if the double input shaft is designed as a particularly short shaft. One shape of a short input shaft is achieved through the use of stub shafts. The double input shaft can be produced by two stub shafts aligned along an axis. Here, the stubs of the stub shaft are oriented in opposite directions. The stubs of the stub shafts terminate the double input shaft in opposite directions.

The respective stub shaft advantageously diverges outward at its end facing away from the stub. This foundation-like design of the stub shaft can be used to work a rotating ring gear integrally into the bottom of the stub shaft. Such a ring gear can also represent the drive gear. The widest diameter of the stub shaft would be that which merges into the drive gear or represents this.

The connection that is to be established between one of the drive machines and the double input shaft for the transmission of the drive can be achieved by means of a drive enclosure. As mentioned at the beginning, the double input shaft has support points. Advantageously, there are two encircling bearings on one part of the housing and one on each individual input shaft. Each part of the double input shaft intended for a drive has two bearings beyond its drive enclosure. These two bearings are supported on parts of the housing of the twin gearbox.

The double input shaft is advantageously an oil-lubricated shaft. The double input shaft can be designed as a stepped shaft. The oil lubrication is carried out in such a way that excess oil (too much oil) can be collected in a housing pan. The oil from the housing pan is first fed directly to the rolling bearings, which can be exposed to high loads. In an advantageous structural embodiment, the transmission has two housing troughs. The double input shaft lubricates opposite two housing pans or with the oil from two housing pans. Here, a widest diameter is advantageously in the area of a center of the double input shaft composed of two single input shafts. The two gears of the double input shaft are supplied with oil from lower-lying gears, transferred from tooth to tooth from the sump. In addition, the oil is distributed depending on the speed by oil splashes or oil mist.

If you look in different directions from a center of the double input shaft, you can see bearings arranged outwards. The bearings furthest outward are ball bearings. A lateral migration of one or the other shaft of the double input shaft can be blocked by a stop of the ball bearings on the double input shaft and on a housing part of the twin gear.

The bearings of the double input shaft can be paired with two bearings each. Preferably, a deep groove ball bearing and a cylindrical roller bearing are combined side by side. This makes it possible for a deep groove ball bearing and a cylindrical roller bearing to center a half-shaft or a single input shaft with respect to the housing of the twin gear. Two bearings each, with a deep groove ball bearing and a cylindrical roller bearing preferably being present, can center one of the two shaft-like parts of the double input shaft in relation to the twin gear through their combinations arranged next to one another. The cylindrical roller bearing is preferably located next to the ring gear or the output gear of the stub shaft. The deep groove ball bearing preferably delimits the cylindrical roller bearing laterally. The nested two parts of the double input shaft, i.e. H. the individual input shafts are limited by their outer groove ball bearings to prevent them from drifting to the side. The output via the respective output gear leads to predominantly radial loads in the largest part or the part with the largest diameter.

In addition to the outer bearings of the double input shaft, there are also inner bearings. The inner bearings can also be referred to as double input shaft bearings to distinguish them from the outer bearings, among other things because the inner input shaft in a radial direction over the inner bearing and a first outer bearing and preferably a second outer bearing of the outer input shaft against the Gear housing is supported. According to a further aspect, the inner bearing can also be designed as a double bearing. It is also possible that both outer bearings, as already explained, are each designed as double bearings. The fact that there is an inner and an outer input shaft does not mean that it is a known concentric hollow shaft configuration, because an overlap area of the two shafts is preferably less than half, in particular less than a third of the length of the double input shaft.

The bearings arranged in the interior of the double input shaft, ie the bearings between the two single input shafts, can be designed as slide bearings. Advantageously, each has Plain bearing has a different diameter than the other plain bearing. With the aid of the plain bearings, the interengaging shafts can be supported against one another.

The sliding bearings are advantageously arranged in a relative relation to the outer bearings. In fact, it is possible to position at least one of the sliding bearings below a paired arrangement of two outer bearings. The at least one slide bearing is aligned in the area of the two outer bearings. The plain bearing is thus arranged within the outer bearing. In particular, it is possible to position a slide bearing under two outer bearings.

Should differences in speed occur repeatedly between the two input shafts, needle bearings are to be preferred instead of plain bearings. Needle roller bearings generally run with less friction than plain bearings. Needle bearings can be arranged in the same way as was previously described for the plain bearings. An arrangement of two needle bearings next to one another is favorable for load distribution and, in particular, for bearing lubrication. A first needle bearing can be located near the gearwheel cheek between the journal and the journal receptacle. A second needle bearing is preferably assigned to an end region of the journal. The end area of the pin is located at an air gap between a pin end face and a pin receiving base. Groove-like recesses for the needle bearings can be incorporated into the journal, which in particular form radially arranged inner running surfaces of the needle bearing. An outer running surface - seen radially - preferably offers a cylindrical inner wall of the pin receptacle.

The needle bearings or plain bearings can be lubricated with oil through at least one oil guide bore in the double input shaft. An oil guide hole can z. B. extend in at least one of the individual input shafts and open into an air gap in the pin receptacle, which can also be referred to as the oiling gap. At least one oil guide bore preferably starts from an oiling space in the vicinity of a deep groove ball bearing of the individual input shafts, which is likewise supplied with oil. Such a needle bearing runs very reliably and can be assembled with relatively little effort.

The twin gearbox has a bearing on each of its individual shafts, which can be called the outermost bearing. The outermost bearing can e.g. B. starting from the stub of the stub shaft, d. H. can be determined starting from each of the two individual shafts of the double input shaft by determining the first bearing that is reached with a lateral access, i.e. that bearing that is accessible from the outside. The double input shaft has four outer bearings, two of which can be called the outermost bearings. The double input shaft is supported by the outer bearings.

It is advantageous if the outermost bearing is seated on each side in a position opposite the housing in which it is pierced in the radial direction with respect to the housing. The free space for the outermost bearing, which can advantageously be a ball bearing, is designed with a radial undercut. There is a free space opposite the housing, e.g. B. can be several hundredths of a millimeter.

The outermost bearing can e.g. B. be designed for the technical function to support the double input shaft in the axial direction.

The two bearings on the twin input shaft of the twin gear can be combined to form a pair of bearings. These pairs of bearings can each be secured laterally by securing elements. A securing element can be positioned on the left side and a securing element on the right side. Suitable securing elements can be a securing ring or a snap ring. For this purpose, safety elements can be used that do not form a 360 ° circumferential ring, but z. B. are only C-shaped, z. B. form a ring over about 235 °.

Further interesting aspects will be presented below.

The gears (twin gears), in particular as so-called reduction gears, d. H. as a gear with a translation into the slow speed, are parts of electrical drive trains should be designed so that, especially with regard to the limited electrical storage options in motor vehicle construction, as much as possible of the electrical energy is available for the drive, i.e. This means that as little electrical energy as possible should be "used" for auxiliary units, other tasks or through power losses.

The two (sub) gears or single gears of the double gear (also referred to as twin gears) are rotationally largely independent torque transmission units, especially in the event that an effective coupling via a wheel that can be driven by the (sub) gear via a Route is not taken into account. The individual gears are combined as a structural unit to form a double gear.

The input shafts, that is, the shafts that become the double input shaft, of the double transmission according to the invention and the output shafts of the Double gears are arranged in a central area, based on an extension transversely to a direction of travel, ie in particular a shorter distance from one housing wall to an opposite housing wall of the transmission housing, in particular lying at the same height. The input shafts and the output shafts define a reference plane within the transmission housing. The position of a central axis of one of the gearwheel centers, angled to the reference plane, is present as a position remote from the transmission case bottom. This increase in the position of the central axis relative to the reference plane results in an overall axis arrangement of all gearwheel centers in the manner of a triangle. In this (imaginary) triangle, a first side, preferably a long side, like a hypotenuse, is preferably made to coincide with the reference plane. In this (imaginary) triangle, a second side and a third side preferably form two short sides, each intersecting the first side, in particular at one end of the first side, each a straight line, like two legs or like an opposite cathetus and an adjacent cathetus. Straight lines that follow the short sides opposite the first side intersect the reference plane or the first side with a slope in a value that can be taken from the angular range between approximately 5 ° and 70 °. In other words, the second side and the third side can each form an (imaginary) corner with an angle with the first side. It is advantageous if an angle is selected from an angle range between 10 ° and 50 °. Div. Mathematical simulations and calculations have led to the fact that angles appear particularly advantageous which lie in an angle range between 15 ° and 48 °.

