Drive module for a motor vehicle

Abstract

The present invention relates to a drive module (10a-d) for a motor vehicle (11a), having at least one engine (12a; 12b), a drive shaft (13a-d) connected to the engine (12a; 12b), a drive gear (14a-d) mounted on the drive shaft (13a-d) in a manner that prevents relative rotation, a driven shaft (15a-d), a driven gear (16a-d) mounted on the driven shaft (15a-d, 15d') in a manner that prevents relative rotation, and a sub-transmission mechanism (17a, 18a) having a cylindrical gear tooth structure for engaging the drive gear (14a-d); 18b; 17c, 18c; 17d, 18d), and a first housing portion (19a; 19c; 19d) having a first support portion (20a-d) for supporting the driven shaft (15a-d, 15d'), wherein the drive module (10a-d) has a cover (21a, 21a'; 21c, 21c'; 21d, 21d') separately formed from the first housing portion (19a; 19c; 19d), which has a second support portion (22a, 22a'; 22c, 22c'; 22d, 22d') for supporting the driven shaft (15a-d, 15d').

Description

Technical Field

[0001] The present invention relates to a drive module for a motor vehicle and a motor vehicle having the drive module. Background Technology

[0002] DE 10 2013 102 161 A1 has disclosed a drive module for a motor vehicle, which has at least one engine, a drive shaft connected to the engine, a drive gear mounted on the drive shaft in a non-rotatable manner, a driven shaft, a driven gear mounted on the driven shaft in a non-rotatable manner, a sub-transmission mechanism having a cylindrical gear tooth structure thereon to engage the driven gear with the drive gear, and a first housing portion having a first support portion for supporting the driven shaft.

[0003] DE 10 2012 010 170 A1 also reveals a drive module for a motor vehicle, which has a drive shaft connected to an engine, a drive gear mounted on the drive shaft, a driven shaft, a driven gear mounted on the driven shaft, a sub-transmission mechanism having a cylindrical gear tooth structure for engaging the driven gear with the drive gear, a first housing portion having a first support portion for supporting the driven shaft, and a cover portion separately formed from the first housing portion and having a second support portion for supporting the driven shaft.

[0004] It was also revealed that motor vehicle drive systems containing internal combustion engines typically require gearboxes with more than five shiftable gears. However, pure electric vehicles, depending on their size, weight, and intended use, may not require gearboxes with shiftable gears or may only require two or three shiftable gears. Therefore, for motor vehicle drive module manufacturers, the diversity of gearbox variations required for drive systems is increasing.

[0005] Finally, this type of driver module was disclosed according to DE 11 2013 002 081 T5. Summary of the Invention

[0006] Therefore, the task is to design the drive system as modularly as possible, so that separate sub-modules can be used as the same components in different vehicle types.

[0007] The present invention originates from the following drive module for a motor vehicle, comprising at least one drive motor, a drive shaft permanently connected to the rotor of the drive motor in a manner that prevents relative rotation, a drive gear mounted on the drive shaft in a manner that prevents relative rotation, a driven shaft, a driven gear arranged coaxially with the driven shaft, a sub-transmission mechanism arranged coaxially with the driven shaft and having a cylindrical gear tooth structure arranged coaxially with the driven shaft and meshing with the drive gear, a first housing portion having a first support portion for supporting the driven shaft, and a cover portion separately formed from the first housing portion and having a second support portion for supporting the driven shaft.

[0008] Furthermore, it is proposed that the cover completely covers the opening in the first housing portion, wherein, according to the invention, the opening has a circular free area arranged coaxially with the rotation axis of the driven shaft, the circular free area extending concentrically with the rotation axis of the driven shaft, and the opening radius centered on the rotation axis is larger than, but not more than twice, the maximum radius of the transfer case centered on the rotation axis. It is also proposed that the drive module has a brake arranged between the sub-drive mechanism and the cover. This brake is preferably mounted on the inner diameter / inner circumference of the sub-drive mechanism. This provides, in particular, the advantageous switchability of the sub-drive mechanism. Furthermore, the arrangement of the brake provides, in particular, advantageous accessibility of the clutch for control purposes. Relatedly, "brake" should specifically refer to a switching unit suitable for operatively arranging between the sub-transmission mechanism, particularly the planetary gear set of the sub-transmission mechanism, and the transmission mechanism housing, preferably between at least one transmission member of the planetary gear set of the sub-transmission mechanism and the transmission mechanism housing, and provided with a coupling member for connecting its rotatable, independently rotatable member in the open state to a connecting member in the closed state that is connected to the transmission mechanism housing in a non-rotatable manner. Preferably, the rotatable connecting member is permanently connected to the transmission member of the planetary gear set in a non-rotatable manner.

[0009] Based on the design of the drive module according to the present invention, the following modular concept can be realized: the first module, consisting of a first housing, a motor, a drive shaft, and possibly a drive gear, can be combined with different transmission mechanism modules without changing itself. A transmission mechanism module refers to a module having a sub-transmission mechanism and possibly a housing cover or a portion thereof. Different sub-transmission mechanisms and driven shafts can be installed through openings in the first housing, and these openings can be closed with standardized or partially standardized housing covers.

[0010] Because the opening only needs to be large enough to allow the sub-drive mechanism (preferably including the driven gear) and the driven shaft to pass through axially, an opening only slightly larger than the diameter of the sub-drive mechanism is sufficient. Therefore, the cover can also be designed to be relatively small and thus inexpensive.

