DE102021200523A1 - Drive train for a motor vehicle and motor vehicle with at least one such drive train - Google Patents

Abstract

The invention relates to a drive train (11) for a motor vehicle (1), comprising an internal combustion engine (2) and a transmission (4) operatively connected thereto, the internal combustion engine (2) and the transmission (4) being set up to run essentially parallel to each other to be aligned with a vehicle longitudinal axis (L), the transmission (4) being operatively connected at least indirectly via a bevel gear (8) to an integral differential (7) which is formed with two planetary gear sets (13a, 13b), each planetary gear set (13a , 13b) is at least indirectly drivingly connected to a respective output shaft (5a, 5b), wherein a first output torque can be transmitted to the second output shaft (5b) by means of the first planetary gear set (13a), a supporting torque of the first planetary gear set (13a) being generated in the second Planetary gear set (13b) can be converted in such a way that a second output torque corresponding to the first output torque can be transmitted to the first output shaft (5a), wherein a bevel gear (8a) of the bevel gear (8) is drivingly connected to an output shaft (9) of the gear (4), wherein the differential (7), the respective output shaft (5a, 5b) and a bevel gear (8a) in Gear meshing standing ring gear (8b) of the bevel gear (8) are set up to be arranged coaxially to an output shaft (6) of the motor vehicle (1). The invention also relates to a motor vehicle (1) with at least one such drive train (1a).

Description

The invention relates to a drive train for a motor vehicle and a motor vehicle with at least one such drive train.

From the DE 10 2011 079 975 A1 discloses a drive device for a motor vehicle, comprising a planetary gear housing and a differential gear, which is designed as a spur gear differential. A first spur gear accommodated therein and a second spur gear accommodated therein are arranged in the epicyclic housing. Furthermore, a planetary gear stage is provided, which is kinematically coupled to the planetary gear housing and has a sun gear, planetary gears and a ring gear, the planetary gears of the planetary gear stage being stepped and each forming a first planetary spur gear section and a second planetary spur gear section arranged coaxially and axially offset with respect to this. The first planetary spur gear section meshes with the sun gear and the second planetary spur gear section meshes with the ring gear, with the planetary gears rotating together with the epicyclic housing.

The object of the present invention is to provide a drive train for a motor vehicle with a drive power deflection which implements both torque conversion and torque distribution. The object is solved by the subject matter of the independent patent claim. Advantageous embodiments are the subject matter of the dependent claims, the following description and the figures.

A drive train according to the invention for a motor vehicle comprises an internal combustion engine and a transmission operatively connected thereto, the internal combustion engine and the transmission being set up to be aligned essentially parallel to a vehicle longitudinal axis, the transmission being operatively connected at least indirectly via a bevel gear to an integral differential, which is designed with two planetary gear sets, each planetary gear set being drivingly connected at least indirectly to a respective output shaft, wherein a first output torque can be transmitted to the second output shaft by means of the first planetary gear set, wherein a supporting torque of the first planetary gear set can be changed in the second planetary gear set in such a way that a second output torque corresponding to the first output torque can be transmitted to the first output shaft, wherein a bevel gear of the bevel gear is drivingly connected to an output shaft of the gear, and wherein the differential, the respective output shaft and a ring gear of the bevel gear meshing with the bevel gear are arranged to be arranged coaxially to an output axle of the motor vehicle. In other words, the sums of the two wheel torques are not combined or combined to form a common axle torque in one component. Rather, the drive power coming from the bevel gear is divided up in the differential and passed on to the output shafts according to the design of the planetary gear sets. In this way, the components of the integral differential can be designed to be slimmer due to the respective, comparatively small torque. Torque is increased and drive power is divided by means of the differential. Furthermore, there is a weight saving.

An integral differential is to be understood as meaning a differential with two planetary gear sets, the first planetary gear set being drivingly connected to the first input shaft of the differential and to the second planetary gear set. The first planetary gear set is drivingly connected to the second output shaft and the second planetary gear set is drivingly connected to the first output shaft. The second planetary gear set is supported at least indirectly on a stationary housing of the differential or on the chassis of the motor vehicle. By means of such an integral differential, the input torque of the first input shaft of the differential can be converted and divided or transmitted to the two output shafts in a defined ratio. The input torque is preferably transmitted 50% each, ie half, to the output shafts. The differential therefore has no component to which the sum of the two output torques is applied. In addition, the differential does not have any gearing rotating in the block or rotating without rolling motion at identical output speeds of the output shafts. In other words, regardless of the output speeds of the output shafts, there is always a relative movement of the components of the respective planetary gear set that are in mesh with one another.

