Motor vehicle drive module and method for operating brake and clutch of drive module

Abstract

The invention relates to a drive module (1) of a motor vehicle (2), at least comprising a drive unit (3) with a drive shaft (4) and an axle (5) of the motor vehicle (2) with a first output shaft (6) and a second output shaft (7), the first output shaft and the second output shaft can be connected to the drive shaft (4) in a torque-transmitting manner by means of at least one clutch (8, 9) or in each case by means of a clutch (8, 9); wherein the first output shaft (6) can be braked by means of a first brake (10) and the second output shaft (7) can be braked by means of a second brake (11); wherein at least one of the brakes (10, 11) and the at least one clutch (8, 9) can be actuated by means of a common actuating unit (12, 13).

Description

Technical Field

[0001] The invention relates to a drive module of a motor vehicle and a method for operating a brake and a clutch of the drive module. Background Art

[0002] The drive module comprises at least one drive unit with a drive shaft and a motor vehicle axle with a first output shaft and a second output shaft, wherein the first output shaft and the second output shaft can be connected to the drive shaft in a torque-transmitting manner via at least one clutch or can be connected to the drive shaft in a torque-transmitting manner via a clutch respectively. The drive unit is, for example, an electric motor or an internal combustion engine. The output shafts are in particular connected to a wheel of the motor vehicle respectively. One clutch or two clutches can be provided on the axle.

[0003] Axles with one clutch are known as so-called booster units of the applicant, and axles with two clutches are known as twin-clutch units of the applicant.

[0004] Compared to conventional vehicles powered by internal combustion engines, electrically driven vehicles place less load on conventional wheel-side brakes due to the ability to regenerate energy. The reduced load on the brakes results in less wear on components such as brake pads and brake discs, which are therefore more susceptible to corrosion. For this reason, higher-quality materials must be used. At the same time, the brake system also requires a lot of maintenance to ensure its functionality.

[0005] The wear and tear produced during braking with conventional open brake systems increases particulate emissions from motor vehicles. Upcoming new regulations (Euro 7 emission standards) will also include particulate matter emitted by brake pads. Therefore, filter systems or encapsulation of the brakes are currently being considered.

[0006] System efficiency is playing an increasingly important role, especially in the development of electric drives, which is why there is increasing discussion about reducing losses by means of disconnect devices (Abschalteinrichtungen) and the like. In order to achieve a correspondingly high effect, the disconnection point should be as close as possible to the respective wheel so that the mass moving with the wheel is as small as possible. This requires additional components such as disconnect units in the area of ​​the wheel transmission, which in turn increases the workload.

[0007] An electric drive module is known from DE 10 20 201 23 806 A1, in which each wheel is provided with an electric drive unit and a brake. The brake can be designed as a disk clutch.

[0008] A drive unit is known from DE 10 20 20 21 4 433 A1, in which the wheels of an axle are driven by an electric motor. Each wheel is provided with a brake which has a common lubricant circuit with the transmission of the drive unit. Summary of the invention

[0009] The object of the present invention is to provide a drive module and a method for operating the same, by means of which particle emissions and brake corrosion can be reduced, the system efficiency of the drive module can be improved, and the transition between regeneration and braking can also be better regulated.

[0010] This is facilitated by a drive module according to the features of claim 1. Advantageous further developments are the subject matter of the dependent claims. The features listed individually in the claims can be combined with one another in a technically meaningful manner and can be supplemented by explanatory facts in the description and details in the drawings, which show further embodiments of the invention.

[0011] A drive module for a motor vehicle is provided, comprising at least a drive unit with a drive shaft and a motor vehicle axle with a first driven shaft and a second driven shaft, wherein the first driven shaft and the second driven shaft can be connected to the drive shaft in a torque-transmitting manner via at least one clutch, or can be connected to the drive shaft in a torque-transmitting manner via a clutch respectively. The first output shaft can be braked by a first brake, and the second output shaft can be braked by a second brake. The at least one brake and the at least one clutch can be operated by a common operating unit.

[0012] The drive unit is, for example, an electric motor or an internal combustion engine.

[0013] The output shafts are in particular each connected to a wheel of the motor vehicle.

[0014] Exactly one clutch is provided on the axle, or two clutches are provided. In particular, the two output shafts can be disconnected from the drive shaft via the one clutch. If two clutches are provided, each output shaft can be disconnected from the drive shaft via one clutch.

[0015] Brakes are used to brake the corresponding output shaft. In particular, brakes act (only) in a force-locking manner, so they produce a braking effect (only) via friction forces.