[0011] The opening should be "substantially concentric" extending around the axis of rotation of the driven shaft, meaning that the boundary of the opening in the first housing portion is not necessarily exactly circular. However, the opening must have at least one circular free area arranged coaxially with the axis of rotation of the driven shaft as the center, so that the sub-drive mechanism and preferably the driven gear can be installed and / or removed axially through the opening.

[0012] Preferably, the boundary of the opening is arranged substantially within a plane. In other words, the area of ​​the first housing portion with the opening is preferably substantially planar.

[0013] Preferably, the drive shaft can be connected to the engine, either directly or indirectly. The drive shaft is preferably directly connected to the engine rotor. The housing cover is preferably provided with an opening for closing the housing portion. Preferably, the housing portion and the housing cover form at least a part of the housing of the drive module, preferably forming the entire housing. Preferably, a second support portion is provided for supporting the driven shaft on the driven shaft side opposite to the first support portion.

[0014] The design according to the invention provides, in particular, an advantageous modular drive module. Specifically, it enables the realization of an advantageous modular transmission mechanism standard component. Preferably, it allows switching between multi-gear and single-gear modes by simply changing individual components of the drive module. This covers a wide variety of applications. For example, it is conceivable that "ordinary" vehicles can obtain an inexpensive single-gear system, while larger vehicles or vehicles with trailer hitches can obtain a multi-gear system. This concept is particularly applicable to electric drive mechanisms for pure electric vehicles and pure electric drive shafts in vehicles generally equipped with hybrid drive systems.

[0015] Furthermore, in this context, "drive shaft" should specifically refer to a shaft on the drive side, which is directly or indirectly, preferably permanently connected to the engine. Preferably, the drive shaft is arranged on the drive side of the transmission mechanism, and especially the sub-transmission mechanism. Additionally, in this context, "driven shaft" should specifically refer to a shaft on the driven side, which is directly or indirectly, preferably permanently connected to the main reducer of the drive module. Preferably, the driven shaft is arranged on the driven side of the transmission mechanism, and especially the sub-transmission mechanism. The driven shaft can be constructed not only as a single piece but also as multiple pieces. It is particularly conceivable that the driven shaft is extended at least sometimes by means of the sub-transmission mechanism. In this context, "sub-transmission mechanism" should specifically refer to a transmission mechanism or at least a portion thereof, configured to provide at least one gear ratio. Preferably, the sub-transmission mechanism is composed of a finished product, especially a pre-installed module. Preferably, the sub-transmission mechanism exists in various design forms. Particularly preferably, the sub-transmission mechanism is configured for installation in an assembled state. Preferably, the sub-transmission mechanism is configured to provide a considerable gear ratio within the drive module, particularly from the drive shaft to the driven shaft. Furthermore, in this context, "housing portion" should specifically refer to at least a part of the housing, such as, in particular, a sleeve and / or half-shell, which encloses at least a part of the drive module. The housing portion is preferably provided for protecting and / or supporting at least a part of the drive module.

[0016] The connection of two components in a manner in which they cannot rotate relative to each other should mean that the two components are arranged coaxially and connected to each other in such a way that they always rotate about the axis of rotation with the same angular velocity.

[0017] The maximum radius of the sub-drive mechanism refers to the radius of the sub-drive mechanism at its maximum radial extension dimension.

[0018] Particularly preferably, the cylindrical gear tooth structure of the sub-transmission mechanism is the part with the maximum radius of the sub-transmission mechanism. In other words, the outer radius of the cylindrical gear tooth structure is especially preferably equal to the maximum radius of the sub-transmission mechanism.

[0019] Therefore, it is proposed that the first housing portion has an opening, the diameter of which, when viewed perpendicularly to the driven shaft's rotation axis, is larger than the diameter of the sub-drive mechanism. The minimum opening diameter of this housing portion is preferably larger than the maximum radial diameter of the sub-drive mechanism. The sub-drive mechanism preferably passes through the housing portion opening. It is particularly conceivable that the sub-drive mechanism can pass through the housing portion opening not only in one predetermined rotational position, but also in every possible rotational position. Preferably, the housing portion is not substantially closed except for the opening. Preferably, the maximum radial diameter of the sub-drive mechanism is at least 40% of the minimum opening diameter of the housing portion opening, preferably at least 60%, and particularly preferably at least 80%. Thus, the sub-drive mechanism can be advantageously installed via the housing portion opening in the direction of the driven shaft's rotation axis. This particularly allows the sub-drive mechanism to be advantageously installed later in the installation process. This particularly enables modular installation of the sub-drive mechanism.

[0020] "Set up" should specifically refer to something that is specifically planned, designed, and / or equipped. An object set up for a certain function should specifically mean that the object performs and / or executes a certain function in at least one use and / or operating state. Furthermore, relatedly, "main reduction gear" should specifically refer to the transmission mechanism of a motor vehicle, set up for transmitting the forces of the motor vehicle engine to the axles of the motor vehicle's drive wheels. Preferably, the main reduction gear is set up for transmitting forces from the transmission mechanism, especially the sub-transmission mechanism, to the axles of the motor vehicle's drive wheels.