The transmission is set up to forward drive power from the internal combustion engine to the bevel gear with a transmission ratio. In particular, the transmission is set up to provide several different transmission ratios between the output shaft of the internal combustion engine or the input shaft of the transmission that is operatively connected thereto and an output shaft of the transmission. In this case, the transmission has at least one shifting element in order to shift between the various gear ratios or translations as desired, either manually or at least partially automatically. The input shaft and the output shaft of the transmission are preferably arranged coaxially with one another. A staggered or parallel arrangement is also conceivable.

The output shaft of the internal combustion engine can be connected in one piece to the input shaft of the transmission, with both the output shaft and the input shaft thus lying on a common axis, which are aligned essentially parallel to the longitudinal axis of the vehicle and thus essentially transversely to the output axis of the motor vehicle. In the case of a multi-part and coaxial design, the output shaft is connected to the input shaft in a rotationally fixed manner.

The bevel gear, which includes the bevel gear and the ring gear, is set up to deflect a drive power coming from the gear, preferably with a transmission ratio, to an input shaft of the differential. The bevel gear is set up in particular to carry out a drive power deflection, preferably by 90°. Consequently, the drive power of the internal combustion engine is deflected at the bevel gear and diverted to the respective output shaft arranged essentially transversely thereto. Both the bevel gear, which is also called pinion or bevel pinion, and the ring gear are each connected in one piece and/or non-rotatably to an input or output shaft of the bevel gear, with the input shaft of the bevel gear drivingly connected to the output shaft of the gear and the output shaft of the bevel gear are drivingly connected to the input shaft of the differential. According to one exemplary embodiment, the bevel gear or the input shaft of the bevel gear is arranged coaxially with the output shaft of the gear. It can be connected to it in one piece. In a multi-part design, the output shaft of the transmission is non-rotatably connected to the bevel gear or to the input shaft of the bevel gear.

Alternatively, the bevel gear can also be arranged essentially parallel to the output shaft of the transmission. In this sense, the output shaft of the transmission is preferably connected in a drivingly effective manner to an input shaft of the bevel gear transmission via a cardan shaft. This compensates for inaccuracies in assembly as well as tolerances and spring deflections in order to arrange the bevel gear perpendicularly or at right angles to the output axis and to the ring gear of the bevel gear and to drive it in rotation. Torque transmission is consequently also realized in a kinked shaft train by means of the cardan shaft. The articulated shaft can be designed, for example, as a cardan shaft with one or two universal joints.

An active connection or a drive-effective connection is to be understood as meaning that two elements are connected directly, that is to say directly, to one another, or are connected to one another indirectly via at least one further element arranged in between. For example, additional shafts and/or gears can be effectively arranged between two shafts. The term “at least indirectly” is also to be understood as meaning that two components are (actively) connected to one another via at least one further component that is arranged between the two components or are directly and thus directly connected to one another. Consequently, further components can be arranged between the shafts or gears, which are operatively connected to the shaft or the gear.

At least one electrical machine is preferably arranged in the power flow between the internal combustion engine and the transmission. The respective electrical machine is preferably connected to an accumulator for the electrical supply. Furthermore, the respective electrical machine can preferably be controlled or regulated by power electronics.

The respective electrical machine has a housing-fixed stator and a rotatably arranged rotor with a rotor shaft, wherein the respective rotor shaft can be connected in one or more parts to the output shaft of the internal combustion engine and/or the input shaft of the transmission. Consequently, the respective electrical machine can be arranged coaxially to the input shaft of the transmission. Alternatively, the respective electrical machine can be drivingly connected to the input shaft of the transmission via at least one transmission stage. As a result, axial installation space can be saved if the respective electrical machine is arranged parallel to the input shaft of the transmission and thus essentially next to the internal combustion engine and/or the transmission. Furthermore, the electrical machine can also be operatively connected to an output shaft of the transmission or an input shaft of the bevel gear directly or, for example, via at least one further transmission stage.

