Drive train for motor vehicle

Abstract

The invention relates to a drive train (1) for a motor vehicle, comprising at least one electric drive (2), a first shaft (4) which can be rotated relative to a housing element (3), and a second shaft (5) which can be rotated relative to the housing element (3), the invention relates to an electric drive (2) for a motor vehicle, comprising a first shaft (4) and a second shaft (5), which is at least partially designed as a hollow shaft (8), in which at least one length region (10) of the first shaft (4) is accommodated in a rotatable manner relative to the second shaft (5), a first wheel (11) of the motor vehicle can be driven by means of the electric drive (2) via the first shaft (4) in order to drive the motor vehicle, and a second wheel (12) of the motor vehicle can be driven by means of the second shaft (5). A second wheel (12) of the motor vehicle can be driven by means of the electric drive (2) via the second shaft (5) in order to drive the motor vehicle, and wherein an axial bearing (16) is provided which bears against the first and the second shaft (4, 5), the shafts (4, 5) are rotatably supported against each other in the respective axial directions (17, 18) of the shafts by means of the axial bearings.

Description

Technical Field

[0001] The invention relates to a drive train for a motor vehicle according to the preamble of claim 1 . Background Art

[0002] DE102011014778B4 discloses a concentric dual-clutch device for being arranged between a drive unit and a transmission in a drive train of a motor vehicle, the concentric dual-clutch device having a first clutch assembly, preferably a multi-disc clutch assembly, particularly preferably a wet-running multi-disc clutch assembly, assigned to a first transmission input shaft for selectively transmitting torque between the drive unit and the first transmission input shaft, and the concentric dual-clutch device having a second clutch assembly, preferably a multi-disc clutch assembly, particularly preferably a wet-running multi-disc clutch assembly, assigned to a second transmission input shaft for selectively transmitting torque between the drive unit and the second transmission input shaft. Summary of the invention

[0003] The object of the present invention is to provide a drive train for a motor vehicle, which allows the motor vehicle to be driven particularly efficiently.

[0004] This object is achieved according to the invention by a drive train for a motor vehicle having the features of patent claim 1. Advantageous embodiments of the invention are the subject matter of the dependent claims and the description.

[0005] The invention relates to an especially electrical drive train of an especially electrically driven motor vehicle. The motor vehicle is preferably designed as a car, especially a passenger car, a commercial vehicle or a truck. Preferably, the motor vehicle has a drive train, especially in its fully manufactured state.

[0006] The drive train has at least one electric drive, by means of which the motor vehicle can be driven. In other words, at least one torque provided for driving the motor vehicle can be provided by means of the electric drive. Preferably, the electric drive has at least one electric machine, by means of which the motor vehicle can be driven. The motor vehicle is preferably designed as a battery-electric vehicle or a hybrid vehicle. Thus, the motor vehicle can be driven, for example, purely electrically.

[0007] The drive train has a first shaft, in particular a first shaft rotatable relative to a housing element around a first shaft rotation axis. The housing element may be part of the drive train. Thus, the drive train may include a housing element. For example, the housing element is configured as a housing element of a transmission of the drive train and / or as a housing element of a drive device of the drive train. Alternatively, the housing element may be configured separately from the drive train. Thus, the housing element may be, for example, part of a housing of a structural element of a motor vehicle configured separately from the drive train. The drive train has a second shaft rotatable relative to the housing element, in particular around a second shaft rotation axis. The second shaft is preferably configured separately from the first shaft. Preferably, the shafts are arranged coaxially with each other. This means that the second shaft rotation axis is preferably arranged coaxially with the first shaft rotation axis.

[0008] The second shaft is at least partially, in particular completely, configured as a hollow shaft. This means that at least a partial area of ​​the second shaft is configured as a hollow shaft. For example, the second shaft, in particular the inner circumference of the second shaft, at least partially, in particular completely defines the accommodation space, in particular defines the accommodation space in the radial direction of the second shaft. For example, the accommodation space is at least partially, in particular completely surrounded by the second shaft, in particular the inner circumference of the second shaft, in particular in the circumferential direction of the second shaft. The inner circumference can be understood in particular as the inwardly directed circumference of the second shaft or the circumference located inside. The accommodation space can be referred to as a cavity in particular.

[0009] At least one length region of the first shaft is accommodated in the hollow shaft, in particular in the accommodation space, in a manner that it can rotate relative to the second shaft. In other words, the first shaft is at least partially arranged in the hollow shaft, in particular in the accommodation space, wherein the first shaft can rotate relative to the second shaft, in particular around the first shaft rotation axis. Thus, the shafts can rotate relative to each other, in particular around their respective shaft rotation axis.

[0010] For example, the outer circumference of the first shaft is at least partially, especially completely covered by the second shaft, especially by a partial area of ​​the second shaft, or more precisely, by the inner circumference of the second shaft, especially in the radial direction of the first shaft. For example, the outer circumference of the first shaft is at least partially, especially completely surrounded by the second shaft, especially by the length area of ​​the second shaft, or more precisely, by the inner circumference of the second shaft, especially along the circumferential direction of the first shaft. The outer circumference of the first shaft can be understood as the outer circumference of the first shaft or the outwardly directed circumference of the first shaft.

[0011] By means of the electric drive, a first wheel of the motor vehicle can be driven via the first shaft in order to drive the motor vehicle. In other words, in order to drive the motor vehicle, in particular to drive the first wheel, the electric drive, in particular the rotor of the electric drive, is connected or connectable to the first wheel via the first shaft in a torque-transmitting manner. This means that the electric drive, in particular the rotor, is coupled or connectable to the first wheel via the first shaft in a torque-transmitting manner, in particular mechanically.

[0012] Furthermore, by means of the electric drive for driving the motor vehicle, a second wheel of the motor vehicle, in particular a wheel different from the first wheel, can be driven via the second shaft. In other words, in order to drive the motor vehicle, the electric drive, in particular the rotor of the electric drive or a further rotor constructed separately from the rotor, is connected or connectable to the second wheel via the second shaft in a torque-transmitting manner. This means that the electric drive, in particular the rotor or the further rotor is coupled or connectable to the second wheel via the second shaft in a torque-transmitting manner, in particular mechanically.

[0013] The wheels are preferably spaced apart from one another. Particularly preferably, the wheels are spaced apart from one another in the transverse direction of the vehicle. A respective wheel can be understood in particular as a respective ground contact element of the motor vehicle. The wheels can be part of a drive train or can be constructed separately from the drive train.