[0016] In particular, a brake is associated with each output shaft or each wheel of a motor vehicle axle.

[0017] In particular, an operating unit is provided, by means of which at least one brake and the one clutch can be operated. Alternatively, both brakes and the one clutch can be operated by means of this operating unit. Alternatively, both brakes and the one clutch can be operated by means of this operating unit.

[0018] Alternatively, two operating units are provided, wherein one brake and one clutch can be operated by each operating unit. Alternatively, one brake and one clutch are operated by one operating unit, and the other brake is operated by the other operating unit.

[0019] In particular, the generally known operating unit is used to operate the brake, ie to adjust the brake between an open (first) and a closed (second) state. In particular, in the open state there is no braking effect. In particular, in the closed state the braking effect of the brake is maximum.

[0020] In particular, the generally known operating unit is used (additionally) to actuate the clutch, i.e. to adjust the clutch between an open (first) and a closed (locked, second) state. In particular, in the open state, there is no coupling between the drive shaft and the output shaft which can be connected to the drive shaft via the clutch. In the closed or locked state, there is a coupling between the drive shaft and the output shaft which can be connected to the drive shaft via the clutch. In particular, in the closed state, there is a slip-free coupling, i.e. there is no speed difference between the drive shaft and the output shaft connected thereto. However, in particular, a freely adjustable coupling can be achieved by means of the clutch, i.e. a defined slip (Schlupf), i.e. a speed difference between the drive shaft and the output shaft, can be permitted or set.

[0021] Conventionally known operating units are used to move at least one part of a brake or a clutch so that it can be moved towards or away from a part to which it is connected, in particular in a force-locking manner. The movement is particularly adjustable, so that the movable part can assume a large number of different positions between an open state and a closed state.

[0022] However, the movement can also be carried out in an unadjustable manner, so that the movable part cannot be in any other position between the open state and the closed state. This mode of movement is particularly suitable for clutches that act in a form-locking manner, such as a claw clutch.

[0023] The operating unit proposed here is used to operate the brake and the clutch. This means that a common operating unit is provided for at least one clutch and one brake, thereby providing a drive module with a small number of components.

[0024] In particular, an (electric) drive module is proposed with a disconnect function (realized by at least one clutch) and an integrated (in particular completely encapsulated) braking function, wherein the disconnect unit (at least one clutch) and the brake of the axle are installed in one unit or module.

[0025] The drive module has the highest efficiency because it can be disconnected (close to the wheels).

[0026] Furthermore, by integrating the functionality of the brake into the drive module, the brake can be arranged in a housing that is sealed off from the environment, thereby eliminating particle emissions from the vehicle that occur during braking.

[0027] In order to achieve this object with the lowest possible outlay, it is proposed in particular that the disconnect unit and the brake unit are jointly actuated via at least one common operating unit.

[0028] In particular, the drive module has only one clutch, and the output shaft and the clutch are connected to the drive shaft via a common differential. The generally known differential can in particular compensate for speed differences between the output shafts, for example, due to a shorter or longer travel of one wheel on the axle than another wheel when driving around a bend. By using a clutch arranged on the axle in combination with the differential, the two output shafts can be coupled to the drive shaft.

[0029] In particular, the drive module has a first clutch and a second clutch, wherein the first brake and the first clutch can be operated by a first operating unit, and the second brake and the second clutch can be operated by a second operating unit.

[0030] In particular, two clutches are arranged on a common axle of the motor vehicle, wherein a wheel of the motor vehicle is connected to the drive unit in a torque-transmitting manner via each of the two clutches.

[0031] Two clutches can replace the conventional differential, which can compensate for the different speeds of the wheels.

[0032] The construction of such a clutch and drive system can be described as follows. For example, a disk clutch can be used as a clutch, in which an outer disk is connected to an outer disk carrier in a rotationally fixed manner, an inner disk is connected to an inner disk carrier in a rotationally fixed manner, and each disk carrier is connected to a drive shaft (or to a shaft connected to the drive shaft via a transmission) or a corresponding output shaft in a rotationally fixed manner. Due to the application of a closing force acting in the axial direction (due to operating pressure) or in the case of other clutches, the friction pairs come into contact with each other, so that torque can be transmitted from the drive shaft to the corresponding output shaft through the clutch.

[0033] At least one of the clutches can be a hydraulically operated clutch, preferably both clutches are hydraulically operated clutches. In the case of a hydraulically operated clutch, the operating pressure is transmitted to the clutch via a (hydraulic) fluid. The fluid can be pressurized by a (also electrically operated) pump.