It could also be said that the central axis can be cut by a straight line which is guided to the central axis from one of the remaining gear centers, that is to say the gear centers lying laterally to the central gear center. An angle that can be removed between the reference plane and the straight line is an angle from the angular range between 5 ° and 70 °, in particular between 10 ° and 50 ° and very preferably between 15 ° and 48 °.

• Die mittlere Achse ist mittels einer Gerade schneidbar, die zu einem der Zahnradzentren (gedanklich bzw. fiktiv) gebildet werden kann. Diese Gerade weicht von der Bezugsebene ab. Die Abweichung kann durch einen Winkel ausgedrückt werden, der aus einem Winkelbereich zwischen 5° und 70°, insbesondere zwischen 10° und 50° und ganz bevorzugt zwischen 15° und 48° entnommen ist.

From a further perspective, the relationship between the axes can be shown as follows:

• The middle axis can be cut by means of a straight line that can be formed to one of the gear centers (conceptual or fictitious). This straight line deviates from the reference plane. The deviation can be expressed by an angle which is taken from an angle range between 5 ° and 70 °, in particular between 10 ° and 50 ° and very preferably between 15 ° and 48 °.

Preferably there are exactly three positions for gear centers. An advantageous angle range can also be between 23 ° and 70 °. Outside advantageous angle ranges z. B. more than 70 ° or less than 5 °, some advantages of a triangular arrangement of the axes are hardly significant.

In a further perspective, the arrangement of the axes of the gear centers advantageously forms an upside-down "V", of which the respective input shaft and the output shaft with their shaft longitudinal axes, provided that the transmission housing is installed in a preferred installation position in the motor vehicle (in about) describe a horizontal plane.

It has surprisingly been shown here that such a position according to the invention of the individual axes of the gear centers in the double transmission, the power flow between the respective input shaft and the respective output shaft can be guided so that it generates low tilting and bending moments on shafts and the axis. This has a particularly favorable effect with regard to a low power loss and also to a low level of noise generated by the double gear, particularly when operating with changing loads. The action forces can be compensated in this way. In particular, tangential force components at the pitch points of the meshing gears of the intermeshing gearwheels can thereby be compensated particularly well.

It has been shown as a favorable embodiment that the force and the torque can be transmitted from the respective input shaft to the output shaft via spur gear pairs. In such a constellation, there is an intermediate spur gear bearing on which at least one of the spur gears is arranged.

In general, it can be said that a (first) drive power is brought to a first side of the transmission by a first electric machine. A second drive power is brought to a second side of the transmission by a second electric machine. Each of the two sub-transmissions can be operated independently of the other sub-transmission. Both partial transmissions are preferably arranged in mirror image to one another. It is thus possible to arrange two spur gears in mirror image on the intermediate spur gear bearing and to support them.

Individual centers of the gears are arranged like on a triangle, more precisely on the corners of the triangle. The arrangement of the gears or the shafts or the axes can be compared with an embodiment of a capitalized letter “V”.

The two shafts of a sub-transmission, the input shaft and the output shaft, are located or arranged with their shaft centers in an advantageous development on a uniform level or on a uniform level, which can also be referred to as a plateau. In this case, the gear or the gears on the spur gear intermediate bearing represent a deflection stage or several deflection stages for a torque.

At least one freewheel body is arranged on the axle so that the spur gear can be viewed as a loose gear. Preferably, several freewheel bodies, such as. B. . four freewheel bodies, available. The angular arrangement then contributes to the fact that introduced and discharged forces at least partially compensate each other. In this way, transverse forces can be compensated for, in particular when the train is running.

In this way it is possible to reduce the effect of the transverse force loads on the intermediate spur gear bearing.

Advantageous refinements and developments are set out below which, seen individually, both individually and in combination, can likewise reveal inventive aspects.

Depending on the respective (selected) toothing type with its respective toothing geometry on the gearwheels rotating around the respective gearwheel centers, it can be advantageous to arrange the central axis to the gearwheel centers of the input-shaft-side and the output-shaft-side gearwheel so that a straight line between a gearwheel center and the central axis is to be formed at an angle. Where the angle has a value which is taken from an angle range of 5 ° to 65 ° to the reference plane. The central axis can also advantageously be positioned in the gear housing in such a way that a straight line between a gear wheel center and the central axis assumes an angle that is taken from an angular range of 15 ° to 48 ° to the reference plane. As a result, not only is the power flow in the respective disks of the gearwheels designed to be low-loss, but the double transmission is also compact overall. Such a transmission can easily be integrated into the vehicle chassis. Due to its compactness, too, it has minimized areas that are actually undesirable as sources of sound generated in the transmission.

These advantageous aspects can be combined with further advantageous aspects which will now be presented below.

The double gear with its arrangement of the axes of the gear centers and the respective gear rotatably arranged on the relevant gear center is advantageously constructed in such a way that a driven gear, which is designed for rotation about the central axis, has a direction of rotation turning away from the housing bottom of the gear housing Gear wheel contact with an upstream gear wheel, d. H. so has in a driving way. This not only has an advantage with regard to the force compensation, but can also advantageously produce a lubricating film formation of an oil film drawn from the sump in a flashing transmission. From a further perspective, it can also be said that the transmission is designed for a preferred direction of travel. In the operating mode of the pulling operation of the transmission, after contact between the driving gear and a gear on a central axis, the central gear is rotated away from the housing base. The middle gear initially moves in the preferred direction of travel.

It can be advantageous that the middle position is formed by a (stationary) axis, in particular an axis fixed to the housing, and not by a shaft. Such an axis, which is arranged non-rotatably in the transmission housing, with idler gears rotatably arranged thereon, offers the advantage that the transmission housing can thereby be stiffened without having to provide additional components for this purpose. The cover-like transmission housing parts connected to the axle also tend less to emit structure-borne noise over a large area, since in particular resonances can be avoided.

If the transmission housing is composed of several housing parts, the axes, in particular all gear wheels, can extend (essentially) orthogonally to a connection plane that lies between two housing parts. A connection plane is located where there is a transition through the edge areas of the housing parts and which bear against one another when the gearbox is in an assembled state. In other words, at least one, preferably all, axes cross the connection plane in a longitudinal direction of the axes. From a further perspective, it can also be said that the connection plane, which is present in the form of a ring on a housing wall, lies outside the assembly area of a shaft or an axle. The axes or shafts can be supported or positioned on the housing in a particularly reliable manner if these shafts, each with an end region, are assigned to exactly one housing part.

The input shafts and the output shafts are, however, as the chosen term "shaft" already shows, rotatable components, which by floating bearings and / or fixed bearings in the Gear housing are stored. In this way, the power flow into or out of the double transmission can be brought about in a simple manner. An input gear and the input shaft can be integrally formed. An output gear or output gear and the output shaft can be formed in one piece. Two shafts, in particular the output shafts and the input shafts, are advantageously arranged in a line, it can also be said to be in alignment, one behind the other. This enables, among other things, the particularly compact design of the entire transmission.

The gearwheels rotatably mounted on the central axis are preferably designed as stepped gearwheels, which preferably have a larger, first diameter on the input shaft side or motorized drive side. The step gears are preferably stepped towards the output shaft side; in this case they have a smaller, second diameter. In this way, a desired reduction can be implemented with little space requirement. The power flow in the transmission can also be at least partially compensated in this way. The power flow is realized with low losses.

The reduction (or to be referred to as "translation into slow") is brought about in a particularly preferred embodiment of the invention in that the double gear in a first stage (intermediate stage) is due to the arrangement of the three gear centers, or the arrangement of the longitudinal axes of the The input shaft, the output shaft and the fixed axis for the middle position, in the manner of an upside-down "V", carry out a translation that faces away from the bottom of the gearbox and, through its second stage (intermediate stage), brings about a translation that faces the bottom of the housing. A translation facing towards or away means that the translation is connected to a direction of rotation around the gear centers, which, in particular from a gear engagement area, is directed towards the housing base or away from the housing base. Surprisingly, this type of construction turned out to be the type of construction that enables particularly low-jerk operation of the double transmission during load changes.