[0014] Preferably, the wheels are arranged at a common axle, in particular a drive axle, of the motor vehicle. For example, the motor vehicle has a first axle, in particular a front axle. For example, the motor vehicle has a rear axle, in particular a second axle. The first and second axles are preferably spaced apart from each other in the longitudinal direction of the vehicle of the motor vehicle. Preferably, the second axle is arranged downstream of the first axle in the longitudinal direction of the vehicle. For example, the first wheel and the second wheel are arranged on the first axle. Alternatively, the first wheel and the second wheel are arranged on the second axle, for example. For example, the corresponding axle is configured as a corresponding drive axle of the motor vehicle. The corresponding axle can be understood in particular as a corresponding vehicle axle. The drive train can be provided for the front drive of the motor vehicle and / or for the rear drive of the motor vehicle.

[0015] The wheels being spaced apart from one another in a vehicle transverse direction may be understood in particular to mean that the wheels are spaced apart from one another in a vehicle transverse direction in the installed position of the drive train in the motor vehicle.

[0016] In order to be able to drive the motor vehicle particularly efficiently and particularly with low friction, according to the invention, an axial bearing is provided, in particular just one, in particular directly, which abuts against the first and second shafts, by means of which the shafts are supported or can be supported in abutment with each other in their respective axial directions and can rotate relative to each other. In other words, the first and second shafts are supported rotatably relative to each other by means of the axial bearing or by means of the axial bearing. In other words, the shafts can rotate relative to each other by means of the axial bearing, in particular they are held directly against each other in the axial direction of each of the shafts. For example, a force that is loaded on the first shaft and acts in the axial direction of the first shaft can be introduced into the second shaft or can be transmitted to the second shaft through the axial bearing. For example, a force that is loaded on the second shaft and acts in the axial direction of the second shaft can be introduced into the first shaft or can be transmitted to the first shaft through the axial bearing, which force can be referred to as the second force in particular. The respective shaft rotation axis of the respective shafts preferably extends parallel to the respective axial direction of the respective shafts.

[0017] Preferably, the axial bearing directly contacts the second shaft, in particular directly contacts a partial area or more precisely the inner circumference. Preferably, the axial bearing directly contacts the first shaft, in particular directly contacts a length area or more precisely the outer circumference.

[0018] An axial bearing can be understood in particular to be a bearing which is designed or constructed in a targeted manner to absorb forces in the axial direction, ie in the axial direction of the respective shaft. An axial bearing is therefore not a radial bearing.

[0019] The invention is based in particular on the following recognition and consideration: Conventional bearing concepts of conventional drive trains can often have particularly large bearing forces. Furthermore, conventional bearing concepts often do not have an optimal or particularly high power loss share. Conventional efficient bearings, for example, with a fixed bearing-floating bearing combination, can have disadvantages in terms of installation space, so that conventional efficient bearing concepts, for example, cannot be adapted or can only be adapted with particular difficulty to the packaging of a drive train or a motor vehicle.

[0020] In contrast, a motor vehicle can be driven particularly efficiently, especially with low friction or particularly friction-advantageously by means of a drive train according to the invention. In the drive train according to the invention, the first shaft and the second shaft rotate relative to each other, for example, only at a wheel speed difference between the first wheel and the second wheel. This means that when the motor vehicle is traveling in a straight line, the shafts rotate relative to the housing element, for example, but not relative to each other, because the first shaft and the second shaft have, for example, the same speed. As a result, especially when the motor vehicle is traveling in a straight line, the friction that can occur in the axial bearing, especially the friction called bearing friction, especially mechanical friction, can be kept particularly small. Therefore, the power loss of the axial bearing can be kept particularly small. For example, when traveling on a curve, the shafts rotate relative to each other, especially with a particularly small speed difference. In particular, due to the particularly small speed difference, especially when traveling on a curve, the bearing friction or power loss can be kept particularly small. In addition, the axial forces, for example, the first and second forces, acting in the corresponding shafts or loading the corresponding shafts, especially at least largely offset each other, thereby the bearing forces, especially effective bearing forces, especially axial bearing forces, loaded in the axial bearings or on the axial bearings can be kept particularly small. This means that the bearing force in or acting on the axial bearing can be kept particularly small. The bearing friction can be kept particularly small by the particularly small bearing force. In particular, the drive train according to the present invention can be used to drive the motor vehicle. The required or to be applied, especially the electrical energy demand, can be kept particularly small. In other words, the electric driving range of the motor vehicle can be particularly increased by means of the drive train according to the present invention, especially the pure electric driving range. In addition, the structural space of the drive train can be particularly advantageously designed, especially kept particularly small, for example, by the first shaft arranged in the hollow shaft. Therefore, the bearing of the shaft can be particularly effectively designed or kept particularly small in terms of the packaging of the drive train or the motor vehicle. In particular, the robustness of the drive train according to the present invention can be particularly improved by being able to keep the bearing force particularly small. Therefore, the drive train according to the present invention is a particularly robust solution. For example, the safety relative to the damage of the drive train can be particularly improved. In particular, the wear of the drive train can be kept particularly small. For example, the service life of the drive train can be particularly improved.

[0021] For example, the axial bearing has a first bearing part, which is connected, for example, directly to the first shaft, and the axial bearing has a second bearing part, which is rotatable relative to the first bearing part, which is connected, for example, directly to the second shaft. The first bearing part is designed, for example, as an internal or internal bearing part. The second bearing part of the axial bearing is designed, for example, as an external or external bearing part. Therefore, when the shafts rotate at the same speed, there is no relative rotation between the two bearing parts of the axial bearing. Therefore, for example, there is no friction between the two bearing parts of the axial bearing.

[0022] In another embodiment, it is provided that, with the aid of an electric drive, in particular for driving a motor vehicle, only the first wheel can be driven via the first shaft with respect to the two wheels. In other words, the electric drive, in particular the rotor, is connected or connectable to the first wheel via the first shaft in a torque-transmitting manner with respect to the two wheels. In other words, with the aid of the electric drive, the first wheel can be driven via the first shaft, wherein the second wheel is driven by the electric drive without the first shaft. It is preferably provided that, with the aid of an electric drive, in particular for driving a motor vehicle, only the second wheel can be driven via the second shaft with respect to the two wheels. In other words, the electric drive, in particular the rotor or another rotor, is connected or connectable to the second wheel via the second shaft in a torque-transmitting manner with respect to the two wheels. In other words, with the aid of the electric drive, the second wheel can be driven via the second shaft, wherein the first wheel is driven by the electric drive without the second shaft. The wheels can thus be driven particularly advantageously, in particular individually.

[0023] In a further embodiment, it is provided that the axial bearing is arranged in particular completely in the hollow shaft, in particular in the receiving space. In other words, the axial bearing is at least partially, in particular completely, covered by the second shaft, in particular by a partial area or more precisely by the inner circumference, preferably directly. This allows the installation space of the drive train to be designed particularly advantageously, in particular to be kept particularly small. Preferably, the axial bearing is arranged completely in the hollow shaft.

