axle for a motor vehicle, in particular for a car

Abstract

The invention relates to an axle (10) for a motor vehicle, comprising at least one first vehicle wheel (12), at least one first electric machine (18) by means of which the first vehicle wheel (12) can be electrically driven, at least one second vehicle wheel (14), at least one second electric machine (20) by means of which the second vehicle wheel (14) can be electrically driven, and a hydraulic retarder (22), wherein the retarder (22) has a retarder housing (24) common to the vehicle wheels (12, 14), wherein the vehicle wheels (12, 14) are rotatable relative to the retarder housing (24).The retarder (22) also has a first paddle wheel (30) arranged in the retarder housing (24), which is rotatable with the first vehicle wheel (12) and rotatable relative to the retarder housing (24), and a first paddle element (32) associated with the first vehicle wheel (12) and the first paddle wheel (30) and which can be connected or is connected to the retarder housing (24) in a rotationally fixed manner.

Description

[0001] The invention relates to an axle for a motor vehicle, in particular for a motor car, according to the preamble of claim 1.

[0002] Such an axle for a motor vehicle, in particular for a car, is already disclosed, for example, in DE 10 2017 005 470 A1. The axle has at least one first vehicle wheel and at least one first electric machine by means of which the first vehicle wheel can be electrically driven. The axle also has at least one second vehicle wheel and at least one second electric machine by means of which the second vehicle wheel can be electrically driven. Furthermore, a hydraulic retarder is provided by means of which at least one of the vehicle wheels can be braked. In addition, DE 10 2009 033 531 A1 discloses a drive device for a motor vehicle with a hollow portal axle that accommodates two electric machines.

[0003] The object of the present invention is to further develop an axle of the type mentioned above in such a way that the advantages of an electrified single drive can be combined particularly well with the advantages of a retarder.

[0004] This problem is solved by an axis having the features of claim 1. Advantageous embodiments with expedient further developments of the invention are specified in the remaining claims.

[0005] To further develop an axle of the type specified in the preamble of claim 1 in such a way that the advantages of an electrified individual wheel drive can be particularly well combined with the advantages of a retarder, the invention provides that the retarder has a retarder housing common to the vehicle wheels, wherein the vehicle wheels are rotatable relative to the retarder housing. The retarder housing is, for example, at least indirectly fixed to a body structure, in particular designed as a self-supporting body, of the motor vehicle, for example as a passenger car or as a commercial vehicle, wherein the vehicle wheels are rotatable relative to the body structure, in particular about their respective wheel axes of rotation. Preferably, the wheel axes of rotation coincide or the wheel axes of rotation are coaxial with each other.

[0006] The retarder comprises a first impeller arranged in the retarder housing, which is rotatable with the first vehicle wheel or torque-transmitting and rotatable relative to the retarder housing. The retarder also includes a first blade element associated with the first vehicle wheel and the first impeller, which is rotationally fixed to or connected to the retarder housing and is preferably arranged within the retarder housing. The retarder further comprises a first space arranged between the first impeller and the first blade element, particularly in the axial direction of the first impeller. The retarder also includes a first inlet through which a fluid can be introduced into the first space. The fluid introduced into, and thus arranged in, the first space enables the first impeller, and consequently the first vehicle wheel, to be braked by means of the first blade element.

[0007] The retarder also comprises a second impeller arranged in the retarder housing, which is rotatable with the second vehicle wheel or coupled to transmit torque and is rotatable relative to the retarder housing, and a second blade element associated with the second vehicle wheel and the second impeller, which is rotationally fixed to or connected to the retarder housing and preferably arranged within the retarder housing. The retarder further includes a second space arranged between the second impeller and the second blade element, particularly in the axial direction of the second impeller. The retarder also has a second inlet through which a fluid can be introduced into the second space independently of the first inlet, allowing the second impeller, and thus the second vehicle wheel, to be braked by means of the second blade element.The paddle elements and paddle wheels each include guide vanes, which, for example, when the vehicle wheels and thus the paddle wheels rotate relative to the retarder housing and the spaces between them are at least partially, and in particular at least predominantly or completely, filled with fluid, redirect the fluid in these spaces in such a way that the paddle wheels and thus the vehicle wheels are hydraulically braked. Braked, in this context, means that the speed, especially the rotational speed, of the vehicle wheels (also referred to simply as wheels) and thus of the vehicle is reduced or maintained. In other words, braked means that the speed of the vehicle, and thus of the vehicle, is at least not increased, or not increased excessively, maintained, or reduced.According to the invention, the spaces between are fluidically separated from each other and filled with the fluid in such a way that the vehicle wheels can be hydraulically braked by means of the retarder, so that the vehicle wheels can be braked simultaneously by means of the single retarder common to the vehicle wheels.