For a lateral force-free mounting of the gears in the middle position and a low-loss power flow with regard to bearing losses, which can also be represented particularly quietly in the transmission, the teeth of the gears on the central axis are designed so that the meshing of the gears installed in the transmission are free of transverse forces. If there is talk of freedom from transverse forces, this does not rule out the possibility that transverse forces can occasionally occur in operating situations. In other words, a permanent load due to transverse forces in the gears with the helical gears is as low as possible. The helix angles of the teeth on the gear in the middle position, so that these gears have helical teeth, can be designed with helical angles that are aligned with one another. The helix angles of both toothing areas of a double or stepped gear (for the middle position in the gearbox structure) preferably have the same sign. In a lateral plan view of the common axis of rotation of the two gears, which have teeth inclined with respect to the axis of rotation, a common, identical "sign" expresses that with reference to a uniform direction of the axis of rotation or gear side, an inclined position of the teeth, in particular along a gear circumference, in a same tangential direction away from the axis of rotation. The inclinations of the teeth on a first gear wheel and a second gear wheel, these being gear wheels arranged non-rotatably with respect to one another, are ideally in the same direction, i.e. H. not in opposite directions (like an arrowhead). Correspondingly, one can speak of a first and second row of teeth of the double or step gear that are aligned next to one another and one on the other. The helix angles of the first and second row of teeth can be different from one another. The helix angles are preferably set in relation to each other in such a way that despite different pitch circle diameters of the gears, a transverse force of approximately the same magnitude, but opposite, results from each of the two sub-gear stages, which are formed with the double or stage gear.

Specifically, the value of the individual helix angles z. B. advantageously set by a calculation method. A favorable ratio of two helix angles to one another exists when the transverse forces formed by two gear stages, ie in particular forces related to the helix angles in the approaching direction, largely cancel each other out. The helix angles β ₁ the first stage and the helix angle β ₂ the second stage can e.g. B. at given gear diameters d ₂ , d _{3 can} be determined using the following formula: $$tan{\mathrm{\beta }}_2\cong tan{\mathrm{\beta }}_1\ast \frac{d_3}{d_2}$$

The term “tan” describes the tangent of the respective angle. The angles β ₁ , β ₂ can be defined in relation to a straight line as a construction aid that rests on a tooth of the gearwheel parallel to the axis of rotation. The diameter d ₂ and d ₃ are the diameters of the gears of the step gear, where the diameter d ₂ the first Stage or first reduction stage of an individual gear and the diameter d _{3 of} the second stage or second reduction stage of the individual gear is assigned. The stages preferably comprise further gears, e.g. B. an input gear with a diameter d ₁ in the first stage and a driven gear with diameter d ₄ in the second stage. The diameter d ₂ can also be referred to as the pitch circle diameter of the larger gear wheel of the step gear and the diameter d ₃ as the pitch circle diameter of the smaller gear wheel of the step gear or the stepped pinion of the step gear. Preferably is the first stage 1 - seen in the direction of torque flow - closer to the drive motor. It can be called an entry level. The second stage or stage 2 is - viewed in the direction of torque flow - closer to the output or the road wheel than the first stage. The term reduction stage is based on the assumption of a torque flow direction viewed from the drive motor.

According to the formula given above - in other words - the ratio of the tangent of the helix angle of the second stage to the tangent of the helix angle of the first stage is (almost) identical to the ratio of the diameter of the gearwheel involved in the first stage to the diameter of the gear of the step gear involved in the second stage. A single transmission is considered here. In this way, possible transverse forces on the step wheel of a working individual transmission or both identically designed individual transmissions largely cancel each other out. If the same size or an identical ratio is used when forming the ratio, deviations due to customary manufacturing tolerances are not taken into account. The same size or an identical ratio can also be understood to mean deviations which are less than 20% of a ratio from the above formula. Preferably, the transverse forces are canceled at least for portions which amount to more than 20% of the possible transverse force in an individual stage.

In the calculation method, friction effects, more precisely those friction effects in tooth meshing areas, can also be taken into account, whereby an even better compensation of transverse forces is possible.

Possible tilting forces, whose moment strength includes the width of the double or stepped gear, can be reduced - also greatly - by the ratio of the helix angles.

In operation, no or only slight axial forces occur on such gears in relation to the bearings of the gearwheels, so that this constructive measure has a favorable effect on the power loss of the double gear. In addition, helical gears guarantee particularly low-noise operation of a transmission. Such gears also enable the transmission of higher powers with less space requirement, since several teeth are always in mesh.

The gear wheels arranged on the axle are mounted on the axle with suitable bearings, in particular in the form of needle bearings or roller bearings with or without an axial support function. The use of needle roller bearings in particular ensures that the gear wheels are supported without tilting and that their toothing has less friction with one another.

It can be advantageous to use thrust washers to axially support the gearwheels in the transmission housing.

It can furthermore also be advantageous to use a sleeve for mounting the gearwheels arranged on the axle, which sleeve has an air guiding structure which extends out of the gearbox housing and which can be used to vent the gearbox housing.

In other words, a twin transmission for an electrically driven motor vehicle train with single wheel drive can also be described as follows. The twin gearbox has a double input shaft, which is designed for the connection of two motors and for two adjacent, independently rotatable gears. The gears form translations with two other gears of the transmission. The double input shaft is nested in one another in some areas and leads to the connections of the individual motors in an endlessly self-supporting manner, in particular out of a housing. The double input shaft is supported on the gearbox four times within the housing of the gearbox.

The combinations and exemplary embodiments presented above can also be viewed in numerous other connections and combinations.

It is of course also possible to use more than four bearings, in particular with more than two bearing combinations, to fasten the input shaft to the housing, more precisely the housing troughs.

A drive train that corresponds to the relationships explained above can be used with electric motors that are operated at speeds of 13,000 rpm to 18,000 rpm (revolutions per minute). They start turning at 0 rpm and can then go up to 13,000 rpm or at the High-speed runners can be accelerated up to 18,000 rpm. Such drive trains can be designed for vehicles with vehicle top speeds of 250 km / h or even more.

It has been shown that cylindrical roller bearings are not able to transmit axial forces, but are better suited to transmit radial forces. In contrast, ball bearings are predestined to transmit axial forces, but they are often not particularly good at transmitting radial forces.

Tapered rollers in bearings tend to wobble at high speeds, i.e. H. the higher the speed, the more they tumble. With two different types of storage, it is possible that the storage can be used for storage based on the division of labor. This makes it possible for even such a complex shaft as the double input shaft described above to cover a speed range up to a higher end speed range.

The two (partial) shafts advantageously do not have to be laterally supported against one another. So it is possible to use simple C-shaped snap rings to secure the double bearings.

The presented gear construction is also good with thrust forces as well as with usual tensile forces in a drive train. The entire torque when braking can be recuperated in such a drive train. The construction has no preferred direction of moments. With regard to its bearings, the construction does not differentiate whether the vehicle is moving forwards or backwards.

Figure list

• 1 schematisch ein Kraftfahrzeug mit Hinterachsantrieb mit Twin-Getriebe darstellt,
• 2 ein weiteres Beispiel für ein Fahrzeugsystem in Prinzipdarstellung zeigt,
• 3 schematisch einen Querschnitt durch ein Twin-Getriebe zeigt,
• 4 einen im rechten Winkel zu der Darstellung nach 3 gezeigten Schnitt durch ein Twin-Getriebe darstellt,
• 5 eine Weiterbildung der Doppel-Eingangswelle zeigt und
• 6 eine andere Weiterbildung einer Doppel-Eingangswelle zeigt.

The present invention can be understood even better if reference is made to the accompanying figures, which exemplify particularly advantageous design options without restricting the present invention to these, wherein

• 1 schematically represents a motor vehicle with rear-axle drive with twin transmission,
• 2 shows another example of a vehicle system in principle,
• 3 shows schematically a cross section through a twin gear,
• 4th one at right angles to the illustration 3 shows the section through a twin gear,
• 5 shows a further development of the double input shaft and
• 6th shows another development of a double input shaft.

Figure description

1 such as 2 represent schematically each a motor vehicle 500 or. 500 ^I. that next to the space for the driver can be recognized by the steering wheel 514 , which can also be referred to as the driver's cab or passenger cell, a rear 526 and a trunk area 528 can be recognized by the direction of travel shown 502 . In the front part of the passenger compartment is, as usual, the steering wheel 514 that has a steering linkage 516 consisting of a steering shaft, a steering gear, tie rods and wheel steering levers, on two wheels as road wheels 510 , 512 Can transmit steering movements of a driver. On a second axle, the vehicle rear axle 518 are two more road bikes 506 , 508 appropriate. A wheel or road wheel can also be referred to as a vehicle wheel because it is the locomotion of the motor vehicle 500 or. 500 ^I. serves. The road bikes 506 , 508 are about semi-axes 520 , 522 , the drive shafts are driven. The semi-axes 520 , 522 are on a double gear 1 or. 1 ^I. attached on the output side. On the drive side of the double gear 1 or. 1 ^I. are a first electric machine 5 or. 5 ^II and a second electric machine 7th or 7 ^II attached. The electric machines 5 , 7th or. 5 ^II , 7 ^II and the semi-axes 520 , 522 are in pairs on opposite sides of the gearbox 1 or. 1 ^I. attached. The electric machine generates torque on one side at a time 5 or. 5 ^II on an input shaft 33 (see. 3 ) of the double gear 1 or. 1 ^I. applied and on the same side of the double gear 1 or. 1 ^I. is the first semi-axis 520 attached, thus the output on the first road bike 506 . In the same way, the electric machine 7th or. 7 ^II on an input shaft 35 (see. 3 ) of the double gear 1 or. 1 ^I. Torque applied and on the same side of the double gear 1 or. 1 ^I. is the second semi-axis 522 arranged, thus the output on the second road wheel 508 .