[0024] In another embodiment, at least one transmission stage, in particular the so-called first transmission stage, is provided, through which the first shaft can be driven by means of the electric drive. In other words, the electric drive, in particular the rotor, is connected or connectable to the first shaft via the first transmission stage in a torque-transmitting manner. Preferably, at least one second transmission stage different from the first transmission stage is provided, through which the second shaft can be driven by means of the electric drive. In other words, the electric drive, in particular the rotor or another rotor, is connected or connectable to the second shaft via the second transmission stage in a torque-transmitting manner. By means of the corresponding transmission stage, the corresponding torque provided by the electric drive can be changed when transmitting the corresponding torque provided by the electric drive or in order to transmit the corresponding torque provided by the electric drive to the corresponding shaft, in particular to the corresponding wheel. As a result, the motor vehicle, in particular the corresponding wheel, can be driven particularly advantageously.

[0025] Preferably, with the electric drive, only the first shaft can be driven with respect to the first and second shafts via the first transmission stage. Preferably, with the electric drive, only the second shaft can be driven with respect to the first and second shafts via the second transmission stage.

[0026] For example, the respective transmission stage has two gears. The respective gears are configured as respective spur gears, for example. The first transmission stage and the second transmission stage are preferably configured separately from each other. For example, the first and second transmission stages are spaced apart from each other, in particular in the transverse direction of the vehicle.

[0027] In another embodiment, it is provided that the electric drive device has two motors. Therefore, the electric drive device can be referred to as a dual-motor electric drive in particular. For example, the corresponding motors each have a corresponding stator and each have a corresponding rotor that can rotate relative to the corresponding stator around the corresponding motor rotation axis. The electric power can be converted into the corresponding mechanical power by means of the corresponding motor, whereby the corresponding rotor can be driven by the corresponding stator and can rotate relative to the corresponding stator around the corresponding motor rotation axis. The corresponding electric power can be provided, for example, by the corresponding on-board power grid of the motor vehicle. The rotor of the first motor can be referred to as the first rotor in particular. The stator of the first motor can be referred to as the first stator in particular. The rotor of the second motor can be referred to as the second rotor in particular. The stator of the second motor can be referred to as the second stator in particular. For example, the first and second motors are constructed separately from each other.

[0028] Preferably, with the aid of the first motor, in particular via the first rotor, only the first shaft can be driven with respect to the two shafts, in particular via the first transmission stage. In other words, the first motor, in particular the first rotor, is connected or connectable to the first shaft, in particular via the first transmission stage, with respect to the first and second shafts. This means that the first shaft can be driven with the aid of the first motor, in particular via the first rotor, in particular via the first transmission stage, wherein the second shaft is not driven with the aid of the first motor, in particular via the first rotor. Preferably, with the aid of the second motor, in particular via the second rotor, only the second shaft can be driven with respect to the two shafts, in particular via the second transmission stage. In other words, the second motor, in particular the second rotor, is connected or connectable with respect to the first and second shafts, in particular via the second transmission stage, with respect to the second shaft, in particular via the second transmission stage. This means that the second shaft can be driven with the aid of the second motor, in particular via the second rotor, in particular via the second transmission stage, wherein the first shaft is not driven with the aid of the second motor, in particular via the second rotor. As a result, the motor vehicle, in particular the corresponding wheels, can be driven particularly advantageously. In particular, the wheels can be driven individually particularly advantageously and in particular at low cost.

[0029] In another embodiment, a first radial bearing is provided, which is particularly directly attached to the first shaft and the housing element, by which the first shaft is rotatably supported in its radial direction, in particular relative to the housing element, for example, directly on the housing element. In other words, the first shaft is supported on or in the housing element rotatably relative to the housing element by means of the first radial bearing or by means of the first radial bearing. Preferably, the drive train has a second radial bearing, which is particularly directly attached to the second shaft and the housing element, and is particularly constructed separately from the first radial bearing, by which the second shaft is rotatably supported in its radial direction, in particular relative to the housing element, for example, directly on the housing element. In other words, the second shaft is supported on or in the housing element rotatably relative to the housing element by means of the second radial bearing or by means of the second radial bearing. Thus, the corresponding forces that load the corresponding shafts in the radial direction can be particularly reliably supported by means of the radial bearing. Thus, the load capacity, in particular the mechanical load capacity, of the drive train can be particularly increased.

[0030] For example, the respective radial bearings each have a first bearing part and a respective second bearing part that can rotate relative to the respective first bearing part. The first bearing part of the first radial bearing is, for example, especially directly connected to the second shaft. The first bearing part of the second radial bearing is, for example, especially directly connected to the first shaft. The respective second bearing part of the respective radial bearing is, for example, especially directly connected to the housing element. The respective first bearing part of the respective radial bearing is, for example, the respective inner or inner bearing part. The second bearing part of the respective radial bearing is, for example, the outer or outer corresponding bearing part.

[0031] When the respective shafts rotate about their respective rotational axes relative to the housing element, in particular at the same or different rotational speeds of the shafts, the respective support parts of the respective radial bearings preferably rotate relative to each other, whereby the respective friction forces, i.e. the respective power losses, can act in the respective radial bearings. Thus, at the same shaft speed, for example when the motor vehicle is traveling in a straight line, the respective power loss component can act only in the radial bearings and not in the axial bearings. Thus, for example, not all bearings of the drive train cause the respective power losses or the respective power loss components, in particular because not all bearings, in particular their respective support parts, rotate relative to each other. As a result, the motor vehicle can be driven particularly efficiently, in particular with particularly low friction.

[0032] For example, the corresponding radial bearings are respectively configured as deep groove ball bearings or cylindrical roller bearings. For example, the first radial bearing is configured as a deep groove ball bearing and the second radial bearing is configured as a cylindrical roller bearing, or vice versa. For example, both radial bearings are configured as cylindrical roller bearings or deep groove ball bearings. This allows a particularly effective, especially low-friction or particularly friction-advantageous support of the shaft to be achieved.

[0033] A radial bearing can be understood in particular as a corresponding bearing which is designed or constructed in a targeted manner to absorb forces in the radial direction of the corresponding shaft. Therefore, a corresponding radial bearing is not an axial bearing.

[0034] In another embodiment, it is provided that an additional bearing is arranged inside the hollow shaft, especially in the receiving space, which is separate from the axial bearing and especially separate from the radial bearing, and the shafts are supported rotatably relative to each other, especially directly against each other in the axial direction, by means of the additional bearing. In other words, the first shaft and the second shaft are supported rotatably relative to each other by means of or via the additional bearing. The additional bearing is, for example, configured as an axial bearing. Therefore, the additional bearing can be referred to as a second axial bearing in particular. For example, the spacing extending in the axial direction of the corresponding shaft between the corresponding radial bearing and the axial bearing, especially the first axial bearing, and / or the second axial bearing can be particularly large. This means in particular that the corresponding bearing support width can be particularly increased. As a result, the supporting force acting in the corresponding radial bearing, especially extending in the radial direction of the corresponding shaft, can be kept particularly small. As a result, the corresponding radial bearing can, for example, run particularly low in friction. In addition, the rigidity of the support, especially the radial support, of the corresponding shaft can be particularly increased. As a result, for example, the safety of the elastic tilting, especially the elastic tilting, of the corresponding gear of the corresponding transmission stage can be particularly increased. As a result, the elastic tilting can be avoided or kept particularly small. In particular, as a result, the respective tooth engagement between the respective gearwheels of the respective transmission stages can be carried out particularly neatly.