At least one clutch unit is preferably arranged in the power flow between the internal combustion engine and the transmission. The clutch unit can be switched at least between a closed state and an open state in order to decouple the internal combustion engine from the output. When open, no drive power is transmitted to the gearbox. If at least one electrical machine is provided and this is connected to the output, only the respective electrical machine transmits drive power at least indirectly via the transmission and the bevel gear to the differential, so that the motor vehicle can be driven purely electrically, at least temporarily. In the closed state of the coupling device can be reversed Finally, a hybridized drive of the motor vehicle takes place, with both the internal combustion engine and the respective electric machine transmitting drive power at least indirectly via the transmission, the bevel gear and the differential to the respective output shaft.

It is also conceivable to provide a clutch unit in the power flow between the respective electrical machine and the transmission in order to also decouple the respective electrical machine from the output and thus to drive the motor vehicle purely mechanically, ie by means of the internal combustion engine. Depending on the requirement, the motor vehicle can therefore be driven either only by means of the internal combustion engine or only by means of the respective electric machine, with a common, hybridized drive of the motor vehicle also being possible.

At least one torsional damper can also be arranged in the power flow between the internal combustion engine and the transmission. Both torque peaks of the internal combustion engine and rough running of the output shaft of the internal combustion engine are absorbed by means of the torsional damper.

The differential and the bevel gear are preferably arranged in a common housing. This saves installation space for the drive train, in particular transversely to the longitudinal direction of the vehicle or along the output axis.

According to one embodiment, the housing comprises at least three housing parts. A first housing part serves as the main housing during assembly, into which the essential components of the differential and the bevel gear are inserted, with the second housing part and the third housing part preferably being designed either individually or together as a cover in order to close the housing. Furthermore, the second and third housing parts support the assembly of the planetary gear sets or the bevel gear and the input shaft of the bevel gear formed thereon. In other words, the second and third housing parts are designed to close an assembly opening for assembly of the differential or the bevel gear.

The differential is preferably designed as a planetary gear, with the differential having an input shaft and two output shafts. Each output shaft is at least indirectly connected to at least one respective wheel attached to the output axle of the motor vehicle. By means of the differential, on the one hand a torque is increased and on the other hand the drive power is transmitted to the two output shafts.

The two planetary gear sets of the integral differential can be designed and arranged in any way in relation to one another in order to achieve a desired transmission ratio. The planetary gear sets are drivingly connected to one another via a coupling shaft or a coupling wheel. The two planetary gear sets are preferably arranged axially next to one another. Alternatively, the two planetary gear sets are arranged radially one above the other. Each planetary gear set consists of a sun gear, a ring gear and a planetary carrier with a plurality of planetary gears rotatably arranged thereon, the planetary gears meshing with both the sun gear and the ring gear. The integral differential, consisting of the two planetary gear sets, has a housing support on its second planetary gear set, ie the transmission or differential gear set. In contrast, the first planetary gear set has no housing support. Thus, the differential has a connection fixed to the housing in order to support an acting torque on the housing or on the chassis of the motor vehicle. An arrangement lying radially one above the other is to be understood as meaning that the planetary gear sets lie essentially on a common plane which runs perpendicularly to the respective output shaft or to the output axis of the motor vehicle.

Since the (integral) differential is arranged in the power flow behind the gearbox and the bevel gear, the gearbox or the bevel gear is subjected to comparatively little load, because the torque increase only takes place in the differential by means of the two planetary gear sets arranged in it. A further aspect of the invention is accordingly that the ring gear has a first outer diameter which is smaller than a second outer diameter of the differential. In other words, the ring gear is formed with a smaller outer diameter than the outer diameter of the differential. Consequently, the ring gear can be designed to be relatively slim and space-saving compared to conventional designs, for example in commercial vehicles. As a result, more ground clearance is in turn gained on the motor vehicle. In this context, an outer diameter of the differential is to be understood in particular as the outer diameter of the first and second ring gear of the first and second planetary gear set. A torque conversion or increase as well as a torque distribution to the respective output shaft can thus be realized by means of the differential.

Preferably, the ring gear of the bevel gear is formed or connected in one piece with a first sun gear of the first planetary gear set. This frees up axial space for the bevel gear and the differential along the output axis saved, the ring gear and the first planetary gear set of the differential are thus arranged directly axially next to each other.

One of the two output shafts is preferably passed through the differential and the ring gear. This means that one of the output shafts is routed “inline”, so to speak, through the differential and the ring gear of the bevel gear and is rotatably mounted in order to transmit drive power to the respective wheel from the differential.

