Drive system for motor vehicles

Abstract

The invention relates to a drive train (1) for a motor vehicle, comprising at least one drive unit (2), a steering gear (3), at least one steering shaft (4), at least one first and second cardan shafts (5, 6), wherein the drive unit (2) comprises an electric motor (7), a transmission unit (8) and a pulse-controlled inverter (9), wherein the steering gear (3) is arranged in front of the drive unit (2) in the direction of travel (12), and wherein the steering shaft (4) is arranged laterally adjacent to the drive unit (2). A particularly flexible and efficient drive train (1) is provided, wherein the drive unit (2) is designed such that the drive unit (2) can be arranged both in right-hand drive vehicles and in left-hand drive vehicles, wherein the arrangement of the drive unit (2) in a right-hand drive vehicle is implemented by rotating it 180 degrees about a vertical axis (15) relative to the arrangement of the drive unit (2) in a left-hand drive vehicle, wherein when the drive unit (2) is arranged in a right-hand drive vehicle, the steering shaft (4) is then arranged next to the drive unit (2) on the right side with respect to the direction of travel (12), and wherein when the drive unit (2) is arranged in a left-hand drive vehicle, the steering shaft (4) is then arranged next to the drive unit (2) on the left side with respect to the direction of travel (12).

Description

Technical Field

[0001] The invention relates to a drive train for a motor vehicle. Background Art

[0002] Known in the prior art are drive trains for motor vehicles that include a drive unit, a steering gear, a steering shaft, and first and second cardan shaft drive trains. Each drive unit includes an electric motor, a transmission unit, and a pulse-controlled inverter, with the electric motor and the pulse-controlled inverter being arranged on two opposite sides of the transmission unit. The drive shaft of the electric motor and the transmission shaft of the transmission unit extend substantially horizontally and substantially perpendicular to the direction of travel of the vehicle. For vehicle dynamics reasons, the steering gear is arranged in front of the drive unit in the direction of travel (forward). This means that, when viewed from the front to the rear of the vehicle, the steering gear is arranged first, followed by the drive unit. The steering gear can be functionally connected to the steering wheel of the vehicle via the steering shaft. Therefore, the steering shaft is arranged laterally adjacent to the drive unit. The transmission unit also includes a differential, which can be operatively connected to the first front wheel of the vehicle via the first cardan shaft. The differential can also be operatively connected to the second front wheel of the vehicle via the second cardan shaft.

[0003] US 2019 / 0222095 A1 shows a modular drive system. For this purpose, a first electric motor is coupled to a differential via a first transmission. The first electric motor can be coupled to a second electric motor to form a dual drive unit. Operation of the first electric motor is controlled by a first pulse-controlled inverter. The first pulse-controlled inverter is aligned with the first motor axis and disposed on the side of the first transmission opposite the first electric motor. Operation of the second electric motor is controlled by a second pulse-controlled inverter. The second pulse-controlled inverter is aligned with the second motor axis and disposed on the side of a second transmission associated with the second electric motor opposite the second electric motor. The transmission unit thus comprises a first transmission, a second transmission, and possibly a differential. The first and second electric motors are disposed on two opposite sides of the transmission unit. The coolant inlets and coolant outlets of the two electric motors can be interconnected, in particular by means of coolant channels formed in the transmission unit.

[0004] EP 3 357 727 A1 discloses a drive train for a motor vehicle having a drive unit. The drive unit includes a pulse-controlled inverter configured to convert externally supplied direct current into alternating current; an electric motor configured to convert the power of the pulse-controlled inverter into mechanical rotation of a drive shaft of the electric motor; and a transmission unit. The electric motor, transmission unit, and pulse-controlled inverter are each arranged in separate housing sub-housings: the motor sub-housing, the transmission sub-housing, and the pulse-controlled inverter sub-housing. The electric motor, transmission unit, and pulse-controlled inverter are removable and connected to the transmission unit axially along its drive shaft, with the transmission unit positioned between the electric motor and the pulse-controlled inverter. A partition is provided in the transmission sub-housing to divide the interior of the transmission sub-housing into a transmission cavity and a drying cavity. The drying cavity is used to route the electrical connections of the electric motor and the pulse-controlled inverter. The drying cavity has multiple contacts for connecting the electrical connections of the electric motor and the pulse-controlled inverter.

[0005] US 9,692,277 B2 discloses another drive train having a drive unit. The drive unit comprises an electric motor, a pulse inverter, and a transmission unit. The drive unit has a multi-part drive unit housing. In particular, the drive unit is installed on the rear axle of the motor vehicle. Installation on the front axle is also conceivable. The electric motor, transmission unit, and pulse inverter are arranged side by side in this order along the axial direction of the drive shaft. The drive unit is mounted on the subframe structure of the chassis using a pair of supports at two points. Each of these supports is used to form a fixing point. Each support has a rubber bushing (or a synthetic bushing) and can be fixed to the subframe structure using screws. A thermal management system is used to control the temperature of the electric motor, pulse inverter, and transmission unit. A coolant inlet for supplying cooling fluid and a coolant outlet for discharging cooling fluid are arranged at opposite end sides of the drive unit.

[0006] In known drive trains, problems arise when integrating the drive unit into a motor vehicle. The available installation space in the motor vehicle is not optimally utilized, which depends in particular on whether the drive unit is arranged in a left-hand drive vehicle or a right-hand drive vehicle. Consequently, when using known drive trains, unused areas of the installation space appear. Sometimes, components of the drive train adjacent to the drive unit must even be arranged offset, which negatively impacts the efficiency or effectiveness of the drive train and, therefore, the motor vehicle. Furthermore, known drive trains can only be used in different vehicle variants (left-hand drive / right-hand drive) with appropriate structural adaptations, which increases the development, production, and assembly costs of the drive train. Summary of the Invention

[0007] The object of the present invention is therefore to design and improve a drive train for a motor vehicle in such a way that the development effort, manufacturing effort and / or assembly effort or the costs associated therewith are reduced and / or the available structural space can be utilized as optimally as possible, in particular also taking into account the arrangement of the electric motor and / or its power.

