DE102021122044A1 - Drive axle for a motor vehicle and motor vehicle - Google Patents

Abstract

The invention relates to a drive axle (1) and a motor vehicle (2) equipped with the drive axle (1). The drive axle (1) comprises: an internal combustion engine (5); an electric drive unit (7) with a first electromechanical energy converter (8); a transmission unit (10) which can be connected to the internal combustion engine (5) and to the electric drive unit (7); two wheel hubs (15) non-rotatably connected to the transmission output shafts (14) of the transmission unit (10), to each of which a rim of a wheel (3) of the motor vehicle (2) can be fastened; a steering unit (18) for turning the wheel hubs (15), the steering unit (18) having a steering gear (19). A crankshaft (6) of the internal combustion engine (5), a rotor shaft (12) of the first electromechanical energy converter (8) and the steering gear (19) are arranged axially parallel to the transmission output shafts (14), and the crankshaft (6) of the internal combustion engine (5) and the steering gear (19) are arranged in front of the wheel hubs (15) with respect to a forward travel direction (x) of the drive axle (1).

Description

The present invention relates to a drive axle for a motor vehicle and a motor vehicle equipped with the drive axle. The drive axle is a hybrid drive axle and the motor vehicle is a hybrid motor vehicle, which means that the hybrid motor vehicle can be driven or moved using an internal combustion engine and/or an electric machine.

When designing vehicle architectures for hybrid motor vehicles nowadays, a steering unit including associated actuators is usually positioned in front of a wheel center of wheels of the vehicle. In addition, a short "dash-to-axle" dimension (distance between bulkhead/splashboard and drive axle) is aimed at in order to achieve the most balanced possible axle load distribution while at the same time making particularly efficient use of the available installation space. Due to the relatively large tire dimensions (tire width and/or tire diameter) nowadays, however, a span between motor mounts, by means of which a drive unit of the hybrid motor vehicle is held, is severely limited. Thus, with conventional vehicle architectures, it is not possible to coaxially arrange an internal combustion engine, a transmission and an electric machine or multiple electric machines in a front end of the hybrid motor vehicle.

The DE 10 2019 003 727 A1 deals with the arrangement of aggregates of a hybrid motor vehicle. However, two drive modules of this conventional motor vehicle are distributed over a front axle and a rear axle of the motor vehicle, with the result that mechanical and/or electrical connecting elements between the drive modules are to be provided along a vehicle longitudinal direction, for example through a central tunnel, whereby this conventional motor vehicle is particularly complex in its manufacture or construction.

It is the object of the invention to provide a particularly advantageous vehicle architecture for a motor vehicle that can be driven/moved at least partially electrically.

This object is solved by the subject matter of the independent patent claims. Further possible configurations of the invention are disclosed in the dependent claims, the description and the figures.

In a first aspect of the invention, a drive axle for a motor vehicle is proposed. The drive axle has an internal combustion engine, which is designed in particular as a pure construction as a reciprocating piston engine. Furthermore, the drive axle has an electric drive unit, which has a first electromechanical energy converter, ie a first electric machine.

In the intended installation position of the drive axle, the motor vehicle has the drive axle. In this respect, the motor vehicle has the internal combustion engine and the electric drive unit. The internal combustion engine and/or the electric machine or the electric machines of the electric drive unit can form a respective traction motor for the motor vehicle or the drive axle. This means that the motor vehicle can be driven or moved by means of the drive axle, in particular by means of the internal combustion engine. Furthermore, this means that the motor vehicle can be driven or moved by means of the drive axle, in particular by means of the electric drive unit. Provision can furthermore be made for the motor vehicle to be able to be driven or moved at the same time by means of the internal combustion engine and the electric drive unit. Accordingly, the motor vehicle is a motor vehicle that can be driven at least partially electrically. In this sense, the motor vehicle is a hybrid motor vehicle, which in particular has an electrical energy store, such as a battery, on board. The battery is in particular a secondary battery, ie an electrical accumulator. The battery is or can be coupled to the electric drive unit for the transmission of electric energy, the battery being electrically charged by means of the electric drive unit, for example when at least one electric machine of the first electromechanical energy converter is operated in generator mode. In addition, the battery provides the first electromechanical energy converter with electrical drive energy when at least one electrical machine of the first electromechanical energy converter is operated in motor mode.

