DE19860618C1 - Electric drive machine unit for direct vehicle drive has compensating gearbox unit connected between rotor and driven shafts integrated into housing contg. rotor(s) and stator unit - Google Patents

Abstract

The electric drive machine unit has at least one rotor (2), a stator unit (3) and two driven shafts (19.1,19.2) at least indirectly coupled to the rotor. The rotor and stator unit are integrated into a housing (4). A compensating gearbox unit (5) connected between the rotor and the driven shafts is integrated into the housing. The driven shafts are coaxial to the rotor's axis of symmetry or rotation axis. An Independent claim is also included for an application of the unit for driving two vehicle wheels on a theoretical connecting axis.

Description

The invention relates to an electrical drive unit for the Use in a direct drive for vehicles, in detail with the features from the preamble of claim 1; further use in a Drive device for vehicles.

Electric drive machines for use in vehicles are in one Variety of designs and for a variety of Arrangement possibilities in drive devices for vehicles are known. For example, these can be used directly as wheel drive motors or as a driving machine, which has more Transmission devices is coupled to the wheels to be driven. One possible arrangement for use as a direct drive is for example from the special print by J. M. Voith GmbH, G 1401 known. This discloses a diesel-electric drive system for Commercial vehicles, in particular for city buses, comprising at least one, at least indirectly coupled with at least one drive wheel and as so-called wheel drive motor acting electric motor, which is preferably designed as a transverse flux machine. The single ones Wheel drive motors are used by at least one inverter unit electrical power. Furthermore, one is in traction mode, the is called in normal driving with power flow direction of one Internal combustion engine to that driving the drive wheel Electric motor, provided as an electric machine that can be operated as a generator, which are also preferably designed as a transverse flux machine can. Purely electric drives are also known, for example with O- Buses, battery buses. Reference should also be made to fuel cells.

The electrical machine which can be operated as a generator in traction mode can be coupled mechanically to the internal combustion engine, in particular a diesel engine. The generator is electrically coupled to the electric motors that act as wheel drive motors. To generate the electrical power, the electrical machine, which can be operated as a generator, is controlled by a four-quadrant inverter. For the specification of the setpoints of the wheel motors (torque, speed) and the speed control of the internal combustion engine, a higher-level driving control is provided which, among other things, is able to evaluate the driver's request. The electrical machine that can be operated as a generator is operated at least in traction mode as a generator, which is why it is generally referred to as a generator. Further special drive concepts for vehicles with an internal combustion engine and a generator which feeds at least one electric motor functioning as a drive motor are known from the publications mentioned below:

• 1. EP 0 527 145 B1,
• 2. B. Wüst, R. Müller, A. Lange: "An electric single wheel drive for Citybuses of the future ", Der Nahverkehr, 6/94, Alba-Fachverlag, Düsseldorf, pages 1-7.

Another variant of the design of a drive device for Vehicles with an electric drive unit to implement a Direct drive is from DE 298 00 582 U1 known. There the wheels of the vehicle are only driven an electric motor, preferably in the form of a transverse flux machine, which according to the requirement for rear or front wheel drive driven wheels, which are essentially on a common geometric axis are assigned in a corresponding manner. The Electric motor, especially the transverse flux machine, is near the arranged first driven wheel. The drive of the two wheels takes place via two drive branches - a first branch and one  second branch. This is done by means of an electric motor Device for distributing and transferring the power to the two wheels realized. The facility for sharing and transferring the power points for this purpose at least one input which is at least indirectly connected to the rotor of the Electric motor is coupled, and at least two outputs - a first Output and a second output - on, the first output at least indirectly with the wheel axle or wheel drive shaft of the first Rades can be coupled and the second output at least indirectly via a those running or arranged parallel to the rotor axis Transmission device, for example in the form of a transmission wave the wheel axle or wheel drive shaft of the second wheel can be coupled. The There is a facility for the transfer and distribution of the service preferably another second device for power transmission and / or conversion to the transmission wave assigned. Furthermore is a device for power transmission and / or conversion of the individual Power shares from the transmission shaft to the second wheel drive intended. Both facilities can be part of and / or itself be designed as a speed / torque conversion device. The advantage that only one drive machine is required for wheel drive is the disadvantage of this embodiment that the Power transmission required equipment requires a lot of space. The assignment of the electric motor to the device for dividing the power is defined in the drive device. Another significant disadvantage is that the enormous space requirements for installation problems additional braking devices, for example the actuators for Disc brake devices, conditional.