[0008] The object on which the present invention is based is now first achieved by a drive train according to the present invention for a motor vehicle.

[0009] The basic principle of the present invention is primarily that the differential is arranged substantially centrally on a longitudinal axis of the vehicle running centrally within the vehicle, with the length of the first cardan shaft substantially corresponding to the length of the second cardan shaft. Furthermore, the drive unit is designed so that it can be arranged in both right-hand drive and left-hand drive vehicles, with the arrangement of the drive unit in right-hand drive vehicles being rotated 180° relative to the arrangement of the drive unit in left-hand drive vehicles about a vertical axis. When the drive unit is arranged in a right-hand drive vehicle, the steering shaft is arranged adjacent to the drive unit on the right side relative to the direction of travel. Conversely, when the drive unit is arranged in a left-hand drive vehicle, the steering shaft is arranged adjacent to the drive unit on the left side relative to the direction of travel. The vertical axis runs, in particular, exactly centrally within the vehicle and intersects the longitudinal axis of the vehicle, which runs, in particular, exactly centrally.

[0010] The substantially central arrangement of the differential enables the construction of cardan shafts of substantially equal length. The expression "substantially central" with respect to the differential here means that the differential can be arranged eccentrically up to ±50 mm relative to the center point of the vehicle's transverse axis or up to ±50 mm relative to the vehicle's longitudinal axis, which runs exactly in the center. The expression "substantially" with respect to the cardan shafts here means that the length of the first cardan shaft deviates from the length of the second cardan shaft only by unavoidable manufacturing tolerances, or that the length of the first cardan shaft deviates from the length of the second cardan shaft by less than 52 mm. Cardan shafts of substantially equal length also result in increased efficiency or improved availability of the drive train.

[0011] Because the corresponding drive unit can be used in both right-hand drive and left-hand drive vehicles, a particularly high unit count of the drive unit can be achieved, i.e., for both right-hand drive and left-hand drive vehicles. This results in reduced costs not only in developing the drive unit but also in manufacturing the drive unit or in purchasing its components. The use of the drive unit in both right-hand drive and left-hand drive vehicles is made possible, in particular, by the property of the electric motor that the drive shaft can deliver equally good power in both directions of rotation.

[0012] The electric motor is preferably arranged on the side of the transmission unit facing away from the steering shaft both in right-hand drive vehicles and in left-hand drive vehicles.

[0013] In order to provide a high drive power, the electric motor has a relatively large extension in the axial direction of the drive shaft. Furthermore, the diameter of the electric motor is also relatively large. "Relatively" here refers to the dimensions of the pulse inverter. Since the electric motor is arranged on the side of the transmission unit facing away from the steering shaft, the steering shaft can be guided past the drive unit particularly close to the vehicle's longitudinal axis, which runs centrally in the vehicle, without the drive unit being touched by the steering shaft. The steering shaft can thus be aligned particularly closely with the center of the vehicle seat, i.e., particularly with the center of the left vehicle seat in a left-hand drive vehicle and particularly with the center of the right vehicle seat in a right-hand drive vehicle. The connection between the steering shaft and the steering gear can therefore also be implemented particularly close to the vehicle's longitudinal axis, which runs centrally in the vehicle. This has a positive impact on the possible implementation options of the steering gear and therefore the steering characteristics of the vehicle.

[0014] In a preferred embodiment of the drive train, the drive unit comprises a drive unit housing, wherein a plurality of A-side fixing points are formed on the drive unit housing on a first side, the A-side, of the drive unit housing. Furthermore, a plurality of B-side fixing points are formed on the drive unit housing on a second side, the B-side, of the drive unit housing, which is opposite the A-side. The drive unit housing can be fixed to a front unit support at the front by means of at least two of the A-side fixing points and to a rear unit support at the rear by means of at least two of the B-side fixing points. Alternatively, the drive unit housing can be fixed to the front unit support at the front by means of at least two of the B-side fixing points and to the rear unit support at the rear by means of at least two of the A-side fixing points. The front unit support and the rear unit support are formed on the body of the motor vehicle.

[0015] The A-side and B-side mounting points enable a secure connection between the drive unit and the vehicle body in both right-hand drive and left-hand drive vehicles. Each of the mounting points, for example, has an internal thread, allowing the drive unit to be connected to the front and rear unit supports using screws. The internal threads of the mounting points preferably extend horizontally. Other connection technologies between the drive unit and the two unit supports are also possible. Furthermore, each mounting point has a transmission surface, by means of which forces and / or torques can be transmitted between the drive unit and the two unit supports. The front unit support is located in front of the drive unit in the direction of travel, and the rear unit support is located behind the drive unit in the direction of travel.

[0016] Preferably, the arrangement of the A-side fixing points relative to each other corresponds to the arrangement of the B-side fixing points relative to each other, wherein in particular the arrangement of the A-side fixing points relative to the B-side fixing points is mirrored in a vertical plane extending centrally in the transverse direction through the drive unit housing.

[0017] In this case, one of the A-side fixing points and one of the B-side fixing points are preferably located on a line running in the longitudinal direction of the vehicle. Even if the front unit carrier and the rear unit carrier are designed differently, which is entirely reasonable due to the loads on the front and rear unit carriers, the drive unit can be connected to the two corresponding unit carriers by means of the A-side fixing points and the B-side fixing points both in right-hand drive vehicles and in left-hand drive vehicles.

[0018] In another embodiment of the drive train, five A-side fixing points and five B-side fixing points are present or configured.

[0019] In this way, the forces and / or moments acting between the drive assembly and the two unit supports can be distributed particularly well and nevertheless with reasonable structural effort to different fixing points. In particular, for the absorption of moments, it is meaningful to have connections between the two unit supports and the drive assembly that are arranged at a distance from each other.