A particularly advantageous motor vehicle structure is when the according to 1 in the direction of travel 502 in front of the semi-axes 520 , 522 mounted electrical machines 5 , 7th like using the electric machines 5 ^II , 7 ^II in 2 is shown behind the semi-axes 520 , 522 are mounted, e.g. B. . by the symmetrically constructed double gear 1 in the plane of the vehicle floor shown 504 of 1 is rotated 180 ° and in particular assembly points for the double gear 1 or the electric machines 5 , 7th under the trunk 528 available. But it can also, as in 2 is shown in a motor vehicle 500 ^I. a drive train 3 ^I. with a double gear 1 ^I. be constructed whose gears (cf. 3 ) for one Power transmission in an arrangement of the electric machines 5 ", 7" behind a rear axle 518 ^I. are designed.

In the area of the vehicle floor 504 is located according to 1 or according to 2 an electric accumulator 9 that has electrical wires 11 , 13 electrical energy to the electrical machines 5 , 7th or 5 ", 7 ^II and their engine controls (not shown). The drive train 3 or. 3 ^I. thus extends from the accumulator 9 coming over the electrical lines 11 , 13 , about the electric machines 5 , 7th or. 5 ^II , 7 ^II and their motor controls, via the double gearbox 1 or. 1 ^I. and about the semi-axes 520 , 522 to the road bikes 506 , 508 . Thus drives an electric machine 5 , 7th or. 5 ^II , 7 ^II a road bike 506 , 508 at. It is a single wheel drive 530 .

The gear 1 or. 1 ^I. is on the vehicle's longitudinal axis 524 arranged. An electric machine 5 or. 5 ^II and a semi-axis 520 are on one side of the vehicle's longitudinal axis 524 who have favourited the other electric machine 7th and the other semi-axis 522 are equal on the other side to the longitudinal axis 524 arranged. According to 1 transverse to the vehicle's longitudinal axis 524 rotating electric machine arranged close to the center 5 or. 7th turns the gearbox 1 , so on the output side also transversely to the vehicle's longitudinal axis 524 an output shaft 37 , 39 (see. 3 ) a torque on a wheel 506 or. 508 can muster. According to 2 Electric machine rotating transversely to the vehicle's longitudinal axis 534 and arranged close to the trunk 5 ^II or. 7 ^II turns the gearbox 1 ^I. , so on the output side also transversely to the vehicle's longitudinal axis 524 an output shaft 37 , 39 (see. 3 ) a torque on a wheel 506 or. 508 can muster. As in 1 or. 2 shown is the electric machine for such a drive connection 5 , 7th or. 5 ^II , 7 ^II to the input shaft 33 , 35 (in 3 shown) by a coupling 532 , 534 attached. The gear 1 or. 1 ^I. and the electric machines 5 , 7th or. 5 ^II , 7 ^II are coupled.

This in 1 or. 2 shown vehicle 500 or. 500 ^I. is about its vehicle rear axle 518 or. 518 ^I. driven. It is an electric rear axle drive with the help of the double gear 1 or. 1 ^I. . The double gear 1 or. 1 ^I. is in the area of the fund 526 or in the trunk area 528 and there in the area of the vehicle floor 504 arranged.

How out 1 can be seen, results in the drive train 3 with the double gear 1 and the two road bikes 506 , 508 two single wheel drives 530 , which are arranged in mirror image to one another and combined in the double transmission.

It is particularly favorable if the 3 and 4th be viewed together.

The following is primarily based on the 3 a favorable embodiment explained. The 4th should be added to the following explanations.

In the 3 shown double input shaft 32 is a simplified double input shaft. The 3 also serves to select the transmission type of the twin transmission 1 to explain in principle. The double input shafts are more detailed 32 ^I. or. 32 ^II in the 5 or. 6th shown. Individual aspects of the present invention can be identified by considering the 3 with the 5 , alternatively with the 6th better tap into.

The gear 1 is in 3 shown in a sectional view in which the section through the individual gear centers 25th , 27 , 29 is led.

As the 3 shows, has the dual gear 1 two individual gears 15th , 17th on, with each individual gear 15th , 17th is formed as a two-stage spur gear. Each spur gear has three positions 19th , 21st , 23 for gear centers 25th , 27 , 29 in a single, common gearbox 31 on. A driving torque 5 ^I. , 7 ^I. is used by the electric machines 5 , 7th (see. 1 or. 2 ) on the input shaft 33 , 35 upset. Every wave has that 33 , 35 that is available as an input shaft has a connection 85 , 87 . The ones with the respective electrical machines 5 and 7th (see. 1 ) connected or connectable input shafts 33 , 35 and those with the respective semi-axes 520 and 522 (see. 1 ) connected or connectable output shafts 37 and 39 are in a middle range M. , based on a transverse extension, ie in particular a shorter distance from a housing wall 41 up to a housing wall opposite it 43 of the gearbox 31 arranged lying at the same height. The location of the input shafts 33 , 35 and the output shafts 37 , 39 who have favourited the gear centers 25th or. 29 define describes a reference plane B. (see also 4th ) inside the gear housing 31 . A middle axis 45 which is the middle gear center 27 includes or a middle position 21st is assigned, is angled or raised to the reference plane B. and forms a position of the gear wheel center that is remote from the transmission housing 27 .

The two input shafts 33 , 35 are to a double input shaft 32 put together. They are mechanical to the double input shaft 32 connected. The two input shafts 33 , 35 extend along the axis 44 and in this way form the double input shaft 32 . The two coaxially arranged input shafts 33 , 35 are connected to one another so that they can rotate relative to one another.

How even better based on 4th can be seen, the central axis lies 45 in a corner one through the gear centers 25th , 27 and 29 spanned triangle 47 .

The middle axis 45 is here about one, the gear center 25th or 29 and the middle axis 45 connecting straight line G or g ^{I can be} cut, namely in an angular range of about 5 ° to 70 °.

It may look particularly good 4th results, be advantageous, the gear centers 25th , 27 , 29 to be located on two levels, so that a straight line G that goes from one level to the next is an angle α opposite one of the two levels, namely the level B. , which is taken from an angular range of 10 ° to 50 ° or only an angular range of 15 ° to 48 °.

As also from 3 can be taken, results depending on the on the gears 75 , 75 ^I. of the input shafts 33 , 35 , the gears 77 , 77 ^I. of the output shafts 37 , 39 and the gears 49 , 49 ^I. , 50 , 50 ^I. on the middle axis 45 selected gear geometries and the power to be transmitted, such as the gear centers 25th , 27 , 29 are to be settled. Due to the drive by the drive torques 5 ^I. , 7 ^I. put the gears 75 , 75 ^I. the first gears in the torque flow through the transmission 1 represent.

The respective input shaft-side gear 75 , 75 ^I. of each individual gear 15th , 17th drives a respective gear 49 , 49 ^I. on the middle axis 45 on, wherein in the exemplary embodiments shown, the directions of rotation of the electric machines in the pulling operation of the vehicle are selected so that the gear 49 , 49 ^I. one from the case back 51 of the gearbox 31 has away turning sense of rotation after a gear wheel contact in a driving manner.

The direction of rotation arrows in 4th illustrate such a definition of the directions and the sense of rotation. The double gear can also be operated in the opposite direction of the arrow indicating the direction of rotation.

If different from the in 1 The advantageous motor vehicle structure shown and described in this context is realized with a motor vehicle structure with a gear arrangement in which the gear arrangement is turned through 180 ° for this purpose, so the gearwheel would 49 , 49 ^I. one to the case back 51 set the direction of rotation of the gear housing after contacting the gear.