[0021] It is also proposed that the driven shaft has at least one engagement tooth structure for engaging the sub-drive mechanism to the driven shaft in a non-rotatable manner. Preferably, the engagement tooth structure is configured to engage at least one shaft and / or at least one transmission element of the sub-drive mechanism to the driven shaft in a non-rotatable manner. Preferably, the sub-drive mechanism is at least sometimes provided with an engagement tooth structure for fitting onto the driven shaft. The sub-drive mechanism preferably has at least one shaft with a corresponding engagement tooth structure. In particular, both the driven shaft and the sub-drive mechanism can, in principle, have internal or external engagement tooth structures. Other seemingly meaningful engagements between the driven shaft and the sub-drive mechanism are also conceivable in principle. This, in particular, allows for advantageous, simple, and quick installation of the sub-drive mechanism. It also allows for advantageous, quick insertion and / or removal of the sub-drive mechanism. Furthermore, this provides, in particular, a reliable engagement between the sub-drive mechanism and the driven shaft. Standard component varieties containing the same cylindrical gear shaft can be addressed by engagement tooth structures thereon. This allows for selectively exhibiting one or more gears. In this case, the cylindrical gear shaft is supported within a housing on one side. In the case of multi-gear modules, it is particularly supported on them. Multiple gears can be generated thereby by using a multi-gear transmission mechanism integrated or engaged with a cylindrical gear stage. All components can be obtained by correspondingly designing the engagement structure, especially in the form of a mating gear structure. This allows for the creation of inexpensive single-gear and variable multi-gear structures using a basic construction.

[0022] It is also proposed that the radial distance between the tooth structure of the driving gear and the driven shaft corresponds at most to half the opening diameter of the housing portion. This allows for advantageous installation of the sub-drive mechanism through the housing portion opening. In particular, it allows the sub-drive mechanism to be advantageously installed subsequently in a single installation process. This, in particular, enables modular installation of the sub-drive mechanism.

[0023] It is also proposed that the sub-transmission mechanism have a planetary gear transmission mechanism. The sub-transmission mechanism preferably has at least one planetary gear set. The sub-transmission mechanism is particularly preferably composed of a single planetary gear transmission mechanism. This provides an advantageous sub-transmission mechanism, especially offering multi-gear capability. When using a sub-transmission mechanism with a single planetary gear transmission mechanism, an advantageous and compact multi-gear system is particularly advantageous. "Planetary gear transmission mechanism" should specifically refer to a transmission mechanism having at least one planetary gear connected to a planetary gear carrier, which engages radially outward to a ring gear and radially inward to a sun gear. "Planetary gear set" should specifically refer to a unit comprising a sun gear, a ring gear, and at least one planetary gear guided by the planetary gear carrier on a circular track around the sun gear. Advantageously, the planetary gear set has exactly one fixed gear ratio.

[0024] It is further proposed that the drive module has a clutch arranged between the sub-drive mechanism and the housing. This clutch is preferably located on the outer diameter / circumference of the sub-drive mechanism. This provides, in particular, an advantageous switchability of the sub-drive mechanism. Furthermore, the arrangement of the clutch provides, in particular, advantageous accessibility for control purposes. Relatedly, "clutch" should specifically refer to a switching unit that, in the power flow arranged between at least two transmission members, particularly between at least two transmission members of a planetary gear set or between at least two planetary gear sets of the sub-drive mechanism, and provided for connecting its two rotatably mounted engagement members, which are independent of each other in the open state, in a closed state in a manner that prevents relative rotation. Preferably, each engagement member is permanently connected to a transmission member of the sub-drive mechanism in a manner that prevents relative rotation.

[0025] It is also proposed that the first housing portion have a third support portion, which is provided for supporting the drive gear and is arranged near the opening. Thus, an overall compact drive module structure is obtained.

[0026] It is also proposed that the drive module have another housing portion mounted on the cover, which is configured to house operating mechanisms for the clutch and / or brake. This operating mechanism is preferably connected to the cover via the other housing portion. The other housing portion is preferably configured to house the clutch operating mechanism and the brake operating mechanism. In the case of a multi-gear design, operating mechanisms and / or targeted oil supply are required to control the switching elements, especially the brake and clutch. In the case of a multi-gear module, it can be directly integrated into standard components, thus allowing for modular replacement. The operating mechanism for generating or transmitting switching force to the switching elements is fixedly connected to the cover of the multi-gear module. In the case of a through-mounted cylindrical gear shaft, its support occurs locally at the cover. Therefore, the operating mechanism can be advantageously arranged in an accessible manner.

[0027] Relatedly, the terms "axial" and "radial" specifically refer to the main rotation axis of the drive module, particularly the rotation axis of the driven shaft and / or the drive shaft. Therefore, the term "axial" specifically refers to a direction extending parallel to or coaxially with the main rotation axis. Furthermore, the term "radial" specifically refers to a direction extending perpendicular to the main rotation axis. Attached Figure Description