[0020] In a preferred embodiment of the drive train, a coolant inlet and a coolant outlet are each arranged on the A side of the drive unit housing. Furthermore, a coolant inlet and a coolant outlet are each arranged on the B side of the drive unit housing. Cooling fluid can be supplied to the drive unit housing via one of the coolant inlets, while cooling fluid can be discharged from the drive unit housing via one of the coolant outlets. Either the coolant inlet and coolant outlet on the A side or the coolant inlet and coolant outlet on the B side are each sealed with a plug and are therefore non-functional.

[0021] The lines or hoses for supplying and removing the cooling fluid are arranged upstream of the drive unit in the direction of travel. Alternatively, they can be arranged downstream of the drive unit in the direction of travel. Since the coolant inlet and outlet are located on both sides of the drive unit housing, the lines or hoses can be connected to the drive unit in both right-hand drive and left-hand drive vehicles. The two unused openings, namely the unused coolant inlet and outlet, are sealed tightly, for example, with hose plugs. This further increases the flexibility of the drive unit's use. The cooling fluid circuit, including any lines and / or hoses, can be used in both right-hand drive and left-hand drive vehicles without changing the drive unit.

[0022] Preferably, the A-side coolant inlet and the B-side coolant inlet and / or the A-side coolant outlet and the B-side coolant outlet are connected to one another by means of through-going holes, which extend in the direction of travel.

[0023] In this way, the two coolant outlets and / or the two coolant inlets can be manufactured particularly simply, which has a very positive impact on the production costs of the drive unit.

[0024] In another embodiment of the drive train, an input gear and an output gear are arranged or configured on the transmission shaft. A drive gear is configured or configured on the drive shaft. The differential also includes a differential gear. The drive gear and the input gear mesh with each other. Similarly, the output gear and the differential gear mesh with each other. In particular, the drive gear, the input gear, the output gear, and / or the differential gear may have helical teeth.

[0025] The gears are designed as spur gears and are arranged to form a spur gear transmission. Such a spur gear transmission is robust and can be manufactured cost-effectively. The helical toothing allows for lower noise generation in the entire transmission unit and higher load-bearing capacity of the individual gears.

[0026] At least one oil tank is advantageously arranged in the drive unit housing. Furthermore, at least one oil sump area is formed in the drive unit housing, wherein the differential gear is arranged in the oil sump area in a splashing manner. A first oil collector and a second oil collector are arranged adjacent to the oil tank, wherein a left-hand steering guide area is formed on the first oil collector and a right-hand steering guide area is formed on the second oil collector. In a first rotational direction of the differential gear, oil centrifugally thrown upward from the oil sump area by the differential gear can be supplied to the oil tank via the left-hand steering guide area, and in a second rotational direction of the differential gear, opposite to the first rotational direction, oil centrifugally thrown upward from the oil sump area by the differential gear can be supplied to the oil tank via the right-hand steering guide area.

[0027] When the motor vehicle is traveling forward, the differential gear rotates in the opposite direction in a right-hand drive vehicle compared to a left-hand drive vehicle. As described above, in both cases, oil is supplied from the oil sump area to the oil tank. The left-hand drive guide area is arranged such that when a left-hand drive vehicle is traveling forward, oil centrifugally thrown upward from the oil sump area by the differential gear can be supplied to the oil tank via the left-hand drive guide area. The right-hand drive guide area is arranged such that when a right-hand drive vehicle is traveling forward, oil centrifugally thrown upward from the oil sump area by the differential gear can be supplied to the oil tank via the right-hand drive guide area.

[0028] An oil tank region is preferably formed in the oil tank, wherein the drive gear is arranged in a splash-type manner in the oil tank region. A plurality of contacts are arranged in the drive unit housing, wherein electrical energy can be transferred between the pulse-controlled inverter and the electric motor via the contacts. The contacts can be cooled by oil centrifugally ejected upward from the oil tank region by the drive gear.

[0029] The high electrical energy transmitted via the contacts generates heat. This heat leads to an increase in contact temperature. The heat is dissipated from the contacts by means of centrifugally spun oil, thereby keeping the temperature increase within acceptable limits, ensuring the functionality of the contacts. Furthermore, the oil tank can be used to lubricate the bearings, creating a synergistic effect.

[0030] In another embodiment of the drive train, the drive shaft is supported in the drive unit housing by means of at least two bearings, wherein the bearings of the drive shaft have such an arrangement and / or dimensioning in both rotational directions of the drive shaft that the functionality of the two bearings is ensured with respect to a service life predetermined in the design of the bearings for forward travel of the motor vehicle.

[0031] The transmission unit can therefore be used universally not only in right-hand drive vehicles but also in left-hand drive vehicles, without requiring premature maintenance of the transmission unit. Preferably, the transmission shaft is supported on two sides using bearings of similar design.

[0032] The drive unit housing is preferably constructed in multiple parts and comprises a motor sub-housing, a transmission sub-housing, and a pulse-controlled inverter sub-housing, wherein the motor is arranged in the motor sub-housing, the transmission unit is arranged in the transmission sub-housing, and the pulse-controlled inverter is arranged in the pulse-controlled inverter sub-housing. An inclined portion is formed on the pulse-controlled inverter sub-housing, wherein the axis of the steering shaft is arranged substantially parallel to the inclined portion in a region adjacent to the inclined portion.

[0033] Advantageously, the bevel is formed on the end face of the pulse-controlled inverter housing part facing away from the transmission unit.

[0034] Preferably, the inclined portion has an angle relative to a plane extending perpendicular to the transmission shaft, wherein the distance between the end side of the pulse inverter subhousing facing away from the transmission unit and the transmission device subhousing is greater in the upper region of the end side of the pulse inverter subhousing facing away from the transmission unit than in the lower region of the end side of the pulse inverter subhousing facing away from the transmission unit.

