DE202022106631U1 - Multi-speed dual motor drive unit - Google Patents

Abstract

Axle drive (5, 105, 205, 305, 405, 505, 605, 705, 805, 905) of a motor vehicle (1) with two motors (31, 33, 131, 133, 231, 233, 331, 333) oriented in opposite directions , 431, 433, 531, 533, 631, 633, 731, 733, 831, 833, 931, 933) and
with a gear (150, 550, 650, 750, 850, 950),
that has more than one gear (167, 267, 269, 271, 273, I, II),
wherein a partial gearbox (151, 153, 251, 253, 851, 853, 951, 953) is designed as the main gearbox for one of the two motors (131, 133, 231, 233, 831, 833, 931, 933),
so that a partial drive (155, 157, 255, 257, 455, 457) is formed,
and with a torque vectoring control
and with at least one switching element (183, 185, 191, 193, 285, 287, 289, 295, 297, 383, 385, 387, 389, 485, 487, 489, 492, 492 ^I , 495, 497, 583, 584 , 683, 685, 783, 785, 787, 789, 883, 885, 887, 889, 983, 985, 991, 993)
and with a torque-compensating gear element (179, 281, 379, 381, 479, 481, 579, 679, 779, 781, 879, 881, 979) such as a differential or like a planetary gear, via which a partial drive (155, 157, 255, 257, 455, 457) existing torque can be transferred to the other partial drive (157, 155, 257, 255, 457, 455),
characterized in that
the engines (31, 33, 131, 133, 231, 233, 331, 333, 431, 433, 531, 533, 631, 633, 731, 733, 831, 833, 931, 933) are identical engines
and that the sub-gears (151, 153, 251, 253, 351, 353, 451, 453, 551, 553, 651, 653, 751, 753, 851, 853, 951, 953) are reduction gears equipped with several gear stages,
where two of the gear stages of a partial transmission (151, 153, 251, 253, 351, 353, 451, 453, 551, 553, 651, 653, 751, 753, 851, 853, 951, 953) are connected by planetary gears (552, 552 ^I , 554, 554 ^I , 652, 652 ^I , 654, 654 ^I , 752, 752 ^I , 754, 754 ^I , 852, 852 ^I , 854, 854 ^I , 952, 952 ^I , 954, 954 ^I ) are realized gear stages.

Description

The present invention relates to a drive of a motor vehicle, in particular with a connection from a first partial transmission to a second partial transmission.

In other words, the present invention deals with a drive of a motor vehicle according to the preamble of claim 1.

Technical area

Electric drives of motor vehicles can be equipped with a central electric motor, e.g. B. be realized as a drive machine for an axle of the motor vehicle; Likewise, the drives can also be implemented with more than one electric motor, which can also simply be referred to as a motor (as long as it is not particularly emphasized that it is an electrically operating motor). So are e.g. B. from the CN 211 684 626 U (Applicant: UNIV. EAST CHINA JIAOTONG; Registration date: October 16, 2020) Drives are known in which one motor is called the main motor and which also has a smaller auxiliary motor. According to the CN 211 684 626 U be connected to each other via a - so-called in that utility model - "speed coupling device" and via a (second) differential. Such an arrangement creates the possibility of using the motors for different operating points of the vehicle and thereby bringing about an increase in energy efficiency, because the smaller motor can be operated in operating points with lower drive power and the larger motor should be the drive motor used in operating points with higher drive power. Also in the CN 217 532 532 U (Applicant: Shanghai Yikong Power Systems Co Ltd; Registration date: April 10, 2022) the two drive motors, one of which is to be a left motor and one of which is to be a right motor, are converted into a main motor, which is to be formed by the right motor, and in an auxiliary motor, which is to be formed by the left motor. Each motor is followed by two spur gear stages that can be coupled to a half-wheel shaft. The two wheel half-shafts are connected to an axle by a differential.

A compared to CN 211 684 626 U and to CN 217 532 532 U A slightly different drive concept with two motors can be used DE 10 2020 201 291 A1 (Applicant: ZF Friedrichshafen AG; Registration date: February 3, 2020), which leads two electric motors with downstream, switchable spur gear stages on fixed gears of a housing of an axle differential as the first and second drive of an axle drive. Each of the two motors can be used as a final drive independently of the other motor. A gear change should first be carried out for the first drive of the axle differential and then for the second drive of the axle differential. In this way, an interruption in tractive power of the respective switching drive would not be noticeable on the axle because the other drive continues to provide the thrust.

Particularly interesting, however, are drives in which a motor is designed to drive a single wheel, in particular with an intermediary reduction gear to reduce the speed of the motor used as the drive, i.e. the drive motor, to rotational speeds suitable for motor vehicles (e.g. from more than 20,000 rpm on the motor shaft to revolutions in the range of 800 rpm to 2,200 rpm on the wheel drive). Such drives can be designed in such a way that they are primarily intended to drive a motor, but can also be used to drive an entire axle of the motor vehicle, i.e. the two wheels on the left and right of an axle of the motor vehicle. If the motors are used to individually drive just a single wheel, but on the same axle, the possibility of torque vectoring arises through coordinated control of the two motors on an axle. If the transmission of the motors is designed in such a way that at least one of the motors can also transmit torque, in particular optionally, to the other wheel, the drive offers both the possibility of torque vectoring and the possibility, for example in emergency operation, of moving the motor vehicle forward with only one drive engine. Such drives can be identified on the basis of the protective rights EP 3 587 157 B1 (Patent holder: hofer powertrain innovation GmbH; patent grant date: 02.06.2021), EN 20 2020 105 111 U1 (Owner: hofer powertrain innovation GmbH; publication date: 07.12.2021) and WO 2022 049 285 A1 (Applicant: hofer powertrain innovation GmbH; publication date: 10.03.2022) in more detail. An early variant of the axle drives discussed in more detail in the previously cited publications can be found in the 4 the EN 10 2010 052 262 B4 (Patent holder: Hofer-PDC GmbH; publication date of patent grant: November 7, 2013). This type of "drive" explained in the cited documents with regard to individual aspects is also generally referred to as a "dual-motor drive" or "two-motor block drive" because the two motors are combined to form a motor block. Instead of explaining this type of drive in all its details for the present description of the invention, the present description, in particular with regard to the explanations ments to the spatial arrangement of the two engines and their (auxiliary) components, by reference to the previously cited publications, the disclosure content of which is intended to be fully incorporated in the present description.

State of the art

In the case of drives that can implement torque vectoring (or torque vectoring) using at least two electric motors that can be controlled independently of one another, the control and its synchronization are used to establish synchronization during initial periods and to produce the desired deviation in the speeds as precisely as possible second periods of time with the greatest possible care, because any deviation, especially in the case of rear-wheel drives, can lead to the motor vehicle swerving to one of the two sides of the motor vehicle.

According to the DE 10 2017 004 837 A1 (Applicant: Daimler AG; Disclosure date: November 2, 2017) it makes sense to connect a connecting shaft to both output gears parallel to the rotor shaft, but outside the engine. This creates a differential function that can no longer be produced or brought about by a bevel gear differential. This differential function can be used to equalize the speed between the wheels of an axle of a motor vehicle, which makes it possible for the wheel on the outside or outside of the curve to rotate faster than the wheel on the inside of the curve.

Similar to the DE 10 2017 004 837 A1 will be in the DE 103 19 684 A1 (Applicant: ZF Friedrichshafen AG; disclosure date: December 23, 2004) proposed to provide an active connection between two components of the same type of two planetary gears using a shaft and possibly an electric motor, thereby ensuring speed compensation between the planetary gears, which are driven via a bevel gear differential be.

The aforementioned publications are deemed to be fully incorporated into the present invention description by their naming. This is to avoid having to discuss again and repeatedly the generally known relationships between drives, outputs, transmission gears and speed compensation between the outputs, but rather the terms such as "drive shaft", "output shaft", "partial transmission", "partial drive" and "electric motor of the drive" should be viewed as also being defined for the present invention by reference to the publications.

Also the CN 112 498 103 A (Applicant: Dongfeng Dana Axle Co Ltd; publication date: March 16, 2021) describes a drive in which one wheel is to be driven by a motor at a time; the document calls its drive a distributed drive. The planetary gear that follows the respective motor first is to be guided to a mechanical differential via an additional cylindrical gear (or spur gear) that meshes with the ring gear of the planetary gear, whereby the mechanical differential is to be installed in an axle housing. The drive power is coupled to the wheel to be driven via the web of the planetary gear, more precisely to a planetary gear arranged in the hub of the wheel. Part of the drive torque is introduced into an axle differential via the additional cylindrical gear (or spur gear) in order to be available to the other wheel drive.

Further drive trains with two engines that are connected or connectable via a differential can be CN 112 937 293 A (Applicant: Zhang Qiang; Disclosure date: 11.06.2021) and the JP 6 186 554 B1 (Patent holder: Takashi Yano; patent grant date: August 23, 2017).

In the CN 112 937 293 A A four-wheel drive is discussed that is equipped with clutches so that each motor can only be connected to drive a single wheel. One of the clutches can short the differential between the motors. However, the switching state can also be set so that a motor is switched through to a second side of the drive via the differential.