[0028] Other advantages are derived from the following description of the accompanying drawings. Four embodiments of the invention are illustrated in the drawings. The drawings, description, and claims contain numerous combinations of features. Those skilled in the art can also appropriately view the stated features individually and generalize them into other meaningful combinations, as shown below: Figure 1 A schematic diagram of a motor vehicle having the drive module of the present invention is shown. Figure 2 A partial view of the drive module of the present invention is shown in the schematic diagram. It includes a second alternative modular sub-drive mechanism in an installed state, a drive shaft, a driven shaft, and a first modular sub-drive mechanism. Figure 3 A portion of the drive module of the present invention is shown in the schematic diagram, which has a first modular sub-transmission mechanism in the installed state. Figure 4 A portion of the drive module of the present invention is shown schematically, having a simplified representation of a second alternative modular sub-drive mechanism in an installed state. Figure 5 The drive module of the present invention is illustrated in schematic diagram, which has an engine and a second alternative modular sub-drive mechanism. Figure 6 The drive module of the present invention is illustrated schematically, having an engine and a second alternative modular sub-transmission mechanism including a planetary gear set. Figure 7 An alternative drive module of the present invention is illustrated schematically, having an engine and a second alternative modular sub-drive mechanism including a planetary gear set. Figure 8 A partial view of an alternative drive module of the present invention is shown in the schematic diagram, comprising a drive shaft in an installed state, a driven shaft, a first modular sub-drive mechanism, and a second alternative modular sub-drive mechanism, and Figure 9 A partial view of an alternative drive module of the present invention is shown in the schematic diagram, which has a drive shaft in an installed state, a driven shaft, a first modular sub-drive mechanism and a second alternative modular sub-drive mechanism. Detailed Implementation

[0029] Figure 1 A motor vehicle 11a is schematically shown. The motor vehicle 11a is, for example, an electric vehicle. The motor vehicle 11a is a front-wheel drive electric vehicle 11a. The motor vehicle 11a includes a drive module 10a, thereby driving the drive wheels 31a, which are not visible further.

[0030] Drive module 10a is configured for use in motor vehicle 11a. Drive module 10a is composed of a motor vehicle drive module. Drive module 10a is composed of an electric vehicle drive module, i.e., an electric vehicle drive module 10a. Drive module 10a has an engine 12a. Engine 12a is composed of a drive motor. However, other engine 12a designs that would be meaningful to those skilled in the art are also conceivable in principle. Engine 12a is connected to an electrical storage device, particularly a battery, of motor vehicle 11a that is not further visible. Engine 12a is powered by the electrical storage device of motor vehicle 11a. Figure 5 and Figure 6 ).

[0031] Furthermore, the drive module 10a has a drive shaft 13a connected to the engine 12a. The drive shaft 13a is directly connected to the engine 12a. The drive shaft 13a is permanently connected to the rotor 32a of the engine 12a in a non-rotational manner, particularly in a non-rotational manner. The drive shaft 13a is designed to be supported on both sides. The drive module 10a also has a drive gear 14a mounted on the drive shaft 13a in a non-rotational manner. The drive gear 14a is permanently connected to the drive shaft 13a in a non-rotational manner.

[0032] Additionally, drive module 10a has a driven shaft 15a. The driven shaft 15a is designed to be supported on both sides. Drive module 10a also has a driven gear 16a mounted on the driven shaft 15a in a manner that prevents relative rotation. The driven shaft 15a is connected to the main reducer 33a of drive module 10a via the driven gear 16a. The driven gear 16a meshes with a cylindrical gear of the main reducer 33a. The main reducer 33a is connected to the driven shaft 15a on the driven side. The main reducer 44a is provided with half-shafts 34a, 34a' for transmitting the force transmitted by engine 12a to the drive wheels 31a of motor vehicle 11a. Half-shafts 34a, 34a' are directly connected to the drive wheels 31a. The main reducer 33a is, for example, constituted by a differential. Figure 5 and Figure 6 ).

[0033] The drive module 10a also has a first housing portion 19a. The first housing portion 19a constitutes the main part of the housing of the drive module 10a. The housing portion 19a has a first support portion 20a for supporting the driven shaft 15a. The support portion 20a includes, for example, a rolling bearing for rotatably accommodating the driven shaft 15a. The driven shaft 15a is rotatably received in the housing portion 19a. In addition, the drive module 10a has housing covers 21a and 21a' separately formed from the first housing portion 19a. The housing covers 21a and 21a' have a second support portion 22a for supporting the driven shaft 15a. The housing covers 21a and 21a' close the opening 24a of the housing portion 19a in the installed state. The housing covers 21a and 21a' and the housing portion 19a together form the housing of the drive module 10a.

[0034] Unlike the figures shown, the covers 21a, 21a' may also advantageously have a support for supporting the drive shaft 13a.

[0035] The drive module 10a also has at least one sub-drive mechanism 17a, 18a. The drive module 10a has two optional sub-drive mechanisms 17a, 18a. The sub-drive mechanisms 17a, 18a have a modular design structure. Therefore, various different, especially at least two different, sub-drive mechanisms 17a, 18a can be used, and they can be installed identically in the drive module 10a. In this embodiment, for example, two different sub-drive mechanisms 17a, 18a are described. The first sub-drive mechanism 17a is composed of a single-speed sub-drive mechanism. The second sub-drive mechanism 18a is composed of a multi-speed sub-drive mechanism. Depending on the requirements of the motor vehicle 11a and / or according to customer expectations, either the first sub-drive mechanism 17a or the second sub-drive mechanism 18a can be installed. For example, it is conceivable that a "common" vehicle would receive a cheaper first sub-drive mechanism 17a in the form of a single-speed sub-drive mechanism, while a "special" vehicle, such as a vehicle with a trailer hitch, would receive a second sub-drive mechanism 18a in the form of a multi-speed sub-drive mechanism. Sub-drive mechanisms 17a and 18a are, in their pre-installed state, essentially identically installed in the same position within the drive module 10a. Therefore, it may be advantageous to distinguish different configuration variations without altering the basic structure of the drive module 10a. Figure 2 , Figure 3 and Figure 4 ).