[0035] This allows for optimal utilization of the available space in the vehicle. Only a small gap exists between the steering shaft and the pulse-controlled inverter subhousing, ensuring that the steering shaft does not contact the pulse-controlled inverter subhousing. No larger unused areas result. This asymmetrical design of the pulse-controlled inverter subhousing is achieved by appropriately arranging the components of the pulse-controlled inverter within the subhousing. Compared to the arrangement of components for an electric motor, the arrangement of the components of the pulse-controlled inverter offers a certain degree of flexibility.

[0036] In another embodiment of the drive train, the first and second Cardan shafts are each arranged at a diffraction angle relative to a horizontal plane. The diffraction angles of the first and second Cardan shafts have substantially the same value, wherein the diffraction angles of the first and second Cardan shafts are in particular less than 7.5°. The expression "substantially" here means that the diffraction angles differ from one another only due to unavoidable manufacturing tolerances, or that the diffraction angles differ from one another by only less than 2°. Such small diffraction angles minimize friction losses in the drive train, which leads to increased efficiency of the drive train. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] There are now several possibilities for advantageously designing and improving the drive train for a motor vehicle according to the present invention. Below, a preferred embodiment of the drive train for a motor vehicle according to the present invention will be explained or described in more detail with the aid of the accompanying drawings and the associated description. In the drawings:

[0038] Figure 1 A schematic diagram showing an embodiment of a drive train in a right-hand drive vehicle, shown in section from the rear.

[0039] Figure 2 A schematic diagram showing an embodiment of a drive train in a left-hand drive vehicle, in section from a rear view (or from the rear),

[0040] Figure 3 a schematic 3D diagram showing an embodiment of a drive train in a right-hand drive vehicle in a front view (or from the front),

[0041] Figure 4 A schematic 3D diagram of a drive train in a left-hand drive vehicle is shown in a front view (or from the front), without, however, the steering shaft.

[0042] Figure 5 a schematic 3D diagram showing an embodiment of a drive train in a left-hand drive vehicle in a front view (or from the front),

[0043] Figure 6 A schematic 3D diagram showing an embodiment of a drive train in a left-hand drive vehicle in a rear view (or from the rear),

[0044] Figure 7a schematic 3D diagram showing a drive unit of a drive train in a cutaway side view, and

[0045] Figure 8 A schematic 3D illustration of a transmission unit of a drive train is shown in side view, but without the transmission sub-housing. DETAILED DESCRIPTION

[0046] exist Figure 1 and Figure 2 1 and 2 show schematic diagrams of exemplary embodiments of a drive train 1 , each sectioned from the rear. The drive train 1 is provided for use in a motor vehicle.

[0047] exist Figure 3 A schematic 3D diagram of the drive train 1 is shown in a front view.

[0048] exist Figures 1 to 3 The same reference numerals are used for the same components.

[0049] Drive train 1 includes a drive unit 2, a steering gear 3, a steering shaft 4, a first cardan shaft 5, and a second cardan shaft 6. Drive unit 2 includes an electric motor 7, a transmission unit 8, and a pulse-controlled inverter 9. Electric motor 7 and pulse-controlled inverter 9 are arranged on two opposite sides of transmission unit 8. Transmission unit 8 is therefore arranged between pulse-controlled inverter 9 and electric motor 7. Electric motor 7 includes a drive shaft 10, and transmission unit 8 includes a transmission shaft 11. It is conceivable that transmission unit 8 includes additional transmission shafts to form additional transmission stages. Drive shaft 10 and transmission shaft 11 extend substantially horizontally and substantially perpendicularly to the direction of travel 12 of the motor vehicle. Drive shaft 10 and transmission shaft 11 are therefore arranged in the transverse direction of the motor vehicle. The term "substantially" here means that deviations from this transverse direction do not exceed manufacturing tolerances.

[0050] The steering gear 3 is arranged in front of the drive unit 2 in the direction of travel 12 (forward travel of the vehicle). This allows for understeering driving characteristics even in a hesitant vehicle. This hesitancy can be caused, for example, by the vehicle battery, which is relatively large and heavy to power the electric motor 7. Hesitancy can also be caused by another electric motor located at the rear axle of the vehicle. The steering gear 3 can be functionally connected to the vehicle's steering wheel via a steering shaft 4. The steering wheel, steering shaft 4, and steering gear 3 enable the vehicle to be maneuvered around corners. The steering shaft 4 is partially arranged laterally adjacent to the drive unit 2. Therefore, the steering shaft 4 is laterally adjacent to the end face of the drive unit 2 that extends parallel to the longitudinal direction of the vehicle. The transmission unit 8 also includes a differential 13, wherein the differential 13 can be connected to the first front wheels of the vehicle via a first cardan shaft 5 and can be functionally connected to the second front wheels of the vehicle via a second cardan shaft 6. The steering gear 3 is therefore also arranged in particular in the driving direction 12 (forward driving direction of the vehicle) in front of the first Cardan shaft 5 and in front of the second Cardan shaft 6 , as can be seen from the figure considering the arrow “ 12 ” for the forward driving direction.

[0051] The differential 13 is arranged substantially centrally on a longitudinal axis 14 of the motor vehicle running centrally therein, the length of the first cardan shaft 5 substantially corresponding to the length of the second cardan shaft 6. The drive unit 2 is arranged and / or designed such that it can be arranged both in right-hand drive vehicles and in left-hand drive vehicles.

[0052] Figure 1 The drive unit 2 is shown in a right-hand drive vehicle. Figure 2 The drive unit is shown in a left-hand drive vehicle. The arrangement of the drive unit 2 in a right-hand drive vehicle is implemented rotated 180° about or around a vertical axis 15 relative to the arrangement of the drive unit in a left-hand drive vehicle. If the drive unit 2 is arranged in a right-hand drive vehicle, the steering shaft 4 is arranged on the right side of the drive unit 2 relative to or as viewed in the direction of travel 12. If the drive unit 2 is alternatively arranged in a left-hand drive vehicle, the steering shaft 4 is arranged on the left side of the drive unit 2 relative to or as viewed in the direction of travel 12.