The JP 6 186 554 B1 operates with a modular system and numbers the individual drives, some of which are only equipped with one motor, some with two motors and some even with three motors. Some of the drives may have to be built with different motors because in many drives one of the motors is separately marked as an internal combustion engine and because in some of the modular variants the electric motors are represented by housings of different dimensions than other representations. One of the construction sets that is in the JP 6 186 554 B1 has the internal document number 2122, comes with two electric motors, spur gear sets and a differential that can be coupled into the drive train. However, no further information is provided about the engines in connection with the 2122 kit. In general it is explained that such drives like her in the JP 6 186 554 B1 be treated, torque vectoring can be set by motor controls. The gear stages should always be implemented by spur gear stages, that is, there is only a certain spread due to the usable spur gear pairs that can be covered by the gear stages.

Task

For drives that are intended to provide individual wheel drive with at least two motors per axle, e.g. on a rear axle, synchronous operation when driving straight ahead and a torque distribution between the left and right output that is adjusted for cornering must always be ensured. If the drives are for a sports car with very fast-rotating wheels, special computing power is required in the electronic control units (often three control units, one control unit for each electric motor and a master unit that specifies the parameters such as the speed for the two individual motor control units) to control the electric motors.

It would be gratifying if an alternative option were known to the approach of using as many software routines as possible to ensure the synchronization of the electric motors and thus the safety of the drive comprising at least two motors, which could lead to a reduction in the computational requirements of the software safety precautions.

Description of the invention

The object according to the invention is achieved by a drive according to claim 1. Advantageous further training can be found in the dependent claims.

Drives of motor vehicles that can accelerate the motor vehicle to a speed of more than 200 km/h and thus the vehicle can drive more than 200 km/h, e.g. B. Drives for such a vehicle, which has a maximum speed of 260 km/h or even 300 km/h, are advantageously equipped with more than one gear in their drive trains, e.g. B. with at least two different gears. If the drive has several drive motors, each partial drive can be equipped with the same number of gears. In such a constellation, the first gear can be designed for the speed range from rolling off (i.e. for just above 0 km/h) up to a speed of 150 km/h, while the second gear can be designed for vehicle speeds from e.g. B. 130 km/h up to 260 km/h or even up to 300 km/h can be designed.

As an example, the possibility should also be mentioned that an electric drive can be realized with two motors that offers at least three gears per partial drive.

In general, it can be said that electric drives that offer more than one gear, e.g. two gears, three gears or four gears, are particularly suitable for road vehicles of the “sports car” type.

An axle drive of a motor vehicle should be set up in such a way that it drives both wheels on the axle (or in the case of more than two wheels on one axle, such as with twin tires: all wheels on one axle) equally or almost identically when driving straight ahead Torque drives. If one of the axles of the motor vehicle is driven by two motors, one of which is designed to drive a wheel, the control of the motors should be designed in such a way as part of an existing “torque vectoring control”. equal torque is applied to each of the two wheels by the motors. If the vehicle's sensors determine or the driving request of a driver of the vehicle requires that different torques be applied to the wheels, the "torque vectoring control" can cause a different torque distribution by controlling the motors. In general, it can be stated that the torques (actual torques) generated by the electric motors should correspond as closely as possible to the torques (target torques) required by vehicle dynamics control and set via control devices. The “target torque” should deviate as little as possible from the actual torque. This means that reliable vehicle dynamics control is characterized, among other things, by: characterized in that the target torque is exceeded or fallen short of the actual torque within only a small tolerance band (e.g. in a range of 3%).

In order to achieve the most even weight distribution possible and, consequently, for reasons of equivalent or uniform torque distribution, it is advantageous in terms of component distribution in a vehicle if the two motors of an axle drive are arranged in such a way that the motor vehicle does not experience an uneven (or particularly drastic in some places) weight distribution. The motors can advantageously be installed in the motor vehicle in a position aligned with one another. The axle drive can be designed symmetrically with respect to an axle, which ideally coincides with a central axis of the motor vehicle.

Motors of identical construction are advantageously used. This ensures that neither one motor nor the other motor has a greater weight (more precisely: a greater mass) than the other. It is beneficial for driving stability if the motors of the same mass are arranged in a balanced mass distribution in the vehicle - with respect to an axle of the vehicle.

In order to be able to use the higher speeds of the motors to transmit them to the road wheels of the vehicle, the speed must be reduced by a gearbox. Since the axle drive comprises two motors, the gearbox advantageously comprises two individual gearboxes, which can be referred to as partial gearboxes. A partial gearbox enables one of the motors to apply a torque to a drive shaft or wheel shaft at a reduced speed.

If the transmission is a switchable transmission, it is possible to switch back and forth between different gears. For this gearshift process, the transmission has switching elements in its sub-transmissions that are used for switching. Due to the multiple gears, the gear ratio in each gear and thus the spread of each sub-transmission can be favorably matched to the speed-torque characteristic curve of the drive motor of the sub-drive. The transmission can be designed in such a way that a preferred speed range of the engine is used for the drive. The spread should be designed for such a sub-drive in such a way that the torques available in the covered speed range ensure a slip-free wheel drive under normal operating conditions. The axle drive should have a driving mode that is considered one of the usual driving modes and that offers a slip-free wheel drive. Furthermore, the choice of the individual gear ratios is determined by the effort to achieve the highest possible overall efficiency. The gear ratio is to be seen in the context of the entire energy conversion chain (from the energy storage unit via the power electronics to the motor and then through the transmission). The electrical energy stored in the energy storage unit is converted into kinetic energy at a certain speed. The torque should be generated without having to use a high level of parasitic electrical energy. The parasitic electrical energy should be as low as possible. The gear ratio is designed according to the criterion that a favorable overall efficiency (taking into account losses due to the power electronics, the motor and the transmission) can be achieved in the respective driving situation.

With coordinated transmissions, it can be assumed during periods or phases of normal boundary conditions or operating conditions that each partial transmission only has to deal with the torque that the partial transmission receives from the drive motor assigned to the partial drive. However, if a situation occurs, e.g. when cornering, in which a drive sends too much torque to at least one of the road wheels, part of the torque can be diverted to the second partial drive via the torque-compensating transmission element - not least by using and possibly after carrying out switching movements, i.e. after switching the switching elements.

Consequently, there is at least one element between the partial gears of the transmission for torque compensation between the motors; this can be, for example, a differential (e.g. a bevel gear differential, for example a planetary gear, for example a helical gear differential, for example a spur gear differential), via which a (partial) torque present in one partial drive can be transferred to the other partial gear and thus to the other partial drive. If an axle drive with two individual drive motors reaches a state of unbalanced torque application to the wheel axles, parts of the torque can be transferred from one partial drive to the other partial drive via a connection bridging the partial drives, in which the torque-compensating gear element is arranged. This makes it possible to divide the torque via the partial gear. Part of the torque is passed on to the road wheel. Part of the torque introduced (by the motor) can be transferred via the torque-compensating gear element on the other side, i.e. the other partial drive or the other partial transmission, by applying the torque to the partial transmission.

Each gear stage can be implemented in its own way. If the gear stages are implemented using planetary gears, the gear stages are characterized by a compact design and at the same time a high (stage-inherent) transmission or reduction ratio. Planetary gears can be operated for a long time (several thousand hours) with almost no maintenance, i.e. with little maintenance. The partial gears include a first planetary gear and a second planetary gear.

Below, advantageous embodiments and further developments are set out which, viewed individually or in combination, can also reveal inventive aspects.

If the two motors are of the same type, they can, as mentioned above, mentioned, can be arranged particularly advantageously. One of the main tasks is to arrange the motors so that they take up as little space as possible. Suitable placements could be, for example, a back-to-back arrangement or a casing-to-casing arrangement. The design of each of the motors resembles, or one could also say (in a simplified way of looking at it) corresponds to, a cylinder. If the motors are of the same type or even of the same construction, then one electric motor is just as large as the other electric motor. Consequently, both motors can be brought into contact over the same distances and areas. This in turn contributes to the stability of the engine block, which consists of two electric motors.

To save space, at least the backs of the motors or the jackets of the motors (if the motors have cylindrical designs) can touch each other.

The motors can also be blocked; the motors can be assembled into a block.

The motors can be placed with their backs against each other (this can also be referred to as "back contact") so that the rotor shafts face or point in opposite directions from the junction of the two motors.

At least one bridge can exist between the partial transmissions. However, if there are several sub-gears on each side, i.e. H. are each driven by an electric motor, there can also be several bridges. If a partial transmission is divided into individual gear stages, it is also possible to connect a gear stage of one partial drive and a gear stage of the other partial drive by a torque-transmitting bridge. Advantageously, the torque-compensating transmission element is a lockable torque compensation element, in particular at least in a switching state, which produces a torque-transmitting bridge. This torque compensation element is intended to connect the partial transmissions with one another. Here, the torque-compensating transmission element can also be designed with the help of the switching elements in such a way that it forms a rigid torque-transmitting bridge in a switching state. If a switching element with slats and providing slip is attached to the torque-compensating gear element, the torque compensating element can also assume the switching state of a bridge with slip.