A motor vehicle according to the invention comprises at least one drive train of the type described above. The motor vehicle is preferably a motor vehicle, in particular an automobile (e.g. a passenger car weighing less than 3.5 t), bus or truck (bus, truck or commercial vehicle, e.g., with a weight of more than 3.5 t). The motor vehicle can also have at least one electric machine, so that the motor vehicle is designed as a hybrid vehicle. The motor vehicle comprises at least two axles, at least one of the axles, preferably all axles of the motor vehicle being drivingly connected at least indirectly to the drive train or to the transmission output shaft of the transmission device. It is also conceivable to provide such a drive train for each axle.

The above definitions and statements on technical effects, advantages and advantageous embodiments of the drive train according to the invention also apply to the motor vehicle according to the invention.

• 1 eine stark schematische Draufsicht auf ein Kraftfahrzeug mit einem erfindungsgemäßen Antriebsstrang gemäß einer ersten Ausführungsform,
• 2 eine stark schematische Darstellung des erfindungsgemäßen Antriebsstranges gemäß 1,
• 3 eine stark schematische Darstellung des erfindungsgemäßen Antriebsstranges gemäß einer zweiten Ausführungsform,
• 4 eine stark schematische Darstellung des erfindungsgemäßen Antriebsstranges gemäß einer dritten Ausführungsform,
• 5 eine stark schematische Darstellung des erfindungsgemäßen Antriebsstranges gemäß einer vierten Ausführungsform, und
• 6 eine schematische Schnittdarstellung eines Differentials und eines Kegelradgetriebes des erfindungsgemäßen Antriebsstranges.

Exemplary embodiments of the invention are explained in more detail below with reference to the schematic drawings, with identical or similar elements being provided with the same reference symbols. Here shows

• 1 a highly schematic plan view of a motor vehicle with a drive train according to the invention according to a first embodiment,
• 2 a highly schematic representation of the drive train according to the invention 1 ,
• 3 a highly schematic representation of the drive train according to the invention according to a second embodiment,
• 4 a highly schematic representation of the drive train according to the invention according to a third embodiment,
• 5 a highly schematic representation of the drive train according to the invention according to a fourth embodiment, and
• 6 a schematic sectional view of a differential and a bevel gear of the drive train according to the invention.

According to 1 a motor vehicle 1 according to the invention with two axles 20a, 20b is shown, with a drive train 11 according to the invention being arranged in a drivingly effective manner on the first axle 20a. The drive train 11 is operatively connected to two output shafts 5a, 5b of the first axle 20a, at each end of which a wheel 21 is connected in order to drive the motor vehicle 1. The first axis 20a thus forms an output axis 6.

The drive train 11 comprises an internal combustion engine 2 with an output shaft 22 , the output shaft 22 being integrally connected to an input shaft 23 of a transmission 4 which is operatively connected to the internal combustion engine 2 .

The transmission 4 in turn has an output shaft 9 which is arranged coaxially to its input shaft 23 and which transmits drive power from the internal combustion engine 2 to a bevel gear 8 . For this purpose, the output shaft 9 is connected to an input shaft 15 of the bevel gear 8 . The internal combustion engine 2, the transmission 4, the bevel gear 8 and the shafts 9, 15, 22, 23 arranged between them in the power flow are arranged coaxially to a longitudinal axis L of the vehicle in the present case. An arrangement parallel to the longitudinal axis L of the vehicle is also conceivable, depending on the installation space available on the motor vehicle 1 and the requirements and design of the drive train 11 .

The bevel gear 8 is set up to deflect the drive power coming from the internal combustion engine 2 and introduced via the gear 4 into the bevel gear 8 by 90° and then into an integral differential 7, which in turn divides the deflected drive power in a suitable manner and into the two Output shafts 5a, 5b forwards. The structure of the drive train 11, in particular the structure of the bevel gear 8 and the differential 7 is in 2 until 6 described in more detail.

2 until 5 show the drive train 11 in various embodiments, the connection of the transmission 4 to the bevel gear 8, the bevel gear 8 itself, and the differential 7 are shown in detail. The bevel gear 8 has, on the one hand, a bevel gear 8a designed as a pinion, which in the present case is connected in one piece to the input shaft 15 of the bevel gear 8 is. A multi-part non-rotatable connection is also conceivable. Furthermore, a cardan shaft 14 is arranged between the input shaft 15 and the output shaft 9 of the transmission 4 in order to compensate for a structurally intended misalignment, tolerances, elastic deformations, e.g 8a or the input shaft 15 of the bevel gear 8 to ensure. In the present case, the articulated shaft 14 is effectively connected to the output shaft 9 of the gear 4 or the input shaft 15 of the bevel gear 8 via a respective joint 14a, 14b.

