WO2024088681A1

WO2024088681A1 - Supply unit for a vehicle and vehicle

Info

Publication number: WO2024088681A1
Application number: PCT/EP2023/076714
Authority: WO
Inventors: Axel Rohm; Tobias HÖCHE; Alexander Markow
Original assignee: Zf Friedrichshafen Ag
Priority date: 2022-10-27
Filing date: 2023-09-27
Publication date: 2024-05-02
Also published as: DE102022211418A1

Abstract

The invention relates to a supply unit and a vehicle having such a supply unit. The supply unit (100) comprising: a plurality of pump units (110, 120, 130) comprising at least a first pump unit (110) and a second pump unit (230), which are designed to pump a fluid, wherein the plurality of pump units (110, 120, 130) each have a predetermined, in particular maximum, pumping capacity for pumping the fluid; a first drive component (140) and a first drive shaft (150), wherein the first drive component (140) is designed to transmit a torque to the first drive shaft (150), wherein at least the first and second pump units (110, 120) are arranged and designed to be drivable by means of the first drive shaft (150) for pumping the fluid, wherein the first drive component (140) is designed to provide a first drive power to at least the first and second pump units (110, 120) based on at least one of the pumping capacities of the first and second pump units (110, 120).

Description

Supply unit for a vehicle and vehicle

The invention relates to a supply unit for a vehicle and a vehicle, in particular an electric or e-vehicle with such a supply unit.

Vehicles, especially electric vehicles, require a cooling system to dissipate the power losses that occur in the units (battery, electric motor, reduction gear, bearings, etc.) and electronic components (inverters, DC/DC converters, DC-AC converters, etc.) during operation and when charging the battery.

Furthermore, electrical heating elements are often present, for example to regulate the temperature in the passenger compartment.

The vehicle systems usually have several cooling circuits, some of which can be linked together to form a thermal management system. There is usually a water-glycol-based coolant circuit through which the heat is dissipated to the environment. Another circuit includes a heat pump/AC compressor for air conditioning the passenger compartment or to support the dissipation of heat from the components. A third circuit is provided in some systems for dissipating heat from the transmission's lubrication and cooling oil system.

The circuits have at least one, often several pumps and/or compressors, each with its own drive and control system.

These known systems have a low level of integration. The pumps and compressors each have their own drive and control system and therefore require a lot of installation space and piping/lines.

This makes installation in the drive area or integration into the axle difficult, and often impossible. The components of thermal management are installed at different locations in the vehicle and are connected via a power network.

It is an object of the present invention to provide a supply unit and a vehicle, in particular an electric vehicle, which eliminate and/or at least improve one or more of the aforementioned disadvantages. In particular, it is an object of the present invention to provide a supply unit which can drive several fluid circuits, requires little installation space and is easy to integrate.

The object is achieved according to a first aspect by a supply unit for a vehicle, comprising a plurality of pump units comprising at least a first pump unit and a second pump unit, which are designed to pump a fluid, wherein the plurality of pump units each have a predetermined, in particular maximum, pump output for pumping the fluid. The supply unit further comprises a first drive component and a first drive shaft, wherein the first drive component is designed to transmit a torque to the first drive shaft. At least the first and second pump units are arranged and designed to be drivable by means of the first drive shaft for pumping the fluid, wherein the first drive component is designed to provide a first drive power, in particular by means of the first drive shaft, to at least the first and second pump units, in particular the plurality of pump units operable by means of the first drive shaft, which is based on at least one of the pump outputs of the plurality of pump units, in particular the first and second pump units.

The speeds of pump units such as coolant pumps and compressors are at a similar level or speed in common thermal management applications. Individual speed control of each pump unit in the coolant circuit only makes sense for very few, time-limited operating situations, compared to identical speeds. Therefore, the supply unit is proposed, comprising at least the first and second pump units, each of which can be a coolant pump, oil pump or compressor, which can be operated on a common drive shaft, here the first drive shaft with a single drive, here the first drive component and an optional common control mentioned later. The dimensioning and/or the drive power of the first and/or each further drive component can be based on and/or oriented towards the total power requirement of the plurality of pump units, taking into account the application conditions. According to the proposed solution, the first drive component has the first drive power, which is based on at least one of the pump powers of the first and second pump units, in particular such that the first and second pump units can be operated one after the other and/or simultaneously. By means of the proposed supply unit, a further drive component and a further drive shaft for the second pump unit can therefore be dispensed with, which leads to a reduced installation space, low weight and easier integration into a vehicle.