Like in particular the 3 clarified, this is the middle position or the middle gear center 27 defining axis 45 designed as a stationary axis fixed to the housing. This enables the gear housing to be stiffened 31 without the need for additional components. The respective driven gear 49 , 49 ^I. on the axis 45 and the respective driving gear 50 , 50 ^I. are each about two needle bearings 61 , 63 or. 61 ^I. , 63 ^I. on the axis 45 mounted to tilt the gears 49 , 49 ¹ , 50 , 50 ^I. , which are also preferably formed as a one-piece step wheel, to avoid.

The input shafts 33 , 35 and the output shafts 37 , 39 are, however, with roller bearings 65 , 67 , 69 and 71 in the outer walls of the gearbox housing 31 stored. Further are the input shafts 33 , 35 in the vicinity of a partition wall 73 by means of ball bearings, such as the ball bearing 79 , stored. The enclosure partition 73 has openings for common lubrication of the individual gears 15th and 17th on. The output shafts 37 and 39 are in a second partition wall 73 ^I. , more precisely a bearing frame, mounted by means of needle bearings (without reference numbers).

As by looking in 4th The input shafts are particularly easy to see, like the input shaft 35 and the output shafts, like the output shaft 39 in relation to the case back 51 of the gearbox 31 lower than the axis 45 .

The step gears (see 3 ) on the axis 45 each have a first, larger diameter d ₁ on the drive side and a smaller, second diameter d ₂ on the output side. It can also be said that the two gears 49 , 50 or. 49 ^I. , 50 ^I. are joined or welded together to form a step gear.

Will 3 and 4th considered at the same time, it follows that the larger diameter d ₁ towards the inside, the smaller diameter (in comparison to this) is closer to the housing 31 down. So it is possible that in the gearbox 1 initiated moments towards the output shaft 37 , 39 to lead to the outside world. A course of the torques follows due to the levels of the transmission 1 in which the gear centers 25th , 27 , 29 and due to the arrangement of the steps 53 , 55 or. 53 ^I. , 55 ^I. a double V-course (once in relation to heights to a floor, in particular the case floor 51 , the transmission 1 , once in relation to a divergence from a vehicle longitudinal axis 524 (see. 1 ) path).

It results in the double transmission according to the invention 1 (please refer 3 ) a first Gear stage 53 or first translation 53 who have favourited one from the case back 51 of the gearbox 31 turning away translation forms and a second gear stage 55 or the second translation 55 that have one on the case back 51 turning to the translation. On the other hand, the gear pairing creates the first two gears 75 ^I. , 49 ^I. in the torque flow of the transmission 1 the translation 53 ^I. . The gear pairing from the then following two gears 50 ^I. , 77 ^I. creates the translation 55 ^I. .

Like in particular the 3 in a schematic longitudinal section through the double gear 1 shows the central gears are integrally formed with one another 49 , 50 designed for a transverse force-free transmission of a torque by the teeth 57 and 59 two adjacent gears 49 , 50 with helix angles designed differently for each row of teeth, such as the helix angles β ₁ , and β ₂ , are provided. The helix angles β ₁ , β ₂ are in the section plane of 3 only indicated schematically. The teeth 57 , 59 as well as adjacent teeth of the respective rows of teeth (without reference numerals) extend with respective tooth directions parallel through the cutting plane of FIG 3 through. The teeth 57 , 59 or their running surfaces extend with respect to a predetermined or selected direction of the central axis 45 with one tooth direction similarly laterally to the other partial transmission 15th or away from the other partial transmission 15th , being a vectorial deviation of the tooth directions of the teeth 57 , 59 from the direction of the central axis 45 has the same sign.

The partial transmission 15th , the same as the partial transmission 17th is constructed, has adjacent gears 49 ¹ , 50 ^I. on, the corresponding with an inclined position of the teeth 57 ^I , 59 ^I. are trained. I.e. for the gears 49 ¹ , 50 ^I. or the teeth 57 ^I , 59 ^I. of the other individual gear 15th Due to a similar structure of gear parts, the previously described applies accordingly.

The gears 49 , 50 or 49 ¹ , 50 ^I. are free of axial forces, at least when the vehicle is pulling.

It can be advantageous to support the gears 49 , 50 or 49 ¹ , 50 ^I. on the gearbox 31 Provide thrust washers.

It can also be used to ventilate the gearbox housing 31 be advantageous instead of the central axis 45 or additionally on the central axis 45 Provide a sleeve that compensates for pressure in the gear housing 31 enables.

The gears 49 , 49 ^I. , 50 , 50 ^I. , 75 , 75 ^I. and 77 , 77 ^I. are designed as disc wheels because of the high torques to be transmitted. As 3 shows are the output shaft-side gears 77 , 77 ^I. formed with a washer that is less thick than the width of its ring gear. In addition, the respective disk is the gearwheel 77 , 77 ^I. to the respective output shaft 37 , 39 , in particular rotationally symmetrical, angled, ie it can be at an angle to the respective output shaft that differs from the perpendicular angle 37 , 39 be trained. The disc has a base with an end face extending radially from the output shaft 37 , 39 extends or into the output shaft 37 , 39 passes and in particular limits a running surface of a needle bearing in an axial direction.

All in the gearbox 31 installed gears, axles and shafts are lubricated via a common sump. Every single gear 15th , 17th has a slow ratio of, for example, 8.5: 1 or even 12: 1.

As can be seen from the 4th results are the positions 19th , 21st , 23 of the gear centers 25th , 27 , 29 in a middle area M. inside the housing walls 41 , 43 settled. The gear 49 with his teeth, like the tooth 57 , and the gear 50 with his teeth, like the tooth 59 , is the stepped gear from the case back 51 gear positioned furthest upwards. In each case such a step gear, as it is from the gear wheels 49 , 50 forms is from an input shaft 35 who have favourited part of the double input shaft 32 (see. 2 ) is driven in train operation.

In 3 is particularly good to see that between the input shafts 33 , 35 in the area of their gears 75 , 75 ^I. an air gap 83 the (partial) input shafts 33, 35 and thus the gears 75 , 75 ^I. separates. Every gear 75 , 75 ^I. is than with the double input shaft 32 one-piece gear rim 58 educated. The ring gear 58 is part of the input shaft 35 . The input shafts 33 , 35 are in the area of their gears 75 , 75 ^I. through an air gap 83 separated from each other. Adjacent to the gears 75 , 75 ^I. are ball bearings 79 , 81 arranged over which the double input shaft 32 opposite the housing 31 , in particular via the bearing partition between the housing 73 , is supported.

Every partial transmission 15th , 17th runs in its own gear room 89 , 91 , which in each case at least partially through the transmission pan or housing pan 93 , 95 is shaped.

5 shows a further development of a double input shaft 32 ^I. .

The double input shaft 32 ^I. has two gears 75 ^II , 75 ^III each of which as a ring gear 58 ^I. or. 58 ^II between two ball bearings 79 ^I. , 81 ^I. is formed. Both gears 75 ^II 75 ^III lie between the ball bearings 79 ^I. , 81 ^I. .

The double input shaft 32 ^I. has two drive envelopes 117 , 119 . Every drive connection 117 , 119 is on a stub 125 , 127 through stub shafts 121 , 123 formed double input shaft 32 ^I. available. A drive enclosure 117 , 119 serves to be surrounded by a connection (not shown) in a torque-locking manner. The drive enclosure 117 , 119 includes a spline 105 , 107 in a wave jacket 109 , 111 . The wave jacket 109 , 111 starts at the end of a wave front 113 , 115 . Through the spline profile 105 , 107 in the wave jacket 109 , 111 offers the stub shaft 121 , 123 a good positive and non-positive connection to the electric machine 5 , 7th (please refer 1 ).

The two stub shafts 121 , 123 that together make up essential parts of the double input shaft 32 ^I. are, are as step waves 129 , 131 executed. The largest step in the step wave 129 , 131 is the level of the integrated gear ring 58 ^I. or 58 ". The ring gear 58 ^I. , 58 ^II is as a gear 75 ^II , 75 ^III with a gear wheel 101 , 103 designed. Every gear cheek 101 , 103 belongs to its own gear 75 ^II 75 ^III . Between the gear cheeks 101 , 103 there is an air gap 83 ^I. by the distance between the gears 75 ^II , 75 ^III is determined. The air gap 83 ^I. allows the gear cheeks to rotate almost smoothly 101 , 103 side by side, especially at different rotational speeds.

To support the housing, which is only indicated 31 ^I. offer the step waves 129 , 131 each with its own pair of bearings 133 , 135 . Every pair of bearings 133 , 135 consists of a deep groove ball bearing 137 , 139 and a cylindrical roller bearing 141 , 143 together.