[0035] In another embodiment, it is provided that the corresponding gears of the corresponding transmission stages respectively have corresponding helical teeth. In other words, the gears of the corresponding transmission stages mesh obliquely. This means that the corresponding gears of the corresponding transmission stages have corresponding teeth, which are configured as helical teeth. Thus, for example, the running stability of the drive train, especially the corresponding gears of the corresponding transmission stages, can be particularly improved. In addition, the noise generation of the drive train, especially the corresponding gears of the corresponding transmission stages, can be kept particularly small. The axial forces caused by the corresponding helical teeth and loaded on the corresponding shaft can be particularly offset outward, mutually, and especially at least for the most part. In particular, since the corresponding support parts of the corresponding axial bearings, for example, do not rotate relative to each other when the motor vehicle is traveling in a straight line, but only rotate relative to each other when traveling on a curve, the axial forces caused by the helical teeth will not cause particularly increased power losses.

[0036] In a further embodiment, at least one third transmission stage different from the transmission stage is provided, which is arranged upstream of the first shaft or downstream of the first shaft between the first motor, in particular the first rotor and the first wheel in the first torque flow, with respect to the first torque flow extending from the first motor, in particular via the first rotor, whereby in particular the first torque flow extends through the third transmission stage. In other words, a first torque can be provided by means of the first motor, in particular via the first rotor, with the aid of which the first shaft can be driven via the third transmission stage. Alternatively, the third transmission stage can be driven via the first shaft with the aid of the first torque. Preferably, the drive train has at least one fourth transmission stage different from the transmission stages, which is arranged upstream of the second shaft or downstream of the second shaft in the torque flow, with respect to a second torque flow extending from the second motor, in particular from the second rotor, to the second wheel, in particular different from the first torque flow, between the second motor, in particular the second rotor and the second wheel, whereby in particular the second torque flow extends through the fourth transmission stage. In other words, a second torque, in particular different from the first torque, can be provided by means of the second motor, in particular via the second rotor, with the aid of which the second shaft can be driven via the fourth transmission stage. Alternatively, the fourth transmission stage can be driven by the second shaft with the aid of the second torque. The respective torque provided for driving the respective wheel can thereby be converted particularly advantageously.

[0037] For example, each of the transmission stages is part of a transmission of a drive train. In particular, when the third transmission stage or the fourth transmission stage is arranged downstream of the corresponding shaft with respect to the corresponding torque flow, the corresponding shaft is designed, for example, as a corresponding intermediate shaft of the transmission. As a result, for example, the structural space of the transmission can be designed particularly advantageously, and in particular, the structural space of the transmission can be kept particularly small. In particular, for example, only one transmission housing may be required for the transmission. As a result, for example, the transmission, in particular the drive train, can be manufactured particularly cost-effectively.

[0038] For example, the third transmission stage has two gears, which are each designed as a spur gear, for example. For example, the fourth transmission stage has two gears, which are each designed as a spur gear, for example.

[0039] For example, the first transmission stage and the second transmission stage are spaced apart from each other in the vehicle transverse direction. For example, the third transmission stage and the fourth transmission stage are spaced apart from each other in the vehicle transverse direction. For example, the first transmission stage and / or the third transmission stage are arranged on a first side with respect to the vehicle transverse direction of the motor vehicle. For example, the second transmission stage and / or the fourth transmission stage are arranged on a second side of the motor vehicle, in particular different from the first side, with respect to the vehicle transverse direction of the motor vehicle.

[0040] Preferably, provision is made that with the aid of the first electric machine, in particular via the first rotor, only the third gear stage can be driven with respect to the third and fourth gear stages. Preferably, provision is made that with the aid of the second electric machine, in particular via the second rotor, only the fourth gear stage can be driven with respect to the third and fourth gear stages.

[0041] In a further embodiment, it is provided that at least one gear of the first transmission stage and / or the third transmission stage is arranged in a first receiving area at least partially defined by the housing element. It is preferably provided that at least one gear of the second transmission stage and / or the fourth transmission stage is arranged in a second receiving area at least partially defined by the housing element and spaced apart from the first receiving area, in particular in the respective axial direction of the respective shaft, for example in the vehicle transverse direction of the motor vehicle. In other words, the first transmission stage and / or the third transmission stage is at least partially arranged in the first receiving area, and the second transmission stage and the fourth transmission stage are at least partially arranged in the second receiving area, wherein a spacing is provided between the receiving areas, the spacing preferably extending in the axial direction of the respective shaft, for example in the vehicle transverse direction.

[0042] It is preferably provided that the respective accommodating areas are fluidically connected or connectable to each other via at least one through hole. In other words, the respective accommodating areas are fluidically coupled or connectable to each other. In other words, the respective fluids, such as air, located in the respective accommodating areas can circulate or exchange between the accommodating areas. Thus, for example, at least a portion of the fluid located in the first accommodating area can be discharged from the first accommodating area and can be introduced into the second accommodating area through the through hole, and vice versa. As a result, it is possible to design the housing exhaust of the transmission in particular in a particularly advantageous manner. In particular, the respective separate housing exhaust for the respective accommodating areas can be omitted, so that, for example, only one, in particular, exactly one housing exhaust may be required. As a result, the structural space of the drive train can be designed in a particularly advantageous manner, in particular kept particularly small. In particular, the costs of the drive train, such as the manufacturing costs, can be kept particularly small.

[0043] Preferably, the through hole is arranged below the shaft in the vehicle height direction. Preferably, at least a part of the corresponding receiving area is arranged below the shaft in the vehicle height direction.

[0044] For example, the corresponding accommodating areas are respectively constructed as corresponding reservoirs constructed for accommodating oil. In particular, it can be understood that: for example, the drive train has a first reservoir constructed for accommodating oil, through which the first reservoir can provide the first transmission stage and / or the third transmission stage with the oil contained in the first reservoir. For example, the drive train has a second reservoir constructed for accommodating oil and is spaced apart from the first reservoir, especially along the corresponding axial direction of the corresponding shaft, preferably along the transverse direction of the vehicle, through which the second reservoir, the second transmission stage and / or the fourth transmission stage can be provided with the oil contained in the second reservoir. The reservoirs are especially directly connected to each other by fluid through the through hole. Therefore, the fluid can be oil, for example. Thus, the accommodating area or the reservoir can form a common oil chamber or a common oil storage. Thus, the oil located in the corresponding reservoir can be reciprocated and shaken into the corresponding other reservoir, for example, especially when the motor vehicle is driving on a curve. This ensures that, for example, when driving around a bend, in particular in the direction of a wheel that is particularly heavily or strongly loaded, a particularly large amount or sufficient amount of oil is located on the bearing or gear of the respective transmission element on the side of the wheel that is particularly heavily loaded. In particular, for example, in the case of particularly large lateral accelerations, it can be avoided that oil does not reach the air gap of the respective electric machine, in particular between the respective stator and the respective rotor.