The switching elements are advantageously arranged at a central location in the axle drive. The switching elements can be placed centrally between two similar gear stages. The two gear stages, which form a second gear stage, for example, from two different partial transmissions limit the switching elements, which are thus arranged centrally between these gear stages. In other words, the switching elements can also be referred to as centrally arranged switching elements.

It is also advantageous if there is a switching state in which the switching elements or at least the components of the axle drive that can be switched by them can each be stopped.

The partial gears, which are intended to convert a higher speed of the motors into a lower speed of the wheel shafts, are reduction gears (gearboxes that “reduce” a higher speed into a lower speed) due to the “translation into the slow”.

Shifting elements that can be operated either to produce a different gear in a partial transmission or to compensate for a torque can be counted among the group of switchable components, comprising brakes, freewheels and clutches (more precisely: positive clutches, frictional clutches and force-locking clutches).

Advantageously, the axle drive has at least one gear stage in which the two existing partial transmissions are used. A torque flow through one sub-transmission is at least partially passed on to the other sub-transmission. This situation of the torque flow leading to the other partial drive is possible depending on switching states. Such a torque flow is granted when the switching elements have assumed a specific switching position. The switching elements must be adjusted for the torque flow from one sub-transmission to the other sub-transmission.

The torque-compensating transmission element should be located in a branch or line that can be referred to as a power take-off line if part of the torque provided by the engine is to be made available to the other sub-transmission via a power take-off.

In an advantageous further development, not only one power take-off, but even two (or more than two) power take-offs can be present per partial transmission. Every connection between Two power take-offs from different partial transmissions can be connected via their own torque-compensating transmission element. In this way, the torque flow can compensate for differences in the torques from one partial drive to the other.

In an advantageous development, the torque-compensating gear element is a differential gear, e.g. B. one of several differentials or differential gears present in the axle drive. This differential gear can z. B. be mechanically connected to ring gears of different partial transmissions.

If several bridges are offered or there are several bridges between the partial transmissions, several switching elements can be provided, e.g. two clutches and two brakes, in order to create two bridges between, in particular similar, components of the different partial transmissions.

Depending on the switching position of the switching elements, the switching elements are set to change speeds that are transmitted via the torque-compensating transmission elements.

The previously presented transmission with its partial transmissions, which are used as components of an axle drive, can be operated in a cross-fade mode. The axle drive offers a cross-fade function that can be enabled or triggered by the switching elements. When changing from a first torque-compensating transmission element to a second torque-compensating transmission element, a cross-fade function can be carried out that leads to propulsion without interruption in traction, i.e. permanently applied.

Using the crossfade function, it is also possible to direct additional drive power to the output. Here, a kinetic energy of the motor, e.g. B. a rotation of the motor rotor, can be passed on via the transmission and used by increasing the speed. The axle drive can also be brought into the state of a superelevation shift.

The boost circuit can be used both to increase the speed and to increase the torque.

If the control is designed in such a way that the speed is to be increased by the boost switch, a gear change can be carried out using the following steps. If a gear change takes place, the gear change can be carried out using the boost function. This can cause a speed jump at the output. For example, an output in first gear can be accelerated to a speed of 1000 rpm. If a change to second gear takes place, the output shaft can instantly "jump up" to a speed of 1200 rpm, for example, thanks to the kinetic energy that is also used, i.e. immediately after the gear change.

If the control system is designed in such a way that a torque jump should occur as a result of the boost switching, a gear change can be carried out using the following steps. If a gear change takes place, the gear change can be carried out using the boost function. This can cause a torque jump at the output. For example, an output in first gear can be accelerated up to a speed of 1000 rpm and a fixed torque of 300 Nm. If a change to second gear takes place, the output shaft can instantly "jump up" to a torque of e.g. 320 Nm thanks to the kinetic energy that is additionally used, i.e. immediately after the gear change.

An increase in speed can be achieved, for example, by switching between two brakes in the axle drive.

This makes it possible to transfer the drive power of one engine to the other partial drive via the torque-compensating transmission element. The transmission takes place via the auxiliary drives.

At least one of the gear stages, if there are more than two gear stages, there can also be more than one gear stage, is advantageously equipped with a switchable freewheel. A switchable freewheel represents a switching element. The existing freewheel provides a switching element that is particularly easy to implement. Such a freewheel can - in one embodiment - be found in several gear stages or at several gear stages.

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

The invention has been presented primarily using single-stage and two-stage gears per partial drive. Instead of offering two gear stages, it can be used, particularly depending on the maximum speed of the electric motor, it may be sensible to provide more than two gear stages in each partial transmission. The principle of providing a torque-compensating transmission element between gear stages of the same type can also be applied to transmissions with more than two gear stages per partial transmission.

As a further achievement of a drive according to the present invention, it can also be emphasized that with the help of the torque-compensating gear elements, inconsistencies in the torque distribution between one partial transmission and the other partial transmission or between one partial drive and the other partial drive can be compensated for.

An axle drive capable of torque vectoring, i.e. a drive that can control and drive each wheel of an axle individually thanks to several (electric) (drive) motors, is equipped with a compensating element, preferably with a differential gear such as a differential gear, through which a torque compensation can be established between the partial transmissions via a bridging connection from a power take-off of one partial transmission to a power take-off of the other partial transmission. If an electric motor drives the road wheel assigned to it with too much torque, part of the torque can be made available to the other partial transmission and thus to the partial drive via the differential gear.

Character description

• 1 in schematischer Darstellung einen Hinterachsantrieb eines Kraftfahrzeugs mit zwei Elektroantriebsmotoren zeigt,
• 2 einen Achsantrieb in Ersatzmodell-Darstellung zeigt,
• 3 eine erste Abwandlung eines Achsantriebs (im Vergleich mit 2) in Ersatzmodell-Darstellung zeigt,
• 4 eine zweite Abwandlung eines Achsantriebs (im Vergleich mit 2) in Ersatzmodell-Darstellung zeigt,
• 5 eine dritte Abwandlung eines Achsantriebs (im Vergleich mit 2) in Ersatzmodell-Darstellung zeigt,
• 6 einen Antrieb, dargestellt durch Getriebe-Schema-Symbole, ähnlich zu 2 zeigt,
• 7 eine erste Abwandlung im Vergleich mit 6, dargestellt durch Getriebe-Schema-Symbole, zeigt,
• 8 eine zweite Abwandlung im Vergleich mit 6, dargestellt durch Getriebe-Schema-Symbole, zeigt,
• 9 eine dritte Abwandlung im Vergleich mit 6, ebenfalls dargestellt durch Getriebe-Schema-Symbole, zeigt und
• 10 eine - im Vergleich mit 6 - weitere Abwandlung eines Antriebs zeigt.

The present invention can be better understood if reference is made to the accompanying figures, which illustrate particularly advantageous embodiments by way of example without restricting the present invention to these, wherein

• 1 shows a schematic representation of a rear axle drive of a motor vehicle with two electric drive motors,
• 2 shows an axle drive in replacement model representation,
• 3 a first modification of an axle drive (compared to 2 ) in substitute model representation,
• 4 a second variation of an axle drive (compared to 2 ) in substitute model representation,
• 5 a third variation of an axle drive (compared to 2 ) in substitute model representation,
• 6 a drive, represented by gear scheme symbols, similar to 2 shows,
• 7 a first modification compared with 6 , represented by gear diagram symbols, shows
• 8th a second variation compared with 6 , represented by gear diagram symbols, shows
• 9 a third variation compared with 6 , also represented by gear diagram symbols, shows and
• 10 one - compared with 6 - shows further modification of a drive.

Character description

Similar and even identical components are identified in the figures with reference numbers that are one or more times higher than the others. The explanation of a figure in relation to the individual components can therefore also be transferred to the other figures, provided that in the figure to which it is transferred, the component is integrated in a similar or even identical manner between the other components. Consequently, the explanation of a figure with a lower consecutive number no longer has to be repeated in a figure with a higher consecutive number, but the explanatory text from the figures with the lower figure numbers can be transferred to the figures with comparatively higher figure numbers. Examples include the engines that are used in the 1 are designated by the reference numerals 31 and 33, while in the 4 the motors have the reference numbers 331 and 333. All figures show motors which have a different speed and an adjustable torque through a control. Nevertheless, the axle drives 7, 107, 207, 507, 607, 707, 807 have the option of diverting torque from one partial transmission to the other partial transmission through the existing auxiliary drive(s) via the bridges 175, 275, 375, 475, 575, 675, 775, 875, 975, 277, 377, 477, 777, 877.

1 shows a schematic representation of a motor vehicle 1 with a drive block 7 according to the invention. The drive block 7 belongs to the motor vehicle drive 3. The drive block 7 is part of an axle drive 5, whereby one of the two axles 19, 19 ^I can be driven. Each axle 19, 19 ^I has several wheels 2, 2 ^I , 2 ^II , 2 ^III , which, as road wheels, enable the motor vehicle 1 to drive along asphalted roads. Consequently, the axle drive 5 drives the two wheels 2, 2 ^I. The other two wheels 2 ^II , 2 ^III run with or behind, namely due to the propulsion of the driven wheels 2, 2 ^I.