[0008] Since the first wheel of the vehicle can be driven by the first electric machine, and the second wheel can be driven by the second electric machine, the wheels are independent of each other and thus individually driven. For example, the first electric machine is exclusively assigned to the first wheel, so that the first wheel can be driven by the first electric machine, bypassing the second wheel, or that the first wheel, and not the second wheel, can be driven by the first electric machine.Accordingly, it is preferably further provided that the second electric machine is exclusively assigned to the second vehicle wheel with respect to the first and second vehicle wheels, so that, for example, the second vehicle wheel can be driven by the second electric machine, particularly bypassing the first vehicle wheel, or so that the second electric machine can drive the second vehicle wheel but not the first vehicle wheel. This is also referred to as electric or electrified single-wheel drive, since the first vehicle wheel can be driven by the first electric machine independently of the second vehicle wheel, and the second vehicle wheel can be driven by the second electric machine independently of the first vehicle wheel.The hydraulic retarder is a wear-free continuous brake, and the preceding and following explanations regarding the hydraulic retarder can readily be applied to other continuous brakes, particularly wear-free ones, and vice versa. The spaces, also referred to simply as chambers, can be filled with fluid via their respective inlets, independently of one another. This means, for example, that the first space can be filled with fluid via the first inlet independently of the second space and the second inlet, and the second space can be filled with fluid independently of the first space and the first inlet.The inputs are thus two independent inputs that allow the independently driven or powered vehicle wheels to be connected, particularly fluidically, for braking purposes, i.e., for braking the vehicle wheels by means of the retarder. For this purpose, the spaces between the components, also referred to as cavities, are flooded, meaning the fluid is introduced into these spaces. In this way, the advantages of the previously described electrified individual wheel drive can be combined with the advantages of the retarder in a particularly space-saving and cost-effective manner. The invention particularly allows for individual wheel control. Specifically, the electrified individual wheel drive makes it possible to implement so-called torque vectoring, i.e., a demand-based distribution of drive torque to the wheels.This is provided, for example, during normal driving operation. Simultaneously, it is possible to brake the vehicle wheels using the same, and preferably only, retarder, particularly jointly or simultaneously, especially during braking operation of the vehicle. It has also proven advantageous if the retarder has a first outlet through which the fluid from the first space can be discharged. Furthermore, it is preferably provided that the retarder has a second outlet through which the fluid from the second space can be discharged, particularly independently of the first outlet.

[0009] This allows the spaces between the cavities to be supplied with and emptied of liquid almost independently of each other. For example, the first outlet is provided in addition to the first inlet and in addition to the second inlet, or the first outlet is the first inlet, or the first inlet is used as the first inlet to introduce the liquid into the first cavity, and the first inlet can be used as the first outlet to discharge the liquid from the first cavity. Similarly, the second outlet can be provided in addition to the second inlet and in addition to the first inlet. Furthermore, it is conceivable that the second outlet is the second inlet. In other words, the second inlet can be used as a second inlet through which the liquid can be introduced into the second cavity.Furthermore, the second inlet can be used, for example, as a second outlet, through which the liquid from the second space can be drained.