The two step waves 129 , 131 are about two shaft bearings 145 , 147 rotatable on the axis 44 engaged with each other. Advantageous examples of shaft bearings 145 , 147 which are only shown in very abstract form are plain bearings or needle bearings. The shaft bearings 145 , 147 have different diameters. The shaft bearings 145 , 147 are on the first, internal stepped wave 129 , especially their journal area 122 , grooved and are supported on the coaxial first step shaft 129 in their journal area 122 surrounding, second step wave 131 , especially in their pin receiving area 124 from. Between the tenon area 122 and the pin receiving area 124 is next to the shaft bearings 145 , 147 and between the shaft bearings 145 , 147 an air gap 83 ^II available.

Accordingly, the step wave 129 than in two directions differently stepped shaft with the largest diameter on the gear 75 ^II to be viewed as. The second wave of steps 131 is of the largest diameter under or next to the gear 75 ^III starting a gradually tapered shaft that goes into the spline 107 as the smallest diameter of the stepped shaft 131 expires.

The second wave of steps 131 is a partially hollow shaft. The first step wave 129 is a consistently massive wave. Where the drive torque goes into the second stage shaft 131 is initiated, namely on the second shaft shell 111 , is the step wave 131 also a massive step wave. Only in the area of the shaft bearings 145 , 147 or in the ring gear 58 ^I. with the gear 75 ^III is the step wave 131 gradually hollow. The other step wave 129 is with its tenon area 122 received in the cavity, with the pin area extending from the gear 75 ^II away and under the gear 75 ^III the partially hollow step wave 131 extends.

The narrower, it can also be said, the shaft bearing equipped with a smaller diameter 147 lies inside the pair of bearings 135 . The smaller shaft bearing 147 lies flush between the bearings 139 , 143 of the second pair of bearings 135 . Below the gear 75 ^III is the other shaft bearing 145 . In other words, the second shaft bearing is located 147 the pair of bearings 135 in a plane perpendicular to the axis of the input shafts 44 across from. The first shaft bearing 145 is the gear cheeks 101 , 103 assigned.

The two step waves 129 , 131 are about shaft bearings 145 , 147 connected with each other. Every step wave 129 , 131 is supported against a housing part by a combination of deep groove ball bearings 137 , 139 and cylindrical roller bearings 141 , 143 from.

As a suitable shaft bearing 145 , 147 Plain bearings and needle bearings are particularly preferred. Depending on the application, a plain bearing or a needle bearing is installed either at one point or another.

Due to the massive design of the stub shafts 121 , 123 and the extremely short design thanks to the piloted double input shaft 32 ^I. fast rotating electrical machines that drive with high torques can 5 , 7th on the input side of the transmission 1 connected.

It is enough if the step waves 129 , 131 as stub shafts 121 , 123 are designed. That's the way it is possible, step waves 129 , 131 to use the length of which is less than ten times the width of the gear rim 58 ^I. be.

6th shows a double input shaft 32 ^II , which in terms of their steps, shaft ends and proportions in many details and dimensions or in their design of the double input shaft 32 ^I. , from 5 is known, is similar or even the same. Thus, the explanations given above (in an analogous application) can be applied to the present double input wave representation according to 6th be transmitted.

The double input shaft 32 ^II extends from a first wave front 113 up to a second wave front 115 . The wave fronts 113 , 115 are the surfaces on the two input shafts 33 ^I. , 35 ^I. , which have the smallest diameter (compared with any other cut through the input shafts 33 ^I. , 35 ^I. (with the exception of the pin, if applicable 122 ). The double input shaft 32 ^II has a first stub 125 and a second stub 127 . In the stub 125 , 127 are splines 105 , 107 incorporated. To give a more precise location, be on the wave shells 109 , 111 pointed out. The splines 105 , 107 are in the wave coats 109 , 111 the stub 125 , 127 of the stubby waves 121 , 123 incorporated. Because of the splines 105 , 107 are drive enclosures 117 , 119 of drive units such as electric motors for attacking hollow shafts with counter-formed profiles.

The gearbox 31 ^II is in 6th not shown in full, but - to promote understanding - only in a cylinder-like section or section through the housing 31 ^II . As on the break lines of the case 31 ^II can be seen, the housing sits down (see also 3 ) continued. The case 31 ^II serves as a support and bearing component for the double input shaft 32 ".

The two input shafts 33 ^I. , 35 ^I. are two interlocking, nested waves. The one input shaft 35 ^I. offers a journal mount 124 . A piece of the other input shaft 33 ^I. is in the pin holder 124 . There is a spigot mount on the front 124 an air gap 83 ^II . Another air gap 83 ^I. is between the gear cheeks 101 , 103 of the input shafts 33 ^I. , 35 ^I. . Both input shafts 33 ^I. , 35 ^I. stand over the shaft bearings 145 , 147 in contact with each other. Except for these contact areas of the shaft bearings 145 , 147 are the two waves 33 ^I. , 35 ^I. through the air gap 83 ^I. , 83 ^II separated from each other. The cone area 122 the one input shaft 33 ^I. extends into the pin receptacle 124 the other input shaft 35 ^I. . The pin or the pin area 122 of the first input shafts 33 ^I. is shorter than the depth of the tenon seat 124 . This makes it possible to create an air gap 83 ^II to maintain, although the one input shaft 33 ^I. in the other input shaft 35 ^I. piece by piece.

Both input shafts 33 ^I. , 35 ^I. are step waves 129 , 131 . The step waves have the widest point or the largest diameter 129 , 131 in the area of their gears 75 ^II , 75 ^III . The gears 75 ^II , 75 ^III belong to sprockets 58 ^I. , 58 ^II on the input shafts 33 ^I. , 35 ^I. . The cone 122 passes through the area of the ring gear 58 ^II the second input shaft 35 ^I. or extends over the width of the ring gear 58 ^II out.

Both input shafts 33 ^I. , 35 ^I. are with respect to the axis 44 that from first wave front 113 to the second wave front 115 through the double input shaft 32 ^II can be pulled, executed symmetrically. Because of the tenon 122 however, is the first input shaft 33 ^I. (a little) heavier than the second input shaft 35 ^I. . Each of the input shafts 33 ^I. , 35 ^I. has her camp couple 133 , 135 in the immediate vicinity of the gear rim 58 ^I. , 58 ^II . Through the other shaft bearings 145 , 147 through which the input shafts 33 ^I. , 35 ^I. are in contact with each other or each other in the journal area 122 support, and through the bearing pairs 133 , 135 is in the gearbox 31 ^II a statically sufficiently determined, rotatable double input shaft 32 ^II created.

The ball bearings prevent axial drift 79 ^I. , 81 ^I. on the double input shaft 32 ^II intended. These are deep groove ball bearings 137 ^I. , 139 ^I. . The input shafts become radial 33 ^I. , 35 ^I. through the cylindrical roller bearings 141 , 143 compared to the gearbox 31 ^II supported.

The bearing pairings, each composed of two bearings 151 , 153 , each from a deep groove ball bearing 137 ^I. , 139 ^I. and a cylindrical roller bearing 141 , 143 joined together, provide support for the two input shafts 33 ^I. , 35 ^I. the double input shaft 32 ^II both opposite the gearbox 31 ^II as well as between the input shafts 33 ^I. , 35 ^I. .

The deep groove ball bearings 137 ^I. , 139 ^I. can be set to an exclusively axial effect if an additional undercut or an additional play 149 , 149 ^I. in the receptacle of the gearbox housing 31 ^II for the bearing pairing 151 , 153 is incorporated. The camp pairs 133 , 135 are at their side by securing elements 155 , 155 ^I. , 157 , 157 ^I. secured against lateral migration. The fuse elements of the first type 155 , 155 ^I. are in the gearbox 31 ^II attached. The fuse elements of the first type 155 , 155 ^I. have a (small) gap opposite the gear rims 58 ^I. , 58 ^II . The second security element 157 , 157 ^I. , so that Securing element of the second type 157 , 157 ^I. , secures the deep groove ball bearing 137 ^I. , 139 ^I. on the side of a step of the respective step wave 129 , 131 . The two bearings, more precisely the deep groove ball bearing 137 ^I. , 139 ^I. and the cylindrical roller bearing 141 , 143 are supported against one another via their end faces of the bearing rings. The bearing pairings 151 , 153 are as bearing assemblies made up of two different bearing types, more precisely a shaft ball bearing 137 ^I. , 139 ^I. and a cylindrical roller bearing 141 , 143 , composed. On each face of the bearing pairings 151 , 153 there are securing elements 155 , 155 ^I. , 157 , 157 ^I. for axial fixation of the shaft bearings 145 , 147 . The fuse elements of the first type 155 , 155 ^I. and the securing elements of the second type 157 , 157 ^I. can differ in their shape. In an advantageous development, the securing element is 157 , 157 ^I. of the second type not a closed ring, but a C-shaped half-ring, which is sufficient for the external ball bearings 79 ^I. , 81 ^I. before emigrating towards the stub 125 , 127 to secure.