In addition, the drive axle has a gear unit that can be connected or is connected to the internal combustion engine and/or to the electric drive unit. Provision can be made for the transmission unit to be connected both to the internal combustion engine and to the electric drive unit. For example, the transmission unit can be a so-called DHT transmission (DHT: Dedicated Hybrid Transmission). In this case, the first electromechanical energy converter or a wide one is attached to the transmission unit rer, for example second, electromechanical energy converter connected. It is also conceivable that the transmission unit has the corresponding electromechanical energy converter as an integral part.

The transmission unit has at least one transmission input element and at least one transmission output element. Furthermore, the transmission unit is designed in particular as a manually or automatically switchable transmission unit, whereby the transmission input element or the transmission input elements and the transmission output element or the transmission output elements with different gear ratios can be selectively coupled to one another in a torque-proof manner. If these translations are shifted in discrete stages, the transmission unit accordingly has a discrete number of driving stages or gears. It is also conceivable that the transmission ratio between the respective transmission input element and the respective transmission output element is continuously adjustable or controllable, in particular if the transmission unit is or has a continuously variable transmission or "CVT transmission" (CVT: Continuous Variable Transmission). In addition, the transmission unit can also have other elements or components, for example an axle differential for torque and/or speed compensation between two transmission output elements of the transmission unit.

The drive axle also has two wheel hubs which are non-rotatably connected to the transmission output shafts of the transmission unit, in particular of the axle differential. In this case, the respective transmission output shaft and the respective wheel hub are connected to one another in a rotationally fixed manner, directly or indirectly, that is to say, for example, using an intermediate shaft. A rim of a wheel of the motor vehicle can be fastened to each of the wheel hubs.

With regard to an intended forward travel direction of the drive axle or the motor vehicle, the drive axle is in particular a first axle or front axle for the motor vehicle or the motor vehicle. As an alternative to this, the drive axle can be a second axle or a rear axle of the motor vehicle. Irrespective of whether the drive axle is used in the intended installation position as a front axle or as a rear axle, the drive axle has a steering unit which is designed to turn or steer the wheel hubs. This means that the steering unit is mechanically connected to the pivotably mounted wheel hubs, so that when the drive axle or the motor vehicle is in operation, a steering force is transmitted to the wheel hubs and consequently to the respective wheel by means of the steering unit. The steering unit has a steering gear which can be driven electrically, hydraulically or electro-hydraulically.

In the case of the drive axle, it is also provided that a crankshaft of the internal combustion engine, a rotor shaft of the first electromechanical energy converter and the steering gear are arranged axially parallel to the transmission output shafts, ie each in a transverse arrangement. The crankshaft of the internal combustion engine and the steering gear are arranged in front of the wheel hubs with respect to the forward direction of travel of the drive axle.

Due to this configuration of the drive axle, in particular due to the spatial arrangement of the elements of the drive axle mentioned, the drive axle can be used in a particularly versatile and/or flexible manner, in particular as part of a modular system. Particular attention should be paid to the fact that the drive axle - without having to adapt the drive axle architecture proposed here - can be used in motor vehicles from the small car class to the off-road vehicle class (SUV) and beyond (vehicle classes according to the Federal Motor Transport Authority) . Furthermore, there is advantageously a particularly short distance between the bulkhead/bulkhead and a common wheel center axis of the wheels of the drive axle or of the motor vehicle (“dash-to-axle” dimension). In particular, when the drive axle is used as a front axle, this results in an advantageously particularly short front end length, which is particularly advantageous in an accident safety assessment for new vehicles with regard to accident protection for vulnerable road users. Furthermore, the present drive axle is accompanied by an advantageously particularly balanced axle load distribution, as a result of which the motor vehicles equipped with the drive axle have a character that is considered to be particularly dynamic or active, particularly sporty. Due to the particularly compact design of the drive axle in the transverse direction of the vehicle, particularly large tire dimensions (tire width and/or tire diameter) are also possible, which are particularly desirable/necessary for large vehicle classes. The arrangement of the steering gear in front of the wheel hubs also contributes to the particularly advantageous driving dynamics and to an advantageously particularly low acoustic input into a body of the hybrid vehicle, which is expressed in a particularly advantageous NVH quality (NVH: Noise, Vibrations, Harshness). Furthermore, a particularly reliable and / or stable wheel guidance of the wheels of the drive axle or the motor vehicle and a particularly low tire rolling resistance is given when the steering gear in relation to the forward direction of the drive axle in front of the wheel hub is arranged. Furthermore, the available installation space on/in the underbody of the hybrid motor vehicle is advantageously occupied by elements of the drive axle to a particularly small extent, so that a particularly large amount of installation space is available for the battery, which can also be referred to as a high-voltage battery. Accordingly, the drive axle takes particular account of a packaging problem that is particularly precarious in the case of hybrid motor vehicles.