Furthermore, the bevel gear 8 has a ring gear 8b, the axis of rotation of which is aligned at right angles to the longitudinal axis L of the vehicle and coaxially to the output axis 6 or to the output shafts 5a, 5b.

The differential 7 is designed as an integral differential with two planetary gear sets 13a, 13b, the two planetary gear sets 13a, 13b being arranged either axially next to one another or radially one above the other, depending on the requirements of the differential 7, in particular the translation to be achieved. A first output torque can be transmitted to the second output shaft 5b by means of the first planetary gear set 13a. A support torque of the first planetary gear set 13a acting opposite to the first output torque is transmitted to the second planetary gear set 13b and can be converted in the second planetary gear set 13b in such a way that a second output torque corresponding to the first output torque can be transmitted to the first output shaft 5a. In other words, the differential 7 is designed as a planetary gear. The output on the integral differential 7 takes place via the two output shafts 5a, 5b. To 2 , 3 and 5 the first output shaft 5a extends away from the differential 7, the second output shaft 5b being guided in the opposite direction through the first sun gear 16a of the first planetary gear set 13a and the ring gear 8b and being rotatably mounted thereto. To 4 On the other hand, the second output shaft 5b extends away from the differential 7, the first output shaft 5a passing in the opposite direction through the first sun gear 16a of the first planetary gear set 13a and the ring gear 8b and being rotatably mounted thereto.

According to 2 until 4 the ring gear 8b of the bevel gear 8 is integrally connected to a first sun gear 16a of the first planetary gear set 13a, so that the ring gear 8b and the first planetary gear set 13a are arranged axially directly adjacent to one another.

To 2 the two planetary gear sets 13a, 13b are arranged axially next to one another and are designed as negative planetary gear sets, with the first planetary gear set 13a being connected to the second planetary gear set 13b via a coupling shaft 24. The power transmission from the first planetary gear set 13a to the second planetary gear set 13b takes place via a first ring gear 17a of the first planetary gear set 13a. The first ring gear 17a is non-rotatably connected to the coupling shaft 24, which in turn is non-rotatably connected to a second sun gear 16b of the second planetary gear set 13b. A plurality of first planetary gears 18a are arranged spatially between the first sun gear 16a and the first ring gear 17a, which in the present case are arranged rotatably on a first planetary carrier 19a which is non-rotatably connected to the second output shaft 5b. Furthermore, a plurality of second planetary gears 18b are arranged spatially between the second sun gear 16b and a second ring gear 17b of the second planetary gear set 13b, which in the present case are arranged rotatably on a second planetary carrier 19b fixed to the housing. The first output to the first output shaft 5a takes place via the second ring gear 17b connected to it in a torque-proof manner, whereas the second output to the second output shaft 5b takes place via the first planetary carrier 19a connected to it in a torque-proof manner.

The drive train 11 according to 3 differs to the drive train 11 after 2 essentially in that an electric machine 3 and a clutch unit 10 are arranged in the power flow between the internal combustion engine 2 and the transmission 4 , the electric machine 3 being arranged downstream of the clutch unit 10 in the power flow. The mechanical and electrical power of the internal combustion engine 2 or the electrical machine 3 can thus be used in parallel and thus in a hybridized manner to drive the motor vehicle 1 .

The electrical machine 3 is supplied with electrical energy by an accumulator--not shown here. Furthermore, the electrical machine 3 is connected to power electronics for open-loop and closed-loop control (not shown here). By energizing the electrical machine 3, a drive power, in particular a drive torque and a drive speed, is transmitted to a rotor shaft—not shown here. In the present case, the rotor shaft is connected in one piece to the input shaft 23 of the transmission 4 . A multi-part, but non-rotatable connection between the rotor shaft and the input shaft 23 is also conceivable.

Depending on the operating state of the drive train 11 or the current driving situation of the motor vehicle 1 , the internal combustion engine 2 is decoupled from the output via the clutch unit 10 bar, so that the motor vehicle 1 can be driven purely electrically, at least temporarily, depending on the situation and/or the operating state. In other words, when the clutch unit 10 is in the open state, only the electric machine 3 generates a drive power, which is introduced into the transmission 4 . When the clutch unit 10 is in a closed state, the drive power is generated partly by the internal combustion engine 2 and partly by the electric machine 3 and summed up at the transmission 4 . In the present case, the electric machine 3 and the clutch unit 10 are arranged coaxially on the output shaft 22 of the internal combustion engine 2 or on the input shaft 23 of the transmission 4 . It is also conceivable for the electrical machine 3 to be coupled in a drive-effective manner to the output shaft 22 or the input shaft 23 via at least one transmission step (not shown here), as a result of which axial installation space is saved. In this case, the electric machine 3 is arranged parallel to the output shaft 22 or to the input shaft 23 .