In addition, part of the motor vehicle drive 3 is the electrical energy storage 13, which is connected via cables, such as the supply cable 9 and the supply cable 11, is connected to the drive block 7.

The drive block 7 is an individual wheel drive 15, 17, which can drive two individual (road) wheels 2, 2 ^I via its two independently operating individual wheel drives 15, 17. For this purpose, the drive block 7 is composed of the two engine blocks 31, 33 and the associated auxiliary units; in the illustration 1 is e.g. B. the drive block 7 is shown in a view from above, so that the inverters on top are the first thing that catches the viewer's eye. The two individual wheel drives 15, 17 are located on the same axle 19, which is shown in the exemplary embodiment 1 is the rear axle of the motor vehicle 1 (e.g. from a typical rear axle driven sports car).

In a further embodiment, not shown graphically, the individual wheel drives can be located on the front axle, see for example the axle 19 ^I in 1 , are located. Other possible embodiments have independent wheel drives on the rear axle as a first identical axle and on the front axle as a second identical axle. Thus, axle arrangements in which, for example, there are several individually driven axles in the rear area of the vehicle can also be implemented according to the invention. Each axle, viewed individually, is an axle that can be described as an identical axle and can be equipped with two independent wheel drives.

Based on the passenger cell 27 and the arrangement of the steering wheel 25 on the steering linkage 29 is in 1 It can be seen that this is the case in the exemplary embodiment 1 is a rear axle drive in which the individual wheel drive 15, 17 is involved. The drive block 1 is installed transversely, which can be seen in the transverse direction 23 of the vehicle. The drive block 1 is narrower in the longitudinal direction than in the transverse direction, as can be seen by comparing the extension of the drive block 1 in the longitudinal vehicle direction 21 compared to the extension in the transverse direction 23 of the vehicle.

The axes 19, 19 ^I are in 1 entered with dashed lines. The axles 19, 19 ^I are construction aids or ideas that clarify the arrangement of the road wheels of the motor vehicle 1.

In the in 1 In the construction example shown, the road wheels 2, 2 ^I , 2 ^II , 2 ^III are each attached to an independent wheel suspension, which provides a movable connection between a vehicle body (without reference number), which includes the passenger cell 27, and the respective road wheel 2, 2 ^I , 2 ^II , 2 ^III forms. The axles 19, 19 ^I are, in other words, recognizable by guide elements of the wheels 2, 2 ^I , 2 ^II , 2 ^III , as can be seen from independent wheel suspensions, e.g. B. based on the triangular suspensions shown in the drawing, as well as based on the steering knuckles, based on a pendulum axle, based on a trailing arm axle, based on a semi-trailing arm axle, based on a multi-link axle, based on a portal axle, based on a rigid axle or based on composite suspensions according to others that are not shown graphically in detail Implementation options can be identified.

2 shows a motor vehicle drive 103, which is an axle drive 105 because it is driven from one road wheel 102 to the other road wheel 102 ^I of the same axle (cf. axle 19 in 1 ). For this purpose, the axle drive 105 has a drive block 107, which is arranged centrally in the central position P and comprises two motors 131, 133. The drive block 107 can be operated as an individual wheel drive for the two wheels 102, 102 ^I. In addition to the completely independent operation of the two electric machines 131, 133, there is a bridge 175 between the first gear stages 167, 171 of the two partial transmissions 151, 153.

The arrangement of the two partial drives 155, 157, with a partial drive 155, 157 consisting of an electrically operating motor 131, 133 (i.e. an electric motor) and a partial gear 151, 153 (in addition to the other components that make up the axle drive 105, such as the freewheel 191, 193 and how bridge 175) is composed offers such great flexibility that the motor shafts 143, 145 can be arranged offset from one another. It is also possible to arrange the motors 131, 133 offset from one another, so that the motor backs 135, 137 look in opposite directions, but are not in contact over a large area. It is also possible to arrange the motors 131, 133 offset from one another, with the result that the motor casings 139, 141 no longer come into contact (different from the arrangement of the drive components shown in the 1 are shown).

If the drive block 7 (as in 1 shown) are to be designed particularly compactly, the motors are nested and brought into contact. If the drive block 107, as shown in 2 In order to ensure that as few vibrations as possible can be transmitted from the first motor 131 to the second motor 133, the motors 131, 133 are decoupled from each other, i.e. placed at a distance.

Each of the motors 131, 133 has its own motor shaft 143, 145, via which the downstream partial transmission 151, 153 is driven, so that the road wheel 102, 102 ^I arranged on the output side is driven with torque conversion becomes. When selected between more than one gear, the torque conversion actually represents a torque increase or a torque reduction. For changing between gears, the axle drive 105 has two switching elements 191, 193, which are switchable freewheels. At correspondingly high speeds, a switchable freewheel 191, 193 switches from first gear I to second gear II. The sub-transmission 151, 153 comprising a gear stage 167, 171 can be switched from first gear I to second gear II by the freewheel 191, 193 be switched.

The first gear element 179 and the two switching elements 183, 185, which directly adjoin the first gear element 179, are assemblies of the (entire) gear 150, which therefore includes more than just the two partial gears 151, 153. The first switching element 183 is a brake via which a housing of the first gear element 179 can be fixed (the brake brakes relative to the housing of the gear 150). If the switching element 183, i.e. the brake, is actuated, the gear element 179, designed as a differential, can be supported on the housing of the gear 150.

The first partial transmission 151 and the second partial transmission 153 are arranged between the wheels 102, 102 ^I and the motors 131, 133 for power distribution 199, 199 ^I , 199", 199 ^III . Whether the gear stage 167, 171 of the partial transmission 151, 153 is in the first gear I or in the second gear II is determined by the speed of the motor shaft 143, 145 and whether the fifth switching element 191 (switchable freewheel) and whether the sixth switching element 193 (switchable freewheel) have been activated. In any case, the partial transmission 151, 153 reduces the speed of the motor shaft 143, 145 as long as the partial transmission 151, 153 is not fixed, i.e. regardless of which gear I, II is engaged by the gear stage 167, 171. is, towards the output 163, 165.

Overall, a compact motor vehicle drive 103 is created, which enables both torque vectoring and torque compensation through the first gear element 179, which is arranged in the bridge 175 and attached to the first power take-off 159.

Viewed somewhat from a distance, the axle drive 105 has a first partial drive 155 and a second partial drive 157, which are grouped around the central position P (symmetrical structure). The assemblies first gear element 179, first switching element 183 and second switching element 185 are also in the central position P.

3 shows a further embodiment of an axle drive 205 designed as a drive block 207. The axle drive 205 with its two motors 231, 233, which can be decoupled via the switching elements 295, 297, which are clutches, comprises two bridges 275, 277, via which the gear stages 269, 273 of the partial transmissions 251, 253 can be coupled.

The in 3 shown axle drive 205 for a motor vehicle, such as. B. for the motor vehicle 1, which is in 1 is shown has two bridges 275, 277, which connect the first sub-gear 251 with the second sub-gear 253. The partial transmissions 251, 253 are designed for a power split 299, 299 ^I , 299", 299 ^III of the powers (and thus introduced torques) introduced from the motors 231, 233 via the two motor shafts 243, 245. Between a motor 231, 233 and A partial transmission 251, 253 has a clutch installed as a seventh or eighth switching element 295, 297, through which the motor 231, 233 can be decoupled or separated from the partial transmission 251, 253 and the torque flow that may be present there. The bridges 275, 277 also represent the power take-offs 259, 261, via which torque flows can also be selectively decoupled or switched through the bridges 275, 277 by means of the switching elements 285, 287, 289. Each bridge 275, 277 can be equipped with a torque-compensating gear element 281 (see second bridge 277), but it can also only be equipped with a disk-like clutch as the second switching element 285. These coupling switching elements such as the clutch to be referred to as the second switching element 285 or like the torque-compensating gear element 281 sit in a central position P between the partial drives 255, 257. The middle position P can also be determined based on the center of the drive block 207, which is formed from the two motors 231, 233.

The first sub-transmission 251 has a first gear I and a second gear II due to the first gear stage 267 and the second gear stage 269, between which the fifth switching element 291 can be switched.

The second partial transmission 253 also has a first gear I and a second gear II due to the first gear stage 271 and the second gear stage 273, between which the sixth switching element 293 can be switched.

The switching elements equipped with a freewheel are the fifth switching element 291 and the sixth switching element 293, which are automatically switching elements.

In most driving situations, the partial transmission 251, 253 transmits the greatest torque to the road wheel 202, 202 ^{I that} can be driven by the respective partial transmission 251, 253. Torques that are not required to drive the road wheel 202, 202 ^I can be diverted via the branch of the bridge 275, 277 into the other partial transmission 251, 253, provided that the switching elements 285, 289, 287 are set such that a coupling connection is provided between the partial transmissions 251, 253 via at least one of the auxiliary drives 259, 261.

The motors 251, 253 can be controlled by changing their generated torque and speed.

Due to the switching elements 295, 297 working as clutches, each of the motors 251, 253 can be uncoupled. It is thus possible to create an axle drive 205 with only one drive motor 251, 253 or to set up such a drive by actuating the switching elements 295, 297.