According to a development of the drive axle, a hot side or exhaust gas outlet side of the internal combustion engine is arranged pointing forward with respect to the forward direction of travel. The hot side or exhaust gas outlet side of the internal combustion engine includes, for example, a turbine side of an exhaust gas turbocharger device, at least part of an exhaust gas aftertreatment device (particle storage, catalytic converters, etc.) and associated pipe work or hose work. For the drive axle, the general rule is that the internal combustion engine designed as a reciprocating piston engine can be designed as an Otto engine or as a diesel engine. The internal combustion engine has at least one, in particular four or six, combustion chambers and associated pistons.

The combustion chambers or the pistons are arranged in alignment along the crankshaft of the internal combustion engine, so that the internal combustion engine is in particular an in-line four-cylinder engine, an in-line six-cylinder engine, etc. An advantage of such an arrangement of the internal combustion engine is the possibility of being able to dissipate waste heat generated by the internal combustion engine particularly efficiently from an engine compartment.

In an alternative configuration of the drive axle, a cold side or fresh air intake side of the internal combustion engine is arranged pointing forward with respect to the forward direction of travel of the drive axle. The fresh air intake side of the internal combustion engine includes, for example, a turbine side of the exhaust gas turbocharger device, an air collector device including the corresponding filter, piping and/or hose assembly. If the internal combustion engine is arranged with its cold side pointing forwards, an intake path through which outside air is sucked in from the surroundings of the motor vehicle or the drive axle to operate the internal combustion engine is advantageously particularly small.

Irrespective of whether the hot side or the cold side of the internal combustion engine in the drive axle faces forward, according to a further development of the drive axle it is provided that the crankshaft of the internal combustion engine is arranged in front of the steering gear in relation to the forward direction of travel. Alternatively or additionally, the crankshaft of the internal combustion engine is arranged above the steering gear in relation to a vertical direction of the drive axle or of the motor vehicle. This again results in packaging advantages and advantages in terms of a particularly advantageous axle load distribution and, as a result, advantages in terms of achievable driving dynamics of the motor vehicle equipped with the drive axle.

According to a further embodiment of the drive axle, the internal combustion engine is arranged at an angle of inclination to the rear in relation to the forward direction of travel. In other words, a vertical axis of the internal combustion engine and a longitudinal axis of the vehicle or the forward direction of travel enclose the angle of inclination with one another. The vertical axis of the internal combustion engine is parallel to a respective longitudinal central axis of the hollow-cylindrical combustion chambers. This further reinforces the advantage of the particularly efficient packaging of the drive axle. Furthermore, accident protection for unprotected road users (pedestrians, cyclists, etc.) is particularly taken into account, since due to the inclination angle, which differs from 0 degrees and 90 degrees, the drive axle is constructed particularly flat in the vertical direction, resulting in a particularly low front end and as a result a particularly low engine hood are made possible. Furthermore, the engine hood arranged so low supports a particularly pleasing design of the motor vehicle equipped with the drive axle.