[0010] The invention is based in particular on the following insights: Currently, the fundamental concepts of an electrified individual wheel drive and a wear-free continuous brake are contradictory, especially with regard to the technical objective of having only a single wear-free continuous brake installed in the vehicle, while this single continuous brake is intended to simultaneously provide braking power for both wheels of the axle. However, since the invention now makes it possible to fill the spaces between the wheels with fluid via the independent inlets, the vehicle wheels can be driven individually and thus independently of each other by the electric motor, particularly when the spaces are not filled with fluid, as coupling of the vehicle wheels via the retarder is then avoided.However, if the spaces between are filled with fluid, the vehicle wheels are coupled to each other via the fluid and the paddle elements and paddle wheels, particularly fluidically, so that the retarder can brake both vehicle wheels simultaneously. In other words, the invention allows the vehicle wheels to be separated from each other in principle, or during normal driving operation, thereby fully utilizing the advantages of the previously described electrified individual wheel drive, especially with regard to the implementation of so-called torque vectoring. Specifically, only when the vehicle wheels are to be braked by means of the wear-free continuous brake (retarder) are the vehicle wheels coupled or connected to each other, particularly via the shared retarder housing. In particular, the retarder could be considered an integrated fluid differential.Thus, the invention also makes it possible to brake both vehicle wheels using only one retarder, which reduces the number of parts and therefore the costs, weight and installation space required for the axle according to the invention.

[0011] In an advantageous embodiment of the invention, it is provided that the blade elements are connected to each other at least indirectly in a rotationally fixed manner.

[0012] In an advantageous embodiment of the invention, a switching device is provided which can be switched between a locking state, in which the first blade element and / or the second blade element is rotationally fixed to the retarder housing by means of the switching device, and a release state, in which the switching device releases the first blade element and / or the second blade element for rotation relative to the retarder housing.

[0013] In an advantageous embodiment of the invention, a valve device is provided by means of which the supply of the first inlet and / or the supply of the second inlet with the liquid can be adjusted.

[0014] In an advantageous embodiment of the invention, it is provided that the first paddle wheel is arranged coaxially to the first vehicle wheel and / or the second paddle wheel is arranged coaxially to the second vehicle wheel.

[0015] In an advantageous embodiment of the invention, it is provided that the first impeller is arranged coaxially to a first rotor of the first electric machine and / or the second impeller is arranged coaxially to a second rotor of the second electric machine.

[0016] In an advantageous embodiment of the invention, it is provided that a gearbox is assigned to the respective electric machine, via which the respective vehicle wheel can be driven by the respective electric machine.

[0017] In an advantageous embodiment of the invention, it is provided that the first electric machine is arranged off-axis and parallel to the axis of the first vehicle wheel and / or the second electric machine is arranged off-axis and parallel to the axis of the second vehicle wheel.

[0018] If the blade elements are, for example, rotationally fixed to one another, and in particular formed in one piece, then the blade elements are formed, for example, by a double blade element, in particular by a double impeller. The double blade element or impeller can optionally be designed so that it is either stationary, in particular for retarder or brake operation.

[0019] In an advantageous embodiment of the invention, the blade elements are at least indirectly connected to one another in a rotationally fixed manner and are rotatably mounted. In other words, the double blade element or wheel can optionally be designed so that it is detachable or freely rotatable and thus rotatable relative to the retarder housing, so that, for example, when the double blade wheel is released for rotation relative to the retarder and the spaces between are flooded with fluid, the retarder functions or operates like a converter, in particular a hydrodynamic converter, or like a liquid differential, in particular like a liquid differential with conditional locking effect.In this operating state, an emergency mode is possible: If, for example, one of the two electric machines fails, particularly with regard to the electric drive of the associated vehicle wheel, energy transfer between the respective inputs or vehicle wheels can occur via the freely rotating, especially the central, double impeller. Then, for example, not only is the vehicle wheel assigned to the other electric machine driven by the still-functioning electric machine, but also the corresponding other vehicle wheel assigned to the failed electric machine is driven via the retarder, since the vehicle wheels are coupled to each other via the retarder, particularly when the spaces between them are filled with fluid and, for example, the double impeller is freely rotating, especially hydraulically, in a torque-transmitting manner.

[0020] If, for example, only a retarder function is desired, but not the previously described fluid differential function of the retarder, it is conceivable to omit the central double impeller or the impeller elements and instead install a reversing gear for one of the inputs, or to arrange or install it in the retarder housing, so that the impellers in the retarder housing or inside it rotate in the opposite direction.

[0021] Further advantages, features, and details of the invention will become apparent from the following description of preferred embodiments and from the drawings. The features and combinations of features mentioned above in the description, as well as those mentioned below in the figure description and / or shown in the figures alone, can be used not only in the combinations specified, but also in other combinations or individually, without departing from the scope of the invention.