[0034] At least one of the two clutches can be an electrically operated clutch, preferably both clutches are electrically operated clutches. In the case of an electrically operated clutch, the operating pressure is directly generated by the motor, for example, by a ramp assembly (Rampenordnung) that can be rotated by the motor.

[0035] In particular, the at least one operating unit is respectively an electromechanical or hydraulic operating unit.

[0036] In the generally known electromechanical operating units, a part of the clutch can be mechanically moved by an electric drive. For example, DE10160026A1 discloses an operating mechanism having a plurality of discs and ball grooves and balls arranged between them. Different parts, such as a part of the clutch and a part of the brake, can be operated successively, i.e. one after another, by an operating unit. The disc can be rotated by an electric drive controlled by the operating unit, so that the movement of the disc can be adjusted, thereby adjusting the pressing force of the brake or the coupling degree of the clutch.

[0037] In the generally known hydraulic operating units, a part of the clutch is moved hydraulically, for example by means of a fluid pressurized by a pump. In particular, the fluid can be pressurized in a common pressure chamber. The fluid can then act on the part to be moved, starting from the pressure chamber, via an adjustable valve, so that several parts can be loaded or moved simultaneously by the operating unit. In particular, in the case of an operating unit, several valves can also be driven independently of one another and thus be operated or adjusted independently of one another.

[0038] In particular, the operating units of the drive modules are respectively hydraulic operating units, which operate the brakes and clutches by means of a fluid, wherein the operating units have a common pump, by means of which the fluid can be pressurized. Alternatively, each operating unit can also have its own pump. In particular, the operating units have a common fluid circuit, i.e. the fluid can be used both for operating the first brake and / or the first clutch and for operating the second brake and / or the second clutch. Alternatively, separate fluid circuits can also be provided.

[0039] In particular, due to the actuation of each of the clutches, each wheel on a common axle of the motor vehicle can be connected to the drive unit in a torque-transmitting manner.

[0040] Preferably at least one clutch is a disk clutch, and particularly two clutches are disk clutches.But corresponding clutch also can be designed to any other known friction clutch, or is designed to the claw clutch that acts in the mode of form-locking.

[0041] The drive unit is preferably an electric motor. In particular, the electric motor can be the only drive unit for driving the motor vehicle. In particular, a second driven axle can also be provided, wherein preferably another drive unit (eg an internal combustion engine or another electric motor) is provided to drive the second axle.

[0042] In particular, at least one clutch is a slip-regulated clutch, by means of which the torque provided by the drive unit can be transmitted in an adjustable manner to one or more output shafts connected to the drive unit via the clutch by providing slip, i.e. a speed difference between the drive shaft and the output shaft connected thereto via the clutch.

[0043] In particular, both clutches can be operated with slip control (at least) at certain operating points (in particular continuously during the operation of the motor vehicle), wherein the speed difference between the drive shaft and the respective output shaft is set at the respective clutch to be above 0 revolutions per minute, at most 50 revolutions per minute, in particular at most 20 revolutions per minute. In particular, the clutches can also be operated without slip control, i.e. without any speed difference between the drive shaft and the output shaft (or with a speed difference of 0 revolutions per minute). In the stable driving state, the clutches are adjusted in such a way that the total locking torque of the two clutches corresponds (at least) to the drive torque provided by the drive shaft.

[0044] In particular, the drive unit is assigned only to this axle (and not additionally to another axle), so that only the wheels of this axle (and not the wheels of another axle) can be driven by the drive torque provided by the drive unit.

[0045] The motor vehicle may have a driven additional axle which in turn may be driven by another drive unit, such as an internal combustion engine.

[0046] Slip control involves setting the speed difference of the clutch to greater than 0 revolutions per minute at any time. Excessively high speed differences should be avoided, since friction heat is generated by the slip in the clutch. This friction heat can lead to overloading of the clutch.

[0047] In particular, slip control can be used to achieve that in stable driving conditions the drive torque provided by the drive unit (in particular always completely) corresponds to the torque transmittable between the wheels connected to the clutch and the road surface. In this case, the total locking torque of the two clutches (i.e. the torque transmittable jointly by the two clutches) corresponds at least or substantially (or even completely) to the drive torque provided by the drive unit via the drive shaft. The total locking torque deviates from the drive torque by a maximum of 1%, preferably by a maximum of 0.5%.

[0048] Particularly, if the slip is too small, the slip control device will open the clutch again, accelerate the drive unit and reach the desired slip. In this case, a roughly very small total locking torque is transmitted temporarily by the clutch as necessary.