In order to further support the particularly efficient distribution of the elements of the drive axle in terms of mass, another embodiment of the drive axle provides for the transmission output shafts of the transmission unit to be arranged behind the steering gear in relation to the forward direction of travel. In other words, the steering gear is arranged in front of the gear output shafts of the gear unit in relation to the forward direction of travel of the drive axle or of the motor vehicle.

In a further refinement of the drive axle, the electric drive unit has a second electromechanical energy converter which—like the first electromechanical energy converter—is arranged parallel to the transmission output shafts. This means that the drive axle can have the first electromechanical energy converter and the second electromechanical energy converter, the first being electromechanical Rule energy converter and / or in the second electromechanical energy converter can act a traction motor of the drive axle. In this embodiment, it can also be provided that one of the electromechanical energy converters is coupled or can be coupled to the transmission unit to form a DHT transmission. The corresponding other of the electromechanical energy converters then forms a traction motor of the drive axle or of the motor vehicle and can be referred to as a hybrid electric machine. The second electromechanical energy converter can also be designed as a separate drive unit and can be arranged at a distance from the remaining elements of the drive axle. If the drive axle is, for example, the first axle or front axle for the motor vehicle or motor vehicle, the second electromechanical energy converter or the hybrid electric machine can be arranged on the second axle or rear axle of the motor vehicle or vice versa.

The axially parallel arrangement of the crankshaft of the internal combustion engine, the rotor shaft of the first electromechanical energy converter and the rotor shaft of the second electromechanical energy converter in relation to the transmission output shafts is particularly advantageous, since when torque is transmitted between the individual units or elements of the drive axle, there is no structurally complex and mass-intensive torque deflection by 90 degrees is required. In addition, there are advantages with regard to a particularly efficient utilization of the available installation space and with regard to an efficiency chain between the elements of the drive axle involved in torque transmission.

The drive axle has, in particular, a steering spindle, which has a steering wheel end which, when the drive axle is installed as intended, protrudes into a driver's area of the motor vehicle, ie into an interior of the motor vehicle. A steering wheel is fixed in a rotationally fixed manner at the end of the steering wheel. A flange end of the steering spindle opposite the steering wheel along the steering spindle is connected in a rotationally fixed manner to a corresponding flange of the steering gear. It is conceivable here that the steering spindle runs below the transmission output shaft in relation to the vertical direction of the drive axle or the motor vehicle. According to a further development of the drive axle, the steering spindle of the drive axle is arranged in front of and above the transmission output shafts—in relation to the vertical direction and the forward travel direction of the drive axle. Thus, taking into account packaging specifications, an advantageously particularly large underbody clearance is ensured, which is particularly advantageous when the drive axle is used in an off-road motor vehicle, such as an off-road passenger car (for example SUV) or an off-road truck.

In a second aspect, the invention relates to a motor vehicle having a drive axle designed in accordance with the above description. Accordingly, the motor vehicle is a hybrid motor vehicle that can be driven or moved by means of the internal combustion engine and/or by means of the electric drive unit. Features, advantages and advantageous configurations of the drive axle according to the invention are to be regarded as features, advantages and advantageous configurations of the motor vehicle according to the invention and vice versa.

Further features of the invention can result from the claims, the figures and the description of the figures. The features and feature combinations mentioned above in the description and the features and feature combinations shown below in the description of the figures and/or in the figures alone can be used not only in the combination specified in each case, but also in other combinations or on their own, without going beyond the scope of the invention to leave.

• 1 eine schematische Draufsicht einer Antriebsachse und des Kraftfahrzeugs entlang einer Hochachse z der Antriebsachse bzw. des Kraftfahrzeugs;
• 2 eine entlang einer Schnittebene II-II (siehe 1) teilweise geschnittene Ansicht der Antriebsachse bzw. des Kraftfahrzeugs; und
• 3 eine entlang einer Schnittebene III-III (siehe 1) teilweise geschnittene Ansicht der Antriebsachse bzw. des Kraftfahrzeugs.

The drawing shows in:

• 1 a schematic plan view of a drive axle and the motor vehicle along a vertical axis z of the drive axle and the motor vehicle;
• 2 one along a cutting plane II-II (see 1 ) partially sectioned view of the drive axle or the motor vehicle; and
• 3 one along a cutting plane III-III (see 1 ) partially sectioned view of the drive axle or the motor vehicle.