[0045] Further features of the invention are derived from the claims, the drawings and the description of the drawings. The features and feature combinations mentioned above in the description and the features and feature combinations mentioned below in the description of the drawings and / or shown individually in the drawings can be used not only in the respectively indicated combination but also in other combinations or individually. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] The present invention will now be described in more detail based on preferred embodiments and with reference to the accompanying drawings.

[0047] Figure 1 A schematic partial cross-sectional view showing a drive train according to the present invention; and

[0048] Figure 2 A schematic partial cross-sectional view showing two shafts of a drive train according to the invention; and

[0049] Figure 3 A schematic perspective view showing two transmission elements of a drive train according to the invention; and

[0050] Figure 4 A schematic partial sectional view shows a drive train according to a further embodiment of the present invention; and

[0051] Figure 5A schematic side partial sectional view shows a drive train according to a further embodiment of the present invention; and

[0052] Figure 6 A schematic partial sectional view of two shafts of a drive train according to the invention is shown in accordance with a further embodiment. DETAILED DESCRIPTION

[0053] In the figures, identical or functionally identical elements are provided with the same reference symbols.

[0054] Figure 1 A schematic partial sectional view shows a drive train 1 for a motor vehicle, in particular one that can be driven electrically. The drive train 1 has at least one electric drive 2, by means of which the motor vehicle can be driven. The drive train 1 has at least one housing element 3, which is designed, for example, as a housing of the drive train 1 or as a housing part of a housing.

[0055] The drive train 1 has a first shaft 4 and a second shaft 5 which is designed separately from the first shaft 4 . Figure 2 The shafts 4, 5 are shown in a schematic partial sectional view, wherein the shafts 4, 5 are arranged coaxially with respect to one another in this exemplary embodiment. The first shaft 4 is rotatable relative to the housing element 3, in particular about a first shaft rotation axis 6. The second shaft 5 is rotatable relative to the housing element 3, in particular about a second shaft rotation axis 7. The shaft rotation axes 6, 7 are preferably arranged coaxially with respect to one another.

[0056] The second shaft 5 is at least partially configured as a hollow shaft 8. For example, the second shaft 5 at least partially, in particular completely, defines a receiving space 9. The receiving space 9 is arranged inside the second shaft 5 or inside the hollow shaft 8. At least one length region 10 of the first shaft 4 is received in the hollow shaft 8, in particular the receiving space 9, in a manner that allows rotation relative to the second shaft 5.

[0057] The motor vehicle has a first wheel 11 and a second wheel 12 which is designed separately from the first wheel 11. The wheels 11, 12 are preferably spaced apart from one another in a vehicle transverse direction 13 of the motor vehicle. For example, the motor vehicle has four, in particular exactly four wheels. This means that, for example, the motor vehicle can also have a third wheel and a fourth wheel in addition to the wheels 11, 12. The respective wheel 11, 12 can be rotated relative to the housing element 3 about the respective wheel axis of rotation of the respective wheel. The respective axle axis of rotation 6, 7 preferably extends parallel to the vehicle transverse direction 13.

[0058] By means of the electric drive 2, a first wheel 11 of the motor vehicle can be driven, in particular directly, via the first shaft 4 in order to drive the motor vehicle. By means of the electric drive 2, a second wheel 12 can be driven, in particular directly, via the second shaft 5 in order to drive the motor vehicle. Thus, the first shaft 4 is assigned, for example, to the first wheel 11 and the second shaft 5 is assigned, for example, to the second wheel 12. Figure 1 and Figure 2 In the embodiment shown in FIG. 1 , the first wheel 11 can be driven by the first shaft 4 via a first connecting element 14, in particular directly, and the second wheel 12 can be driven by the second shaft 5 via a second connecting element 15, in particular constructed separately from the first connecting element 14, in particular directly. The drive train 1 can include corresponding connecting elements 14, 15. The first connecting element 14 can be part of the first wheel 11 or constructed separately from the first wheel 11. For example, the first connecting element 14 is configured as a hub of the first wheel 11. The second connecting element 15 can be part of the second wheel 12 or constructed separately from the second wheel 12. For example, the second connecting element 15 is configured as a hub of the second wheel 12.

[0059] In order to be able to drive the motor vehicle particularly effectively by means of the drive train 1, at least one axial bearing 16 is provided, in particular directly against the first and second shafts 4, 5, by means of which the shafts 4, 5 can be supported or supported in their respective axial directions 17, 18, in a manner rotatable relative to each other, in particular directly, against each other. As a result, axial forces extending in the respective axial directions 17, 18 and acting on the respective shafts 4, 5 can in particular at least partially or at least largely cancel each other out and thus no longer act on the housing element 3. As a result, the drive train 1 can be operated particularly low-friction. In particular, the two shafts 4, 5 can rotate with each other particularly low-friction. In particular, the respective axial forces can be supported or held on the axial bearing 16. Furthermore, the shafts 4, 5 can rotate with particularly low friction relative to the housing element 3 when the first and second wheels 11, 12 rotate at equal respective wheel speeds. In this case, the mechanical friction, in particular referred to as bearing friction, acting in the axial bearing 16 can be kept particularly low. This means that, for example, the support parts of the axial bearing 16 do not rotate relative to one another when the wheel speeds of the wheels 11, 12 are the same or when the shaft speeds of the shafts 4, 5 are the same. For example, the support parts of the axial bearing 16 can rotate relative to one another only when the wheel speeds of the wheels 11, 12 are different or when the shaft speeds of the shafts 4, 5 are different, with a corresponding speed difference (for example when driving on a curve). Therefore, only the speed difference can contribute to the mechanical friction in the axial bearing 16, whereby the mechanical friction can be kept particularly low. The mutual support of the shafts 4, 5 by the axial bearing 16 is Figure 1 This is indicated in FIG. 1 by means of arrows 16a, 16b.

[0060] The axial direction 17 of the first shaft 4 may be referred to in particular as a first axial direction 17 . The axial direction 18 of the second shaft 5 may be referred to in particular as a second axial direction. The respective axial directions 17 , 18 preferably extend parallel to the vehicle transverse direction 13 .