[0049] Furthermore, since the torque demand is always set according to the current slip, the tuning of the vehicle or drive system can be simplified. Thus, parameterization of the controller is no longer necessary or the controller is less complex than conventional controllers for all-wheel drives.

[0050] The drive system can thus be regulated independently of the actuation of the drive unit. This is particularly advantageous if the operating strategy (eg a hybrid strategy for driving a hybrid vehicle) is provided by another manufacturer than the manufacturer of the control unit for regulating the clutch.

[0051] In particular, the degree of locking (Sperrgrad) of the clutch defines the torque that can be transmitted via the clutch. The higher the degree of locking, the greater the torque that can be transmitted (or transferred) via the clutch. In particular, over-locking is also possible, so that a greater torque can be transmitted than is available from the drive unit. However, no slip occurs in this case.

[0052] In the drive module, the desired degree of locking for each of the two clutches in a stable driving state (the driven wheels are not free to rotate or locked, i.e., not slipping relative to the road surface) is determined in particular as a function of at least one of the following parameters (preferably all parameters): the steering angle of the motor vehicle, the torque transmitted via the drive shaft (drive torque or drag torque (Schleppmoment) or regenerative torque), the speed of the motor vehicle and the measured yaw rate.

[0053] In particular, the total locking torque of the two clutches should be large enough to apply the drive torque and "hold" the drive unit. To this end, the slip (i.e., the speed difference) in at least one clutch should be close to zero (but greater than zero), in particular at most 50 revolutions per minute, preferably at most 20 revolutions per minute, and particularly preferably at most 5 revolutions per minute.

[0054] In particular, once a stable driving situation is left, this distribution of the torque or the degree of locking of the two clutches can be deviated from. This can occur if at least one wheel is spinning freely or is locked (i.e. slipping relative to the road surface). In this case, the degree of locking of the clutch of the spinning freely wheel can be reduced or the degree of locking of the non-spinning wheel(s) can be increased. In particular, the degree of locking is only reduced if the torque transmitted via the drive shaft (drive torque or drag torque or regeneration torque) is reduced.

[0055] In particular, the desired torque distribution is determined as a function of at least one of the following parameters, preferably all of them: the steering angle of the vehicle, the torque transmitted via the drive shaft (drive torque or drag torque or regenerative torque), the speed of the vehicle and the measured yaw rate. The desired distribution can be specified as a percentage distribution factor (e.g. 40 / 60: 40% of the torque transmitted via the drive shaft is transmitted via the first clutch and 60% via the second clutch), which corresponds to the driving dynamic requirements for the desired driving behavior of the vehicle during stable driving maneuvers. This regulation of the torque transmitted via each clutch is also referred to as torque vectoring. In addition, a regulated activation of the brakes can also be used to stabilize the vehicle. By integrating the clutches and brakes, the vehicle stabilization functions of the two systems can be combined in an optimal manner.

[0056] As soon as one of the wheels starts to slip (freewheel or lock) relative to the road surface, the desired distribution can be corrected. In order to increase traction or stabilize the motor vehicle, the distribution is usually changed to increase the degree of locking of the non-slipping wheels and / or to reduce the degree of locking of the slipping wheels. If the overall degree of locking (total degree of locking) is reduced, the torque provided by the drive unit should also be reduced. If the torque provided by the drive unit is not reduced, the speed of the drive shaft increases further relative to the speed of the output shaft or relative to the speed of the slipping output shaft, which leads to a further increase in the slip of the clutch.

[0057] With the aid of the torque transmitted via the drive shaft (driving torque or drag torque or regeneration torque) and the desired torque distribution or corrected torque distribution, the desired degree of locking of the respective clutch for the first wheel or the second wheel can be calculated. The total locking torque (total degree of locking) of the clutch can be exactly the same as the torque transmitted via the drive shaft or it can fluctuate around the exact value of this torque with very small deviations (e.g. deviations of less than 1% or less than 0.5%). In addition, the clutch of the wheel on the outside of the curve can be overlocked, the degree of locking corresponding to the torque setting accuracy of the clutch and the drive unit. This ensures that all the torque transmitted via the drive shaft is transmitted to the wheel via the clutch.

[0058] In particular, at least one clutch can also be fully opened, decoupling the drive unit from the wheels.

[0059] In particular, the brake is supported on a housing of the drive module.