The same problem arises when executing a Generic electrical drive unit according to the DE 43 21 172 C2. This includes an electric motor, which is designed in particular as an asynchronous motor and that on the wheel axle  is arranged side by side with the axle differential. The differential points two output shafts, which each have a front or a drive shaft Drive the rear wheel of an axle. The two output shafts are with theirs Coupling parts bearing ends on opposite side walls the housing of the differential gear assembly arranged outstanding. For Realization of the arrangement next to each other is the rotor shaft of the Electric motor designed as a hollow shaft, which is on the motor housing adjacent side wall of the gear housing through openings in penetrates corresponding end shields of the housing of the electric motor and one of the output shafts of the differential gear through the rotor shaft and is passed through the motor housing. This one too Execution is the assignment of the electric motor to the device for Power distribution in the drive device set. Such electrical drive machine unit requires a lot of space, in particular in the direction of the available axis length. This is with the Design of the drive machine and the gear unit with consider. The available space, especially the Extension in the axial direction is also additional if integration is desired Brake devices must be taken into account, especially for the Guiding the actuators.

On the other hand, designs of drive devices are known for which an internal combustion engine, preferably as a diesel engine is formed, one in the traction mode of the vehicle as a generator operable electrical machine and a  drives any drive motor arranged in the vehicle. The electric one For this purpose, the drive motor is at least indirectly connected to the wheels to be driven coupled to the axle drive of the vehicle axle via a shaft train. For this purpose, the shaft train is preferably designed in the form of a cardan shaft. In addition, it is conceivable that between the electric drive machine and the shaft train a gear unit for the purpose of speed / Torque conversion is interposed. The power transmission then takes place via the shaft train on a so-called differential gear in Shape of an axle differential, which the power on both, on one axle arranged and driven wheels. With the known Execution of an arrangement of the wheel drive motors in a corresponding manner Distance from the wheels or the axles assigned to them the interposition of appropriate mechanical Transmission elements have a poorer efficiency due to Frictional losses on the mechanical transmission elements.

The invention is therefore based on the object of an electrical Drive system to develop such that the disadvantages mentioned be avoided. In particular, it must be based on one version, which has a small space requirement for realizing a direct drive and at the same time enables a high power density. The usable The electrical drive unit should be suitable for direct drive of the wheels be and at the same time be integrated into the overall system in such a way that on simple way of sharing power with both wheels low design and cost effort is made possible.

The solution according to the invention is characterized by the features in claim 1 characterized. Advantageous configurations are in each of the Sub-claims reproduced. An advantageous use is specified in claim 15.  

According to the invention, an electrical device is provided Drive unit for use in direct drives from Vehicles with an output shaft, which with a consumer is at least indirectly connectable to a rotor and a stator design that a differential gear unit is integrated in this. The Differential gear unit is between the as a drive for the coupling with the consumer acting drive shaft and the rotor switched. On the basis of a differential gear unit The electrical drive machine unit then assigns the task at least one more second output shaft. The term The output shaft of the electrical drive unit stands for the elements used for the purpose of driving with a consumer can be coupled, regardless of whether they are solid shafts or hollow shafts or other rotationally symmetrical elements. The To this end, differential gear unit comprises at least one differential at least one input and two outputs, the two outputs at the same time as output shafts of the electrical drive unit act. These are then at least indirectly with a consumer, in particular the wheels to be driven or those coupled to them Shafts can be coupled when used in a direct drive for vehicles. The According to the invention, the differential is integrated in the electrical Drive unit, directly in the housing. Regarding the Arrangement of the differential gear unit are a variety of Possibilities. In axial section of the drive unit in the installed position an arrangement of the differential between the Bearing of the rotor of the electric drive unit performed. According to the design of the electrical Drive unit assembly is arranged in axial section in Installation position viewed in the axial direction centered on the axial Extension of the rotor or off-center. The rotor of the electric Drive unit is here with the input of the differential  coupled, while the two outputs or the outputs of the form electrical drive unit.

There are a multitude of options for designing the differential gear unit. These influence the design of the rotor, its coupling with the differential gear unit and the position of the outputs of the electrical unit with respect to the axis of symmetry of the rotor of the electrical unit, which generally corresponds to the axis of rotation of the rotor. The outputs of the differential gear unit are either

• a) coaxial to the rotor symmetry axis or
• b) arranged eccentrically to the axis of symmetry of the rotor.

The former case offers the advantage of designing a special one compact electric drive unit, which a Minimum of components and installation space required to implement the Power transmission and power sharing functions required. The Integration of the differential gear unit in the electrical Drive unit, preferably in the form of a differential, offers the decisive advantage that the electrical Drive unit in the area of the theoretical connection axis the wheels to be driven anywhere between the two driven wheels can be arranged. Furthermore, there is only one only electric engine assembly required, which at the same time optimally fulfills the power transmission and distribution, whereby the electric drive unit is characterized by an enormous Compactness.

The differential gear unit can by

• a) Bevel gears
• b) spur gears
• c) worm gears  
• d) single or double row barrier tracks

be formed.