Camps 133 , 135 are oil-lubricated, so through an oil cap 159 in the area of the stub 125 , 127 the stub shaft 121 , 123 an oil leak from the cavities in the transmission housing 31 ^II is prevented.

The design options shown in the individual figures can also be combined with one another in any form.

So it is possible to make the partition walls 73 , 73 ^I. to design longer or shorter and still an entire, contiguous oil space in the gear housing 31 to leave.

In addition, one skilled in the art understands that the in 1 and 2 rear-axle drive variants of a motor vehicle illustrated by way of example 500 can accordingly also be redesigned to a front-axle drive variant of a vehicle with front-axle drive. In this case, not only does the steering movement take effect from the steering wheel 514 via the steering linkage 516 on the road bikes 510 , 512 and their angular position, but also the drive train 3 culminated in the road bikes 510 , 512 .

List of reference symbols

1, 1^I

Doppelgetriebe bzw. Twin-Getriebe

3, 3^I

Antriebsstrang, insbesondere Duo-Elektromaschinenantriebsstrang eines Kraftfahrzeugs

5, 5^II

erste Elektromaschine, insbesondere in der Form einer Asynchronelektromaschi ne

5^I

erstes Antriebsdrehmoment

7, 7^II

zweite Elektromaschine, insbesondere in der Form einer Asynchronelektromaschi ne

7^I

zweites Antriebsdrehmoment

9

Energiespeicher, insbesondere elektrischer Akkumulator

11

erste elektrische Leitung

13

zweite elektrische Leitung

15

Einzelgetriebe, insbesondere erstes Einzelgetriebe

17

Einzelgetriebe, insbesondere zweites Einzelgetriebe

19

Position, erste

21

Position, zweite, mittlere

23

Position, dritte

25

Zahnradzentrum, insbesondere erstes Zahnradzentrum

27

Zahnradzentrum, insbesondere zweites Zahnradzentrum

29

Zahnradzentrum, insbesondere drittes Zahnradzentrum

31, 31^I, 31^II

Getriebegehäuse

32, 32^I, 32^II

Doppel-Eingangswelle

33, 33^I

Eingangswelle

35, 35^I

Eingangswelle

37

Ausgangswelle

39

Ausgangswelle

41

Gehäusewand

43

Gehäusewand

44

Achse, insbesondere der Eingangswellen

45

Achse, mittlere

47

Dreieck

49, 49^I

Zahnrad

50, 50^I

Zahnrad

51

Gehäuseboden

53, 53^I

erste Stufe bzw. erste Übersetzung

55, 55^I

zweite Stufe bzw. zweite Übersetzung

57,57'

Zahn

58, 58^I, 58^II

Zahnkranz

59,59^I

Zahn

61, 61^I

Nadellager

63,63^I

Nadellager

65

Wälzlager

67

Wälzlager

69

Wälzlager

71

Wälzlager

73, 73^I

Gehäusewand, insbesondere Gehäusezwischenwand wie eine Lagerbrille

75, 75^I, 75^II, 75^III

Zahnrad, insbesondere der Eingangswelle, auch erstes Zahnrad oder Abtriebszahnrad genannt

77, 77^I

Zahnrad, insbesondere der Ausgangswelle

79, 79^I

Kugellager

81, 81^I

Kugellager

83, 83^I, 83^II

Luftspalt

85

erster Anschluss

87

zweiter Anschluss

89

erster Getrieberaum

91

zweiter Getrieberaum

93

erste Gehäusewanne

95

zweite Gehäusewanne

101

erste Zahnradwange

103

zweite Zahnradwange

105

erstes Keilwellenprofil

107

zweites Keilwellenprofil

109

erster Wellenmantel

111

zweiter Wellenmantel

113

erste Wellenstirn

115

zweite Wellenstirn

117

erster Antriebsumschluss

119

zweiter Antriebsumschluss

121

erste Stummelwelle

122

Zapfenbereich, insbesondere Zapfen des ersten Stummelwelle

123

zweite Stummelwelle

124

Zapfenaufnahme, insbesondere der zweiten Stummelwelle

125

erster Stummel

127

zweiter Stummel

129

erste Stufenwelle

131

zweite Stufenwelle

133

erstes Lager, insbesondere Lagerpaar

135

zweites Lager, insbesondere Lagerpaar

137, 137^I

erstes Rillenkugellager

139, 139^I

zweites Rillenkugellager

141

erstes Zylinderrollenlager

143

zweites Zylinderrollenlager

145

erstes Wellenlager

147

zweites Wellenlager

149, 149^I

Freistich bzw. Spiel

151

erste Lagerpaarung

153

zweite Lagerpaarung

155, 155^I

Sicherungselement, insbesondere des ersten Typs

157, 157^I

Sicherungselement, insbesondere des zweiten Typs

159

Ölkappe

500, 500^I

Kraftfahrzeug

502

Fahrrichtung

504

Fahrzeugboden

506

erstes Straßenrad

508

zweites Straßenrad

510

drittes Straßenrad

512

viertes Straßenrad

514

Lenkrad

516

Lenkgestänge

518, 518^I

Fahrzeughinterachse

520

erste Halbachse

522

zweite Halbachse

524

Fahrzeuglängsachse

526

Fond

528

Kofferraumbereich

530

Einzelradantrieb

532

Koppelung

M

Bereich, insbesondere mittlerer Bereich

B

Bezugsebene

g

Gerade

d₁

Durchmesser, v. 49

d₂

Durchmesser, v. 50

β₁

Schrägungswinkel

β₂

Schrägungswinkel

α

Winkel, insbesondere Abweichung von der Bezugsebene B

Reference sign Meaning

1, 1 ^I.

Double gear or twin gear

3, 3 ^I.

Drive train, in particular dual electric machine drive train of a motor vehicle

5, 5 ^II

first electric machine, especially in the form of an Asynchronelektromaschi ne

5 ^I.

first drive torque

7, 7 ^II

second electric machine, in particular in the form of an Asynchronelektromaschi ne

7 ^I.

second drive torque

9

Energy storage devices, in particular electric accumulators

11

first electrical line

13

second electrical line

15th

Single gear, especially first single gear

17th

Single gear, especially second single gear

19th

Position, first

21st

Position, second, middle

23

Position, third

25th

Gear center, especially first gear center

27

Gear center, especially second gear center

29

Gear center, especially third gear center

31, 31 ^I , 31 ^II

Gear housing

32, 32 ^I , 32 ^II

Double input shaft

33, 33 ^I.

Input shaft

35, 35 ^I.

Input shaft

37

Output shaft

39

Output shaft

41

Housing wall

43

Housing wall

44

Axis, especially the input shafts

45

Axis, middle

47

triangle

49, 49 ^I.

gear

50, 50 ^I.

gear

51

Case back

53, 53 ^I.

first stage or first translation

55, 55 ^I.

second stage or second translation

57.57 '

tooth

58, 58 ^I , 58 ^II

Ring gear

59.59 ^I.

tooth

61, 61 ^I.

Needle roller bearings

63.63 ^I.

Needle roller bearings

65

roller bearing

67

roller bearing

69

roller bearing

71

roller bearing

73, 73 ^I.

Housing wall, in particular housing partition such as a bearing bracket

75, 75 ^I , 75 ^II , 75 ^III

Gear, especially the input shaft, also called the first gear or output gear

77, 77 ^I.

Gear, especially the output shaft

79, 79 ^I.

ball-bearing

81, 81 ^I.

ball-bearing

83, 83 ^I , 83 ^II

Air gap

85

first connection

87

second connection

89

first gear room

91

second gear room

93

first housing tray

95

second housing tray

101

first gear wheel

103

second gear wheel

105

first spline

107

second spline

109

first wave jacket

111

second wave jacket

113

first wave front

115

second wave front

117

first drive enclosure

119

second drive enclosure

121

first stub wave

122

Journal area, in particular journal of the first stub shaft

123

second stub shaft

124

Trunnion mount, in particular the second stub shaft

125

first stub

127

second stub

129

first step wave

131

second stage wave

133

first camp, especially pair of bearings

135

second bearing, especially pair of bearings

137, 137 ^I.

first deep groove ball bearing

139, 139 ^I.

second deep groove ball bearing

141

first cylindrical roller bearing

143

second cylindrical roller bearing

145

first shaft bearing

147

second shaft bearing

149, 149 ^I.