[0036] Sub-drive mechanisms 17a and 18a each have cylindrical gear tooth structures 42a and 42a', respectively. Sub-drive mechanisms 17a and 18a are engaged with drive gear 13a via cylindrical gear tooth structures 42a and 42a'. The end teeth of sub-drive mechanisms 17a and 18a directly mesh with drive gear 13a. Sub-drive mechanisms 17a and 18a can therefore be driven by engine 10a via drive shaft 13a.

[0037] Sub-transmission mechanisms 17a and 18a have a maximum diameter d about the rotation axis 25a of the driven shaft 15a. T d T Or, in other words, the maximum radius r T r T '.

[0038] The cylindrical gear tooth structures 42a and 42a' of the sub-transmission mechanisms 17a and 18a are particularly advantageously designed to be identical and, more particularly, to have the same diameter. The diameters of the cylindrical gear tooth structures 42a and 42a' are especially preferably the maximum diameters d of the sub-transmission mechanisms 17a and 18a, respectively. T .

[0039] Sub-transmission mechanisms 17a and 18a have the advantage of having the same maximum diameter d. TFurthermore, sub-drive mechanisms 17a and 18a are respectively connected to a housing cover 21a and 21a'. Each sub-drive mechanism 17a and 18a is respectively associated with one of the housing covers 21a and 21a' used to mount the sub-drive mechanism 17a and 18a. However, in principle, it is also conceivable to have only one separate housing cover 21a and 21a'. Figure 3 and Figure 4 ).

[0040] Driven shaft 15a has a mating tooth structure 23a for engaging one of the sub-drive mechanisms 17a, 18a to the driven shaft 15a, at least sometimes in a manner that prevents relative rotation. The mating tooth structure 23a consists of an external mating tooth structure. Sub-drive mechanisms 17a, 18a each have a corresponding mating tooth structure 39a, 39a' that meshes with the mating tooth structure 23a of driven shaft 15a in the installed state. The mating tooth structures 39a, 39a' of sub-drive mechanisms 17a, 18a each consist of an internal mating tooth structure.

[0041] The first sub-transmission mechanism 17a consists of a single-stage transmission mechanism, which creates a fixed transmission ratio. The first sub-transmission mechanism 17a has a cylindrical gear stage. The first sub-transmission mechanism 17a, consisting of a cylindrical gear stage, directly forms cylindrical gear tooth structures 42a, 42a'. The first sub-transmission mechanism 17a also has a mating tooth structure 39a on its inner circumferential surface. Therefore, the first sub-transmission mechanism 17a has a fixed transmission ratio. The drive module 10a having the first sub-transmission mechanism 17a also has a fixed transmission ratio.

[0042] The second sub-transmission mechanism 18a consists of a multi-speed sub-transmission mechanism with at least two gears. The sub-transmission mechanism 18a has a planetary gear transmission mechanism 26a. The sub-transmission mechanism 18a forms a planetary gear transmission mechanism 26a and has a planetary gear set 35a. The planetary gear set 35a has a ring gear 36a, a planetary gear carrier 37a, and a sun gear 38a. The planetary gear set 35a also includes multiple planetary gears guided by the planetary gear carrier 37a on a circular track around the sun gear 38a. The ring gear 36a forms the cylindrical gear tooth structure 42a of the sub-transmission mechanism 18a and meshes directly with the driving gear 14a. In the installed state, the planetary gear carrier 37a is permanently connected to the driven shaft 15a in a non-rotatable manner. The planetary gear carrier 37a is therefore permanently connected to the radially inwardly mating tooth structure 39a' in a non-rotatable manner. Different transmission ratios can be achieved by means of the second sub-transmission mechanism 18a. The sub-transmission mechanism 18a is designed to be switchable for this purpose. One advantageous construction method is to allow the driven shaft 15a to pass through the planetary gear set 35a to create a wide support base. In this case, the components of the planetary gear set 35a are mounted on it. The planetary gear carrier 37a is connected to the driven shaft 15a by means of a mating gear structure 39a'. The operating mechanism 30a for generating or transmitting switching force to the switching element is fixedly connected to the housing 21a' with a second support 22a'. Figure 6 ).

[0043] The drive module 10a has a clutch 27a. The clutch 27a is provided with at least two transmission members for isolating the planetary gear set 35a from each other. The clutch 27a is also provided for isolating the ring gear 36a and the planetary gear carrier 37a. The clutch 27a has a first clutch member permanently connected to the ring gear 36a in a non-rotatable manner and a second clutch member permanently connected to the planetary gear carrier 37a in a non-rotatable manner. The clutch members of the clutch 27a can be engaged and disengaged by an operating mechanism 30a. The clutch 27a is composed of friction plate switching elements. The clutch 27a is also disposed between the sub-drive mechanism 18a and the housing 21a'. The clutch 27a is located on the outer diameter of the sub-drive mechanism 18a. However, other arrangements of the clutch 27a that would be meaningful to those skilled in the art are also conceivable in principle. Figure 5 and Figure 6 ).