[0022] The drawing shows in: Fig. 1 a schematic representation of an axle according to the invention for a motor vehicle according to a first embodiment; Fig. 2 a schematic representation of the axis according to a second embodiment; and Fig. 3 a schematic representation of the axis according to a third embodiment.

[0023] In the figures, identical or functionally equivalent elements are provided with the same reference numerals.

[0024] Fig. Figure 1 shows a schematic representation of a first embodiment of an axle 10 for a motor vehicle, in particular for a car and preferably for a commercial vehicle. As will be explained in more detail below, the axle 10 is an electric or electrified drive device by means of which the motor vehicle can be driven, in particular purely electrically. For this purpose, the axle comprises first vehicle wheels 12, which are, for example, part of a first double or twin wheel. The axle 10 also comprises second vehicle wheels 14, which are, for example, part of a second double or twin wheel. The vehicle wheels 12 and 14, which are also simply referred to as wheels, are ground contact elements by means of which the motor vehicle, in its fully assembled state, is or can be supported downwards in the vertical direction against a ground.If the motor vehicle is driven along the ground while supported downwards in the vertical direction by the vehicle wheels 12 and 14, the vehicle wheels 12 and 14 roll along the ground. The vehicle wheels 12 and 14 are spaced apart from each other in the transverse direction of the vehicle, with the transverse direction in . Fig. Figure 1 is illustrated by a double arrow 16. For example, the vehicle wheels 12 are arranged on the left, and thus on the left side of the vehicle, while the vehicle wheels 14 are arranged on the right, and thus on the right side of the vehicle. In particular, the vehicle wheels 12 and 14 are at least indirectly rotatably mounted on a chassis. The chassis is formed, for example, by a frame, in particular a ladder frame, of the vehicle or by a self-supporting body of the vehicle. The wheels are arranged coaxially with each other and are thus rotatable about a common axis of rotation relative to the chassis.

[0025] The axle 10 comprises a first electric machine 18, by means of which the vehicle wheels 12 can be driven, in particular purely, electrically. The axle 10 also comprises a second electric machine 20, by means of which the vehicle wheels 14 can be driven, in particular purely, electrically. In particular, an individual electric wheel drive is possible. For example, the vehicle wheels 12 can be driven independently of the vehicle wheels 14 by the electric machine 18, and the vehicle wheels 14 can be driven independently of the vehicle wheels 12 by the electric machine 20. The axle 10 also includes a continuous brake, in particular a wear-free brake, which is preferably designed as a hydraulic retarder 22. By means of the hydraulic retarder 22, the vehicle wheels 12 and the vehicle wheels 14 can be braked.

[0026] To combine the advantages of electric individual wheel drive with those of continuous braking in a space-saving and cost-effective manner, the retarder 22 features a retarder housing 24 common to the vehicle wheels 12 and 14. The vehicle wheels 12 are connected to a first side shaft 26 in a torque-transmitting manner, and in particular in a rotationally fixed manner, so that the vehicle wheels 12 can be driven by the electric motor 18 via the side shaft 26. The vehicle wheels 14 are connected to a second side shaft 28 in a torque-transmitting manner, and in particular in a rotationally fixed manner, so that the vehicle wheels 14 can be driven by the electric motor 20 via the side shaft 26. The side shafts 26 and 28 are, for example, arranged coaxially with each other. The vehicle wheels 12 and 14, and thus the side shafts 26 and 28, are rotatable relative to the retarder housing 24.The retarder 22 comprises a first impeller 30 arranged in the retarder housing 24, which is rotatable with the vehicle wheels 12 and the side shaft 26, and in particular is rotationally fixed to the vehicle wheels 12 and the side shaft 26, and is rotatable relative to the retarder housing 24. Furthermore, the retarder comprises a first blade element 32 associated with the vehicle wheels 12, and thus with the side shaft 26 and the impeller 30, and which is rotationally fixed to or connected with the retarder housing 24. In this case, the blade element 32 is spaced axially from the impeller 30, forming a first gap 34. Thus, the retarder 22 also has the gap 34 arranged axially between the impeller 30 and the blade element 32.The retarder 22, in particular the retarder housing 24, also has a first inlet E1 through which a fluid can be introduced into the first intermediate space 34. The fluid introduced into the intermediate space 34 allows the impeller 30, and thus the side shaft 26 and the vehicle wheels 12, to be braked by means of the impeller element 32.