The application conditions can be and/or characterize a pressure and/or volume flow, whereby the pressure and volume flow in particular can interact depending on the pump type of the respective pump unit and the temperature/viscosity of the fluid. At high volume flows, the pressure and thus the power consumption or the pump power available can increase, while the hydraulic efficiency decreases. By adapting the volume flow to the fluid circuit requirements, in particular the cooling power requirements of the vehicle, the electrical power consumption of the vehicle's units can be reduced and the efficiency of the vehicle's overall system can thus be increased.

The plurality of pump units can comprise three, four or more pump units, each of which has a predetermined, advantageously maximum pumping capacity. The pumping capacities of the pump units of the plurality of pump units can be different and/or the same. The three, four or more pump units can be arranged and designed to first drive shaft for pumping the fluid, wherein the first drive component can be designed to provide the first drive power, in particular by means of the first drive shaft, to at least the three, four or more pump units, which is based on the pumping powers of the three, four or more pump units.

The plurality of pump units, in particular at least the first and second pump units, can be arranged and designed to be drivable by means of the first drive shaft for pumping the fluid and to be coupled to the first drive shaft and/or to be arrangeable thereon and/or to be coupled and/or arranged.

The plurality of pump units, in particular at least the first and second pump units, can be coupled and/or arranged and/or coupled and/or arranged along the first drive shaft at different sections of the drive shaft.

The pump units of the plurality of pump units can comprise pump wheels. The pump wheels can be arranged and/or positioned laterally opposite to one another according to a direction of rotation of the pump wheels. The suction of the fluid from the pump units can be axial and/or the discharge of the fluid can be radial.

The first drive power can correspond to at least one pump power which is the highest pump power, in particular the highest maximum pump power of the pump powers of the pump units of the plurality of pump units that can be driven by means of the first drive component. Alternatively or additionally, the first drive power can correspond to at least a sum of the pump powers of the pump units of the plurality of pump units that can be driven by means of the first drive component.

The first drive power may, in addition to the highest pump power or the sum of the pump powers, have a safety power corresponding to a predetermined proportion of the highest pump output or the sum of the pump outputs.

The first drive power can be equal to, greater than or greater than the sum of the pump powers of at least the first and second pump units.

The predetermined proportion can be 5% to 50%, 10% to 30%, in particular 10% or 20% of the respective pump output, in particular the highest pump output. The drive component can have reserves and/or the safety output to cover rare unfavorable conditions for operating the pump units. The pump output to be applied by the pump units can vary. The choice of drive output does not necessarily have to correspond to the sum of the pump outputs of the pump units, in particular the maximum pump outputs. It can be advantageous to view the pump output as a degree of utilization. For example, with a pump output of a first pump unit, the safety output can be e.g. 10% of a pump output of the first pump unit of 1000 watts, so that for these 1000W a total output of 1100W results. Another pump unit with a power requirement of 100W could be driven together with the first pump unit by means of the drive unit if the drive unit can provide a total output of 1100 watts. The predetermined proportion can be 10% to 20%.

For example, the first pump unit can have a pump output of 1000 watts and the second pump unit a pump output of 100 watts. Consequently, the highest pump output would be 1000 watts. It would be sufficient to provide a first drive output of 1000 watts to operate the first and second pump units below the maximum pump output, since the pump output of the second pump unit is less than the pump output of the first pump unit. Alternatively or additionally, the first drive component can be designed to provide a drive output that corresponds at least to the sum of the pump outputs, here 1100 watts. Alternatively or additionally, the first drive component can have the safety power in addition to the highest pump power or the sum of the pump powers. With a predetermined proportion of 20%, the safety power in relation to the highest pump power would be 200 watts and in relation to the sum 220 watts. Accordingly, the total power of the first drive shaft would be 1200 watts in relation to the highest pump power and 1220 watts in relation to the sum. Accordingly, only the highest pump power of 1000 watts could be used as a guide, since the drive power with safety power of 1200 watts would be sufficient to operate the first and second components simultaneously.