4 shows another variant of a synchronized axle drive 305 in the form of an equivalent circuit diagram. The one in 4 Axle drive 305 shown with its two drive motors 331, 333 includes two bridges 375, 377 between the partial gears 351, 353.

The two in 4 Partial drives 355, 357 shown are constructed symmetrically except for the switching elements 383, 385, 387, 389 (and the gear elements 379, 381 that can be switched thereby) and can be used as a symmetrical block around its axis, which also represents the center or the center. be installed between the road wheels 302, 302 ^I. The switching elements 383, 385, 387, 389 are arranged along the center or in the area of the center of the axle drive 305. The partial drives 355, 357 each have a motor 331, 333 and a partial transmission 351, 353. Each partial transmission 355, 357 has two gear stages 367, 369, 371, 373 in order to translate (or reduce) the torque from the motor shaft 343, 345 to be forwarded to the output 365, 367. The axle drive 305 has two bridges 375, 377, which connect one part of the drive 355 to the other part of the drive 357. In the bridges 375, 377 there are the gear elements 379, 381 through which torque compensation can be achieved. So the power split 399, 399 ^I , 399 ^II , 399 ^III can take place not only on the road wheels 302, 302 ^I , but also in the respective other partial drive 355, 357 via a power take-off such as the power take-off 359.

In 5 another possible variant of an axle drive 405 with two motors 431, 433 for an individual wheel drive of the road wheels 402, 402 ^I is shown. Thanks to the switching elements 495, 497, which are separating clutches, the motors 431, 433 can be decoupled from the partial transmissions 451, 453.

5 shows an axle drive 405 with three bridges 475, 477, 488 between its partial drives 455, 457, which can transfer torque flows from one partial transmission 451 to the other partial transmission 453 through switching elements 485, 487, 489, 492, 492 ^I. The differential gears 481, 490 are used to balance the torque between the partial transmissions 451, 453. Thanks to the transmission elements “difference gear” 481, 490, which act as torque-balancing gears, the torque transmitted to the road wheels 402, 402 ^I can be distributed in such a way that the (power) vehicle 1 (see 1 ) can be regarded as a vehicle that is equipped with traction control. If one of the drive motors 431, 433 introduces too high a torque for the power split 499, 499 ^I , 499 ^II , 499 ^III into the partial transmissions 451, 453 via its motor shaft 443, 445, the "excess" torque can be diverted in the direction of the other road wheel 402, 402 ^I via one of the power take-offs 459, 461 (or also via both power take-offs 459, 461). Should any of the motors 431, 433 “run away” (or the torque of the motor 431, 433 causes a spinning wheel 402, 402 ^I ), the motor 431, 433 can be uncoupled (if necessary only briefly) by its coupling 495, 497 connected to the motor shaft 443, 445 as an additional safety measure.

For the best possible load balancing in the motor vehicle (see Motor Vehicle 1 in accordance with. 1 ), the components of the final drive 405, such as the partial gears 451, 453, are arranged equally spaced from the center (see the marking of the central position P in the final drive 405).

In order to reduce higher speeds of the motors 431, 433, the respective sub-transmission 451, 453 following the motor 431, 433 has several gear stages 467, 469 or 471, 473. The bridges 475, 477, 488 always connect a gear stage 467, 471 or 469, 473 of the same type from the partial transmissions 451, 453. The gear stages 467, 471, which are responsible for the same gear, are connected by the power take-off 461.

As can be seen by comparing the 2 , 3 , 4 and 5 The gear stages and the gears can be assigned to each other in any way. The gears result from the gear ratios of the transmission in the corresponding gear shift state. For example, the first gear can be arranged on the second gear stage, while the second gear is achieved when both the first gear stage in the partial transmission and the second gear in the partial transmission is switched into the torque flow.

In the 6 , 7 , 8th and 9 are presented using planetary gears 552, 552 ^I , 554, 554 ^I , 652, 652 ^I , 654, 654 ^I , 752, 752 ^I , 754, 754 ^I , 852, 852 ^I , 854, 854 ^I , 952, 952 ^I using equivalent circuit diagrams. 2 to 5 represented by gear diagrams.

6 shows, using a transmission diagram, a drive block 507 of a drive 505, which is a drive with symmetrically distributed components. A central position P of the final drive 505 is in 6 located between a first electric motor 531 and a second electric motor 533. Different from 2 are in 6 both motors 531, 533 with their motor shafts 543, 545 aligned approximately coaxially with one another. The motors 531, 533 are located between a first partial gear 551 and a second partial gear 553. The overall gear 550 of the drive block 507 is arranged around the motors 531, 533. The first partial transmission 551 of the transmission 550 can be driven by the first electrical machine 531. The first motor shaft 543 projects into the first partial transmission 551 and a first output 563 leads out of the first partial transmission 551 coaxially with the motor shaft 543. The arrangement of the second electrical machine 533 together with the second partial transmission 553 that can be driven by it is constructed in a mirror image (with respect to a plane through the middle position P) to the arrangement of the first electrical machine 531 with the first partial transmission 551 that can be driven by it. A second output 565 is located on the second partial transmission 553.

The structure of the two partial transmissions 551, 553 will be described together below.

The sub-gears 551, 553 each include a first planetary gear 552, 552 ^I and a second planetary gear 554, 554 ^I. The motor shafts 543, 545 each extend in the partial transmissions 552, 554, 552 ^I , 554 ^I through a passage 574, 574 ^I of the first ring gear 556, 556 ^I to a bearing 572, 572 ^I. These bearings 572, 572 ^I are each connected to a web 570, 570 ^I of the second planetary gear 554, 554 ^I. Between those bearing points 572, 574 of the first motor shaft 543 and those bearing points 572 ^I , 574 ^I of the second motor shaft 545, there is a first sun gear 560, 560 ^I of the first planetary gear 552, 552 ^I and a second sun gear on each of the two motor shafts 543, 545 562, 562 ^I of the second planetary gear 554, 554 ^I mounted non-rotatably. A first web 568, 568 ^I of the first planetary gear 552, 552 ^I is connected in a rotationally fixed manner to the second web 570, 570 ^I of the second planetary gear 554, 554 ^I. The webs 568, 568 ^I , 570, 570 ^I each carry planets, like the planets 564 on the first web 568, like the planets 566 on the second web 570 of the first partial transmission 551 or like the planets 564 ^I on the first web 568 ^I and like the planets 566 ^I on the second web 570 ^I of the second partial gear 553. The first planetary gears 552, 552 ^I each include a ring gear 556, 556 ^I designed as a ring gear 556, 556 ^I with an internal gear ring (without reference numerals) and a External gear rim 594, 594 ^I , in whose internal gear rim associated planets, such as the planets 564, 564 ^I , can roll. The planets 564, 564 ^I are in engagement with the first sun gear 560, 560 ^I of the respective first planetary gear 552, 552 ^I. The first ring gear 556, 556 ^I can also be referred to as the first ring gear 556, 556 ^I. The external sprocket 594, 594 ^I is connected to a switchable freewheel 591, 593. In addition to the first two planetary gears 552, 552 ^I , the two second planetary gears 554, 554 ^I each have a second ring gear 558, 558 ^I , which is equipped with an internal gear rim (without reference number) and an external gear rim 596, 596 ^I. The second ring gear 558, 558 ^I can also be referred to as the second ring gear 558, 558 ^I because of its internal gear. The second ring gears 558, 558 ^I are each arranged around planets, such as the second planets 566, 566 ^I. The second planets 566, 566 ^I are in engagement with the respective second sun gear 562, 562 ^I , which each belongs to the second planetary gears 554, 554 ^I in the partial gears 551, 553. From the second web 570, 570 ^I , one of the outputs 563, 565, the output 563 of the first sub-gear 551 or the output 565 of the second sub-gear 553, leads through a shaft bushing 574", 574 ^III on opposite sides of the drive block 507 Gear 550. ^A bridge spur gear 576, 576 I meshes with the outer ring gear 596, 596 ^I of the second ring gear 558, 558 ^I on the two second planetary gears 554, 554 ^I. One of each of the two bridge spur gears 576, 576 ^I goes along the respective bridge spur gear 576, 576 ^I rotatable bridge shaft 578, 578 ^I , which can also be referred to as the first bridge shaft 578 on the first bridge spur gear 576 or as the second bridge shaft 578 ^I on the second bridge spur gear 576 ^I. Both bridge shafts 578, 578 ^I are on their The end opposite the bridge spur gear 576, 576 ^I is connected to a torque-compensating gear element 579, in particular non-rotatably connected to a bevel gear 584, 584 ^I of a differential 580 of the torque-compensating gear element 579. In the differential 580, the bevel gears 584, 584 ^I are interlocked with two further bevel gears, such as the bevel gear 586. A cage 582 of the differential 580, in which the bevel gears 584, 584 ^I , 586 are arranged or on which the bevel gears 584, 584 ^I , 586 are mounted, can be fixed relative to a housing 598 with a brake 583. In addition to the 583 brake there is a clutch lung 585 to the torque-compensating gear element 579, which is designed as a friction clutch 585. The coupling 585 allows the creation of a rotationally fixed connection or interruption of that connection between one of the bridge shafts, the bridge shaft 578 ^I , and the cage 582 of the differential 580. The bridge spur gears 576, 576 ^I together with the bridge shafts 578, 578 ^I in combination via the Torque-compensating gear element 579 form a bridge 575 between the two second planetary gears 554, 554 ^I or between the first partial gear 551 and the second partial gear 553 of the overall gear 550.