[0060] In particular, the drive module comprises at least one housing, in which at least one clutch and brake as well as at least one operating unit are arranged. Thus, a volume is enclosed by the housing, which is in particular separated from the environment of the drive module, so that, for example, particles generated in the housing cannot escape into the environment. In particular, a plurality of subvolumes can be present in the housing of the drive module, which subvolumes are separated from one another as necessary. In particular, for example, each brake or brake components that interact in a force-locking manner to produce a braking effect is arranged in a respective volume, so that particles generated by the brake cannot contaminate other components of the drive module.

[0061] In particular, the output shaft is connected to the drive shaft via a transmission with a constant or variable transmission ratio. In particular, the transmission can select a plurality of different transmission ratios as required. A variable transmission ratio is in particular a transmission ratio which is not a single constant transmission ratio, but a transmission ratio which can be varied, for example in steps or even continuously.

[0062] In addition, no transmission device or a transmission device with a single constant transmission ratio may be provided between the drive unit and the output shaft.

[0063] In addition, a method for operating the brake and clutch of the drive module is also proposed, wherein at least one brake and at least one clutch are operated by at least one common operating unit to control the operation of at least one output shaft. The method comprises at least the following steps:

[0064] a) operating the (corresponding) brake using the operating unit, thereby braking the (corresponding) driven shaft;

[0065] b) operating at least one clutch by means of an operating unit so that at least one output shaft is adjustably connected to a drive shaft of a drive unit or can be adjusted by the drive shaft of the drive unit.

[0066] In particular, steps a) and b) are performed at different time intervals, so that when the clutch regulates the connection between the drive shaft and the at least one output shaft, the (corresponding) brake is open and not actuated.

[0067] Alternatively, steps a) and b) are at least partially performed in parallel in time.

[0068] The above (non-exhaustive) classification of the method steps into two categories a) and b) is primarily intended for the purpose of differentiation and does not impose any order and / or dependency. The frequency of the method steps may also change, for example during the setup and / or operation of the drive module. It is also possible that the method steps overlap at least partially in time. It is particularly preferred that method steps a) and b) are performed at different time intervals.

[0069] In particular, at least one clutch is a slip-regulated clutch, wherein when adjusting the torque to be transmitted between the drive shaft and the at least one output shaft, the speed difference between the drive shaft and the at least one output shaft is set to more than 0 revolutions per minute and at most 50 revolutions per minute.

[0070] Alternatively, at least one clutch is a positively engaging clutch, such as a claw clutch, which has no slip control function at all but can only be switched back and forth between a coupled state and a disengaged state.

[0071] In particular, the brake is only engaged when at least one clutch is not adjusted at all, during a transition between an open state and a closed state (no slip or a predetermined slip of less than 50 revolutions per minute). Thus, in particular, the brake is engaged when the clutch is adjusted, so that the braking torque of the actuated brake does not interfere with or influence the adjustment of the clutch, in particular the torque transmission from the drive shaft to the corresponding output shaft, which is adjusted by the clutch.

[0072] If the clutch is open, the brake can be actuated. The brake can be actuated even if the clutch is closed (or the adjusted slip is less than 50 revolutions per minute). In particular, the brake can be actuated when regenerative operation is in progress (i.e. when the battery is charged via the drive shaft driven by the output shaft) and the clutch is closed for this purpose.

[0073] Furthermore, a motor vehicle is proposed, which has at least two wheels and a drive module for driving at least one axle of the motor vehicle, on which the wheels are arranged. The drive module also has a control unit, by which the method can be performed. The control unit is particularly suitable for performing the method and / or is provided for performing the method.

[0074] For example, one or more operating units can be controlled by the control unit to adjust one or more clutches and operate one or more brakes. In addition, the drive unit can also be adjusted by the control unit to adjust the torque provided.

[0075] In particular, two clutches are arranged on an axle of the motor vehicle for transmitting torque, so that by operating the first clutch a first wheel on the axle of the motor vehicle is connected to the drive unit in a torque-transmitting manner, and by operating the second clutch a second wheel on the same axle is connected to the drive unit in a torque-transmitting manner. In particular, the clutch is not a motor vehicle clutch arranged between the drive unit and a shiftable transmission of the motor vehicle.

[0076] In particular, at least one data processing system is provided which has appropriately equipped, configured or programmed means for carrying out the method or for executing the method.

[0077] In particular, the drive module comprises a data processing system, such as a control device, having means for performing the method steps and / or having means which are suitably equipped, configured or programmed to perform the method steps or to carry out the method.

[0078] For example, these devices include a processor and a memory storing instructions to be executed by the processor, as well as data lines or transmission devices that can transmit instructions, measurements, data or similar information between the listed elements.

[0079] These "means" may include, in particular, one or more of the following components: one or more controllers, microcontrollers, data storage devices, data links, display devices (such as displays), counters or time-limiting elements (timers), at least one sensor, an energy source, etc.