With regard to the highest pump power, the first drive power can be determined such that the drive power in relation to the sum of the highest pump power and the safety power is greater than or equal to the sum of the pump powers of the first and second pump units. If the highest pump power of the first pump unit were only 500 watts and the pump power of the second pump unit were 100 watts, the sum of these would be 600 watts. The first drive power based on the highest pump power would be 600 watts at the predetermined proportion of 20%, so that both pump units could still be operated simultaneously. If the 500 watts were not met, simultaneous operation with the first drive power based on the highest pump power would no longer be possible or would only be possible to a limited extent.

Features described above and below with respect to the first drive component, the first drive shaft and the pump units of the plurality of pump units that can be driven by means of the first drive shaft can be implemented as features of further drive components, drive shafts and pump units.

The smaller the difference between the pump power requirements of the individual pump units, the higher the predetermined proportion of the safety performance can be determined. Preferably, the predetermined proportion is determined in such a way that the drive power is greater than the sum of the pump powers of the pump units in order to be able to operate all pump units even under unfavorable conditions.

At least the first and second pump units can be arranged on and/or on the first drive shaft.

The first and second pump units can be arranged and/or coupled along the first drive shaft at least in sections adjacent to one another and/or at a predetermined distance from one another along the drive shaft.

The first drive component can be arranged and/or coupled along the first drive shaft before, between the first and second pump units or after the plurality of pump units. An arrangement in which the first pump unit is a coolant pump, in particular a centrifugal pump, and is arranged along the first drive shaft before the first drive component, in particular the first drive components in the form of an electric motor, has proven advantageous. Viewed along the drive shaft after the first drive component, the first drive shaft, which can be a motor shaft, can be led out and designed with a preferably positive shaft connection in order to drive the second pump unit, in particular an oil pump, preferably in a gerotor or gear design. Other types of pump units such as vane cells are also possible in principle. Furthermore, the first drive shaft can be designed in such a way that it runs through the oil pump and, viewed along the first drive shaft after the oil pump, another pump or a compressor/condenser of a heat pump and/or an air conditioning system can be arranged and/or coupled in order to drive this or that. The compressor can be a scroll compressor or designed as a swash plate structure. An adjustable swash plate is particularly advantageous in order to be able to adjust the performance of the compressor independently of the (drive) speed of the first drive component and/or the first drive shaft in order to enable simple drive component control of the first drive component, in particular a motor control thereof. In a further embodiment, a The compressor performance can also be controlled by a speed control of the first drive component, whereby the volume flows or the pump performance of the pump units change simultaneously. Depending on the requirements of the overall system, the control can be simple using the control or with complex, precise speed control. A combination of an adjustable swash plate and speed control can be provided in order to be able to reduce the safety performance.

In a further variant, it is proposed to combine only the first pump unit, in particular the coolant pump, and the second pump unit, in particular the compressor, with the first drive component, since, depending on the design of the oil supply/cooling of a transmission or an electric drive of the vehicle, no active oil supply is required, or it makes sense to integrate it directly into the vehicle.

In a further variant, the first and second pump units can be designed, in particular, in the form of coolant pumps with the first drive component, if in particular two coolant circuits are to be conveyed with one coolant pump each. A design of the coolant pumps as centrifugal pumps appears particularly advantageous here, with in particular an intermediate first drive component, advantageously in the form of a motor.