In the figures, identical and functionally identical elements are provided with the same reference symbols.

A drive axle 1 and a motor vehicle 2 equipped with the drive axle 1 are presented in a joint description below. 1 shows a schematic top view of the drive axle 1 and the motor vehicle 2 along a vertical axis z of the drive axle 1 or of the motor vehicle 2. The motor vehicle 2 is only indicated here, with wheels 3 and an axle support 4 of the motor vehicle 2 in 1 are shown. In the intended installation position of the drive axle 1, this is part of the motor vehicle 2.

The drive axle 1, and consequently the motor vehicle 2, has a combustion engine shine 5 on that in 5 is shown only as an example as a four-cylinder pure engine. However, other designs of the internal combustion engine 5 are not excluded by this description; The internal combustion engine 5 can be designed, for example, in a V design, in a VR design, in a boxer design etc. and/or have more or fewer than four combustion chambers. The internal combustion engine 5 also has a crankshaft 6 . In addition, the drive axle 1 has an electric drive unit 7 which, in the present example, has a first electromechanical energy converter 8 and a second electromechanical energy converter 9 .

In particular, the second electromechanical energy converter 9 is part of a transmission unit 10 of the drive axle 1 , the transmission unit 10 being connected both to the crankshaft 6 of the internal combustion engine 5 and to a rotor shaft 11 of the second electromechanical energy converter 9 . In the present case, the transmission unit 10 is also connected to a first rotor shaft 12 of the first electromechanical energy converter 8 . In this respect, a transmission of speed and/or torque between the internal combustion engine 5, the respective electromechanical energy converter 8, 9 and the transmission unit 10 is made possible. If the transmission unit 10 - as in 1 illustrated - the second electromechanical energy converter 9, a DHT transmission 13 of the drive axle 1 is formed by the transmission unit 10 and the second electromechanical energy converter 9.

The transmission unit 10, in particular the DHT transmission 13, has two transmission output shafts 14, which are each connected to a correspondingly associated wheel hub 15 of the drive axle 1 in a torque-proof manner. A respective rim (not shown) of the respective wheel 3 of the motor vehicle 2 is attached to the corresponding wheel hub 15 .

In order to enable speed equalization between the wheels 3 of the drive axle 1, for example when the motor vehicle 2 is cornering, the transmission unit 10, in particular the DHT transmission 13, has an axle differential (not shown). The transmission unit 10 also has a transmission drive element 16, for example a transmission drive gear wheel, by means of which the transmission unit 10 and the crankshaft 6 of the internal combustion engine 5 and/or the first rotor shaft 12 of the first electromechanical energy converter 8 are or can be coupled to one another for torque transmission. In the present case, a transverse drive 17 is provided between the crankshaft 6 and the transmission drive element 16, which is, for example, a traction drive, a spur gear, etc. Furthermore, the first rotor shaft 12 of the first electromechanical energy converter 8 can be connected to the crankshaft 6 and/or to the transmission drive element 16 via the transverse drive 17 . In other words, it can be provided that the first rotor shaft 12 engages in the transverse drive 17 .

The drive axle 1 also has a steering unit 18 which is designed to turn or steer the wheel hubs 15 pivotably attached to the axle carrier 4 . For this purpose, the steering unit 18 has a steering gear 19, by means of which the wheel hubs 15, and consequently the wheels 3, are deflected from a straight-ahead position when the drive axle 1 or the motor vehicle 2 is in operation, if a corresponding steering command is entered into the steering unit 18 , for example by turning/rotating a steering spindle 20 of the steering unit 18.

at the in 1 shown position of the steering shaft 20 can be read that in 1 the drive axle 1 is shown as part of a motor vehicle 2 with left-hand drive. However, it is to be understood that the steering spindle 20 can alternatively be arranged on the right, as a result of which the drive axle 1 is then configured for a motor vehicle 2 with right-hand drive.