[0080] In addition, a computer-readable storage medium is also proposed, which contains instructions, and when a computer executes these instructions, it can cause the computer to perform the method or the steps of the method.

[0081] The statements concerning the drive module apply in particular to the method, the drive system, the data processing system and / or the computer-implemented method (ie the computer program and the computer-readable storage medium), and vice versa.

[0082] For the sake of caution, it should be noted that the terms used herein ("first", "second", ...) are primarily used to distinguish between a plurality of similar objects, dimensions or processes, and in particular do not necessarily imply any dependency and / or order between these objects, dimensions or processes. If a dependency and / or order is required, it is explicitly stated here, or a person skilled in the art will find it when studying the specifically described design. BRIEF DESCRIPTION OF THE DRAWINGS

[0083] The present invention and the technical environment will be described in more detail below with reference to the accompanying drawings. It should be noted that the present invention should not be limited to the illustrated embodiments. In particular, unless otherwise explicitly stated, parts of the facts explained in the drawings may also be extracted and combined with other components and cognitions in this specification and / or the drawings.

[0084] The same reference numerals denote the same objects, so that, if necessary, the explanations in the other figures may also be used supplementarily.

[0085] Figure 1 : shows a first embodiment of a drive module for a motor vehicle;

[0086] Figure 2 : shows a second embodiment of a drive module for a motor vehicle; and

[0087] Figure 3 : A chart is displayed. DETAILED DESCRIPTION

[0088] Figure 1 A first embodiment of a drive module 1 of a motor vehicle 2 is shown. Figure 2 A second embodiment of a drive module 1 of a motor vehicle 2 is shown. Figure 1 and Figure 2 They are described together below.

[0089] The drive module 1 comprises a drive unit 3 with a drive shaft 4 and an axle 5 of a motor vehicle 2 with a first output shaft 6 and a second output shaft 7, which can be connected via exactly one clutch 8 ( Figure 1 ) or through a clutch 8, 9 ( Figure 2 ) is connected to the drive shaft 4 in a torque-transmitting manner. The first output shaft 6 can be braked by a first brake 10, and the second output shaft 7 can be braked by a second brake 11.

[0090] The output shafts 6 , 7 are respectively connected to wheels 21 , 22 of the motor vehicle 2 .

[0091] The drive module 1 has a control unit 23 .

[0092] At least one clutch 8, 9 is arranged on the axle 5 of the motor vehicle 2 for transmitting torque, so that by operating this clutch 8, 9 (see Figure 1) connects the two output shafts 6, 7 to the drive shaft 4. In a second embodiment, a first wheel 21 of an axle 5 of the motor vehicle 2 is connected to the drive unit 3 in a torque-transmitting manner by actuating the first clutch 8, and a second wheel 22 of the same axle 5 is connected to the drive unit in a torque-transmitting manner by actuating the second clutch 9. The clutches 8, 9 are therefore not clutches of the motor vehicle 2 which are arranged between the drive unit 4 and the shiftable transmission 17 of the motor vehicle 2.

[0093] On the axle 5 there is exactly one clutch 8 ( Figure 1 ), or two clutches 8, 9 are provided ( Figure 2 ).according to Figure 1 , the two output shafts 6, 7 can be separated from the drive shaft 4 by the one clutch 8. If two clutches 8, 9 ( Figure 2 ), each output shaft 6, 7 can be disconnected from the drive shaft 4 through a clutch 8, 9.

[0094] A brake 10 , 11 is assigned to each output shaft 6 , 7 or to each wheel 21 , 22 of the axle 5 of the motor vehicle 2 .

[0095] exist Figure 1 An operating unit 12 is provided in the housing, by means of which the two brakes 10 , 11 and the one clutch 8 can be actuated.

[0096] exist Figure 2 Two operating units 12 , 13 are provided, wherein one brake 10 , 11 and one clutch 8 , 9 can be actuated via each operating unit 12 , 13 .

[0097] The generally known operating units 12, 13 are used to operate the brakes 10, 11, ie to adjust the brakes 10, 11 between an open state and a closed state. In the open state, there is no braking effect. In the closed state, the braking effect is maximum.