The supply unit can further comprise a second drive component and a second drive shaft, wherein the second drive component is designed to transmit a torque to the second drive shaft. The plurality of pump units can comprise at least one third pump unit, which is arranged and designed to be drivable by means of the second drive shaft. The second drive component can be designed to provide a second drive power at least to the third pump unit, which is based on the pump power of the third pump unit, wherein in particular the first pump unit is a coolant pump, the second pump unit is an oil pump and the third pump unit is a compressor. In one variant, the supply unit can have the first drive component for the first and second pump units, which are designed in particular in the form of a coolant and oil pump, and the third pump unit, in particular the compressor, with the second drive component and thus its own drive, here the second drive component, which brings slight advantages in the power adaptation to the different operating conditions of the vehicle.

The supply unit can further comprise a controller that is designed to control the plurality of pump units, in particular at least one of the first to third pump units, and/or the first and/or second drive component, wherein the controller is designed in particular to control based on at least one requirement parameter of the plurality of pump units, the first pump unit, the second pump unit, the third pump unit, the first drive component and/or the second drive component. The at least one requirement parameter can be a pump power to be provided by the respective pump unit, a speed to be generated by the respective pump unit, a fluid volume to be pumped by the respective pump unit and/or a fluid volume flow to be pumped by the respective pump unit.

The first and/or the second drive component can comprise a motor, in particular the canned motor, or can be one that is designed to generate the torque and transmit it to the first or second drive shaft. The coolant to be conveyed can be used particularly advantageously to cool the first and/or second drive component by designing it as a canned motor (similar to a circulation pump in the heating circuit in a central heating system).

A power loss of the first and/or second drive component can be used if the coolant is to be used for heating. This can increase the efficiency of the vehicle's overall system.

A sealing element (tube) can be inserted between a stator and a rotor of the motor into an air gap between them and prevents This prevents coolant from penetrating the stator or coming into contact with live components. The coolant can be sucked in centrally through the rotor shaft on one suction side of the impeller, fed into the space between the rotor and stator and then returned to the coolant circuit behind the impeller.

Alternatively or additionally, the first and/or the second drive component can be an auxiliary unit. The vehicle can have an engine for driving the vehicle. The drive components can be or include another engine and can therefore be referred to as auxiliary units.

The first and/or the second drive component can comprise or be a mechanical component, wherein the mechanical component is designed to be able to be arranged and/or coupled to a reduction gear, an intermediate shaft of a drive shaft and/or to the drive shaft of a drive, in particular a motor of the vehicle, in order to transmit a torque of the reduction gear, the intermediate shaft and/or the drive shaft to the respective drive shaft. The mechanical component can in particular be designed such that it is not a motor and/or the torque from a torque-providing motor or a torque-providing shaft transmits the torque to the first drive shaft.

In this variant, a motor for operating the pump units can be omitted and these can be driven mechanically via the drive component by advantageously connecting the pump units directly to the axis of the reduction gear or to the drive shaft of the electric motor. Advantageously, with a two-stage reduction gear, the drive can be via an intermediate shaft so that the speed of the pump units remains in the usual operating range of no more than 8000 rpm.

The main advantages are the reduced installation space and reduced costs, as no motor and no control system are required. By decoupling the wheel drive, e.g. using a so-called disconnect device, the pump units could be driven by the traction drive motor even when the vehicle is at a standstill. so that the thermal management system can be operated when the vehicle is at a standstill. This design can be useful in an all-wheel drive system with a secondary axle, particularly a so-called "boost axle", as this is decoupled at low speeds and loads and is only activated when required to drive the vehicle.

This variant can be particularly advantageous for secondary drives that are only used when the driver and/or vehicle have specific performance requirements and are only transported for most of the vehicle's life. In these cases, a separating device generally makes sense in order to increase the efficiency of the vehicle's transmission.

When the secondary drive is switched on as a drive booster for the vehicle, the speed is usually very high or increases very quickly, so that the pump units can operate without restrictions. In the "separated" state, the installed power of the secondary vehicle drive can be used as a drive component permanently, regardless of the driving speed. This enables significant system cost savings, as the vehicle drive is available anyway. In particular for applications that require high performance from cooling/air conditioning systems (e.g. deep-freeze transport, passenger transport, etc.), an additional drive machine and/or component with up to 50 kW can be used. By coupling it to the secondary drive axle, this can be omitted.