Similar to the complete transmission 550 in 6 with its first planetary gears 552, 552 ^I and its second planetary gears 554, 554 ^I also have a complete transmission 650 according to 7 , a total transmission 750 according to 8th and a complete gearbox 850 according to 9 first planetary gear 652, 652 ^I and second planetary gear 654, 654 (see 7 ), first planetary gear 752, 752 ^I and second planetary gear 754, 754 ^I (see 8th ) and first planetary gears 852, 852 ^I and second planetary gears 854, 854 ^I (see 9 ), each of which has a similar gear structure. Therefore, for a detailed description, the description of 6 According to the 6 shown gear element 579 are also the gear elements 679 according to 7 , the gear elements 779, 781 according to 8th and the gear elements 879, 881 according to 9 constructed in a similar way, so that the discussion of the structure of the gear element 579 in 6 may be referred to in each case.

The 7 The axle drive 605 shown and its drive block 607, which comprises two electric motors 631, 633 and an overall transmission 650, has a lateral distance 647 or offset 647 between the first motor shaft 643 and the second motor shaft 645 aligned parallel to the first motor shaft 643 in one direction (cf. longitudinal vehicle direction 21 in 1 ). A bridge 675 extends at a distance 649 parallel to the first motor shaft 643 and at a distance 649 ^I parallel to the second motor shaft 645. The bridge 675 is formed by a gear element 679 which comprises a differential 680, a brake 683 and a clutch 685 and two bridge shafts 678, 678 ^I which extend collinearly on both sides from the gear element 679 and each end in a bridge spur gear 676, 676 ^I. The bridge spur gears 676, 676 ^I are each in engagement with a ring gear 658, 658 ^I of the second planetary gear 654, 654 ^I. The second planetary gear 654 of the first partial gear 651 is assigned to a first output 363. Opposite the first output 663, the second planetary gear 654 is connected to the first planetary gear 652 of the first partial transmission 651. The second output 665 is guided to the second planetary gear 654 ^I of the second partial transmission 653, wherein the second planetary gear 654 ^I is connected to the first planetary gear 652 ^I of the second partial transmission 653 opposite the output 665. The bridge 675 extends from one second planetary gear 654 to the other second planetary gear 654 ^I of different partial transmissions 651, 653. The first planetary gear 652 of the first partial transmission 651 is coupled to a first freewheel 691. The first planetary gear 652 ^I of the second partial transmission 653 is coupled to a second freewheel 693.

In the 8th In the drive block 707 of the drive 705 shown, the gear 750 is arranged around a central position P and around the two electrical machines 731, 733. It can also be referred to as a diamond configuration of the gear 750 around the central position P. The partial gears 751, 753 are diagonally opposite corners of an imaginary diamond and the gear elements 779, 781 can be assigned to the other diagonally opposite corners of the imaginary diamond. The overall gear 750 comprises two first planetary gears 752, 752 ^I and two second planetary gears 754, 754 ^I , which are each arranged axially on the collinearly aligned motor shafts 743, 745 or aligned on the outputs 763, 765 collinear with the motor shafts 743, 745 (it can also be referred to as coaxial alignment). A first planetary gear 752 and a second planetary gear 754 together form the first partial gear 751 of the overall gear 750. Another first planetary gear 752 ^I and another second planetary gear 754 ^I together form the second partial gear 753 of the overall gear 750. The overall gear 750 has a first bridge 775 and a second bridge 777. The first bridge 775 extends from the second planetary gear 754 of the first partial gear 751 to the second planetary gear 754 ^I of the second partial gear 753. Two bridge spur (gear) wheels 776, 776 ^I of the first bridge 775 are each toothed with an outer ring gear 796, 796 ^I of the respective ring gears 758, 758 ^I of the second planetary gears 754, 754 ^I. The two bridge spur gears 776, 776 ^I are each connected via their own bridge shaft 778, 778 ^I to a differential 780 of a first transmission element 779. The first transmission element 779 includes the first differential 780, a first brake 783 and a first friction clutch 785. Both bridge shafts 778, 778 ^I are at a distance 749 from both motor shafts 743, 745 in the same direction (cf. direction 21 in 1 ) arranged laterally parallel and offset. Mirror-imaged to the first bridge shafts 778, 778 ^I, two further bridge shafts 778" are arranged at a distance 749 ^I parallel to the motor shafts 743, 745, 778 ^III , which belong to the second bridge 777. The two bridge shafts 778", 778 ^III are connected to a second transmission element 781 located between them. The second transmission element 781 comprises a second differential 780 ^I , from which the bridge shafts 778", 778 ^III extend linearly away from one another. The second transmission element 781 comprises a second brake 787 and a second friction clutch 789. The second bridge 777 connects the first planetary gear 752 of the first partial transmission 751 with the first planetary gear 752 I of the second partial transmission along the transmission element 781, the bridge shafts 778 ^II , 778 ^III and the bridge spur gears 776 ^II , 776 ^III fastened to them in ^a rotationally fixed manner at the ends. A second gear coupling (in addition to a first gear coupling by means of first bridge 775) is formed by means of second bridge 777 via an outer gear ring 794 of a first ring gear 756 of the first partial gear 751, in particular its first planetary gear 752, to the outer gear ring 794 ^I of the first ring gear 756 ^I of the second partial gear 753, in particular its first planetary gear 752 ^I.

According to one in 9 shown further development of an overall transmission 850 with structural similarities to the overall transmission 750 in 8th In the drive block 807 of the drive 805, the two motor shafts 843, 845 are laterally parallel to each other at a distance 847 in one direction (cf. direction 21 in 1 ) arranged offset. Because of that distance 847, a first output 863 of a first sub-gear 851, which is placed on the first motor shaft 843 of the first electrical machine 831, is also opposite a second output 865 from a second sub-gear 853, which is placed on the second motor shaft 845 of the second electrical machine 833 is placed, offset from each other in that direction. As with the gearbox 750, which is in 8th is shown, the gearbox 850 has the in 9 is shown, two second planetary gears 854, 854 ^I coupled to one another via a first bridge 875. Two first planetary gears 852, 852 ^I are coupled to one another via a second bridge 877. The first partial transmission 851 is thus operatively connected to the second partial transmission 853 via two bridges 875, 877. The partial gears 851, 853 are controllably bridged over a first gear element 879 and in parallel over a second gear element 881. From the first sub-gear 851 to the second sub-gear 853, bridge spur gears 876, 876 ^I , 876 ^" which are interlocked with the annular gears 858, 858 ^I and 856, 856 ^I respectively, lead over their ring gears 858, 858 ^{I and 856, 856 I.} , 876 ^III and the associated bridge shafts, such as the bridge shafts 878, 878 ^I 878", 878 ^III . In the bridge shafts 878, 878 ^III there is a shaft deflection 848, 848 ^I , through which lateral distances 849, 849 ^I are formed towards the first motor shaft 843 or towards the second motor shaft 845 or a bridge transition over those distances 849, 849 ^I exists.

In 10 a drive 905 is shown, the overall transmission 950 of which can be driven via a first electric machine 931 and via a second electric machine 933. The electric machines 931, 933 are oriented with their motor shafts 943, 945 pointing away from a central position P. A first drivable motor shaft 943 extends from the first electric machine 931, on which a first sun gear 960 of a first planetary gear 952 sits. The planetary gear 952 is the only planetary gear 952 of the first partial transmission 951. The first partial transmission 951 has exactly one sun gear 960. Stepped planetary gears, such as the stepped planetary gear 964, which is arranged rotatably on a web 968 (mounted on a bolt), can be driven by the sun gear 960. The stepped planetary gear 964 has a first gear ring and a second gear ring (without reference numerals). The stepped planetary gear 964 is operatively connected to a first ring gear 956 (via the first gear ring) and a second ring gear 958 (via the second gear ring). A first output 963 is led out of the first partial transmission 951 from the web 968. The first ring gear 956, designed as a first ring gear 956, is coupled to a freewheel 991. The second ring gear 958, designed as a second ring gear 958, is coupled to a second ring gear 958 ^I or a second ring gear 958 ^I of a second partial transmission 953 via a bridge 975. The second partial transmission 953, which can be driven by the second electric machine 933, is constructed analogously to the first partial transmission 951. The second partial transmission 953 has a second output 965 starting from a web 968 ^I of the second partial transmission 953 or its first (only) planetary gear 952 ^I . Several similar planetary gears, such as the stepped planet 964 ^I , are present on the web 968 ^I. The stepped planet 964 ^I is toothed with two ring gears, a first ring gear 956 ^I and the second ring gear 958 ^I. Radially surrounded by the first ring gear 956 ^I , the first sun gear 960 ^I sits as the only sun gear 960 ^I on a second motor shaft 945. The second motor shaft 945 is connected to a rotor (not shown) of the second electrical machine 933. The first ring gear 956 ^I , designed as the first ring gear 956 ^I, is in engagement with a second freewheel 993 in a radially outer region. The bridge 975 is guided over a gear element 979. The transmission element 979 includes a differential 980, the housing (without reference number) of which can be fixed by means of a brake 983. The transmission element 979 also includes a positive switching element 985, which enables different switching states, a coupled state and an uncoupled state, instead of a 6 shown frictional switching element 585 (friction clutch 585) of a transmission element 579.