The crankshaft 6 of the internal combustion engine 5, the rotor shafts 11, 12 and the steering gear 19 are arranged axially parallel to the transmission output shafts 14, with the crankshaft 6 of the internal combustion engine 5 and the steering gear 19 being oriented in relation to a forward driving direction (see coordinate system in 1 , Forward direction of travel is parallel to the vehicle longitudinal axis x) in front of the wheel hubs 15 are arranged. Furthermore, in 1 to recognize that the crankshaft 6 of the internal combustion engine 5 is arranged in relation to the forward direction x in front of the steering gear 19. In addition, the transmission output shafts 14 of the transmission unit 10 are arranged behind the steering gear 19 in relation to the forward direction of travel x. Due to the arrangement of the elements or components of the drive axle 1, for example, there is advantageously a particularly small distance 21 between a bulkhead/front wall 22 of the motor vehicle 2 and a respective wheel center 23. The distance 21 can be defined as a dash-to-axle measure are referred to. Furthermore, the drive axle 1 is particularly compact and has a particularly balanced axle load distribution.

As is known, the internal combustion engine 5 has a hot side 24 and a cold side 25 . The hot side 24, which can also be referred to as the exhaust gas outlet side, and the Cold side 25, which can also be called the fresh air intake side, are in 1 only indicated for reasons of clarity - for example, the graphic representation of corresponding associated elements, such as an exhaust gas turbocharger, corresponding pipe and/or hose system, filter, etc., has been dispensed with. In order to ensure a particularly advantageous cooling of the internal combustion engine 5, for example by means of a motor vehicle cooler 26, it can be provided in one embodiment of the drive axle 1 that the hot side 24 is forward in the forward direction x or in the longitudinal direction x of the drive axle 1 or the motor vehicle 2 points. In an alternative configuration of the drive axle 1, the cold side 25 of the internal combustion engine 5 points forwards in the forward travel direction x or longitudinal direction x of the motor vehicle 2 or the drive axle 1. In this case, a particularly efficient supply of fresh air to the internal combustion engine 5 or into the internal combustion engine 5 is ensured.

2 shows a along a cutting plane II-II (see 1 ) partially sectioned view of the drive axle 1 or the motor vehicle 2. It can be seen that the crankshaft 6 of the internal combustion engine 5 is positioned in relation to a vertical direction z (see coordinate system in 2 ) of the drive axle 1 or of the motor vehicle 2 is arranged above the steering gear 19 . Further clarified 2 an overall packaging of the elements or components of the drive axle 1.

Particularly noteworthy in the representation in the drive axle 1 in 2 is that the internal combustion engine 5 is arranged inclined backwards by an inclination angle α in relation to the forward driving direction x. In other words, the forward travel direction x or the longitudinal axis x of the drive axle 1 or of the motor vehicle 2 and a vertical axis 27 of the internal combustion engine 5 enclose the angle of inclination α with one another. It is generally the case for the drive axle 1 that the angle of inclination α is different from 0 degrees and 90 degrees and in particular can assume values greater than 15 degrees, in particular greater than 20 degrees, for example 32 degrees. In addition, it can be provided that the angle of inclination α is less than 60 degrees in order to ensure a reliable supply of the internal combustion engine 5 with lubricant and/or coolant. The vertical axis 27 of the internal combustion engine 5 is in particular parallel to a longitudinal central axis of the respective combustion chamber of the internal combustion engine 5.

In 2 the steering spindle 20 is also shown, which in the present example is arranged in front of and above the transmission output shafts 14 with respect to the vertical direction z and the forward direction x of the drive axle 1 or of the motor vehicle 2 . A configuration of the drive axle 1 in which the steering spindle 20 is passed below the transmission output shaft 14 is not ruled out by this description. In other words, in an alternative configuration of the drive axle, the steering spindle 20 can be arranged below the transmission output shaft 14 .