[0027] The retarder 22 also has a second impeller 36 arranged in the retarder housing 24, which rotates with the vehicle wheels 14 and the side shaft 28 and is rotatable relative to the retarder housing 24. In this case, the impeller 36 is non-rotatably connected to the side shaft 28 and thus non-rotatably connected to the vehicle wheels 14. The retarder 22 also has a second impeller element 38 associated with the vehicle wheels 14, the side shaft 28, and the impeller 36, and which is non-rotatably connected to or can be connected to the retarder housing 24. This second impeller element 38 is axially spaced from the impeller 36, forming a second gap 40.

[0028] Thus, the retarder 22 also includes the intermediate space 40, which is arranged axially to the impeller 30 and the impeller element 38. The retarder 22, in particular the retarder housing 24, also has a second inlet E2, which is independent of the first inlet E1. A fluid can be introduced into the second intermediate space 40 via the second inlet E2. The impeller 30, and thus the side shaft 28 and the vehicle wheels 14, can be braked by means of the impeller element 38 via the fluid introduced into the second intermediate space 40. The braking of the vehicle wheels 12 and 14 via the respective fluid by means of the impeller elements 32 and 38 is well known from conventional retarders in the prior art and therefore does not need to be described in detail here.The retarder 22 is characterized in particular by the fact that the spaces 34 and 40 can be filled with liquid via inlets E1 and E2, and in particular emptied of liquid in such a way that the vehicle wheels 12 and 14 are not braked by the retarder 22. In other words, the liquid can be discharged from the respective spaces 34 and 40 via the respective inlets E1 and E2 and / or via an additional outlet provided for each.

[0029] If the preferably fluidically separated spaces 34 and 40 are filled with fluid such that the vehicle wheels 12 and 14 can be hydraulically braked by means of the retarder 22, then the vehicle wheels 12 and 14 can be braked simultaneously by means of the single retarder 22 common to both vehicle wheels 12 and 14. However, if the spaces 34 and 40 are emptied of fluid such that braking of the vehicle wheels 12 and 14 by the retarder 22 is prevented, then the vehicle wheels 12 and 14 are decoupled, and vice versa, so that an advantageous electric individual wheel drive can be implemented. In this case, so-called torque vectoring can be carried out in particular, so that drive torques can be distributed or allocated at least almost freely to the vehicle wheels 12 and 14 by means of the electric machines 18 and 20.

[0030] For example, a first reservoir 42 is assigned to the intermediate space 34 and the inlet E1 for receiving the liquid, so that inlet E1 and intermediate space 34 can be supplied with liquid from reservoir 42. Alternatively or additionally, for example, a second reservoir 44 is assigned to intermediate space 40 and inlet E2, so that inlet E2 and intermediate space 40 can be supplied with liquid from reservoir 44. For example, a pumping device 46 is provided by means of which the liquid can be pumped from reservoir 42 and / or 44 into intermediate space 34 and / or 40. In particular, a valve device can be provided by means of which the supply of liquid to the respective inlet E1 or E2, in particular from the respective reservoir 42 or 44, can be adjusted.Furthermore, the valve device can be used, for example, to remove the liquid from the respective space 34 or 40.

[0031] At the in Fig. In the first embodiment shown in Figure 1, the impeller 30 or 36 is arranged coaxially with the vehicle wheels 12 or 14, respectively, with the impeller 30 being non-rotatably connected to the side shaft 26 and the impeller 36 to the side shaft 28. The impeller elements 32 and 38 are non-rotatably connected to each other, at least indirectly, and in particular directly. In the first embodiment, the impeller elements 32 and 38 are formed by a double impeller 48. The double impeller 48 can be permanently non-rotatably connected to the retarder housing 24. Alternatively, a switching device can be provided which can be switched between a locked state and an unlocked state. In the locked state, the double impeller is non-rotatably connected to the retarder housing 24 by means of the switching device, so that the double impeller cannot rotate relative to the retarder housing 24.The retarder 22 then provides its braking function, by means of which the vehicle wheels 12 and 14 are braked.

[0032] In the enabled state, the switching device releases the double impeller for rotation relative to the retarder housing 24, allowing the double impeller 48 to rotate relative to the retarder housing 24. This enables the retarder 22 to function, for example, as a fluid differential.