Another difference to the embodiment according to 2 is that the two planetary gear sets 13a, 13b of the differential 7 are arranged radially one above the other, which also saves axial space on the output axle. In other words, the planetary gear sets 13a, 13b lie in a common plane perpendicular to the output shafts 5a, 5b or to the output axis 6. Consequently, the differential 7 in the present case is designed in a radially nested design.

The ring gear 8b is also connected here in a rotationally fixed manner to a first sun gear 16a of the first planetary gear set 13a. The power transmission from the first planetary gear set 13a to the second planetary gear set 13b takes place via a first ring gear 17a of the first planetary gear set 13a. The first ring gear 17a is presently designed as a coupling shaft 24 or coupling wheel, which is also the second sun gear 16b of the second planetary gear set 13b. A plurality of first planet gears 18a are arranged spatially between the first sun gear 16a and the first ring gear 17a, which in the present case are arranged rotatably on a rotatably mounted first planet carrier 19a. Furthermore, on the same plane and radially outside of the first planetary gearset 13a, a plurality of second planetary gears 18b are arranged spatially between the second sun gear 16b and a second ring gear 17b of the second planetary gearset 13b, which in the present case are arranged rotatably on a second planetary carrier 19b fixed to the housing. The first output to the first output shaft 5a takes place via the second ring gear 17b connected to it in a torque-proof manner, whereas the second output to the second output shaft 5b takes place via the first planetary carrier 19a connected to it in a torque-proof manner.

By means of such a trained differential 7 according to the embodiments 2 and 3 ratios between i = 5 and i = 10 can be realized.

The third embodiment after 4 is essentially identical to the first exemplary embodiment 2 executed. A major difference is in the design of the differential 7, in particular in the design of the two planetary gear sets 13a, 13b.

The ring gear 8b is also in this embodiment non-rotatably connected to the first sun gear 16a of the first planetary gear set 13a. The power is transmitted from the first planetary gear set 13a to the second planetary gear set 13b via the coupling shaft 24, which is non-rotatably connected to the first planet carrier 19a of the first planetary gear set 13a and non-rotatably to the second ring gear 17b of the second planetary gear set 13b. The differential 7 is connected to the housing via the second planet carrier 19b. The first output to the first output shaft 5a takes place via the first ring gear 17a connected to it in a torque-proof manner, whereas the second output to the second output shaft 5b takes place via the second sun gear 16a connected to it in a torque-proof manner. By means of a differential 7 designed in this way, translations between i=−3 and i=−8 can be realized.

The present differential 7 has a reversal of direction of rotation between the ring gear 8b and the output shafts 5a, 5b. Therefore, there is another difference from the embodiment shown in FIG 2 is that the ring gear 8b is arranged or connected on the other side of the bevel gear 8a, so that the ring gear 8b into one 2 rotates in the opposite direction of rotation in order to eliminate or compensate for the reversal of the direction of rotation of the differential 7 .

This in 5 The embodiment shown is also essentially identical to the embodiment shown in FIG 2 formed, the main difference in the alternative design of the integral differential 7 is. By means of the present differential 7, translations between i=2.5 and i=3.5 can be realized.

In the present case, ring gear 8b is connected in a rotationally fixed manner to first ring gear 17a of first planetary gear set 13a. The power is transmitted from the first planetary gear set 13a to the second planetary gear set 13b via the coupling shaft 24, which is non-rotatably connected to the first sun gear 16a on the one hand and to the second sun gear 16b on the other hand. The differential 7 is fixed to the housing via the second planet carrier 19b, which is thus arranged in a rotationally fixed manner. The first output to the first output shaft 5a takes place via the second ring gear 17b connected to it in a torque-proof manner, whereas the second output to the second output shaft 5b takes place via the first planetary carrier 19a connected to it in a torque-proof manner.