[0044] Furthermore, the drive module 10a has a brake 28a. The brake 28a is composed of a switching element. The brake 28a is configured to stop at least one transmission element of the sub-transmission mechanism 18a. The brake 28a is configured to brake the sun gear 38a of the planetary gear set 35a. The brake 28a is configured to stop the sun gear 38a. For this purpose, the brake 28a has a rotatable first engagement member, which is permanently connected to the sun gear 38a in a non-rotatable manner. Furthermore, the brake 28a has a second engagement member, which is connected to the housing, specifically the first housing portion 19a and / or the cover 21a, in a non-rotatable manner. The rotatable first engagement member can rotate independently of the housing in the open state of the brake 28a and, in the closed state, is connected to the second engagement member, which is connected to the housing in a non-rotatable manner, in a non-rotatable manner. The brake 28a is operated by means of an operating mechanism 30a. The brake 28a is composed of a claw brake. Brake 28a is also disposed between sub-drive mechanism 18a and housing cover 21a'. Brake 28a is disposed on the inner diameter of sub-drive mechanism 18a. Brake 28a is radially disposed within clutch 27a. It is recommended that brake 28a be disposed between sub-drive mechanism 18a and housing cover 21a' when driven shaft 15a passes through. However, other arrangements of brake 28a that would be meaningful to those skilled in the art are also conceivable in principle. Figure 5 and Figure 6 ).

[0045] Clutch 27a and brake 28a are used to switch sub-drive mechanism 18a. Operation of clutch 27a and brake 28a is performed by separate actuators of operating mechanism 30a. Operating mechanism 30a is mounted on cover 21a'. Drive module 10a has another housing portion 29a mounted on cover 21a', which is configured to receive the operating mechanism 30a of clutch 27a and brake 28a.

[0046] The first transmission module thus consists of a housing 21a and a first sub-transmission mechanism 17a in the form of a cylindrical gear series. The second transmission module consists of another housing 29a, an operating mechanism 30a, a housing 21a', a clutch 27a, a brake 28a, and a second sub-transmission mechanism 18a in the form of a planetary gear transmission mechanism 26a. The first and second transmission modules are designed to be pre-installed with standard components, and each can be installed into the drive module 10a.

[0047] The first housing portion 19a has an opening 24a. The opening 24a is closed in the installed state by means of housing covers 21a and 21a'. The opening diameter d of the opening 24a is... Ö The diameter d of the sub-transmission mechanisms 17a and 18a is larger when viewed in the direction perpendicular to the rotation axis 25a of the driven shaft 15a. T .

[0048] The opening 24a extends coaxially within the wall of the first housing portion 19a with the rotation axis 25a of the driven shaft 15a as its center, and the opening radius r of the opening 24a with the rotation axis 25a as its center is... Ö The maximum radius r of the sub-transmission mechanisms 17a and 18a is greater than the maximum radius r of the sub-transmission mechanisms. T '、r T Alternatively, the radius of the driven gear 16a centered on the axis of rotation may be larger, but not larger than the maximum radius r of the sub-transmission mechanisms 17a and 18a. T '、r T Twice the radius of the driven gear 16a or twice the radius of the driven gear 16a.

[0049] The minimum opening diameter d of the opening 24a of the housing part 19a Ö It is particularly preferred that the radial diameter d of the sub-drive mechanisms 17a and 18a is greater than that of the sub-drive mechanisms 17a and 18a. T Therefore, the sub-drive mechanisms 17a and 18a respectively pass through the opening 24a of the housing portion 19a. The maximum radial diameter d of the sub-drive mechanisms 17a and 18a is... T Preferably, at least the minimum opening diameter d of the opening 24a of the housing portion 19a is... Ö 80% of the first housing portion 19a is closed, excluding the opening 24a. The opening 24a of the first housing portion 19a is arranged concentrically with the driven shaft 15a. The opening 24a of the first housing portion 19a has a basic circular shape.

[0050] The radial distance 'a' of the tooth section / tooth structure of the driving gear 14a from the driven shaft 15a corresponds at most to the opening diameter 'd' of the opening 24a of the housing portion 19a. Ö Half of it. By modifying the housing section or cover 19a, 21a, 21a', it is also possible to set individual transmission ratios or overall transmission ratios with the same total wheelbase.

[0051] Preferably, the support portion 43a for supporting the drive gear 14 is disposed on the first housing portion 19a and close to the opening 24a of the first housing portion 19a.

[0052] exist Figure 7-9 Three other embodiments of the invention are illustrated below. The following description is primarily limited to the differences between the embodiments; here, regarding components, features, and functions that remain unchanged, please refer to the description in particular... Figure 1-6 Other embodiments are described below. To distinguish the embodiments, in... Figure 1-6 The letter 'a' in the reference numerals of the embodiments is... Figure 7-9 The letters 'bd' are replaced in the reference numerals of the embodiments. Regarding components with the same designation, especially those having the same reference numerals, one may also refer to, in principle, especially... Figure 1-6 Illustrations and / or descriptions of other embodiments.

[0053] Figure 7 A drive module 10b is shown. The drive module 10b has an engine 12b. Additionally, the drive module 10b has a drive shaft 13b connected to the engine 12b. The drive shaft 13b is directly connected to the engine 12b. The drive module 10b also has a drive gear 14b mounted on the drive shaft 13b in a non-rotatable manner. The drive gear 14b is permanently connected to the drive shaft 13b in a non-rotatable manner. Furthermore, the drive module 10b has a driven shaft 15b. The driven shaft 15b is designed to be supported on both sides. The drive module 10b also has a driven gear 16b mounted on the driven shaft 15b in a non-rotatable manner. Moreover, the driven shaft 15b is designed as a two-piece structure. The two parts 40b and 41b of the driven shaft 15b are coaxially arranged but separate from each other. The two parts 40b and 41b of the driven shaft 15b can rotate relative to each other. The driven shaft 15b also has a mating tooth structure 23b for engaging the sub-drive mechanism 18b to the driven shaft 15b in a manner that prevents relative rotation. The first portion 40b of the driven shaft 15b has the mating tooth structure 23b.