[0053] The electric motor 7 is arranged on the side of the transmission unit 8 facing away from the steering shaft 4, both in right-hand drive vehicles and in left-hand drive vehicles. The steering shaft 4 therefore runs at a small distance next to the pulse-controlled inverter 9. The steering shaft 4 can be designed in one piece or in multiple pieces. The steering shaft 4 can optionally have a universal joint.

[0054] Figure 4A schematic, slightly 3D illustration of a drive unit 2 of a drive train 1 in a left-hand drive vehicle is shown in a front view. Figure 5 In FIG. 1 , a schematic 3D diagram of a drive train 1 in a left-hand drive vehicle is shown in a front view. In contrast, Figure 6 The rear view shows a schematic 3D diagram of the drive train 1 in a left-hand drive vehicle. Figures 4 to 6 In the drawings, the same reference numerals as in the previous figures are used for the same components. Figures 4 to 6 In particular, the mechanical connection of the drive unit 2 can be seen.

[0055] The drive unit 2 has a drive unit housing 16. A plurality of A-side fixing points 18 are formed on the drive unit housing 16 on a first side, the A-side 17, of the drive unit housing 16. A plurality of B-side fixing points 20 are formed on the drive unit housing 16 on a second side, the B-side 19, of the drive unit housing 16, which is opposite the A-side 17. The drive unit housing 16 is fixed to a front unit support 21 at the front by means of at least two of the A-side fixing points 18 and to a rear unit support 22 at the rear by means of at least two of the B-side fixing points 20. Figure 5 and Figure 6 Shown in.

[0056] In right-hand drive vehicles, the drive unit housing 16 is fastened to a front unit support 21 at the front by means of at least two of the B-side fastening points 20 and to a rear unit support 22 at the rear by means of at least two of the A-side fastening points 18. The front unit support 21 and the rear unit support 22 are formed on the body 23 of the motor vehicle or are connected to the chassis.

[0057] The arrangement of the A-side fixing points 18 relative to one another corresponds to the arrangement of the B-side fixing points 20 relative to one another, with the respective arrangements being mirror images in a vertical plane extending centrally through the drive unit housing 16 in the transverse direction. The A-side fixing points 18 and the B-side fixing points 20 therefore have the same "muster." Due to this identical "muster," the front unit carrier 21 and the rear unit carrier 22 can be used universally in both right-hand drive and left-hand drive vehicles without requiring any structural modifications to the front unit carrier 21 and the rear unit carrier 22.

[0058] The front unit bracket 21 and the rear unit bracket 22 each have a vertically oriented plate. Horizontally, holes are introduced into the front unit bracket 21 and the rear unit bracket 22, by means of which the front unit bracket 21 and the rear unit bracket 22 are fastened to the drive unit housing 16. For this purpose, corresponding screws or bolts are used. Other types of fastening between the front unit bracket 21 and the rear unit bracket 22 and the drive unit housing 16 are conceivable.

[0059] There are a total of five A-side fixing points 18 and five B-side fixing points 20. The connection between the drive unit housing 16 and the front unit support 21 is achieved via all five fixing points on the A side 17 or the B side 19. The connection between the drive unit housing 2 and the rear unit support 22 is achieved via three of the five fixing points on the A side 17 or the B side 19. This allows for different load conditions on the front unit support 21 and the rear unit support 22. The five fixing points are divided into three upper fixing points and two lower fixing points, with the rear unit support 22 being connected to the drive unit housing 16 via two lower fixing points and a central upper fixing point.

[0060] A coolant inlet 24 and a coolant outlet 25 are arranged on the A side 17 of the drive unit housing 2, and a coolant inlet 26 and a coolant outlet 27 are arranged on the B side 19 of the drive unit housing 2. Cooling fluid can be supplied to the drive unit housing 2 via one of the coolant inlets 24 or 26. Cooling fluid can be discharged from the drive unit housing 2 via one of the coolant outlets 25 or 27. Either the coolant inlet 24 and coolant outlet 25 on the A side 17 or the coolant inlet 26 and coolant outlet 27 on the B side 19 are each sealed with a plug and are therefore inoperative. This allows the use of the same connecting lines and / or connecting hoses already arranged in the motor vehicle, by means of which the drive unit 2 can be integrated into the cooling fluid circuit. Such connecting lines and / or connecting hoses are hereby connected sealingly to the coolant inlet 24 or 26 and the coolant outlet 25 or 27.

[0061] Figure 7 A schematic 3D diagram of a drive unit 2 of a drive train 1 is shown in a cutaway side view. Figure 7 In the drawings, the same reference numerals as in the previous figures are used for the same components.

[0062] The coolant outlet 25 on the A side 17 and the coolant outlet 27 on the B side 19 are connected to one another by means of a continuous hole 28, wherein the hole 28 extends in the direction of travel 12. It is conceivable that the coolant inlet 24 on the A side 17 and the coolant inlet 26 on the B side 19 are also connected to one another by means of a similar continuous hole.

[0063] exist Figure 8 A schematic 3D diagram of the transmission unit 8 of the drive train 1 is shown in a side view. Parts of the drive unit housing 16 are omitted here in order to make the components inside the drive unit housing 16 visible. Figure 8 In the figures, the same reference numerals as in the previous figures are used for the same components.