Undercut or play

151

first bearing pairing

153

second bearing pairing

155, 155 ^I.

Securing element, in particular of the first type

157, 157 ^I.

Securing element, in particular of the second type

159

Oil cap

500, 500 ^I.

Motor vehicle

502

Direction of travel

504

Vehicle floor

506

first road bike

508

second road bike

510

third road bike

512

fourth road bike

514

steering wheel

516

Steering linkage

518, 518 ^I.

Vehicle rear axle

520

first semiaxis

522

second semiaxis

524

Vehicle longitudinal axis

526

Fund

528

Trunk area

530

Single wheel drive

532

Coupling

M.

Area, especially middle area

B.

Reference plane

G

Straight

d ₁

Diameter, v. 49

d ₂

Diameter, v. 50

β ₁

Helix angle

β ₂

Helix angle

α

Angle, in particular deviation from the reference plane B.

QUOTES INCLUDED IN THE DESCRIPTION

This list of the documents listed by the applicant was 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.

Patent literature cited

• JP 2016205444 A [0004]
• JP 2017019319 A [0004]
• CN 104709059 A [0007]
• US 7690455 B2 [0008]
• DE 112005002356 T5 [0008]
• EP 2310220 B1 [0009]
• WO 2016/147865 A1 [0010]
• DE 10054759 B4 [0011]
• WO 2005/008098 A1 [0011]
• DE 102009006523 A1 [0013, 0014]
• DE 102011115785 A1 [0014]
• US 2018/0141423 A1 [0015]

Claims (14)

Twin gear (1, 1 ^I ) for an electrically driven motor vehicle train (3, 3 ^I ) with single wheel drive (530), which has an input shaft configured as a double input shaft (32, 32 ^I , 32 ^II , 33, 35) and the one for the connection of two motors (5, 5 ^II , 7, 7 ^II ) such as asynchronous electrical machines and the one for two gears (75, 75 ^I , 75 ^II ) arranged in the middle of the twin gear (1, 1 ^I ), directly adjacent to one another , 75 ^III ) is designed, the gears (75, 75 ^I , 75 ^II , 75 ^III ) are designed to be rotatable independently of one another and with two further gears (49, 49 ^I ) of the twin gear (1) translations (53, 53 ^I ), and the double input shaft (32, 32 ^I , 32 ^II , 33, 35) is a partially nested drive shaft that leads out individually to the connections of the motors (5, 5 ^II , 7, 7 ^II ) and is cantilevered (33, 33 ^I , 35, 35 ^I ), characterized in that the double input shaft (32, 32 ^I , 32 ^II , 33, 33 ^I , 35, 35 ^I ) within a housing (31, 31 ^I , 31 ^II ) of the transmission (1, 1 ^I ) is supported on that four times, in particular without a central stabilizer or a central support structure that the housing (31, 31 ^I , 31 ^II ) in two parts with their own, separate gear spaces (89, 91) separates. Twin gear (1, 1 ^I ) according to Claim 1 , characterized in that the double input shaft (32, 32 ^I , 32 ^II , 33, 33 ^I , 35, 35 ^I ) for a coupling (532) which surrounds both sides of its extremities and is provided for one drive each, e.g. B. via spline profiles (105, 107), to form a non-positive connection via a shaft jacket (109, 111) and / or a shaft end (113, 115). Twin transmission (1, 1 ^I ) according to one of the preceding claims, characterized in that the housing (31, 31 ^I , 31 ^II ) of the transmission (1, 1 ^I ) has several fastening points, whereby two electrical machines that can be non-positively fastened via their end flanges (5, 5 ^II , 7, 7 ^II ) are to be kept. Twin transmission (1, 1 ^I ) according to one of the preceding claims, characterized in that the double input shaft (32, 32 ^I , 32 ^II , 33, 33 ^I , 35, 35 ^I ) is one formed along an axis (44) double stub shaft (121, 123), the stubs (125, 127) of which close in opposite directions the double input shaft (32, 32 ', 32 ^II , 33, 33 ^I , 35, 35 ^I ) and each in the area of a different end in a rotating ring gear (58, 58 ^I , 58 ^II ) of an output gear (75, 75 ^I , 75 ^II , 75 ^III ) which is integrally worked into the stub shaft (121, 123) and which determines a widest diameter of the stub shaft (121, 123) , flow. Twin transmission (1, 1 ^I ) according to one of the preceding claims, characterized in that each part of the double input shaft (32, 32 ^I , 32 ^II , 33, 35) designed for a driving connection beyond its drive enclosure (117, 119 ) by two bearings (137, 139, 141, 143) surrounding the double input shaft (32, 32 ^I , 32 ^II , 33, 35) on parts of the housing (31, 31 ^I , 31 ^II ) of the transmission (1) is supported. Twin gear (1, 1 ^I ) according to one of the preceding claims, characterized in that the double input shaft (32, 32 ^I , 32 ^II , 33, 35) is an oil-lubricated stepped shaft (129, 129, 131), the widest diameter of which is in the region of a center of the shaft (32, 32 ^I , 32 ^II, 33, 33 ^I , 35, 35 ^I ). Twin gear (1, 1 ^I ) according to one of the preceding claims, characterized in that two bearings which are arranged furthest outward are ball bearings (137, 139), which preferably allow individual shafts (33, 33 ^I , 35, 35 ^I ) the double input shaft (32, 32 ^I , 32 ^II , 33, 33 ^I , 35, 35 ^I ) by stopping on the double input shaft (32, 32 ', 32 ^II , 33, 33 ^I , 35, 35 ^I. ) and block it on the housing parts of the twin gearbox (1, 1 ^I ). Twin gear (1, 1 ^I ) according to one of the preceding claims, characterized in that two bearings, preferably a deep groove ball bearing (137, 137 ^I , 139, 139 ^I ) and a cylindrical roller bearing (141, 143), in a combination lying next to one another center one of the parts of the double input shaft (32, 32 ^I , 32 ^II , 33, 33 ^I , 35, 35 ^I ) in relation to the twin gear (1, 1 ^I ), preferably at least one of the two bearings (137 , 137 ^I , 139, 139 ^I , 141, 143) is preferably designed to support radial forces and / or one of the two bearings is preferably designed to support axial forces. Twin transmission (1, 1 ^I ) according to one of the preceding claims, characterized in that between individual shafts (33, 33 ^I , 35, 35 ^I ) of the double input shaft (32, 32 ^I , 33, 33 ^I , 35, 35 ^I ) inside the double input shaft (32, 32 ^I , 32 ^II , 33, 33 ^I , 35, 35 ^I ) two shaft bearings (145, 147) as double input shaft bearings, preferably with different diameters, the individual shafts (33 , 33 ^I , 35, 35 ^I ) support one another and in particular one or both of the shaft bearings (145, 147) are plain bearings or needle bearings. Twin gear (1, 1 ^I ) according to Claim 9 , characterized in that at least one of the shaft bearings (145, 147), preferably both shaft bearings (145, 147), is arranged in alignment in the area of the two bearings (133, 135, 151, 153) within the same, ie in particular a shaft bearing (145, 147) is assigned two bearings (133, 135 151, 153). Twin transmission (1, 1 ^I ) according to one of the preceding claims, characterized in that the gear ratios (53, 53 ^I ) have two first gears (75, 75 ^I, 75 ^II , 75 ^III ) on the double input shaft (32, 32 ^I , 32 ^II , 33, 35). Twin gear (1, 1 ^I ) according to Claim 11 , characterized in that the two first gearwheels (75, 75 ^I , 75 ^II , 75 ^III ) have gearwheel cheeks (101, 103) which are separated only via an air gap (83, 83 ^I ). Twin transmission (1, 1 ^I ) according to one of the preceding claims, characterized in that the outermost bearings (137, 137 ^I , 139, 139 ^I ) of the four are the double input shafts (32, 32 ^I , 32 ^II , 33 , 33 ^I , 35, 35 ^I ) supporting bearing is designed with a radial undercut (149, 149 ^I ) opposite the housing (31, 31 ^I , 31 ^II ), wherein preferably the outermost bearings (137, 137 ^I , 139, 139 ^I ) are supported in the axial direction. Twin gear (1, 1 ^I ) according to one of the preceding claims, characterized in that a pair of bearings (133, 135, 151, 153) are each secured laterally by securing elements (155, 155 ^I , 157, 157 ^I ) such as circlips or snap rings is.

Images