[0098] The generally known operating units 12, 13 are used to operate the clutches 8, 9, i.e. to adjust the clutches 8, 9 between an open and a closed (locked) state. In the open state, there is no coupling between the drive shaft 4 and the output shaft 6, 7 which can be connected to the drive shaft 4 via the clutch 8, 9. In the closed or locked state, there is a coupling between the drive shaft 4 and the output shaft 6, 7 which can be connected to the drive shaft 4 via the clutch 8, 9. In the closed state, the clutch is slip-free, i.e. there is no speed difference between the drive shaft 4 and the output shaft 6, 7 connected thereto. A freely adjustable coupling can be achieved by means of the corresponding clutches 8, 9, i.e. a slip, i.e. a speed difference between the drive shaft 4 and the output shaft 6, 7, can be permitted or set.

[0099] The operating units 12, 13 proposed here serve for operating the brakes 10, 11 and the clutches 8, 9. Thus, a common operating unit 12, 13 is used at least for one clutch 8, 9 and one brake 10, 11, thereby providing a drive module 1 with a small number of components.

[0100] according to Figure 1 The drive module 1 shown has only one clutch 8 , the output shafts 6 , 7 and the clutch 8 being connected to the drive shaft 4 via a common differential 14 .

[0101] according to Figure 2 The two clutches 8 , 9 shown can replace a conventional differential 14 , by means of which different rotational speeds of the wheels 21 , 22 can be compensated.

[0102] The drive module 1 comprises a housing 16 in which the clutches 8, 9 and the brakes 10, 11 as well as the operating units 12, 13 are arranged. The housing 16 encloses a volume which is separated from the environment of the drive module 1, so that, for example, particles generated in the housing 16 cannot escape into the environment. Within the housing 16 of the drive module 1 there are sub-volumes which are separated from one another. It can be seen that, for example, each brake 10, 11 or the components of the brake 10, 11 which interact in a force-locking manner to produce a braking effect are arranged in their own volume, so that particles generated by the brake 10, 11 cannot contaminate other components of the drive module 1.

[0103] The brakes 10 , 11 are supported on a housing 16 of the drive module 1 .

[0104] The output shafts 6, 7 are connected to the drive shaft 4 via a transmission 17 having a constant transmission ratio.

[0105] Figure 3 A diagram is shown. Time 24 is plotted on the horizontal axis. The states 25, 26 (upper part) of the brakes 10, 11 and the states 25, 26 of the clutches 8, 9 are plotted on the vertical axis. The progression 27 in the diagram shows the mutually coordinated states 25, 26 of the clutches 8, 9 and the brakes 10, 11. See Figure 1 and Figure 2 Description.

[0106] According to step a) of the method, the (respective) brake 10, 11 is operated by means of the operating unit 12, 13, so that the (respective) output shaft 6, 7 is braked. The second state 26 represents a closed brake 10, 11, in which case the output shaft 6, 7 has a maximum braking effect. The first state 25 represents an open brake 10, 11, in which case there is no braking effect. It can be seen that during the first time interval 18 and close to the second time interval 19, the brake 10, 11 changes from the second state 26 to the first state 25. In the second time interval 19, the brake 10, 11 is open, so that the first state 25 exists. In the third time interval 20, starting from the first state 25, the brake 10, 11 is closed again, so that in the third time interval 20 it is in the second state 26.

[0107] In step b) of the method, the clutches 8, 9 are operated by the operating units 12, 13 so that the output shafts 6, 7 are adjustably connected to the drive shaft 4 of the drive unit 4 or can be adjusted by the drive shaft of the drive unit. In a first time interval 18, the clutches 8, 9 are open, i.e. in a first state 25. In a second time interval 19, the clutches 8, 9 are operated, i.e. the state of the clutches 8, 9 is between the open state and the closed state. In a third time interval 20, the clutches 8, 9 are closed (or run with slip with a speed difference of less than 50 revolutions per minute) and are in a second state 26.

[0108] Steps a) and b) are performed at different time intervals 18, 19, 20 from one another, so that the (corresponding) brakes 10, 11 are open and not actuated when the clutches 8, 9 regulate the connection between the drive shaft 4 and at least one output shaft 6, 7. However, the brakes 10, 11 can also be actuated when the clutches 8, 9 are closed, for example in regenerative operation.

[0109] As can be seen from the changes in the states 25, 26 of the brakes 10, 11 within the first time interval, if necessary, a time interval can be set between reaching the first state 25 of the brakes 10, 11 and starting to adjust the clutches 8, 9. However, if necessary, this time interval can also be shortened to zero.