[0054] The drive module 10b also has a first housing portion 19b. The housing portion 19b forms the main part of the housing of the drive module 10b. The housing portion 19b has a first support portion 20b for supporting the driven shaft 15b. The first support portion 20b is provided with a first part for supporting the driven shaft 15b. In addition, the drive module 10b has a cover 21b, 21a' separately formed from the first housing portion 19b. The cover 21b, 21a' has a second support portion 22b for supporting the driven shaft 15b. The second support portion 22b is provided with a second part for supporting the driven shaft 15b.

[0055] The drive module 10b also has a sub-drive mechanism 18b. The sub-drive mechanism 18b forms a planetary gear drive mechanism 26b and has a planetary gear set 35b. The planetary gear set 35b has a ring gear 36b, a planetary carrier 37b, and a sun gear 38b. The planetary gear set 35b also includes a plurality of planetary gears guided by the planetary carrier 37b on a circular track around the sun gear 38b. The ring gear 36b forms the cylindrical gear tooth structure 42b of the sub-drive mechanism 18b and directly meshes with the drive gear 14b. In the installed state, the planetary carrier 37b is permanently connected to the first portion 40b of the driven shaft 15b in a non-rotatable manner. For this purpose, the planetary carrier 37b is permanently connected to the radially inwardly mating tooth structure 39a' in a non-rotatable manner. The sun gear 38b is permanently connected to the second portion 41b of the driven shaft 15b in a non-rotatable manner.

[0056] Figure 8A drive module 10c is shown. The drive module 10c has an engine 12c. Furthermore, the drive module 10c has a drive shaft 13c connected to the engine 12c. The drive shaft 13c is directly connected to the engine 12c. The drive module 10c also has a drive gear 14c mounted on the drive shaft 13c in a non-rotatable manner. The drive gear 14c is permanently connected to the drive shaft 13c in a non-rotatable manner. Additionally, the drive module 10c has a driven shaft 15c. The driven shaft 15c is designed to be supported on both sides. The drive module 10c also has a driven gear 16c mounted on the driven shaft 15c in a non-rotatable manner. Furthermore, the driven shaft 15c is designed as a two-piece unit. The two parts 40c, 41c, 41c' of the driven shaft 15c are arranged coaxially but separated from each other. The two parts 40c, 41c, 41c' of the driven shaft 15c are connected to each other in a non-rotatable manner in the installed state. Driven shaft 15c also has a mating tooth structure 23c for engaging a sub-drive mechanism 18c to driven shaft 15c, at least sometimes in a manner that prevents relative rotation. A first portion 40c of driven shaft 15c has the mating tooth structure 23c. Furthermore, second portions 41c, 41c' of driven shaft 15c have corresponding mating tooth structures 39c, 39c' that mesh with the mating tooth structure 23c of the first portion 40c of driven shaft 15c in the installed state. Drive module 10c also has at least one sub-drive mechanism 17c, 18c. Drive module 10c has two optional sub-drive mechanisms 17c, 18c. The second portions 41c, 41c' of driven shaft 15c respectively form part of sub-drive mechanisms 17c, 18c.

[0057] The engagement of sub-drive mechanisms 17c and 18c is therefore achieved via the mating gear structures 39c, 39c' and 23c of the driven shaft 15c, so as to coaxially connect the sub-drive mechanisms 17c and 18c with the driven shaft 15d. This connection may require an additional support on the driven shaft, depending on the design. Here, the first sub-drive mechanism 17c requires a standard component comprising a housing 21c and a sub-drive mechanism 17c designed as a simple cylindrical gear stage, while the second sub-drive mechanism 18c, designed as a switchable gearbox, requires a standard component comprising an operating mechanism, a housing 21c', and the second sub-drive mechanism 18c. Here, the 1-speed / multi-speed module is supported on one side within the housings 21c and 21c'.

[0058] Figure 9A drive module 10d is shown. The drive module 10d has an engine 12d. The drive module 10d also has a drive shaft 13d connected to the engine 12d. The drive shaft 13d is directly connected to the engine 12d. The drive module 10d also has a drive gear 14d mounted on the drive shaft 13d in a non-rotatable manner. The drive gear 14d is permanently connected to the drive shaft 13d in a non-rotatable manner. Additionally, the drive module 10d has driven shafts 15d and 15d'. The driven shafts 15d and 15d' are designed to be supported on both sides. The drive module 10d also has at least one sub-drive mechanism 17d and 18d. The drive module 10d has two optional sub-drive mechanisms 17d and 18d. The sub-drive mechanisms 17d and 18d are respectively fixedly connected to a driven shaft 15d and 15d'. The driven shafts 15d and 15d' are thus installed together with their respective sub-drive mechanisms 17d and 18d. The driven shafts 15d and 15d' are therefore inserted into the first support portion 20d of the first housing portion 19d during installation.