An embodiment is particularly advantageous in which the input of the differential gear unit or the differential is formed directly by the rotor and the two outputs, which form the outputs of the electrical unit, are arranged coaxially with the rotor rotation axis. The differential gear unit in this case comprises at least one differential housing, in the interior of which differential bevel gears are arranged. The shafts on which the differential bevel gears are arranged are mounted in the differential housing. The differential housing then also encloses two side shafts, a first side shaft and a second side shaft in the circumferential direction at least over part of their axial extent in the electrical drive machine unit. The two side shafts form the outputs of the electrical drive unit. The two side shafts can each be connected in a rotationally fixed manner to an axle shaft bevel gear. The axle shaft bevel gears are assigned to the differential bevel gears in such a way that they mesh with one another. The arrangement of the axes of rotation of the first axle shaft bevel gear and of the second axle shaft bevel gear and of the side shafts coupled to them in a rotationally fixed manner takes place on the theoretical axis of rotation of the rotor, which generally also functions as the axis of symmetry of the rotor in the radial direction. In this case, the differential is thus arranged centrally in the region of the axis of symmetry of the rotor, which coincides with the axis of rotation thereof. The axes of symmetry or axes of rotation of the shafts coupled to the axle bevel gears and of the shafts coupled to the axle bevel gears are each offset by 90 degrees from one another. In a further aspect of the invention, the differential housing is preferably coupled to the rotor in a rotationally fixed manner. This coupling can be done in different ways, are conceivable

• a) positive and / or
• b) positive connections.

However, the specific selection is at the discretion of the specialist. Here offers the rotationally fixed coupling between the differential housing and the Rotor has the significant advantage that the differential housing quasi with this forms a structural unit and thus the rotor bearing at the same time as Bearing of the differential housing is used. The Function of the electric drive machine unit is in in this case as follows:

The electrical supplied to the electrical drive unit Power is converted into mechanical power by the rotor of the electrical drive unit rotates. Looking at a first one Extreme situation, which for the use in vehicles by the Straight ahead is described, both wheels must be driven turn equally fast, while in the second extreme situation, that is with Cornering, only one wheel rotates and the other stands still or with lower speed rotates. It turns when driving straight ahead Differential housing, the differential bevel gears in the circumferential direction of the Compensating housing are taken with rotation and there is no Rotation of the differential bevel gears. The differential bevel gears thus take in the effect of a rigid connection the axle shaft bevel gears and the side shafts connected to it in a rotationally fixed manner. Turn both side shafts then at the same speed. In the other extreme situation, that is when one of the wheels to be driven is stationary during cornering or at Rotation of a wheel to be driven at a lower speed than that other wheel to be driven, this affects the coupled wheel Sideshafts. If you hold onto one wheel, you can use it Do not turn the wheel-coupled side shaft either. The differential housing is rotated by the rotor and takes the differential bevel gears with yourself. The axle shaft bevel gear of the fixed side shaft can but do not turn, so that the differential bevel gears, which from  Differential housing to be taken to rotate on its own axis must and therefore on the fixed axle shaft bevel gear pass on. The freely movable other sideshaft experiences this through the with this coupled axle shaft bevel gear, which also with the Differential bevel gears engaged, an additional drive. This Movement is the movement of the differential housing and rectified reinforces this. Thus, the wheel that is not held rotates in the Curve faster than when driving straight ahead.

In both versions, the coaxial arrangement of the outputs of the Differentials to the rotor rotation axis and the eccentric arrangement this is preferably viewed in the axial direction Differential gear unit or the differential viewed in the radial direction arranged in an area which is determined by the inner diameter of the Rotor of the electric drive machine unit is writable. Here preferably surrounds the rotor in the circumferential direction Differential gear. However, versions are also conceivable in which the Arrangement of rotor and differential gear unit in the electrical Drive unit viewed in the axial direction offset to each other. However, this possibility requires one Enlargement of the space available. Preferably the differential is arranged in accordance with the former Possibility, namely within an area that is from the inner circumference of the rotor is described. These statements apply in analogy to both the coaxial arrangement of the outputs of the differential Rotor rotation axis as well as for the eccentric arrangement of the outputs of the differential to the rotor rotation axis.

A particular advantage of integrating the differential gear unit in the electric engine assembly is that at corresponding configuration that supplied to the differential  Extreme lubricant at the same time to realize a cooling function used elements of the electrical drive machine assembly can be. For this purpose, a method is used which cools the Allows rotor by means of a coolant-air mixture. This method is based on the partial filling of the electric drive unit a coolant, preferably with low-viscosity oil. The electrical Drive unit, which can be designed in many forms for versions with a rotor and a stator, which are in radial Direction viewed at least in a circumferential direction Form a space with each other, at least partially filled so that in Not operating a coolant sump below the axis of symmetry in the Size sets that this extends into the space and at the beginning the rotor rotation by this coolant from the coolant sump can be carried away. The rotor can also be complete for this purpose Immerse in the coolant sump. The coolant is the Rotor rotation taken along and atomized and it forms depending the speed of the rotor and the filling level a so-called Coolant-air mixture out. This takes over through heat flow and Heat transfer with the heat transfer from the rotor to, for example Water or air coolable stator. The coolant-air mixture takes over thus essentially only the heat transport, which is why no additional Means for cooling the coolant must be provided because the heat is given off to other facilities and a one-off Partial filling with coolant, which is inside the electrical Drive unit remains, sufficient. This version offers in addition to the possibility of dissipating heat in critical areas of the electric drive unit, which by means of conventional Cooling arrangements can usually not be cooled satisfactorily, the further advantage that the coolant has additional functions, for example the implementation of corrosion protection of the rotor and the Lubricant supply for the differential can be assigned.  