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

For example, in further embodiments, the 10 The drive 905 shown corresponds to a 8th shown drive block 707 or corresponding to a drive block in 9 The drive 805 shown in the figure can be used. This makes it possible to 10 shown freewheels 991, 993 by a second bridge, like the second bridge 777 according to 8th or the second bridge 877 according to 9 , to be replaced. Preferably both bridges are of the same type, such as bridge 975 according to 10 with a transmission element such as the transmission element 979 according to 10 , designed. It is also possible for drives or drive blocks that are shown in the figures 1 until 9 are shown, a first and a second partial transmission according to the first partial transmission 951 and the second partial transmission 953, respectively, which in 10 Furthermore, a transmission component referred to as a differential, which is arranged, for example, in accordance with the differential 980, may not be constructed with bevel gears but as a planetary gear. Designs of planetary differentials are known to those skilled in the art.

List of reference symbols

1

motor vehicle

2, 2I, 2II, 2III, 102,

Bike, especially road bike

102I, 202, 202I, 302, 302I, 402, 402I3, 103

Motor vehicle drive

5, 105, 205, 305,

Axle drive

405, 505, 605, 705, 805, 905 7, 107, 207, 507,

Drive block

607, 707, 807 9

first supply cable

11

second supply cable

13

electrical energy storage

15

first single-wheel drive

17

second independent wheel drive

19

Axle, especially a motor vehicle axle, which is realized with two independent wheel drives

19I

Axle, especially a motor vehicle axle, on which a steering linkage is found

21

Longitudinal vehicle direction

23

Motor vehicle transverse direction

25

steering wheel

27

Passenger cell

29

steering linkage

31, 131, 231, 331,

first engine or first engine block

431, 531, 631, 731, 831, 931 33, 133, 233, 333,

second engine or second engine block

433, 533, 633, 733, 833, 933 135

first engine back, especially the first engine

137

second engine back, especially the second engine

139

first engine casing, especially of the first engine

141

second engine casing, especially the second engine

143, 243, 343, 443, 543, 643, 743, 843, 943

first motor shaft

145, 245, 345, 445, 545, 645, 745, 845, 945

second motor shaft

647, 847

Distance, especially axial offset between two parallel motor shafts

848, 848I

Shaft deflection

649, 649I, 749, 749I 849, 849I

Bridge shaft offset

150, 550, 650, 750, 850, 950

(Total) transmission

151, 251, 351, 451, 551, 651, 751, 851, 951

first partial transmission

153, 253, 353, 453, 553, 653, 753, 853, 953

second partial transmission

155, 255, 355, 455,

first partial drive

157, 257, 357, 457

second partial drive

159, 259, 359, 459

first power take-off

261, 461

second power take-off

163, 363, 563, 663, 763, 863, 963

first output, in particular first gear output

165, 365, 565, 665, 765, 865, 965

second output, especially second transmission output

167, 267, 367, 467

first gear, especially the first sub-transmission

269, 369, 469

second gear, especially the first partial transmission

171, 271, 371, 471

first gear, especially of the second sub-transmission

273, 373, 473

second gear, in particular the second partial transmission

175, 275, 375, 475, 575, 675, 775, 875, 975

first bridge

277, 377, 477, 777, 877

second bridge

179, 379, 579, 679,

first gear element, in particular a torque-compensating one

779, 879, 979

Gear element or differential gear

281, 381, 481, 781,

second transmission element, in particular torque compensating

881

Gear element or differential gear

183, 383, 583, 683, 783, 983

first switching element, especially brake

185, 285, 385, 485, 585, 685, 785

second switching element, in particular clutch

985

second switching element, in particular a form-fitting switching element, such as a sleeve switching element

287, 387, 487, 787

third switching element, in particular brake

289, 389, 489, 789

fourth switching element, in particular clutch

191, 291, 591, 691, 991

fifth switching element, in particular switchable freewheel

193, 293, 593, 693, 993

sixth switching element, in particular switchable freewheel

295, 495

seventh switching element, in particular clutch in front of a motor shaft

297, 497

eighth switching element, in particular clutch in front of a motor shaft

199, 199I, 199II, 199III, 299, 299I, 299II, 299III, 399, 399I, 399II, 399III, 499, 499I, 499II, 499III

Power split

552, 552I, 652, 652I, 752, 752I, 852, 852I, 952, 952I

first planetary gear

554, 554I, 654, 654I, 754, 754I, 854, 854I

second planetary gear

556, 556I, 756, 756I, 856, 856I, 956, 956I

Ring gear, especially first ring gear

558, 558I, 658, 658I, 758, 758I, 858, 858I, 958, 958I

Ring gear, especially second ring gear

560, 560I, 960, 960I

first sun wheel

562, 562I

second sun wheel

564, 564I

first planet

964, 964I

Planet, especially step planet

566, 566I

second planet

568, 568I, 968, 968I

first bridge

570, 570I

second bridge

572,572I

camp

574, 574I, 574II, 574III

Bearings, especially mounted shaft bushings

576, 576I, 676, 676I, 776, 776I, 876, 876I

Bridge spur gear, especially the bridge spur gear of the first bridge

776", 776III, 876II, 876III

Bridge spur gear, especially the bridge spur gear of the second bridge

578, 578I, 678, 678I, 778, 778V, 878, 878I

Bridge shaft, especially shaft segment of the first bridge

778II, 778III, 878II, 878III

Bridge shaft, especially shaft segment of the first bridge

580, 680, 780, 980

Bevel gear differential, especially first bevel gear differential

780I

Bevel gear differential, especially second bevel gear differential

582

Cage

584, 584I

first bevel gear

586

second bevel gear

488

third bridge

490

third transmission element, in particular torque-compensating transmission element or differential gear

492

Switching element, especially brake

492I

Switching element, especially clutch

594, 594I, 794, 794I

outer gear ring

596, 596I, 796, 796I

outer gear ring

598

Housing

I

first course

II

second gear

P

central position, especially of a switching element

QUOTES INCLUDED IN THE DESCRIPTION

This list of 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.

Cited patent literature

• CN 211684626 U [0003, 0004]
• CN 217532532 U [0003, 0004]
• DE 102020201291 A1 [0004]
• EP 3587157 B1 [0005]
• DE 202020105111 U1 [0005]
• WO 2022049285 A1 [0005]
• DE 102010052262 B4 [0005]
• DE 102017004837 A1 [0007, 0008]
• DE 10319684 A1 [0008]
• CN 112498103 A [0010]
• CN 112937293 A [0011, 0012]
• JP 6186554 B1 [0011, 0013]

Claims (16)