3 shows a along a cutting plane III-III (see 1 ) partially sectioned view of the drive axle 1 or the motor vehicle 2. Particularly good is in 3 the transverse drive 17 can be seen, which in the present example is designed as a traction drive, in particular a chain drive. Furthermore, one of the already mentioned options for arranging the internal combustion engine 5 in relation to the forward direction of travel x is shown, with (see 2 and 3 ) In the present example, the internal combustion engine 5 is arranged in such a way that the cold side 25 or fresh air inlet side has x in the forward direction of travel. The hot side 24 faces the bulkhead/end wall 22 directly. Accordingly, an exhaust line 28 runs directly adjacent to end wall 22 or bulkhead 22 and can therefore advantageously be designed to be particularly short and with particularly few deflection points, which means that exhaust gases can flow efficiently out of the drive axle 1 or motor vehicle 2 when the internal combustion engine is operating Internal combustion engine 5 is supported.

Overall, the drive axle 1 and the motor vehicle 2 show a particularly advantageous vehicle architecture for a motor vehicle that can be driven/moved at least partially electrically, in particular a hybrid motor vehicle.

Reference List

1

drive axle

2

motor vehicle

3

wheel

4

axle carrier

5

internal combustion engine

6

crankshaft

7

electric drive unit

8th

first electromechanical energy converter

9

second electromechanical energy converter

10

gear unit

11

second rotor shaft

12

first rotor shaft

13

DHT gearbox

14

transmission output shaft

15

wheel hub

16

gear drive element

17

transverse drive

18

steering unit

19

steering gear

20

steering spindle

21

Distance

22

bulkhead/bulkhead

23

wheel center

24

hot side

25

cold side

26

automotive radiator

27

vertical axis

28

exhaust line

a

Inclination angle of the internal combustion engine

QUOTES INCLUDED IN DESCRIPTION

This list of documents cited 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

• DE 102019003727 A1 [0003]

Claims (10)

Drive axle (1) for a motor vehicle (2), with - An internal combustion engine (5); - An electric drive unit (7) having a first electromechanical energy converter (8); - A transmission unit (10) which can be connected or is connected to the internal combustion engine (5) and to the electric drive unit (7); - Two with transmission output shafts (14) of the transmission unit (10) non-rotatably connected wheel hubs (15), on each of which a rim of a wheel (3) of the motor vehicle (2) can be fastened; - A steering unit (18) for turning the wheel hubs (15), the steering unit (18) having a steering gear (19); wherein a crankshaft (6) of the internal combustion engine (5), a rotor shaft (12) of the first electromechanical energy converter (8) and the steering gear (19) are arranged axially parallel to the transmission output shafts (14), and the crankshaft (6) of the internal combustion engine (5 ) and the steering gear (19) are arranged in front of the wheel hubs (15) with respect to a forward travel direction (x) of the drive axle (1). Drive axle (1) after claim 1 , characterized in that a hot side (24) of the internal combustion engine (5) with respect to the forward direction of travel (x) facing forward. Drive axle (1) after claim 1 , characterized in that a cold side (25) of the internal combustion engine (5) with respect to the forward direction of travel (x) facing forward. Drive axle (1) according to one of the preceding claims, characterized in that the crankshaft (6) of the internal combustion engine (5) is arranged in front of the steering gear (19) in relation to the forward direction of travel (x). Drive axle (1) according to one of the preceding claims, characterized in that the crankshaft (6) of the internal combustion engine (5) is arranged above the steering gear (19) in relation to a vertical direction (z) of the drive axle (1). Drive axle (1) according to one of the preceding claims, characterized in that the internal combustion engine (5) is arranged inclined backwards by an angle of inclination (α) in relation to the forward driving direction (x). Drive axle (1) according to one of the preceding claims, characterized in that the transmission output shafts (14) of the transmission unit (10) are arranged behind the steering gear (19) in relation to the forward direction of travel (x). Drive axle (1) according to one of the preceding claims, characterized in that the electric drive unit (7) has a second electromechanical energy converter (9) which is arranged parallel to the transmission output shafts (14). Drive axle (1) according to one of the preceding claims, characterized in that in relation to a vertical direction (z) and to the forward travel direction (x) of the drive axle (1), a steering spindle (20) of the drive axle (1) in front of and above the transmission output shafts ( 14) is arranged. Motor vehicle (2) with a drive axle (1) designed according to one of the preceding claims.

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