[0110] Reference numerals list

[0111] 1. Driver module

[0112] 2Motor Vehicles

[0113] 3 drive units

[0114] 4 drive shaft

[0115] 5 axles

[0116] 6First output shaft

[0117] 7 Second output shaft

[0118] 8First Clutch

[0119] 9 Second Clutch

[0120] 10First brake

[0121] 11 Second brake

[0122] 12First operating unit

[0123] 13 Second operating unit

[0124] 14 Differential

[0125] 15 Pumps

[0126] 16 Shell

[0127] 17 Transmission

[0128] 18 First time interval

[0129] 19 Second Time Interval

[0130] 20Third time interval

[0131] 21 First Wheel

[0132] 22 Second Wheel

[0133] 23Control Unit

[0134] 24 hours

[0135] 25 First State

[0136] 26 Second State

[0137] 27 Change process

Claims

1. A drive module (1) for a motor vehicle (2), comprising at least: A drive unit (3) with a drive shaft (4), and an axle (5) of the motor vehicle (2) with a first output shaft (6) and a second output shaft (7), wherein the first output shaft and the second output shaft can be connected to the drive shaft (4) in a torque-transmitting manner via at least one clutch (8, 9) or respectively via one clutch (8, 9); wherein the first output shaft (6) can be braked via a first brake (10) and the second output shaft (7) can be braked via a second brake (11); wherein at least one of the brakes (10, 11) and the at least one clutch (8, 9) can be operated via a common operating unit (12, 13).

2. The driving module (1) according to claim 1, wherein: The drive module (1) has only one clutch (8), and the output shafts (6, 7) and the clutch (8) are connected to the drive shaft (4) via a common differential (14).

3. The drive module (1) according to claim 1, comprising a first clutch (8) and a second clutch (9), wherein: The first brake (10) and the first clutch (8) can be operated by a first operating unit (12), and the second brake (11) and the second clutch (9) can be operated by a second operating unit (13).

4. The driving module (1) according to claim 3, wherein: The operating units (12, 13) are respectively hydraulic operating units (12, 13) which operate the brakes (10, 11) and the clutches (8, 9) by means of fluid, wherein the operating units (12, 13) have a common pump (15) by means of which the fluid can be pressurized.

5. The drive module (1) according to one of the preceding claims, wherein: At least one of the clutches (8, 9) is a slip-adjusting clutch (8, 9), through which the torque provided by the drive unit (3) can be transferred in an adjustable manner to an output shaft (6, 7) connected to the drive unit (3) via the clutch (8, 9) by providing slip.

6. The drive module (1) according to one of the preceding claims, wherein: The brakes (10, 11) are supported on a housing (16) of the drive module (1).

7. The drive module (1) according to one of the preceding claims, comprising at least a housing (16), in which at least the at least one clutch (8, 9) and the brake (10, 11) and the at least one operating unit (12, 13) are arranged.

8. The drive module (1) according to one of the preceding claims, wherein: The output shafts (6, 7) are connected to the drive shaft (4) via a transmission device (17) having a constant or variable transmission ratio.

9. Method for operating a brake (10, 11) and a clutch (8, 9) of a drive module (1) according to one of the preceding claims, wherein: At least one brake (10, 11) and at least one clutch (8, 9) are operated by at least one common operating unit (12, 13), thereby controlling the operation of at least one of the output shafts (6, 7); comprising at least the following steps: a) using the operating unit (12, 13) to operate the brake (10, 11) to brake the output shaft (6, 7); b) using the operating unit (12, 13) to operate the clutch (8, 9) so that at least one of the output shafts (6, 7) is connected to the drive shaft (4) of the drive unit (3) in an adjustably connected manner or can be adjusted by the drive shaft of the drive unit.

10. The method according to claim 9, wherein: Steps a) and b) are carried out at different time intervals (18, 19, 20) from each other, so that when the clutch (8, 9) regulates the connection between the drive shaft (4) and the at least one output shaft (6, 7), the brake (10, 11) is open and not operated.

11. The method according to claim 9, wherein: Step a) and step b) are carried out at least partially in parallel in time.

12. The method according to any one of the preceding claims 9 to 11, wherein: The at least one clutch (8, 9) is a slip adjustment clutch (8, 9); wherein, when adjusting the torque to be transmitted between the drive shaft (4) and the at least one output shaft (6, 7), the speed difference between the drive shaft (4) and the at least one output shaft (6, 7) is set to be greater than 0 revolutions per minute and at most 50 revolutions per minute.

13. A motor vehicle (2), comprising a drive module (1) according to one of the preceding claims 1 to 8, having at least two wheels (21, 22) and at least one axle (5) for the motor vehicle (2), the wheels (21, 22) being arranged on the axle, wherein: The drive module (1) has a control unit (23) which is configured to carry out a method according to one of the preceding claims 9 to 12.

Images