The rotor and stator elements of the electric drive machine unit can be designed in many different ways. For use in direct drives for vehicles, however, preference is given to using an AC machine in the form of a transverse flux machine, since this is distinguished by a particularly high power density. The structural design of the transverse flux machine is not tied to a specific design, but can, for example, as in the documents

• 1. DE 35 36 538 A1
• 2. DE 37 05 089 C1
• 3. DE 39 04 516 C1
• 4. DE 41 25 779 C1

described, executed. The disclosure content regarding the concrete design of the rotor and stator assembly of this Hereby, publications are fully included in the disclosure content of these Registration included.

Embodiments of the electrical drive machine unit are preferably sought which are symmetrical with respect to at least one plane. This plane is usually determined by the perpendicular to the axis of rotation of the rotor. In the case of a design as a transverse flux machine, the rotor comprises a rotor shaft mounted in a stator housing, which can also correspond to the housing of the electrical drive machine unit, which in the preferred, particularly compact embodiment is formed directly by the compensating housing. A central carrier disk, which extends essentially in the radial direction, is connected to this in a rotationally fixed manner, on the end faces of which pole structures which are coaxial to the rotor rotation axis are provided on both sides. Each pole structure comprises two rows of rows of magnets, alternately magnetized in the circumferential direction, with juxtaposed soft iron elements, which are arranged next to one another in the axial direction and each separated by an intermediate layer of magnetically and electrically non-conductive material. An end ring can be assigned to each pole structure at the end. The stator assembly has a base body in which armature windings can be accommodated. There are versions with

• a) External stator
• b) inner stator
• c) outer stator and inner stator

conceivable.

The stators are assigned to the individual pole structures and form if only one outer stator is present, a so-called radial outer space in the form of an outer gap, if present only an inner stator a radially inner space in the form of a Internal gap and if both stator units are provided - external stator and Inner stator - one in the radial direction outer space and an inner space in the radial direction. At least one element the stator assembly, either the outer stator or the inner stator, or An armature winding is also assigned to both. This will be in the appropriate Wise charged with electricity.

The electric drive machine unit designed according to the invention is preferably used in drive systems for vehicles which electrical energy, regardless of how it is generated, on the to be driven wheels to be divided. The arrangement of the electrical Drive unit is preferably carried out centrally on the theoretical Connection axis of the wheels to be driven. Coming as drive systems thereby diesel-electric drive systems, drive systems with Fuel cells and drive concepts with electrical feed Energy via external overhead lines in question.

The solution according to the invention is described below with reference to figures explained. The following is shown in detail:

Fig. 1 illustrates an embodiment particularly preferred of an electric drive mechanical unit in the form of an alternating current machine with transverse flux;

Fig. 2 illustrates a possible application of the invention designed according to the electric drive engineering unit in a drive device for realizing a direct drive.

Fig. 1 illustrates a preferred embodiment used an electric drive engineering unit 1 for use as a direct drive in vehicles. The electric drive machine unit 1 is designed such that it is at least suitable for functioning as an electric motor, preferably it can also be operated as a generator. The electric drive machine unit is preferably designed as an AC machine in the form of a transverse flux machine. This comprises a rotor 2 and a stator assembly 3 , which are enclosed by a housing 4 . According to the invention, a differential gear unit 5 in the form of a differential 6 , in particular a bevel gear differential, is integrated in the electric drive machine unit 1 . The differential 6 comprises a differential housing 7 , in the interior of which differential bevel gears 8 and 9 are arranged. The shafts 10 and 11 on which the differential bevel gears 8 and 9 are arranged are mounted in the differential housing 7 . The differential housing 7 also encloses two side shafts, a first side shaft 12 and a second side shaft 13 in the circumferential direction at least over part of their axial extent in the electric drive unit 1 . An embodiment is preferably selected in which the differential housing extends essentially over the entire axial extent of the electrical drive machine unit 1 . This means that the differential gear extends in the axial direction with respect to the arrangement between two wheels of a vehicle to be driven, from a first housing wall 4.1 to a second housing wall 4.2 of the housing 4 . The first side shaft 12 and the second side shaft 13 are connected in a rotationally fixed manner to a first axle shaft bevel gear 14 and a second axle shaft bevel gear 15 , respectively. The axle shaft bevel gears 14 and 15 are assigned to the differential bevel gears 8 and 9 in such a way that they mesh with one another. The arrangement of the axes of rotation of the first axle shaft bevel gear 14 and of the second axle shaft bevel gear 15 and of the side shafts 12 and 13 , respectively, which are coupled in a rotationally fixed manner, takes place in the illustrated case on the theoretical axis of rotation R of the rotor 2 . The differential 6 is thus arranged centrally in the region of the axis of symmetry S of the rotor 2 , which coincides with the axis of rotation R of the rotor.