[0033] Furthermore, it is provided that the first electric machine 18 is assigned a first gearbox 50, via which the side shaft 26 and thus the vehicle wheels 12 can be driven by the electric machine 18. A second gearbox 52 is also assigned to the electric machine 20, via which the side shaft 28 and thus the vehicle wheels 14 can be driven by the electric machine 20. The respective gearbox 50 and 52 are designed as spur gear stages and / or single-stage gearboxes. With respect to the torque flow from the respective electric machine 18 or 20 to the respective vehicle wheels 12 or 14, the respective gearbox 50 or 52 has a higher gear ratio than 1, which is also referred to as a reduction ratio.In other words, the gear ratio of the respective transmission 50 or 52 is a reduction, since when, for example, a respective rotor 54 or 56 of the respective electric machine 18 or 20 rotates at a first speed, the respective side shaft 26 or 28 rotates at a second speed that is lower than the first speed. The transmission 50 comprises a first gear 58 fixedly connected to the rotor 54 and a second gear 60 fixedly connected to the side shaft 26, which meshes with the gear 58. Similarly, the transmission 52 comprises a first gear 62 fixedly connected to the rotor 56 and a second gear 64 fixedly connected to the side shaft 28, which meshes with the gear 62.In the first embodiment, the electric machines 18 and 20, in particular the rotors 54 and 56, are arranged off-axis and parallel to the vehicle wheels 12 and 14 or to the side shafts 26 and 28, respectively. Specifically, the rotors 54 and 56 are arranged off-axis and parallel to the impellers 30 and 36, the impellers 30 and 36 rotating at their respective second speeds, but not at their respective first speeds. In other words, since in the first embodiment the impellers 30 and 36 are non-rotatably connected to the side shafts 26 and 28 and arranged coaxially to them, and are not non-rotatably connected to the rotors 54 and 56, the impellers 30 and 36 are arranged on the wheel side and not on the motor or machine side.

[0034] Fig. Figure 2 shows a second embodiment of the axle 10. In this second embodiment, the impellers 30 and 36 are arranged on the motor side and are non-rotatably connected to the rotors 54 and 56. In other words, the impeller 30 is non-rotatably connected to the rotor 54 and the impeller 36 is non-rotatably connected to the rotor 56. The impellers 30 and 36, as well as the double impeller 48, are arranged coaxially with the rotors 54 and 56, such that the rotors 54 and 56, the double impeller 48, and the impellers 30 and 36 are dis-axial and arranged parallel to the side shafts 26 and 28, respectively, and to the vehicle wheels 12 and 14. Due to the higher rotational speeds of the rotors 54 and 56 compared to the rotational speeds of the side shafts 26 and 28, the motor-side arrangement of the impellers 30 and 36 is particularly advantageous, as this allows a particularly advantageous braking torque to be provided by the retarder 22 for braking the vehicle wheels 12 and 14.

[0035] The first embodiment and the second embodiment have in common that the gearbox 52 and the retarder 22 are arranged on the same side of the electric machine 20, or the gearbox 50 and the retarder 22 on the same side of the electric machine 18, respectively. In contrast, in a Fig.In the third embodiment shown in Figure 3, the retarder 22 is arranged on a respective first side S1 or S2 of the respective electric machine 18 or 20. The gearbox 50, however, is arranged on a side S3 of the electric machine 18, with side S3 facing away from side S1 and thus from the retarder 22 in the axial direction of the electric machine 18. The gearbox 52 is arranged on a side S4 of the electric machine 20, with side S4 facing away from side S2 and thus from the retarder 22 in the axial direction of the electric machine 20.While in the first and second embodiments the respective transmission 50 or 52 is arranged axially between the retarder 22 and the respective electric machine 18 or 20, in the third embodiment the respective transmission 50 or 52 is arranged axially between the respective electric machine 18 or 20 and the respective vehicle wheels 12 or 14. Otherwise, the third embodiment corresponds to the second embodiment.