[0059] In this configuration, standard components can be replaced using a complete interchangeable module including driven shafts 15d and 15d', thus allowing for the selection of one or more gears. In this configuration, driven shafts 15d and 15d' are supported on one side within housings 21d and 21d'. In the case of a multi-gear module, it is supported on driven shafts 15d and 15d'. This configuration offers advantages in machining and / or packaging because it eliminates the need for the same mating gear structure on driven shafts 15d and 15d'. Structurally, it also allows for greater flexibility in connecting the planetary gear carrier 37d of the second sub-drive mechanism 18a to driven shaft 15d'.

[0060] List of reference numerals

[0061] 10. Driver modules; 11. Motor vehicles; 12. Engine; 13 drive shafts; 14. Drive gear; 15 Driven shafts; 16 From the gears; 17. Sub-transmission mechanism; 18. Sub-transmission mechanism; 19. Shell section; 20 First support section; 21. Shell cover; 22 Second support section; 23. Interlocking tooth structure; 24. Opening; 25. Rotation axis; 26. Planetary gear transmission mechanism; 27. Clutch; 28. Brake; 29. Shell section; 30. Operating mechanism; 31. Drive wheels; 32. Rotor; 33. Main reducer; 34. Half-shaft; 35. Planetary gear set; 36 Gear rings; 37. Planetary gear carrier; 38. Sun Wheel; 39. Mating tooth structure; 40 parts; Part 41; 42. Cylindrical gear tooth structure; 43. Third support section; d T diameter; d Ö Opening diameter; a. Distance; r T Radius of the sub-drive mechanism; r Ö Opening radius.

Claims

1. A drive module for a motor vehicle (11a), comprising: At least one drive motor (12a; 12b); The drive shaft (13a-d) is permanently connected to the rotor (32) of the drive motor (12a; 12b) in a manner that prevents relative rotation; - The drive gear (14a-d) is mounted on the drive shaft (13a-d) in a manner that prevents relative rotation; - Driven shaft (15a-d); - A sub-transmission mechanism (17a, 18a; 18b; 17c, 18c; 17d, 18d) is arranged coaxially with the driven shaft (15a-d, 15d′), the sub-transmission mechanism having a cylindrical gear tooth structure (42a, 42a') arranged coaxially with the driven shaft (15a-d, 15d′) and a driven gear (16a-d) arranged coaxially with the driven shaft (15a-d, 15d′), wherein, The cylindrical gear tooth structure (42a, 42a') meshes with the driving gear (14a-d); -First housing portion (19a; 19c; 19d), which has a first support portion (20a-d) for supporting the driven shaft (15a-d, 15d'); and - A cover (21a, 21a'; 21c, 21c'; 21d, 21d') is formed separately from the first housing portion (19a; 19c; 19d), the cover having a second support portion (22a, 22a'; 22c, 22c'; 22d, 22d') for supporting the driven shaft (15a-d, 15d'). in, - The cover (21a, 21a'; 21c, 21c'; 21d, 21d') completely covers the opening (24a; 24c; 24d) inside the first housing portion (19a; 19c; 19d). Its features are, - The opening (24a; 24c; 24d) has a circular free area arranged coaxially with the rotation axis of the driven shaft as the center, and the circular free area extends concentrically around the rotation axis (25a-d) of the driven shaft (15a-d). - The opening radius of the opening (24a; 24c; 24d) centered on the rotation axis (25a-d). The radius (r) of the sub-transmission mechanism (17a, 18a; 18b; 17c, 18c; 17d, 18d) is greater than the maximum radius (r) of the sub-transmission mechanism (17a, 18a; 18b; 17c, 18c; 17d, 18d). T ', r T However, the opening radius Not greater than the maximum radius (r) of the sub-transmission mechanism (17a, 18a; 18b; 17c, 18c; 17d, 18d). T ', r T The first housing portion (19) has a second-largest number of components, wherein a brake (28a; 28b; 28d) is provided between the sub-transmission mechanism (18a-d) and the housing cover (21a'; 21c'; 21d'), wherein the sub-transmission mechanism (18a-d) has a planetary gear transmission mechanism (26a-d), wherein the planetary gear transmission mechanism has a gear ring (36a), which forms the cylindrical gear tooth structure (42a) of the sub-transmission mechanism (18a) and meshes directly with the drive gear (14a); the first housing portion (19) has a third support portion (43a), which is provided for supporting the drive gear (14), and the third support portion is arranged near the opening (24a).

2. The driving module according to claim 1, characterized in that, The driven shaft (15a-c) has a mating tooth structure (23a-c) for engaging the sub-drive mechanism (17a, 18a; 18b; 17c, 18c; 17d, 18d) to the driven shaft (15a-c) in a manner that prevents relative rotation.

3. The driving module according to any one of the preceding claims, characterized in that, The sub-transmission mechanism (18a-d) includes a switchable transmission with at least two transmission ratios, wherein an operating mechanism (30a) for the switchable transmission is arranged on the outside of the housing (21a') opposite to the sub-transmission mechanism (18a-d).

4. The driving module according to claim 1, characterized in that... The clutch (27a; 27b; 27d) is located between the sub-drive mechanism (18a-d) and the housing cover (21a'; 21c'; 21d').

5. The driving module according to claim 1, characterized in that, The driven gear (16a-d) is axially positioned between the sub-transmission mechanism (17a, 18a) and the first support (20a-d).

6. A motor vehicle having a drive module (10a-d) according to any one of the preceding claims.

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