In the embodiment shown in FIG. 1, the coupling of the rotor 2 of the electric drive unit 1 with the differential housing 7 takes place directly by realizing a rotationally fixed connection. In general, this can be designed in many forms. Form-fitting, force-fitting and / or material connections are conceivable. In the case shown, the connection of the differential housing 7 to the rotor 2 takes place via a combined force and form-fluid connection by means of fastening elements 16 . In this case, the rotor 2 forms the connection between the drive element and the axle, the rotor 2 taking over the function of the drive shaft of the differential 6 . The output shafts of the differential are formed by the side shafts, first side shaft 12 and second side shaft 13 . Therefore, the embodiment according to the Fig. 1 represents a particularly compact embodiment of the integration of an axle differential in the electric driving engineering unit 1, in which the axle differential is in the range of the two planes of symmetry E1, which are described by the axis of rotation R of the rotor 2 and a normal to this can and a plane of symmetry E2 oriented perpendicular to this plane, which runs through the axis of symmetry of the rotor 2 provided in the axial direction, is arranged. In this case, the differential 6 , viewed in the axial direction, is preferably arranged centrally between the two bearing arrangements 17 and 18 of the electric drive unit 1 . The bearing arrangements 17 and 18 serve to support the differential housing 7 and thus the rotor 2 relative to the stator assembly 3 and the housing 4 .

The mode of operation of the electric drive machine unit 1 can be described as follows on the basis of two selected extreme driving situations for use as a direct drive in vehicles. The two extreme situations are described on the one hand by driving straight ahead and on the other hand by extreme cornering. When driving straight ahead, both wheels turn at the same speed, while when cornering only one wheel rotates while the other is stationary. When driving straight ahead, the differential housing 7 rotates. The differential bevel gears 8 and 9 are taken along in the circumferential direction of the differential housing 7 during rotation, with no rotation of the differential bevel gears 8 and 9 on the shafts 10 and 11 , respectively. The differential bevel gears 8 and 9 take, with the effect of a rigid connection, the axle shaft bevel gears 14 and 15 and the side shafts 12 and 13 connected to them in a rotationally fixed manner. Both side shafts, the first side shaft 12 and the second side shaft 13 , then rotate at the same speed. In the other extreme situation, ie extreme cornering, a wheel coupled to a side shaft 12 or 13 is held so that this side shaft cannot rotate. The differential housing 7 is then rotated again via the rotor 2 and takes the differential bevel gears 8 and 9 with it. The Achswellekegelrad of the fixed side shaft can not turn, so that the differential bevel gears 8 and 9 , which are taken from the differential housing, must rotate about their own axis and thus roll on the fixed Achswellekegelrad. The freely movable second side shaft thus experiences an additional drive via the axle shaft bevel gear coupled to it, which is also engaged with the differential bevel gears 8 and 9 . This movement is the same as the movement of the differential housing 7 and reinforces it. This means that the wheel that is not held in the curve turns faster than when driving straight ahead.

The rotor 2 of the electric drive engineering unit 1 is rotated by actuation of the electric drive mechanical unit 1 with electric power to rotate. The electric drive machine unit 1 is preferably designed as an AC machine, which in turn is preferably designed in the form of a transverse flux machine, that is to say an electrical AC machine with a transverse flow guide. The electrical power supplied to the electrical drive machine unit 1 is converted into mechanical power via the rotor rotation and can be supplied to the consumers, in particular the wheels to be driven when used in vehicles, on the side shafts acting as the output 19 of the electrical drive machine unit 1 . The electric drive unit 1 thus has two outputs, a first output 19.1 and a second output 19.2 . The rotor 2 , which forms the drive shaft for the differential 6 , is connected via the differential 6 to the two drives 19.1 and 19.2 , the two drives 19.1 and 19.2 simultaneously forming the outputs of the differential 6 . In the embodiment shown, the rotor 2 is extended in the differential housing 7 , this type of arrangement not being mandatory. The rotor 2 is supported in the form of its extension in the form of the differential housing 7 on the housing 4 or the stator assembly 3 via the bearing arrangements 17 and 18 shown in FIG. 1. The support can take place directly on the housing 4 or via the stator assembly 3 , which is integrated in the housing 4 in a stationary manner.