[0036] In a further, fourth embodiment, not shown in the figures, it is conceivable that, particularly when only a retarder function and not also a differential function of the retarder 22 is desired, the central double impeller 48 is omitted and instead a reversing gear is installed for one of the inputs E1 and E2, so that the impellers 30 and 36 rotate in opposite directions. In other words, for example, by means of the reversing gear, a rotation of one of the impellers 30 and 36 in a first direction of rotation is converted into a rotation of the respective other impeller 36 or 30 in a second direction of rotation opposite to the first direction. Reference symbol list 10-axis 12 vehicle wheels 14 vehicle wheels 16 Double Arrow 18 electric machine 20 electric machine 22 Retarder 24 Retarder housings 26 Side shaft 28 Side shaft 30 paddle wheel 32 shovel elements 34 space 36 paddle wheel 38 shovel element 40 space 42 Reservoir 44 Reservoir 46 Pump 48 Double paddle wheel 50 gearboxes 52 gearboxes 54 Rotor 56 Rotor 58 gear 60 gear 62 gear 64 gear E1 Entrance E2 Entrance S1 page S2 page S3 page S4 page

Claims

Axle (10) for a motor vehicle, with at least one first vehicle wheel (12), with at least one first electric machine (18) by means of which the first vehicle wheel (12) can be electrically driven, with at least one second vehicle wheel (14), with at least one second electric machine (20) by means of which the second vehicle wheel (14) can be electrically driven, and with a hydraulic retarder (22), characterized in that the retarder (22) comprises: - a retarder housing (24) common to the vehicle wheels (12, 14), wherein the vehicle wheels (12, 14) are rotatable relative to the retarder housing (24), - a first impeller (30) arranged in the retarder housing (24), rotatable with the first vehicle wheel (12) and rotatable relative to the retarder housing (24), - a first impeller (30) associated with the first vehicle wheel (12) and the first impeller (30) and non-rotatably connected to the retarder housing (24) connectable or connected first blade element (32),- a first intermediate space (34) arranged between the first impeller (30) and the first blade element (32), - a first inlet (E1) through which a fluid can be introduced into the first intermediate space (34), through which the first impeller (30) and thereby the first vehicle wheel (12) can be braked by means of the first blade element (32), - a second impeller (36) arranged in the retarder housing (24), rotatable with the second vehicle wheel (14) and rotatable relative to the retarder housing (249), - a second blade element (38) associated with the second vehicle wheel (14) and the second impeller (36) and rotatable or connected to the retarder housing (24) in a rotationally fixed manner, - a second intermediate space (40) arranged between the second impeller (36) and the second blade element (38), - wherein the first intermediate space (34) and the second intermediate space (40) are fluidically separated from each other within the retarder housing (24) are designed- a second inlet (E2) through which a liquid can be introduced into the second space (40) independently of the first inlet (E1), through which the second impeller (36) and thereby the second vehicle wheel (14) can be braked by means of the second impeller element (38). Axis (10) according to claim 1, characterized in that the blade elements (32, 38) are connected to each other at least indirectly in a rotationally fixed manner. Axis (10) according to claim 2, characterized in that the blade elements (32, 38) are rotatably mounted. Axis (10) according to one of the preceding claims, characterized by a switching device which is switchable between a locking state in which the first blade element (32) and / or the second blade element (38) is rotationally fixed to the retarder housing (24) by means of the switching device, and a release state in which the switching device releases the first blade element (32) and / or the second blade element (38) for a rotation relative to the retarder housing (24). Axis (10) according to one of the preceding claims, characterized by a valve device by means of which a supply of the first inlet (E1) and / or a supply of the second inlet (E2) with the liquid can be adjusted. Axle (10) according to one of the preceding claims, characterized in that the first paddle wheel (30) is arranged coaxially to the first vehicle wheel (12) and / or the second paddle wheel (36) is arranged coaxially to the second vehicle wheel (14). axis (10) according to one of the preceding claims, characterized in that the first impeller (30) is arranged coaxially to a first rotor (54) of the first electric machine (18) and / or the second impeller (36) is arranged coaxially to a second rotor (56) of the second electric machine (20). Axle (10) according to one of the preceding claims, characterized in that a transmission (50, 52) is assigned to the respective electric machine (18, 20), via which the respective vehicle wheel (12, 14) can be driven by the respective electric machine (18, 20). Axle (10) according to one of the preceding claims, characterized in that the first electric machine (18) is arranged off-axis and parallel to the axis of the first vehicle wheel (18) and / or the second electric machine (20) is arranged off-axis and parallel to the axis of the second vehicle wheel (14).

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