The pump units of the plurality of pump units, in particular the first, the second and/or the third pump unit, can be a coolant pump, an oil pump, a compressor and/or a compressor, wherein the fluid to be pumped is in particular a coolant, a refrigerant, an oil or cooling oil.

The coolant pump can be a centrifugal pump, the oil pump can be a gerotor oil pump or be designed in the form of a gear design and/or the compressor can be a scroll compressor or be designed in the form of a swash plate design. The compressor can be an air conditioning compressor. The object is achieved according to a second aspect by a vehicle, in particular an electric or e-vehicle, comprising a supply unit according to the first aspect. The vehicle can comprise a motor, in particular an electric motor.

Features described with respect to the supply unit according to the first aspect may be implemented as features of the vehicle according to the second aspect.

Preferred embodiments are explained using the accompanying figures. They show:

Fig. 1 shows a first embodiment of a supply unit with first to third pump units;

Fig. 2 shows a second embodiment of a supply unit with first and second pump units;

Fig. 3 shows a third embodiment of a supply unit with a mechanical drive component; and

Fig. 4 shows a fourth embodiment of a supply unit with first and second pump units.

In the figures, identical or essentially functionally identical or similar elements are designated by the same reference numerals.

Fig. 1 shows a first embodiment of a supply unit 100 for a vehicle 200 with a plurality of pump units, here first to third pump units 110, 120, 130. The first pump unit 110 is a coolant pump with a suction point 111 shown. The second pump unit 120 is an oil pump, in particular a cooling oil pump, and the third pump unit 130 is a compressor, in particular an air conditioning compressor with cooling and/or refrigerant interfaces 131, 132. The plurality of pump units 110, 120, 130 are designed to pump a fluid. The coolant pump 110 is designed to pump coolant and the oil pump 120 is designed to pump oil. The supply unit 110, in particular the plurality of pump units 110, 120, 130, is designed to be connectable to fluid circuits of the vehicle 200. The vehicle 200 can have a thermal management system that adjusts the temperatures of individual units of the vehicle 200, such as a passenger compartment, a battery, an engine, etc., by adjusting corresponding fluid circuits.

The first to third pump units 110, 120, 130 have predetermined pump outputs, which can be at least partially different or identical. In particular, each of the pump units 110, 120, 130 has a maximum available pump output that the respective pump unit can provide.

The supply unit 100 further comprises a drive component 140 and a drive shaft 150, wherein the drive component 140 is designed to transmit a torque to the drive shaft 150. The drive component 140 can be an auxiliary unit and/or a motor that is designed to generate the torque.

As shown in Fig. 1, the pump units 110, 120, 130 are arranged and designed to be drivable by means of the drive shaft 150 for pumping the respective fluid. The drive shaft 150 extends at least partially through and/or up to the pump units 110, 120, 130, so that the pump units 110, 120, 130 can be arranged closely together along the drive shaft 150.

According to Fig. 1, the coolant pump 110 is arranged on the left side of the drive component 140 and the second pump unit 120 and then the third pump unit 130 are arranged on the right side of the drive component 140. Consequently, the drive component 140 is arranged between the first and second pump units 110, 120. Furthermore, the pump units 110, 120, 130 can have at least partially adjacent to each other and/or to the drive component 140. A distance along the drive component 150 between the pump units 110, 120, 130 and the drive component 140 can be selected to be minimal in order to enable the most compact design possible.

The drive component 140 is designed to provide a first drive power to the pump units 110, 120, 130, wherein the drive power is based on at least one of the pump powers of the pump units 110, 120, 130.

The drive power can correspond to at least one pump power which is the highest pump power of the pump powers of the pump units 110, 120, 130 of the plurality of pump units that can be driven by means of the first drive component 140. Alternatively or additionally, the drive power can correspond to at least a sum of the pump powers of the pump units 110, 120, 130 of the plurality of pump units that can be driven by means of the drive component 140.