The embodiment of the differential gear unit 5 shown in FIG. 1 in the form of the differential 6 represents a particularly preferred embodiment variant. Other possibilities are also conceivable, for example a coupling of the rotor 2 , not shown here, in its function as a drive shaft with a drive bevel gear which is connected to a , meshes with the differential housing 7 rotatably coupled ring gear. In this case, not shown here, the differential housing would thus be coupled to the rotor 2 again via a torque / speed transmission device. Coupling options, that is, interposition of additional power transmission units between the rotor 2 and the differential are particularly advantageous if the output of the electrical drive unit 1 and thus the drive for the consumer are off-center, that is to say with a certain eccentricity to the axis of rotation of the rotor 2 should. This can always be necessary if, for reasons of space, it is not possible to arrange the electric drive unit 1 in the middle of the theoretical connecting axis between the axes of rotation of the two wheels to be driven. In analogy, this also applies to an arrangement of the electrical drive machine unit 1 outside the area of the theoretical connection axis between the axes of rotation of the two wheels to be driven. In these cases, however, the structure of the electrical drive machine unit is more complicated.

The design of the electric drive machine unit 1 as an AC machine in the form of a transverse flux machine offers the advantage of a high power density. Completely rotationally symmetrical structural units are aimed at in order to implement a simple design and assembly. The rotor 2 comprises a rotor shaft which is mounted in a stator housing, which at the same time corresponds to the housing 4 and which is formed by the differential housing 7 according to FIG. 1. A central carrier disk 20 , which extends essentially in the radial direction, is connected to this in a rotationally fixed manner, on the end faces of which pole structures, a first pole structure 21 and a second pole structure 22 and coaxial with the rotor rotation axis R, are provided on both sides. Each pole structure 21 and 22 comprises two rows 25.1 , 25.2 and 26.1 , 26.2, arranged next to one another in the axial direction and separated by an intermediate layer 23 or 24 made of magnetically and electrically non-conductive material, of magnets 27 alternately magnetized in the circumferential direction with soft iron elements 28 therebetween . On the face side, an end ring 29 or 30 can be assigned to each pole structure 21 or 22 . The stator assembly 3 has a base body 31 in which armature windings 32 can be accommodated. Embodiments with an outer stator 3.1 and an inner stator 3.2 are preferably sought, which are assigned to the individual pole structures 21 and 22 and form an outer gap 33.1 and 33.2 or an inner gap 34.1 and 34.2 with these. An armature winding is assigned to at least one element of the stator assembly, either the outer stator or the inner stator. In the embodiment shown in FIG. 1, the armature winding is assigned to the inner stator 3.21 or 3.22 . However, other designs are also conceivable.

However, the designs of the rotor 2 and the stator assembly 3 for realizing an AC machine with a transverse flow guide are not tied to the design shown in FIG. 1, but can, as in the documents

• 1. DE 35 36 538 A1
• 2. DE 37 05 089 C1
• 3. DE 39 04 516 C1
• 4. DE 41 25 779 C1

described, executed.

The disclosure content regarding the execution of rotor and The stator assembly of these documents is hereby fully included in the Disclosure content of this application included.

A significant advantage of the integration of the differential in the electric drive unit 1 is that in this embodiment the oil balance of the differential and the cooling system of the electrical unit can be provided by a shared system, since a method for cooling the rotor 2 can be used, which acts on the partial filling of the electric drive unit 1 with a coolant in the form of oil, which is entrained and atomized by the rotor rotation and thus forms a so-called coolant-air mixture. For this purpose, it is necessary to partially fill the alternating current machine, in particular the transverse flux machine, in such a way that, at least in the radially outer radial exterior, also referred to as an air gap, 33.1 or 33.2 , in the installed position between the rotor 2 and the stator 3 , a coolant sump forms in a mathematical sense below the rotor axis . During operation of the AC machine, in particular the transverse flux machine, the coolant is entrained by the rotor rotation and atomized due to the forces acting on the coolant. A coolant-air mixture is created in the air gap between the rotor 2 and the stator 3, essentially as a function of the speed of the rotor or the rotor shaft and the filling level. Through heat flow and heat transfer, this takes over the heat transfer from the rotor to the stator, which is cooled with water, for example.

The coolant-air mixture essentially only takes on the heat transport, which is why no additional devices for cooling the coolant have to be provided and a one-time partial filling with coolant, which remains inside the electric drive unit 1 , is sufficient. Since coolants with a low viscosity, that is to say with a low internal friction as a result of force effects between the molecules, are preferably used, for example in the form of low-viscosity oil, this can simultaneously be used as a lubricant for the differential 6 . In addition to the possibility of heat dissipation in critical areas of the electric drive unit 1 , which can usually only be insufficiently cooled by means of conventional cooling arrangements, this embodiment offers the further advantage that the coolant has additional functions, for example the implementation of the corrosion protection of the rotor 2 and the like the lubricant supply for the differential 6 can be assigned. This in turn makes it possible to provide a single lubricant or coolant supply household for the entire electric drive unit 1 . A partial filling is preferably selected for this purpose, which, when the AC machine is not in operation, enables a coolant level at a height which lies in the region of the space or spaces between the rotor and the stator which are radially inner in relation to the rotor rotation axis. Filling with a higher coolant level is also conceivable.