[0061] It is preferably provided that only the first wheel 11 can be driven with the help of the electric drive 2 via the first shaft 4 with respect to the two wheels 11, 12, and only the second wheel 12 can be driven with the help of the electric drive 2 via the second shaft 5 with respect to the two wheels 11, 12. This means that, for example, the first wheel 11 can be driven with the help of the electric drive 2 via the first shaft 4 without driving the second wheel 12 via the first shaft 4, and, for example, the second wheel 12 can be driven with the help of the electric drive 2 via the second shaft 5 without driving the first wheel 11 via the second shaft 5.

[0062] Preferably, the axial bearing 16 is arranged in the hollow shaft 8 , in particular in the receiving space 9 .

[0063] In a further embodiment, it is provided that the drive train 1 has at least one transmission element 19 , for example two transmission elements 19 , 20 , which is in particular referred to as a transmission. Figure 3 The transmission elements 19, 20 are shown in a schematic three-dimensional view, wherein preferably, the first transmission element 19 of the transmission elements is assigned to the first shaft 4 and the second transmission element 20 of the transmission elements is assigned to the second shaft 5. This means that the first shaft 4 can be driven by means of the electric drive 2, in particular only via the first transmission element 19 with respect to the transmission elements 19, 20, and for example, the second shaft 5 can be driven by means of the electric drive 2, in particular only via the second transmission element 20 with respect to the transmission elements 19, 20.

[0064] Preferably, the respective transmission elements 19, 20 each have at least one transmission stage 21, 22. The transmission stage 21 of the first transmission element 19 can be referred to in particular as the first transmission stage 21. The transmission stage 22 of the second transmission element 20 can be referred to in particular as the second transmission stage 22. Thus, via the first transmission stage 21, the first shaft 4 can be driven by means of the electric drive 2, and via the second transmission stage 22, which is in particular different from the first transmission stage 21, the second shaft 5 can be driven by means of the electric drive 2.

[0065] Preferably, the respective transmission stages 21, 22 each have two gears 23-26, which are each configured as a respective spur gear, for example. The first gear 23 of the gears of the first transmission stage 21 preferably, in particular, directly meshes with the second gear 24 of the gears of the first transmission stage 21. Preferably, the second gear 24 of the first transmission stage 21 can be driven by the first gear 23 of the first transmission stage 21. The first gear 25 of the gears of the second transmission stage 22 preferably, in particular, directly meshes with the second gear 26 of the gears of the second transmission stage 22. Preferably, the second gear 26 of the second transmission stage 22 can be driven by the first gear 25 of the second transmission stage 22, in particular, directly.

[0066] In a further embodiment, it is provided that the electric drive device 2 comprises two, in particular exactly two electric machines 27, 28. The respective electric machines 27, 28 each have a respective stator 29, 30 and a rotor 31, 32 which can rotate relative to the respective stator 29, 30. The respective stator 29, 30 is preferably connected to the respective motor housing of the respective electric machine 27, 28, wherein the respective motor housing can be formed, for example, by the housing element 3. The stator 29 of the first electric machine 27 can be referred to as the first stator 29, in particular. The stator 30 of the second electric machine 28 can be referred to as the second stator, in particular. The rotor 31 of the first electric machine 27 can be referred to as the first rotor 31, in particular. The rotor 32 of the second electric machine 28 can be referred to as the second rotor 32, in particular. Preferably, with the aid of the first electric machine 27, in particular via the first rotor 31, only the first shaft 4 can be driven with respect to the two shafts 4, 5, in particular via the first gear stage 21. Preferably, with the aid of the second electric machine 28, in particular via the second rotor 32, only the second shaft 5 can be driven with respect to the two shafts 4, 5, in particular via the second gear stage 22.

[0067] The first rotor 31 is connected or connectable to the input shaft 21a of the first gear stage 21, for example, in a torque-transmitting, particularly rotationally fixed manner. The first gear 23 of the first gear stage 21 is, for example, arranged on the input shaft 21a and connected to the input shaft 21a in a rotationally fixed manner. The second rotor 32 is connected or connectable to the input shaft 22a of the second gear stage 22, for example, in a torque-transmitting, particularly rotationally fixed manner. The first gear 25 of the second gear stage 22 is, for example, arranged on the input shaft 22a and connected to the input shaft 22a in a rotationally fixed manner.

[0068] For example, the electric drive device 2 includes at least one converter, for example, two converters. For example, a first converter among the converters is assigned to the first motor 27, and a second converter among the converters is assigned to the second motor 28. The corresponding converter can be understood as a corresponding converter or a corresponding inverter.

[0069] In a further embodiment, a first radial bearing 33 is provided, which in particular directly bears against the first shaft 4 and the housing element 3, by means of which the first shaft 4 is supported on the housing element 3 in its radial direction 34, in particular rotatably relative to the housing element 3. Furthermore, a second radial bearing 35 is provided, which in particular directly bears against the second shaft 5 and the housing element 3, by means of which the second shaft 5 is supported on the housing element 3 in its radial direction 36, in particular rotatably relative to the housing element 3. The respective shafts 4, 5 are supported on the housing element 3 in the respective radial directions 34, 36 by means of the respective radial bearings 33, 35. Figure 1 33a, 35a. For example, one of the radial bearings 33, 35 is configured as a deep groove ball bearing, and the other radial bearing 33, 35 is configured as a cylindrical roller bearing. Alternatively, the two radial bearings 33, 35 are configured as toroidal ball bearings, for example.

[0070] In this embodiment, a further bearing 37 is arranged in the hollow shaft 8, in particular in the receiving space 9, which is designed separately from the axial bearing 16 and in particular separately from the radial bearings 33, 35, and by which the shafts 4, 5 are supported rotatably relative to each other, in particular directly, in abutment with each other, in particular in their respective axial directions 17, 18. The further bearing 37 is preferably designed as an axial bearing. Therefore, the further bearing 37 can be referred to as a second axial bearing in particular.

[0071] In particular, in the case of the bearing concept of the shafts 4, 5 shown in this embodiment, particularly high corresponding support lengths can be produced. This can be achieved in particular by the spacing between the first radial bearing 33 and the axial bearing 16 and between the second radial bearing 35 and the further bearing 37. This means that the corresponding spacing is particularly high or can be particularly increased.

[0072] exist Figures 1 to 3 In the embodiment shown in FIG. 1 , a third transmission stage 38 is provided which is different from the transmission stages 21 and 22 and which has, for example, two gears 39 and 40. The gears 39 and 40 are, for example, constructed as corresponding cylindrical gears. Preferably, the gears 39 and 40 mesh with each other, in particular directly. For example, the second gear 40 of the gears of the third transmission stage 38 can be driven directly by the first gear 39 of the gears of the third transmission stage 38. The third transmission stage 38 is, for example, part of the first transmission element 19. In FIG. Figures 1 to 3In the embodiment shown in , the third transmission stage 38 is arranged upstream of the first shaft 4 in the first torque flow 41 between the first electric machine 27, in particular the first rotor 31, and the first wheel 11 with respect to the first torque flow 41 extending from the first electric machine 27, in particular via the rotor 31, to the first wheel 11. Therefore, the first shaft 4 can be driven directly, in particular, via the third transmission stage 38, in particular via the second gear wheel 40 of the third transmission stage 38. For example, the second gear wheel 40 of the third transmission stage 38 is arranged on the first shaft 4 and is connected to the first shaft 4 in a rotationally fixed manner.