The maximum pumping power of the first pump unit 110 can be 50 watts, the maximum pumping power of the second pump unit 120 can be 50 watts, and the maximum pumping power of the third pump unit can be 2000 watts. Consequently, the highest pumping power is the pumping power of the third pump unit 130. The sum of the pumping powers is 2100 watts.

If the drive component 140 had a drive power that corresponded to at least the highest, in particular the highest maximum pump power, this would be at least 2000 watts. Accordingly, the first to third pump units 110, 120, 130 could be operated simultaneously, unless the maximum pump power of the third pump unit 130 is required or a sum of the powers to be provided by the pump units 110, 120, 130 is less than 2000 watts.

The drive component 140 can have a safety performance in addition to the drive power, so that the total performance of the drive component 140 results from the drive power and the safety performance. The Safety power can be a predetermined proportion of the highest, in particular maximum pump power of one of the pump units 1 10, 120, 130 or the sum of the pump powers of the pump units 1 10, 120, 130. For example, the predetermined proportion can be 5%. According to the previous example of the drive power with 2000 watts, the safety power is 100 watts, so that the total power of the drive component would be 2100 watts. This would enable simultaneous operation with maximum pump powers of the pump units 110, 120, 130 even at maximum pump powers of the pump units 110, 120, 130.

Fig. 2 shows a second embodiment of a supply unit 100, wherein, in comparison to Fig. 1, the supply unit 100 of Fig. 2 only comprises the first and third pump units 110, 130. This embodiment can be advantageous because, depending on the design of the oil supply/cooling of a transmission of the vehicle 200, which can in particular be an electric vehicle 200 or an electric drive, no active oil supply is required, or it is sensible to integrate it directly into it.

Fig. 3 shows a third embodiment of a supply unit 100, wherein, in comparison to Figs. 1 and 2, the supply unit 100 has the second and third pump units 120, 130. Furthermore, the supply unit 100 has a mechanical component 160 as a drive component, which is operatively connected to an axle of a reduction gear or to a drive shaft of the engine of the vehicle 200, in particular an electric motor thereof. In a two-stage reduction gear, the drive can be via the intermediate shaft so that the speed of the pump units 120, 130 remains in an operating range of <8000 rpm.

Fig. 4 shows a fourth embodiment of a supply unit 100 with two coolant pumps 110, which are arranged on two opposite sides of the drive component 140, here in the form of a drive or motor, and on the drive shaft 150. By means of this embodiment, each coolant pump 110 can supply a coolant circuit with coolant or the coolant can be pumped through these are pumped so that two coolant circuits can advantageously be operated. Alternatively, two independent coolant circuits can be operated or the second pump unit 120 can be used to increase the delivery pressure in a coolant circuit. Only one coolant circuit was discussed as an example, whereby the invention is not restricted to coolant circuits. Other fluids can be pumped by means of the pump units 110, 120, 130, such as cooling oil.

The supply units 100 of Fig. 1 to 4 can each comprise a controller (not shown) which is designed to control the units of the respective supply unit 100. Consequently, only a single controller is required to control two or more pump units 110, 120, 130 and the drive component 140.

Fig. 5 shows a vehicle 200 with a supply unit 100 according to one of Figs. 1 to 4. By means of the supply unit, a particularly space-efficient and simple provision of two or more pump units is provided, so that a simplified connection of the respective fluid circuits to the pump units is also made possible.

Reference symbol

Supply unit first pump unit suction interface second pump unit third pump unit fluid interface fluid interface drive component drive shaft mechanical component

Vehicle

Claims

Patent claims

1. Supply unit (100) for a vehicle (200), comprising: a plurality of pump units (110, 120, 130) comprising at least a first pump unit (110) and a second pump unit (120) which are designed to pump a fluid, wherein the plurality of pump units (110, 120, 130) each have a predetermined, in particular maximum pump power for pumping the fluid; a first drive component (140) and a first drive shaft (150), wherein the first drive component (140) is designed to transmit a torque to the first drive shaft (150), wherein at least the first and second pump units (110, 120) are arranged and designed to be drivable by means of the first drive shaft (150) for pumping the fluid, wherein the first drive component (140) is designed to provide a first drive power to at least the first and second pump units (110, 120) which is based on at least one of the pump powers of the first and second pump units (110, 120).