FIG. 2 illustrates in a schematically simplified representation an example of use of an electrical drive machine unit 1.2 equipped according to the invention in a drive system 35 of a vehicle 36 . The drive system 35 comprises an electrical drive machine unit which is coupled to at least one drive wheel 37.1 or 37.2 of a vehicle 36 and functions, for example, as a wheel motor, which is preferably designed as a transverse flux machine and which is supplied with electrical power by an inverter unit 38 . Furthermore, the drive system 35 comprises an electrical machine which can be operated as a generator in normal operation, that is to say when the wheels 37.1 and 37.2 are driven by an internal combustion engine 39 , which is referred to below as the generator 40 . The generator 40 can be mechanically coupled to the internal combustion engine 39 at least indirectly. This coupling is preferably rigid, that is to say it is designed without the interposition of further transmission elements. However, there is also the possibility of providing additional damping devices or speed / torque conversion devices. The provision of a coupling device is also conceivable. Corresponding rectifier units 41 are provided for converting the alternating or three-phase current generated on the electrical machine 40, which can be operated as a generator in traction mode, into direct current, which can be implemented, for example, in the form of a three-phase bridge circuit or diode rectifier bridge. The inverter unit 38 for the electric drive machine unit 1.2 functioning as a wheel motor and the rectifier unit 41 are coupled to one another via a voltage intermediate circuit in the form of a direct voltage intermediate circuit 42 . In this embodiment, only one electric drive machine unit 1.2 is assigned to the two wheels 37.1 and 37.2 to be driven , whose axis of rotation lie on a common theoretical axis. The total power fed into the DC voltage intermediate circuit 42 is fed to the electric drive machine unit 1.2 and fed to the wheels 37.1 and 37.2 via the drives 19.1 and 19.2 . The corresponding speed / torque conversion for the individual driving situations takes place via the differential 6 integrated in the electric drive machine unit 1 .

The electric drive machine unit 1.2 is arranged here on the axis assigned to the drive wheels 37.1 and 37.2 . It can be seen that for the direct drive of the two drive wheels 37.1 and 37.2, only one electric drive machine unit 1.2 is required, which is arranged in the area of the theoretical connecting line between the axes of rotation of the two wheels to be driven.

The embodiment shown in FIG. 2 represents a preferred possibility of arranging the electric drive machine unit 1.2 in a diesel-electric drive system 35. Further modifications are also conceivable, in particular with regard to the design of the drive system 35 from the internal combustion engine to the electric drive machine unit 1.2 . The specific execution is at the discretion of the responsible specialist.

Reference list

1

- electric drive unit

2nd

- rotor

3rd

- stator assembly

3.1

- external stator

3.2

- inner stator

4th

- Casing

5

- differential gear unit

6

- differential

7

- differential housing

8th

,

9

- differential bevel gears

10th

,

11

- Waves

12th

- first sideshaft

13

- second sideshaft

14

- first axle shaft bevel gear

15

- second axle shaft bevel gear

16

- fasteners

17th

,

18th

- bearing arrangement

19th

- downforce

19.1

,

19.2

- first, second output

20th

- central carrier disc

21

,

22

- pole structure

23

,

24th

- intermediate layer

25.1

,

25.2

,

26.1

,

26.2

Rows of alternating circumferential magnets and soft iron elements

27

- magnets

28

- soft iron elements

29

,

30th

- end ring

31

- basic body

32

- armature winding

33.1

,

33.2

in the radial direction outer space between the rotor and stator, outer gap

34.1

,

34.2

in the radial direction inner space between the rotor and stator, inner gap

35

- drive system

36

- vehicle

37.1

,

37.2

Drive wheels

38

- inverter unit

39

- internal combustion engine

40

- generator

41

- rectifier unit

42

- DC link

Claims (18)

1. Electric drive unit ( 1 ),

• 1. with at least one rotor ( 2 ), a stator assembly ( 3 ) and an output shaft ( 19.1 ) at least indirectly coupled to the rotor;
• 2. rotor ( 2 ) and stator assembly ( 3 ) are integrated in a housing ( 4 );
• 3. with a further second output shaft ( 19.2 ) which can be coupled at least indirectly to the rotor;
• 4. a differential gear unit ( 5 ) is interposed between the rotor ( 2 ) and the output shafts ( 19.1 , 19.2 ); characterized by the following characteristic:
• 5. the differential gear assembly ( 5 ) is integrated in the housing ( 4 ).