[0064] The input gear 29 and the output gear 30 are arranged or configured on the drive shaft 11. A drive gear 31 is configured or configured on the drive shaft 10. The differential 13 includes a differential gear 32. The drive gear 31 and the input gear 29 mesh with each other, and the output gear 30 and the differential gear 32 mesh with each other. The drive gear 31, the input gear 29, the output gear 30, and / or the differential gear 32 may in particular have helical teeth. It is also conceivable to use spur teeth for at least two of the meshing gears. The drive gear 31, the input gear 29, the output gear 30, and the differential gear 32 form a spur gear transmission with two transmission stages. The differential 13 enables torque to be transmitted between the differential gear 32 and two cardan shafts, namely, the first cardan shaft 5 and the second cardan shaft 6.

[0065] At least one oil tank 33 is arranged in the drive unit housing 16 . At least one oil sump area 34 is formed in the drive unit housing 16 , wherein the differential gear 32 is arranged in the oil sump area 34 in a splashing manner. The transmission unit 8 is filled with oil, which at least partially collects in the oil sump area 34 due to gravity or at least partially flows back into the oil sump area 34 during operation of the transmission unit 8 . A first oil collector 35 and a second oil collector 36 are arranged adjacent to the oil tank 33 , wherein a left-hand steering guide area 37 is formed on the first oil collector 35 and a right-hand steering guide area 38 is formed on the second oil collector 36 . The left-hand steering guide area 37 allows oil centrifugally thrown upward from the oil sump area 34 by the differential gear 32 in a first rotational direction of the differential gear 32 to be supplied to the oil tank 33 . The first rotational direction of the differential gear 32 occurs when the motor vehicle is configured as a left-hand drive vehicle and is traveling forward.

[0066] By means of right-hand steering guide area 38, oil centrifugally thrown upward from oil sump area 34 by differential gear 32 can be supplied to oil tank 33 when the differential gear 32 rotates in a second direction opposite to the first direction. This second direction of rotation of differential gear 32 occurs when a right-hand-drive vehicle is traveling forward. The oil tank is thus filled with oil during travel, both when used in left-hand-drive vehicles and when used in right-hand-drive vehicles. The left-hand steering guide area 37 and the right-hand steering guide area 38 each have an oil scraping edge, from which oil drips or flows from the left-hand steering guide area 37 or right-hand steering guide area 38 into the oil tank 33 arranged therebeneath.

[0067] An oil reservoir area 39 is formed in the oil reservoir 33, with the drive gear 31 arranged in a splash-proof manner in the oil reservoir area 39. Several contacts 40 are arranged in the drive unit housing 16, via which electrical energy can be transferred between the pulse-controlled inverter 9 and the electric motor 7. Electrical energy can be transferred in both directions, so that the electric motor 7 can provide energy for driving the vehicle. Furthermore, the electric motor 7 can recover kinetic energy of the vehicle and transfer it, for example, to the vehicle battery via the pulse-controlled inverter 9. The contacts 40 can be cooled by oil centrifugally ejected from the oil reservoir area 39 by the drive gear 31. This ensures that the maximum permissible temperature of the contacts is not exceeded during vehicle operation. The oil reservoir area 39 is adapted to the shape and dimensions of the drive gear 31, ensuring that the drive gear 31 is always sufficiently immersed in the oil collected in the oil reservoir area 39 during vehicle operation.

[0068] The drive shaft 11 is supported in the drive unit housing 16 by means of at least two bearings 41. The bearings 41 of the drive shaft 11 are arranged and / or dimensioned in both rotational directions of the drive shaft 11 so that the function of both bearings 41 is guaranteed within the service life predetermined by the design of the bearings 41 for forward travel of the vehicle. When the vehicle is traveling forward, the direction of rotation of the drive shaft 11 in a left-hand drive vehicle is opposite to that in a right-hand drive vehicle. Therefore, due to the desired flexibility, one of the two bearings 41 is designed only for reverse travel of the vehicle. The additional costs incurred by the partially oversized bearings 41 are offset by the selection of standardized components and the associated reduction in procurement costs. In addition to the bearings 41, all other components of the transmission unit 8, such as the gearing, are also designed for both rotational directions of the drive shaft 11 within the service life predetermined by their design for forward travel of the vehicle.

[0069] The drive unit housing 16 is constructed in multiple parts and includes a motor sub-housing 42, a transmission sub-housing 43, and a pulse-controlled inverter sub-housing 44. The electric motor 7 is arranged in the motor sub-housing 42, the transmission unit 8 is arranged in the transmission sub-housing 43, and the pulse-controlled inverter 9 is arranged in the pulse-controlled inverter sub-housing 44. Similarly, the differential 13 is arranged in the transmission sub-housing 43. An inclination 45 is formed on the pulse-controlled inverter sub-housing 44, with the axis of the steering shaft 4 lying substantially parallel to the inclination 45 in the region adjacent to the inclination 45. Minor deviations in parallelism are tolerable. It is important that the pulse-controlled inverter sub-housing 44 and the steering shaft 4 do not touch each other and that minimal space is lost not only in the pulse-controlled inverter sub-housing 44 but also in the entire motor vehicle. The inclination 45 is formed on the end face of the pulse-controlled inverter sub-housing 44 facing away from the transmission unit 8.

[0070] The inclination 45 is at an angle relative to a plane running perpendicular to the transmission shaft 11, wherein the distance between the end face of the pulse-controlled inverter subhousing 44 facing away from the transmission unit 8 and the transmission subhousing 43 is greater in the upper region of the end face of the pulse-controlled inverter subhousing 44 facing away from the transmission unit 8 than in the lower region of the end face of the pulse-controlled inverter subhousing 44 facing away from the transmission unit 8. This takes into account the fact that the steering shaft 4 runs obliquely downward from the steering wheel arranged above the steering gear 3 toward the center of the vehicle.

[0071] The first Cardan shaft 5 and the second Cardan shaft 6 are each arranged at a diffraction angle 46 relative to a horizontal plane. The diffraction angle 46 of the first Cardan shaft 5 and the second Cardan shaft 6 has the same value. In particular, the diffraction angle 46 of the first Cardan shaft 5 and the second Cardan shaft 6 is less than 7.5°. Due to this small diffraction angle 46, the drive train 1 has a high efficiency and results in good driving dynamics of the motor vehicle.