2. Supply unit (100) according to claim 1, wherein the first drive power corresponds to at least one pump power which is the highest pump power, in particular the highest maximum pump power of the pump powers of the pump units of the plurality of pump units (110, 120, 130) that can be driven by means of the first drive component (140), and/or wherein the first drive power corresponds to at least a sum of the pump powers of the pump units of the plurality of pump units (110, 120, 130) that can be driven by means of the first drive component (140).

3. Supply unit (100) according to claim 2, wherein the first drive power has, in addition to the highest pump power or the sum of the pump powers, a safety power which corresponds to a predetermined proportion of the highest pump power or the sum of the pump powers.

4. Supply unit (100) according to one of the preceding claims, wherein at least the first and second pump units (110, 120) are arranged at and/or on the first drive shaft (150).

5. Supply unit (100) according to one of the preceding claims, wherein the first and second pump units (110, 120) are arranged and/or coupled along the first drive shaft (150) at least in sections adjacent to one another and/or at a predetermined distance from one another along the drive shaft (150).

6. Supply unit (100) according to one of the preceding claims, wherein the first drive component (140) is arranged and/or coupled along the first drive shaft (150) before, between or after the first and the second pump unit (110, 120).

7. Supply unit (100) according to one of the preceding claims, further comprising: a second drive component and a second drive shaft, wherein the second drive component is designed to transmit a torque to the second drive shaft, wherein the plurality of pump units comprises at least a third pump unit which is arranged and designed to be driven by means of the second drive shaft, wherein the second drive component is designed to provide a second drive power to the third pump unit which is based on the pump power of the third pump unit, wherein in particular the first pump unit is a coolant pump, the second pump unit is an oil pump and the third pump unit is a compressor.

8. Supply unit (100) according to one of the preceding claims, further comprising: a controller which is designed to control the plurality of pump units (110, 120, 130), in particular at least one of the first to third pump units (110, 120, 130) and/or the first and/or second drive component (140), wherein the controller is designed in particular to control based on at least one requirement parameter of the plurality of pump units (110, 120, 130), the first pump unit (110), the second pump unit (120), the third pump unit (130), the first drive component (140) and/or the second drive component, wherein the at least one requirement parameter is a pump power to be made available by the respective pump unit, a rotational speed to be applied by the respective pump unit, a fluid volume to be pumped by the respective pump unit (110, 120, 130) and/or a fluid volume flow to be pumped by the respective pump unit (110, 120, 130).

9. Supply unit (100) according to one of the preceding claims, wherein the first (140) and/or the second drive component comprises or is a motor, in particular a canned motor, which is designed to generate the torque and to transmit it to the first (150) or second drive shaft, and/or wherein the first (140) and/or the second drive component is an auxiliary unit.

10. Supply unit (100) according to one of the preceding claims, wherein the first (140) and/or the second drive component comprises or is a mechanical component, wherein the mechanical component is designed to be arrangeable and/or coupleable to a reduction gear, an intermediate shaft of a drive shaft and/or to the drive shaft of a drive, in particular an engine of a vehicle, in order to transmit a torque of the reduction gear, the intermediate shaft and/or the drive shaft to the respective drive shaft (150).

11. Supply unit (100) according to one of the preceding claims, wherein the first, the second and/or the third pump unit (110, 120, 130) are a coolant pump, an oil pump, a compressor and/or a compressor, wherein the fluid to be pumped is in particular a coolant, a refrigerant, an oil or cooling oil.

12. Supply unit (100) according to one of the preceding claims, wherein the coolant pump is a centrifugal pump, the oil pump is a gerotor oil pump or is designed in the form of a gear design and/or the compressor is a scroll compressor or is designed in the form of a swash plate design.

13. Vehicle (200), in particular an electric vehicle, comprising a supply unit (100) according to one of the preceding claims.