2. Electrical drive machine unit according to claim 1, characterized in that the two output shafts ( 19.1 , 19.2 ) are arranged coaxially to the axis of symmetry of the rotor ( 2 ) or to the axis of rotation of the rotor ( 2 ). 3. Electrical drive unit according to claim 1, characterized in that the two output shafts are arranged eccentrically to the axis of symmetry of the rotor ( 2 ) or to the axis of rotation of the rotor ( 2 ). 4. Electrical drive unit according to one of claims 1 to 3, characterized in that the differential gear unit ( 5 ) in the axial direction in an axial section of the electrical drive unit ( 1 ) considered centered on the arrangement of the rotor ( 2 ) in the housing ( 4 ) is. 5. Electrical drive machine assembly according to one of claims 1 to 4, characterized by the following features:

• 1. the rotor ( 2 ) is supported at least indirectly on the housing ( 4 ) via a bearing arrangement ( 17 , 18 );
• 2. The differential gear assembly ( 5 ) is arranged in the axial section of the electric drive unit ( 1 ) in the axial direction between the bearing arrangement ( 17 , 18 ) of the rotor ( 2 ).

6. Electrical drive unit according to one of claims 1 to 5, characterized by the following features:

• 1. the differential gear assembly ( 5 ) comprises at least one input and two outputs;
• 2. the input of the differential gear assembly ( 5 ) is rotatably connected to the rotor ( 2 );
• 3. each output of the differential gear unit ( 5 ) is rotatably connected to an output shaft ( 19.1 , 19.2 ).

7. Electrical drive unit according to claim 6, characterized in that the differential gear assembly ( 5 ) comprises at least one differential ( 6 ). 8. Electrical drive unit according to claim 7, characterized in that the differential ( 6 ) is formed by bevel gears. 9. Electrical drive machine unit according to one of claims 7 or 8, characterized by the following features:

• 1. the differential ( 6 ) comprises a differential housing ( 7 );
• 2. inside the differential housing ( 7 ), two differential bevel gears ( 8 , 9 ) are arranged, which are coupled in a rotationally fixed manner to the differential housing ( 7 ) in the circumferential direction and are rotatably mounted about their axis of symmetry in the differential housing ( 7 );
• 3. the differential housing ( 7 ) encloses two as the output shafts ( 19.1 , 19.2 ) of the electric drive machine unit ( 1 ) acting side shafts, a first side shaft ( 12 ) and a second side shaft ( 13 ) in the circumferential direction at least over a part of their axial extent in the electrical Engine assembly ( 1 );
• 4. the two side shafts ( 12 , 13 ) are each rotatably connected to an axle bevel gear ( 14 , 15 ), the axle bevel gears ( 14 , 15 ) being assigned to the differential bevel gears ( 8 , 9 ) such that the axes of symmetry or axes of rotation the shafts ( 12 , 13 ) coupled to the axle shaft bevel gears ( 14 , 15 ) and the shafts ( 10 , 11 ) coupled to the differential bevel gears ( 8 , 9 ) are each offset by 90 degrees.

10. Electrical drive unit according to claim 9, characterized in that the differential housing ( 7 ) is rotatably coupled to the rotor ( 2 ). 11. Electric drive unit according to one of claims 6 to 10, characterized in that the differential ( 6 ) is arranged in the radial direction within a space which is determined by the internal dimensions of the rotor ( 2 ) in the radial direction. 12. Electrical drive machine assembly according to one of claims 1 to 11, characterized in that this as a transverse flux machine is executed. 13. Electrical drive machine assembly according to claim 12, characterized by the following features:

• 1. the rotor ( 2 ) comprises a central carrier disk ( 20 ) and two pole structures ( 21 , 22 ) which are assigned on both sides to the central carrier disk ( 20 ) in the axial direction;
• 2. each pole structure ( 21 , 22 ) comprises two rows ( 25 , 1 , 25.2 , 26.1 , 26.2 ) of alternately arranged magnets ( 27 ) and soft iron elements ( 28 ), which are electrically and by an intermediate layer ( 23 , 24 ) magnetically non-conductive material are separated from each other;
• 3. the stator assembly ( 3 ) comprises at least one outer and / or inner stator assembly ( 3.1 , 3.2 ) associated with the rotor ( 2 ), forming a radial space ( 33.1 , 33.2 , 34.1 , 34.2 ).

14. Electrical drive unit according to claim 13, characterized in that the differential housing ( 7 ) of the differential ( 6 ) is rotatably connected to the central carrier plate ( 20 ). 15. Use of an electric drive machine unit ( 1 ) according to one of claims 1 to 14 in a vehicle drive ( 36 ) for driving two wheels ( 37.1 , 37.2 ) arranged on a theoretical connecting axis with the following features:

• 1. the vehicle drive comprises at least one energy source;
• 2. the energy source is electrically coupled to the electrical drive unit ( 1 );

the electrical drive machine unit being arranged in the region of the theoretical connecting axis of the wheels ( 37.1 , 37.2 ) to be driven. 16. Use of an electric drive machine assembly according to claim 15 in a vehicle drive ( 36 ), in which the energy source is formed by an internal combustion engine ( 39 ) coupled to a generator ( 40 ). 17. Use of an electric drive machine assembly after Claim 15 in a vehicle drive, in which the energy source is formed by a fuel cell. 18. Use of an electric drive machine assembly after Claim 15 in a vehicle drive, in which the energy source is formed by an external overhead line.