[0072] The drive train 1 can be used in a purely electrically driven motor vehicle, in which only the described electric motor 7 is present without any further drives, and in which only the first and second Cardan shafts 5 , 6 and thus the front axle of the motor vehicle are drivable.

[0073] Furthermore, the use of an additional electric motor or an internal combustion engine is conceivable for constructing a hybrid vehicle.

[0074] The drive train 1 can also be used in an all-wheel drive vehicle. In this case, at least one clutch is arranged in the drive train, wherein, using the at least one clutch, the first cardan shaft 5 and the second cardan shaft 6 can be decoupled from the electric motor 7 individually or together.

[0075] Reference Signs List

[0076] 1 Drivetrain

[0077] 2 drive units

[0078] 3 Steering transmission

[0079] 4 steering axles

[0080] 5 First cardan shaft

[0081] 6 Second cardan shaft

[0082] 7 Electric Motor

[0083] 8 transmission unit

[0084] 9-pulse inverter

[0085] 10 drive shaft

[0086] 11 Drive shaft

[0087] 12 Driving Direction

[0088] 13 Differential

[0089] 14 Longitudinal axis

[0090] 15 Vertical axis

[0091] 16 Drive unit housing

[0092] 17 Side A

[0093] 18 A side fixing point

[0094] 19 B side

[0095] 20 B side fixing point

[0096] 21 Front unit bracket

[0097] 22 Rear unit bracket

[0098] 23 Body

[0099] 24 Coolant inlet on A side

[0100] 25 Coolant outlet on A side

[0101] 26 Coolant inlet on B side

[0102] 27 Coolant outlet on B side

[0103] 28 through holes

[0104] 29 Input gear

[0105] 30 Output gear

[0106] 31 drive gear

[0107] 32 differential gear

[0108] 33 Fuel Tank

[0109] 34 Oil sump area

[0110] 35 First oil collector

[0111] 36 Second oil collector

[0112] 37 Left rudder guidance area

[0113] 38 Starboard steering area

[0114] 39 Fuel tank area

[0115] 40 Contact Department

[0116] 41 bearings

[0117] 42 Electric motor housing

[0118] 43 Transmission sub-housing

[0119] 44-pulse inverter sub-housing

[0120] 45 inclined portion

[0121] 46 diffraction angle.

Claims

1. A drive train (1) for a motor vehicle, comprising at least one drive unit (2), at least one steering gear (3), at least one steering shaft (4), at least one first cardan shaft (5) and at least one second cardan shaft (6), wherein: The drive unit (2) comprises an electric motor (7), a transmission unit (8) and a pulse inverter (9), wherein the electric motor (7) and the pulse inverter (9) are arranged on two opposite sides of the transmission unit (8), wherein the electric motor (7) has a drive shaft (10) and the transmission unit (8) has at least one transmission shaft (11), wherein the drive shaft (10) and the transmission shaft (11) extend substantially horizontally and substantially perpendicularly to the direction of travel (12) of the motor vehicle, wherein the steering transmission The device (3) is arranged in front of the drive unit (2) in the direction of travel (12), wherein the steering gear (3) can be functionally connected to the steering wheel of the motor vehicle by means of the steering shaft (4), wherein the steering shaft (4) is arranged laterally next to the drive unit (2), wherein the transmission unit (8) also has a differential (13), wherein the differential (13) can be functionally connected to the first front wheel of the motor vehicle by means of the first cardan shaft (5), and wherein the differential ( 13) can be operatively connected to a second front wheel of the motor vehicle by means of the second cardan shaft (6), characterized in that the differential (13) is arranged substantially centrally on a longitudinal axis (14) of the motor vehicle extending centrally in the motor vehicle, wherein the length of the first cardan shaft (5) substantially corresponds to the length of the second cardan shaft (6), wherein the drive unit (2) is designed such that the drive unit (2) can be arranged both in right-hand drive vehicles and in left-hand drive vehicles, wherein the drive unit (2) The arrangement in a right-hand drive vehicle is implemented by being rotated 180 degrees about a vertical axis (15) relative to the arrangement of the drive unit (2) in a left-hand drive vehicle, wherein, when the drive unit (2) is arranged in the right-hand drive vehicle, the steering shaft (4) is then arranged next to the drive unit (2) on the right side with respect to the driving direction (12), and wherein, when the drive unit (2) is arranged in the left-hand drive vehicle, the steering shaft (4) is then arranged next to the drive unit (2) on the left side with respect to the driving direction (12).

2. Drive train (1) according to the preceding claim, characterized in that The electric motor (7) is arranged on the side of the transmission unit (8) facing away from the steering shaft (4) both when arranged in the right-hand drive vehicle and when arranged in the left-hand drive vehicle.

3. Drive train (1) according to any one of the preceding claims, characterized in that The drive unit (2) has a drive unit housing (16), wherein a plurality of A-side fixing points (18) are constructed on a first side surface, A-side (17) of the drive unit housing (16), wherein a plurality of B-side fixing points (20) are constructed on a second side surface, B-side (19) of the drive unit housing (16) opposite to the A-side (17), wherein the drive unit housing (16) can be fixed to a front unit support at a front portion by means of at least two of the A-side fixing points (18). The invention relates to a motor vehicle comprising a front unit support (21) and a rear unit support (22) which can be fixed to the front unit support (21) at the front by means of at least two of the B-side fixing points (20), or a drive unit housing (16) which can be fixed to the front unit support (21) at the front by means of at least two of the B-side fixing points (20) and to the rear unit support (22) at the rear by means of at least two of the A-side fixing points (18), and wherein the front unit support (21) and the rear unit support (22) are constructed on the chassis of the motor vehicle or are connected to the body (23).