6 shows a sectional view through the differential 7 and the bevel gear 8 based on the embodiment 2 . In the present case, the differential 7 and the bevel gear 8 are arranged in a common housing 12, the housing 12 being composed of three housing parts 12a, 12b, 12c. The first housing part 12a serves as the main housing into which the two planetary gear sets 13a, 13b of the differential 7 and the bevel and ring gear 8a, 8b of the bevel gear 8 are inserted during assembly. The second housing part 12b closes an assembly opening--not visible here--through which the components of the differential 7 are inserted into the main housing or the first housing part 12a. The third housing part 12c, on the other hand, closes an assembly opening—also not visible here—through which the components of the bevel gear 8 are inserted. Thus, the second and third housing parts 12b, 12c presently serve as the cover or closure parts of the main housing.

In 6 can be clearly seen and represented by arrows that the ring gear 8b has a first outer diameter D1, which is smaller than a second outer diameter D2 of the differential 7. The first outer diameter D1 is the widest point of the ring gear 8b, with the second outer diameter D2 at the widest point of the differential 7, in this case measured at the outer diameter of the first ring gear 17a. If the second ring gear 17b has a larger outside diameter, this dimension is decisive for the second outside diameter D2. These features also apply to all exemplary embodiments according to FIG 2 until 5 too, giving the motor vehicle more ground clearance.

6 also shows that the bevel gear 8a has a larger outer diameter D3 than the first bearing element 25, which rotatably supports the bevel gear 8a and is designed as a cylindrical roller bearing Mounting direction used or installed in an opposite mounting direction R1 in the first housing part 12a. The advantage here consists essentially in the fact that higher torques can be transmitted by means of a comparatively large bevel gear 8a. In the present case, there is also a transmission ratio of approximately 1:1 between the bevel gear 8a and the ring gear 8b.

The second planet carrier 19b of the second planetary gear set 13b has external teeth 26 which engage in internal teeth 27 formed on the second housing part 12b in order to support the second planetary gear set on the housing 12, in this case on the second housing part 12b. The toothings 26, 27 which mesh with one another are driving toothings which, on the one hand, are easy to assemble and, on the other hand, enable high torque transmission in comparison, for example, to a screw connection. The second planet carrier 19b comes according to 6 axially on the first housing part 12a and is supported in the opposite axial direction via a retaining ring 28 on the second housing part 12b. In other words, the snap ring 28 axially preloads the second planetary carrier 19b and prevents axial movement thereof. Alternatively, it is conceivable that the second planetary carrier 19b is supported on the second housing part 12b via a spacer ring (not shown here) and/or that the second planetary carrier 19b and the two housing parts 12a, 12b are designed to fit precisely in order to avoid additional components. In addition to the high torque transmission, one advantage of such a driving toothing is that torsional vibrations can be dissipated from the system into the housing via the toothing. Consequently, the toothings 26, 27 which mesh with one another between the second planet carrier 19b and the second housing part 12b have acoustic advantages.

Out of 6 also shows that the second output shaft 5b is guided through a large part of the housing 12 and partially engages in the first output shaft 5a, which is arranged coaxially thereto and is here partially hollow, and is rotatably mounted relative to the first output shaft 5a via a second bearing element 29, which is designed here as a needle bearing is. In the present case, the first output shaft 5a is mounted relative to the second housing part 12b via a third and fourth bearing element 30, 31, with the second output shaft 5b being rotatably mounted via the second bearing element 29 and a fifth bearing element 32 relative to the first output shaft 5a or the first housing part 12a is. The second bearing element 29 is arranged radially inside the fourth bearing element 31 in order to realize a stable and secure bearing of the output shafts 5a, 5b. Such an arrangement and design of the second output shaft 5b enables the second sun gear 16b of the second planetary gear set 13b and the ring gear 8b to be rotatably mounted relative to the second output shaft 5b, represented here by additional needle bearings 34 or the like (not shown in detail). Furthermore, axial bearings 33 are provided, which ensure that the output shafts 5a, 5b in their axial position to one another, for Housing 12 and the components of the planetary gear sets 13a, 13b are held
The invention is not limited solely to the present embodiments. Rather, the embodiments can be combined with one another in any way. For example, in the embodiments 2 , 4 and 5 an electric machine 3 and/or a clutch unit 10 can also be provided, which is arranged in the power flow between the internal combustion engine 2 and the transmission 4 to act as a drive. Furthermore, it is conceivable to arrange the electric machine 3 in the power flow between the transmission 4 and the bevel gear 8 and thus in a drivingly effective manner on the transmission output side. As a result, the electric machine 3 can use a translation that has already been generated by the transmission 4 . Furthermore, the ring gear 8b can be arranged on either side of the bevel gear 8a.