Axle drive (5, 105, 205, 305, 405, 505, 605, 705, 805, 905) of a motor vehicle (1) with two engines oriented in opposite directions (31, 33, 131, 133, 231, 233, 331, 333, 431, 433, 531, 533, 631, 633, 731, 733, 831, 833, 931, 933) and with a two-part transmission (151, 153, 251, 253, 351, 353, 451, 453, 551, 553, 651, 653, 751, 753, 851, 853, 951, 953) comprising a transmission (150, 550, 650, 750, 850, 950) which has more than one gear stage (167, 267, 269, 271, 273, I, II), wherein a partial transmission (151, 153, 251, 253, 851, 853, 951, 953) is designed as the main transmission for one of the two motors (131, 133, 231, 233, 831, 833, 931, 933), so that a partial transmission (151, 153, 251, 253, 851, 853, 951, 953) and a motor (131, 133, 231, 233, 831, 833, 931, 933) a partial drive (155, 157, 255, 257, 455, 457) is formed, and with a torque vectoring control and with at least one switching element (183, 185, 191, 193, 285, 287, 289, 295, 297, 383, 385, 387, 389, 485, 487, 489, 492, 492 ^I , 495, 497, 583, 584, 683, 685, 783, 785, 787, 789, 883, 885, 887, 889, 983, 985, 991, 993) and with a torque-compensating transmission element (179, 281, 379, 381, 479, 481, 579, 679, 779, 781, 879, 881, 979) such as a differential or a planetary gear, via which a torque present in one partial drive (155, 157, 255, 257, 455, 457) can be transmitted to the other partial drive (157, 155, 257, 255, 457, 455), characterized in that the motors (31, 33, 131, 133, 231, 233, 331, 333, 431, 433, 531, 533, 631, 633, 731, 733, 831, 833, 931, 933) are identically constructed motors and that the partial transmissions (151, 153, 251, 253, 351, 353, 451, 453, 551, 553, 651, 653, 751, 753, 851, 853, 951, 953) are reduction transmissions equipped with several gear stages, wherein two of the gear stages of a partial transmission (151, 153, 251, 253, 351, 353, 451, 453, 551, 553, 651, 653, 751, 753, 851, 853, 951, 953) are replaced by planetary gears (552, 552 ^I , 554, 554 ^I , 652, 652 ^I , 654, 654 ^I , 752, 752 ^I , 754, 754 ^I , 852, 852 ^I , 854, 854 ^I , 952, 952 ^I , 954, 954 ^I ) are realized gear stages. Axle drive (5, 105, 205, 305, 405, 505, 605, 705, 805, 905) of a motor vehicle (1) according to Claim 1 , characterized in that both motors (31, 33, 131, 133, 231, 233, 331, 333, 431, 433, 531, 533, 631, 633, 731, 733, 831, 833, 931, 933) are electric motors which are preferably arranged back (135) to back (137) or casing (139) to casing (141), thus are in particular blocked motors. Axle drive (5, 105, 205, 305, 405, 505, 605, 705, 805, 905) of a motor vehicle (1) according to one of the preceding claims, characterized in that the torque-compensating gear element (179, 281, 379, 381, 479 , 481, 579, 679, 779, 781, 879, 881, 979) a lockable bridge (175, 275, 277, 375, 377, 475, 477, 575, 675, 775, 777, 875) that transmits torque in a switching state , 877, 975), in particular a rigid torque-transmitting bridge (175, 275, 277, 375, 377, 475, 477, 575, 675, 775, 777, 875, 877, 975), between the partial transmissions (151, 153, 251 , 253, 351, 353, 451, 453, 551, 553, 651, 653, 751, 753, 851, 853, 951, 953) is the moment compensation element. Axle drive (5, 105, 205, 305, 405, 505, 605, 705, 805, 905) of a motor vehicle (1) according to one of the preceding claims, characterized in that the switching elements (183, 185, 285, 287, 289, 883, 885, 887, 889, 983, 985, 991, 993) centrally between two similar gear stages of the partial gears (151, 153, 251, 253, 351, 353, 451, 453, 551, 553, 651, 653, 751, 753, 851, 853, 951, 953) are switching elements arranged which can be stopped in particular in a switching state. Axle drive (5, 105, 205, 305, 405, 505, 605, 705, 805, 905) of a motor vehicle (1) according to one of the preceding claims, characterized in that the switching elements (183, 185, 191, 193, 285, 287, 289, 295, 297, 383, 385, 387, 389, 485, 487, 489, 492, 492 ^I , 495, 497, 583, 584, 683, 685, 783, 785, 787, 789, 883, 885, 887, 889, 983, 985, 991, 993) brakes and clutches. Axle drive (5, 105, 205, 305, 405, 505, 605, 705, 805, 905) of a motor vehicle (1) according to one of the preceding claims, characterized in that at least one of the gear stages (167, 171, 267, 269, 271, 273, 367, 369, 371, 373, 467, 469, 471, 473, I, II) using both partial gearboxes (151, 153, 251, 253, 351, 353, 451, 453, 551, 553, 651 , 653, 751, 753, 851, 853, 951, 953) can be realized. Axle drive (5, 105, 205, 305, 405, 505, 605, 705, 805, 905) of a motor vehicle (1) according to one of the preceding claims, characterized in that the torque-compensating transmission element (179, 281, 379, 381, 479, 481, 579, 679, 779, 781, 879, 881, 979) is designed to transfer a drive torque of the one partial drive (155, 157, 255, 257, 455, 457) via a power take-off (159, 259, 261, 359, 459 461) to a power take-off (159, 259, 261, 359, 459 461) of the other partial drive (157, 155, 257, 255, 457, 455). Axle drive (5, 105, 205, 305, 405, 505, 605, 705, 805, 905) of a motor vehicle (1). Claim 7 , characterized in that at least two power take-offs (259, 261, 459 461) are present per partial transmission (251, 253, 451, 453), provided that these are each connected via their own torque-compensating transmission element (281, 285, 479, 481). Axle drive (5, 105, 205, 305, 405, 505, 605, 705, 805, 905) of a motor vehicle (1) according to one of the preceding claims, characterized in that the torque-compensating gear element (179, 281, 379, 381, 479, 481, 579, 679, 779, 781, 879, 881, 979) is a differential gear (179, 281, 379, 381, 479, 481, 579, 679, 779, 781, 879, 881, 979), e.g. B. in the form of one of several differentials (580, 680, 780, 780 ^I , 980) which couples ring gears (558, 558 ^I , 658, 658 ^I , 758, 758 ^I , 858, 858 ^I , 958, 958 ^I ) of two different sub-transmissions (551, 553, 651, 653, 751, 753, 851, 853, 951, 953). Axle drive (5, 105, 205, 305, 405, 505, 605, 705, 805, 905) of a motor vehicle (1) according to one of the preceding claims, characterized in that the axle drive (205, 305, 405, 705, 805, 985) comprises at least two clutches (285, 289, 385, 389, 485, 489, 492 ^I , 785, 789) and at least two brakes (387, 383, 487, 492, 783, 787) as switching elements, which preferably comprise components and / or components of one of the torque-compensating transmission elements (281, 379, 381, 479, 481, 779, 781, 879, 881, 979), such as the differentials (580, 680, 780, 780 ^I , 980), can change their speed . Axle drive (5, 105, 205, 305, 405, 505, 605, 705, 805, 905) of a motor vehicle (1) according to one of the preceding claims, characterized in that the axle drive (5, 105, 205, 305, 405, 505, ⁶⁰⁵ , 705, 805, 905) is a traction power-free drive in which a transfer of a torque-compensating function can be carried out from a first of the torque-compensating gear elements (379, 381, 479, 481, 779, 781, 879, 881) to a second of the torque-compensating gear elements (381, 379, 481, 479, 781, 779, 881, 879). Axle drive (5, 105, 205, 305, 405, 505, 605, 705, 805, 905) of a motor vehicle (1) according to one of the preceding claims, characterized in that the axle drive (5, 105, 205, 305, 405, 505, 605, 705, 805, 905) is controlled by a fade-in function using the switching elements (183, 185, 191, 193, 285, 287, 289, 295, 297, 383, 385, 387, 389, 485, 487, 489, 492, 492 ^I , 495, 497, 583, 584, 683, 685, 783, 785, 787, 789, 883, 885, 887, 889, 983, 985, 991, 993) an additional power supply which can be obtained from one of the motors (31, 33, 131, 133, 231, 233, 331, 333, 431, 433, 531, 533, 631, 633, 731, 733, 831, 833, 931, 933) and can be transferred to the output (163, 165, 363, 365, 563, 565, 663, 665, 763, 765, 863, 865, 963, 965). Can provide drive power in that the transmission (150, 550, 650, 750, 850, 950) is designed to transmit kinetic energy of the motor, in particular its rotor, with the aid of an overdrive circuit, to which the torque-compensating transmission element (179, 281, 379, 381, 479, 481, 579, 679, 779, 781, 879, 881, 979) belongs, in order to cope with a speed jump at the output. Axle drive (5, 105, 205, 305, 405, 505, 605, 705, 805, 905) of a motor vehicle (1) according to Claim 12 , characterized in that an elevation can be brought about by switching two of the brakes (387, 383, 487, 492, 783, 787). Axle drive (5, 105, 205, 305, 405, 505, 605, 705, 805, 905) of a motor vehicle (1) according to one of the Claims 7 until 13 , characterized in that at least a drive power of one engine (31, 33, 131, 133, 231, 233, 331, 333, 431, 433, 531, 533, 631, 633, 731, 733, 831, 833, 931, 933) is transmitted via the torque-compensating transmission element (179, 281, 379, 381, 479, 481, 579, 679, 779, 781, 879, 881, 979) and the auxiliary drive (159, 259, 261, 359, 459 461) of the other partial drive (157, 155, 257, 255, 457, 455) to an output (163, 165, 363, 365, 563, 565, 663, 665, 763, 765, 863, 865, 963, 965) driven by the engine of this partial drive. Axle drive (5, 105, 205, 305, 405, 505, 605, 705, 805, 905) of a motor vehicle (1) according to one of the preceding claims, characterized in that at least one gear stage (552, 552 ^I , 554, 554 ^I , 652, 652 ^I , 654, 654 ^I , 752, 752 ^I , 754, 754 ^I , 852, 852 ^I , 854, 854 ^I , 952, 952 ^I , 954, 954 ^I ), preferably all gear stages in each partial drive (155, 157, 255, 257, 455, 457) offer a transmission gear (I) that is lower than a highest gear (II) of the partial transmission (151, 153, 251, 253, 351, 353, 451, 453, 551, 553, 651, 653, 751, 753, 851, 853, 951, 953), each with a switchable freewheel (191, 193, 291, 293, 591, 593, 691, 693, 991, 993) is equipped to shift a gear (I, II) of the respective gear stage. Axle drive (5, 105, 205, 305, 405, 505, 605, 705, 805, 905) of a motor vehicle (1) according to one of the preceding claims, characterized in that the differential is a bevel gear differential (580, 680, 780, 780 ^I , 980), a helical gear differential or a spur gear differential.

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