4. The drive train (1) according to claim 3, characterized in that The arrangement of the A-side fixing points (18) relative to one another corresponds to the arrangement of the B-side fixing points (20) relative to one another.

5. The drive train (1) according to claim 4, characterized in that The arrangement of the A-side fixing point (18) relative to the B-side fixing point (20) is mirror-imaged on a vertical plane extending centrally in a transverse direction through the drive unit housing (16).

6. The drive train (1) according to claim 3, characterized in that There are and / or are configured five A-side fixing points (18) and five B-side fixing points (20).

7. The drive train (1) according to claim 3, characterized in that A coolant inlet (24) and a coolant outlet (25) are arranged on the A side (17) of the drive unit housing (16), and a coolant inlet (26) and a coolant outlet (27) are arranged on the B side (19) of the drive unit housing, wherein cooling fluid can be supplied to the drive unit housing (16) by means of one of the coolant inlets (24, 26), wherein cooling fluid can be discharged from the drive unit housing (16) by means of one of the coolant outlets (25, 27), wherein either the coolant inlet (24) and the coolant outlet (24) on the A side (17) or the coolant inlet (25) and the coolant outlet (25) on the B side (19) are each closed by means of a plug and are therefore non-functional.

8. The drive train (1) according to claim 7, characterized in that The coolant inlet (24) on the A side (17) and the coolant inlet (24) on the B side (19) and / or the coolant outlet (25) on the A side (17) and the coolant outlet (27) on the B side (19) are connected to each other by means of a through hole (28), wherein the hole (28) extends in the direction of travel (12).

9. Drive train (1) according to any one of the preceding claims 1 or 2, characterized in that An input gear (29) and an output gear (30) are arranged or constructed on the transmission shaft (11), wherein a drive gear (31) is constructed or arranged on the drive shaft (10), wherein the differential (13) has a differential gear (32), wherein the drive gear (31) and the input gear (29) mesh with each other, wherein the output gear (30) and the differential gear (32) mesh with each other.

10. The drive train (1) according to claim 9, characterized in that The drive gear (31), the input gear (29), the output gear (30) and / or the differential gear (32) have helical toothing.

11. The drive train (1) according to claim 9, characterized in that At least one oil tank (33) is arranged in the drive unit housing (16), wherein at least one oil sump area (34) is constructed in the drive unit housing (16), wherein the differential gear (32) is arranged in the oil sump area (34) in a splashing manner, wherein a first oil collector (35) and a second oil collector (36) are arranged adjacent to the oil tank (33), wherein a left rudder guide area (37) is constructed at the first oil collector (35) and a right rudder guide area (37) is constructed at the second oil collector (36). 38), wherein, in the case of a first rotational direction of the differential gear (32), the oil centrifugally thrown upward from the oil sump area (34) by the differential gear (32) can be supplied to the oil tank (33) by means of the left rudder guide area (37), and wherein, in the case of a second rotational direction of the differential gear (32) opposite to the first rotational direction, the oil centrifugally thrown upward from the oil sump area (34) by the differential gear (32) can be supplied to the oil tank (33) by means of the right rudder guide area (38).

12. The drive train (1) according to claim 11, characterized in that An oil tank area (39) is arranged and / or constructed in the oil tank (33), wherein the drive gear (31) is arranged in the oil tank area (39) in a splashing manner, wherein a plurality of contacts (40) are arranged in the drive unit housing (16), wherein electrical energy can be transmitted between the pulse inverter (9) and the electric motor (7) by means of the contacts (40), and wherein the contacts (40) can be cooled by means of oil centrifugally thrown upward from the oil tank area (39) by the drive gear (31).

13. Drive train (1) according to any one of the preceding claims 1 or 2, characterized in that The drive shaft (11) is supported in the drive unit housing (16) by means of at least two bearings (41), wherein the bearings (41) of the drive shaft (11) are arranged and / or dimensioned in both directions of rotation of the drive shaft (11) such that the function of the two bearings (41) is ensured within a service life predetermined in the design of the bearings (41) for forward travel of the motor vehicle.

14. The drive train (1) according to claim 3, characterized in that The drive unit housing (16) is designed in multiple parts and comprises a motor sub-housing (42), a transmission sub-housing (43) and a pulse-controlled inverter sub-housing (44), wherein the motor (7) is arranged in the motor sub-housing (42), the transmission unit (8) is arranged in the transmission sub-housing (43), and the pulse-controlled inverter (9) is arranged in the pulse-controlled inverter sub-housing (44), wherein an inclined portion (45) is formed on the pulse-controlled inverter sub-housing (44), and wherein the axis of the steering shaft (4) is arranged in a region adjacent to the inclined portion (45).

15. Drive train (1) according to claim 14, characterized in that The axis of the steering shaft (4) is arranged substantially parallel to the inclined portion (45).

16. The drive train (1) according to claim 14, characterized in that The bevel (45) is formed on the end side of the pulse-controlled inverter subhousing (44) facing away from the transmission unit (8).

17. Drive train (1) according to any one of the preceding claims 14 to 16, characterized in that The inclined portion (45) has an angle relative to a plane extending perpendicularly to the transmission shaft (11), wherein the distance between the end side of the pulse inverter sub-housing (44) facing away from the transmission unit (8) and the transmission device sub-housing (43) is greater in an upper region of the end side of the pulse inverter sub-housing (44) facing away from the transmission unit (8) than in a lower region of the end side of the pulse inverter sub-housing (44) facing away from the transmission unit (8).

18. Drive train (1) according to any one of the preceding claims 1 or 2, characterized in that The first cardan shaft (5) and the second cardan shaft (6) are each arranged at a diffraction angle (46) relative to a horizontal plane, wherein the diffraction angle (46) of the first cardan shaft (5) and the second cardan shaft (6) have substantially the same value.

19. The drive train (1) according to claim 18, characterized in that The diffraction angle (46) of the first cardan shaft (5) and the second cardan shaft (6) is less than 7.5°.

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