Reference List

1

motor vehicle

2

powertrain

3

electrical machine

4

transmission

5a

First output shaft

5b

Second output shaft

6

output axis

7

differential

8th

bevel gear

8a

bevel gear

8b

ring gear

9

Transmission output shaft

10

clutch unit

11

powertrain

12

Housing

12a

First housing part

12b

Second housing part

12c

Third case part

13a

First planetary gear set

13b

Second planetary gear set

14

cardan shaft

14a

First joint of the cardan shaft

14b

Second joint of the cardan shaft

15

Input shaft of the bevel gear

16a

First sun gear of the first planetary gear set

16b

Second sun gear of the second planetary gear set

17a

First ring gear of the first planetary gear set

17b

Second ring gear of the second planetary gear set

18a

First planet gear of the first planetary gear set

18b

Second planet gear of the second planetary gear set

19a

First planet carrier of the first planetary gear set

19b

Second planet carrier of the second planetary gear set

20a

first axis

20b

second axis

21

wheel

22

Output shaft of the internal combustion engine

23

Transmission input shaft

24

coupling shaft

25

First storage element

26

External teeth of the second planet carrier

27

Internal toothing on the first housing part

28

locking ring

29

Second bearing element

30

Third storage element

31

Fourth bearing element

32

Fifth bearing element

33

thrust bearing

34

needle bearing

D1

First outside diameter of the ring gear

D2

Second outer diameter of the differential

L

vehicle longitudinal axis

R1

Mounting direction of the bevel gear

QUOTES INCLUDED IN DESCRIPTION

This list of the documents cited by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent Literature Cited

• DE 102011079975 A1 [0002]

Claims (12)

Drive train (11) for a motor vehicle (1), comprising an internal combustion engine (2) and a transmission (4) operatively connected thereto, wherein the internal combustion engine (2) and the transmission (4) are set up to run essentially parallel to a vehicle longitudinal axis (L ), the transmission (4) being operatively connected at least indirectly via a bevel gear (8) to an integral differential (7) which is formed with two planetary gear sets (13a, 13b), each planetary gear set (13a, 13b) having at least is indirectly drivingly connected to a respective output shaft (5a, 5b), a first output torque being able to be transmitted to the second output shaft (5b) by means of the first planetary gear set (13a), a supporting torque of the first planetary gear set (13a) in the second planetary gear set (13b) is convertible in such a way that a second output torque corresponding to the first output torque can be transmitted to the first output shaft (5a), with a bevel gear (8a) of the Bevel gear (8) is drivingly connected to an output shaft (9) of the gear (4), and wherein the differential (7), the respective output shaft (5a, 5b) and a ring gear (8b) meshing with the bevel gear (8a) of the bevel gear (8) are set up to be arranged coaxially to an output axle (6) of the motor vehicle (1). Drive train (11) after claim 1 , At least one electric machine (3) being arranged in the power flow between the internal combustion engine (2) and the transmission (4). Drive train (11) according to one of the preceding claims, wherein at least one clutch unit (10) is arranged in the power flow between the internal combustion engine (2) and the transmission (4). Drive train (11) according to one of the preceding claims, wherein the differential (7) and the bevel gear (8) are arranged in a common housing (12). Drive train (11) after claim 4 , wherein the housing (12) comprises at least three housing parts (12a, 12b, 12c). Drive train (11) according to one of the preceding claims, wherein the ring gear (8b) has a first outer diameter (D1) which is smaller than a second outer diameter (D2) of the differential (7). Drive train (11) according to one of the preceding claims, wherein the two planetary gear sets (13a, 13b) are arranged axially next to one another. Drive train (11) according to one of Claims 1 until 5 , wherein the two planetary gear sets (13a, 13b) are arranged radially one above the other. Drive train (11) according to one of the preceding claims, wherein the ring gear (8b) of the bevel gear (8) is formed in one piece with a first sun gear (16a) of the first planetary gear set (13a). Drive train (11) according to one of the preceding claims, wherein one of the output shafts (5a, 5b) passes through the differential (7) and the ring gear (8b). Drive train (11) according to one of the preceding claims, wherein the output shaft (9) of the transmission (4) is drivingly connected to an input shaft (15) of the bevel gear (8) via a cardan shaft (14). Motor vehicle (1), comprising at least one drive train (11) according to one of Claims 1 until 11 .

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