[0073] In another embodiment, a fourth transmission stage 42 is provided, which is different from the transmission stages 21, 22, 38 and has, for example, two gears 43, 44. The gears 43, 44 of the fourth transmission stage 42 are, for example, each configured as a spur gear. The first gear 43 of the gears of the fourth transmission stage 42 preferably, in particular, directly meshes with the second gear 44 of the gears of the fourth transmission stage 42. For example, the second gear 44 of the fourth transmission stage 42 can be driven directly by the first gear 43 of the fourth transmission stage 42. Figures 1 to 3 In the embodiment shown in , the fourth transmission stage 42 is arranged upstream of the second shaft 5 in the second torque flow 45 between the second electric machine 28, in particular the second rotor 32, and the second wheel 12 with respect to the second torque flow 45 extending from the second electric machine 28, in particular via the second rotor 32. The second shaft 5 can thus be driven preferably directly via the fourth transmission stage 42, in particular via the second gear 44. For example, the second gear 44 of the fourth transmission stage 42 is arranged on the fifth shaft 5 and is connected to the fifth shaft 5 in a rotationally fixed manner. The respective shafts 4, 5 are thus configured, for example, as respective “final drive shafts” for driving the respective wheels 11, 12.

[0074] Figure 4 , Figure 5 and Figure 6 A drive train 1 according to a further embodiment is shown in each case. Figure 4 The drive train 1 is shown in a schematic partial sectional view. Figure 5 The drive train 1 is shown in a schematic lateral, partially sectional view. Figure 6 The shafts 4, 5 are shown in a schematic partial cross-sectional view. Figures 4 to 6In the embodiment shown in , the third transmission stage 38 is arranged downstream of the first shaft 4 in the first torque flow 41 between the first electric machine 27, in particular the first rotor 31, and the first wheel 11, and the fourth transmission stage 42 is arranged downstream of the second shaft 5 in the second torque flow 45 between the second electric machine 28, in particular the second rotor 32, and the second wheel 12. The respective shafts 4, 5 are thus designed, for example, as respective intermediate shafts, in particular as respective intermediate shafts of the respective transmission elements 19, 20.

[0075] For example, the first shaft 4 can be driven directly by the first transmission stage 21, in particular by the second gear wheel 24 of the first transmission stage 21. For example, the second gear wheel 24 of the first transmission stage 21 is arranged on the first shaft 4 and is connected to the first shaft 4 in a rotationally fixed manner. For example, the third transmission stage 38, in particular, the first gear wheel 39 of the third transmission stage 38 can be driven directly by the first shaft 4. For example, the first gear wheel 39 of the fourth transmission stage 38 is arranged on the fourth shaft 4 and is connected to the fourth shaft 4 in a rotationally fixed manner. Therefore, the first gear wheel 39 of the third transmission stage 38 is configured as a pinion arranged on the first shaft 4, for example. For example, the drive train 1 has a third shaft 46 that is configured separately from the shafts 4 and 5, and the third shaft can be driven via the third transmission stage 38 and therefore, in particular, via the first shaft 4. For example, the second gear wheel 40 of the third transmission stage 38 is arranged on the fourth shaft 46 and is connected to the fourth shaft 46 in a rotationally fixed manner. Therefore, the first wheel 11 can be driven via the third shaft 46, which is Figure 4 47 . The third shaft 46 is thus designed, for example, as a “final drive shaft.” In particular, the first wheel 11 can be driven via the first shaft 4 , the third transmission stage 38 and the third shaft 46 .

[0076] For example, the second shaft 5 can be driven, in particular, directly via the second transmission stage 22, in particular via the second gear wheel 26 of the second transmission stage 22. For example, the second gear wheel 26 of the second transmission stage 22 is arranged on the second shaft 5 and is connected to the second shaft 5 in a rotationally fixed manner. For example, the fourth transmission stage 42, in particular, the first gear wheel 43 of the fourth transmission stage 42 can be driven, in particular, directly via the second shaft 5. For example, the first gear wheel 43 of the second transmission stage 42 is arranged on the second shaft 5 and is connected to the second shaft 5 in a rotationally fixed manner. Therefore, the first gear wheel 43 of the second transmission stage 42 is configured, for example, as a pinion arranged on the second shaft 5. For example, the drive train 1 has a fourth shaft 48 that is configured separately from the shafts 4, 5, and 46. The fourth shaft 48 can preferably be driven, for example, directly via the fourth transmission stage 42, in particular via the second gear wheel 44 of the fourth transmission stage 42. For example, the fourth gear wheel 44 of the second transmission stage 42 is arranged on the fourth shaft 48 and is connected to the fourth shaft in a rotationally fixed manner. For example, the second wheel 12 can be driven via the fourth shaft 48, which is Figure 449 . The fourth shaft 48 is thus designed, for example, as a “final drive shaft.” In particular, the second wheel 12 can be driven via the second shaft 5 , the fourth transmission stage 42 and the fourth shaft 48 .

[0077] In another embodiment, the gears 23, 24 of the first transmission stage 21 and / or the gears 25, 26 of the second transmission stage 22 and / or the gears 39, 40 of the third transmission stage 38 and / or the gears 43, 44 of the fourth transmission stage 42 each have a corresponding helical toothing 50. Figure 1 The forces indicated in FIG. 1 by means of respective arrows 51 , 52 and acting on the respective shaft in respective axial directions 17 , 18 of the respective shaft can be supported in respective axial bearings, in particular in axial bearing 16 .

[0078] In another embodiment, at least one of the gears 23, 24 of the first transmission stage 21 and / or at least one of the gears 39, 40 of the third transmission stage 38 is arranged in a first receiving area 53 defined at least in part by the housing element 3, and at least one of the gears 25, 26 of the second transmission stage 22 and / or at least one of the gears 43, 44 of the fourth transmission stage 42 is arranged in a second receiving area 54 defined at least in part by the housing element 3. The receiving areas 53, 54 are preferably spaced apart from one another, in particular in the vehicle transverse direction 13. Preferably, the receiving areas 53, 54 are fluidically connected or connectable to one another, in particular directly, via at least one through hole 56, 57, in particular arranged below the shafts 4, 5 in the vehicle height direction 55. Figure 1 In the embodiment shown in , two through-holes 56, 57 are provided, which are preferably arranged in the housing element 3. As a result, the fluid accommodated in the respective accommodation areas 53, 54 can be exchanged between the accommodation areas 53, 54 via the respective through-holes 56, 57. For example, the fluid is air. As a result, only one, in particular exactly one, housing exhaust can be provided for the drive train 1 or for the housing element 3. Alternatively or additionally, the fluid can be oil, for example. Therefore, the respective accommodation areas 53, 54 can be, in particular, corresponding reservoirs, which can be referred to as oil reservoirs in particular.

[0079] Reference numerals list

[0080] 1 Drive train

[0081] 2 Drive device

[0082] 3 Shell elements

[0083] 4First axis

[0084] 5 Second axis

[0085] 6First axis of rotation

[0086] 7 Second axis rotation axis

[0087] 8Hollow shaft

[0088] 9Accommodation space

[0089] 10 Length area

[0090] 11 The First Wheel

[0091] 12 Second Wheel

[0092] 13 Transverse direction of vehicle

[0093] 14 First connecting element

[0094] 15 Second connecting element

[0095] 16 axial bearings

[0096] 16a Arrow

[0097] 16b Arrow

[0098] 17 Axial direction

[0099] 18 Axial direction

[0100] 19 First transmission element

[0101] 20 Second transmission element

[0102] 21 First gear stage

[0103] 21a Input shaft

[0104] 22 Second gear stage

[0105] 22a Input shaft

[0106] 23 First gear of the first transmission stage

[0107] 24 The second gear of the first transmission stage

[0108] 25First gear of the second transmission stage

[0109] 26 The second gear of the second transmission stage

[0110] 27 First Motor

[0111] 28 Second Motor

[0112] 29First stator

[0113] 30 Second stator

[0114] 31First rotor

[0115] 32 Second rotor

[0116] 33First radial bearing

[0117] 33a Arrow

[0118] 34 Radial direction

[0119] 35 Second radial bearing

[0120] 35a Arrow

[0121] 36 Radial direction

[0122] 37 bearings

[0123] 38 Third gear stage

[0124] 39 The first gear of the third transmission stage

[0125] 40 The second gear of the third transmission stage

[0126] 41 First Torque Flow

[0127] 42 Fourth gear stage

[0128] 43 The first gear of the fourth transmission stage

[0129] 44 The second gear of the fourth transmission stage

[0130] 45 Second Torque Flow

[0131] 46 Third Axis

[0132] 47 Arrow

[0133] 48 Fourth Axis

[0134] 49 Arrows

[0135] 50 helical teeth

[0136] 51 Arrow

[0137] 52 Arrows

[0138] 53First storage area

[0139] 54 Second storage area

[0140] 55 Vehicle height direction

[0141] 56 through holes

[0142] 57 through holes

Claims

1. A drive train (1) for a motor vehicle, the drive train having at least one electric drive (2), by means of which the motor vehicle can be driven, the drive train having a first shaft (4) rotatable relative to a housing element (3), the drive train having a second shaft (5) rotatable relative to the housing element (3), the second shaft being at least partially configured as a hollow shaft (8), at least one length region (10) of the first shaft (4) being accommodated in the hollow shaft so as to be rotatable relative to the second shaft (5), wherein: By means of the electric drive (2), a first wheel (11) of the motor vehicle can be driven via the first shaft (4) to drive the motor vehicle, and wherein by means of the electric drive (2), a second wheel (12) of the motor vehicle can be driven via the second shaft (5) to drive the motor vehicle, It is characterized in that An axial bearing (16) is provided which abuts against the first shaft and the second shaft (4, 5), and the shafts (4, 5) are supported by the axial bearing in abutment with each other and rotatably relative to each other along the corresponding axial directions (17, 18) of the shafts.

2. The drive train (1) according to claim 1, characterized in that: With the aid of the electric drive device (2), the first wheel (11) can be driven only via the first shaft (4) with respect to the two wheels (11, 12), and with the aid of the electric drive device (2), the second wheel (12) can be driven only via the second shaft (5) with respect to the two wheels (11, 12).

3. The drive train (1) according to claim 1 or 2, characterized in that: The axial bearing (16) is arranged inside the hollow shaft (8).

4. The drive train (1) according to any one of the preceding claims, characterized in that At least one first transmission stage (21) and at least one second transmission stage (22) different from the first transmission stage (21) are provided, the first transmission stage being capable of driving the first shaft (4) by means of the electric drive device (2), and the second transmission stage being capable of driving the second shaft (5) by means of the electric drive device (2).

5. The drive train (1) according to any one of the preceding claims, characterized in that The electric drive device (2) comprises a first motor (27) and a second motor (28), wherein the first motor can only drive the first shaft (4) with respect to the two shafts (4, 5), and the second motor can only drive the second shaft (5) with respect to the two shafts (4, 5).

6. The drive train (1) according to any one of the preceding claims, characterized in that A first radial bearing (33) abutting against the first shaft (4) and the housing element (3) and a second radial bearing (35) abutting against the second shaft (5) and the housing element (3) are provided, wherein the first shaft (4) is supported on the housing element (3) in its radial direction (34) via the first radial bearing, and the second shaft (5) is supported on the housing element (3) in its radial direction (36) via the second radial bearing.

7. A drive train (1) according to any one of the preceding claims, characterised in that A further bearing (37) which is designed separately from the axial bearing (16) is arranged in the hollow shaft (8) and by means of which the shafts (4, 5) are supported in contact with each other and are rotatable relative to each other.

8. Drive train (1) according to any one of the preceding claims, characterized in that The respective transmission stages (21, 22) each have two gear wheels (23, 24, 25, 26), each of which has a corresponding helical toothing (50).

9. The drive train (1) according to any one of the preceding claims, characterized in that Features • at least one third transmission stage (38) different from each of the transmission stages (21, 22), the third transmission stage being arranged upstream of the first shaft (4) or downstream of the first shaft in relation to a first torque flow (41) extending from the first motor (37) to the first wheel (11) between the first motor (27) and the first wheel (11) in the first torque flow (41), and • At least one fourth transmission stage (42) different from each of the transmission stages (21, 22, 38), the fourth transmission stage being arranged upstream of the second shaft (5) or downstream of the second shaft between the second motor (28) and the second wheel (12) in the second torque flow (45) extending from the second motor (28) to the second wheel (12).

10. A drive train (1) according to any of the preceding claims and dependent on claim 4, characterized in that At least one gear wheel (23, 24) of the first transmission stage (21) is arranged in a first receiving area (53) at least partially defined by the housing element (3), and at least one gear wheel (25, 26) of the second transmission stage (22) is arranged in a second receiving area (54) at least partially defined by the housing element (3) and spaced apart from the first receiving area (53), wherein the receiving areas (53, 54) are fluidically connected or connectable to one another via at least one through hole (56).

Images