Travel drive device for mobile working machine

Abstract

This invention relates to a driving device for a mobile work machine, comprising a first drive unit having a first motor shaft, a second drive unit having a second motor shaft, and a transmission mechanism having a first input shaft, a second input shaft, and an output shaft. The first motor shaft is anti-rotatably connected to or capable of being connected to the first input shaft of the transmission mechanism, and the second motor shaft is anti-rotatably connected to the second input shaft of the transmission mechanism by means of a clutch. The first input shaft is mechanically connected to the output shaft via a first cylindrical gear stage, the first cylindrical gear stage including a first cylindrical gear in anti-rotational connection with the first input shaft and a third cylindrical gear in anti-rotational connection with the output shaft. The second input shaft is mechanically connected to the output shaft via a second cylindrical gear stage, the second cylindrical gear stage including a second cylindrical gear in anti-rotational connection with the second input shaft and a fourth cylindrical gear in anti-rotational connection with the output shaft.

Description

Technical Field

[0001] This invention relates to a driving device for a mobile work machine. Background Technology

[0002] The drive system of a mobile work platform should typically meet both the maximum traction and maximum speed requirements. Electric motors are well-suited for such drive systems because they can operate over a wide speed range. However, electric motors are usually used in conjunction with a gear-shifting transmission, typically with two or three gears, to meet the aforementioned requirements, as electric motors generally operate efficiently only within a limited speed range. Such a gear-shifting transmission allows for high traction at high gear ratios and high maximum speed at low gear ratios.

[0003] Here, the transmission mechanism is designed to enable gear shifting either when traction is interrupted or when there is no interruption of traction. Gear shifting with interrupted traction is disadvantageous when the mobile work machine stops unintentionally during gear shifting, such as when shifting while traveling on a slope or when pulling a heavy load.

[0004] Traction interruption during gear shifts can be avoided by using a friction clutch. However, such a clutch can cause undesirable power loss and thus reduce the efficiency of the drive unit. An alternative solution for avoiding traction interruption during gear shifts is described in publication DE 10 2019 214 986A1. This describes a drive unit for an electric vehicle with a gear shift mechanism, comprising two motors, wherein a second motor can be engaged as needed and is available as a drive unit during gear shifting.

[0005] Solutions with gear shifting mechanisms known from existing technologies have drawbacks: they are technically very complex and expensive. Furthermore, the question of under what circumstances and in what manner the shifting occurs has not been adequately addressed. Summary of the Invention

[0006] The objective of this invention is to find a method that is as operator-friendly as possible for a particularly compact and cost-effective driving drive system that avoids interruption of traction during operation and simultaneously meets the requirements described above regarding maximum traction and maximum travel speed with high efficiency. The method should particularly offer the advantage of automatic operation, eliminating the need for manual gear shifting and allowing the driver to better focus on the actual work task.

[0007] Brief description.

[0008] The following section explains the terminology used in this disclosure. If two elements are mechanically connected, they are coupled directly or indirectly such that movement of one element causes a response in the other. Mechanical connection can be established, for example, by a form-locking or friction-locking connection of the two elements, or by the meshing of corresponding teeth. Additional elements, such as one or more gear stages, can be arranged between mechanically connected elements. A connection between two elements via additional elements can mean that the additional elements participate in an indirect mechanical connection between the two elements. A connection between two elements via two or more elements can mean that all of the additional elements participate in the indirect mechanical connection between the two elements. If two elements are anti-rotationally connected, they are substantially rigidly coupled to each other. An anti-rotational connection can be a friction-locking connection of elements, in which slippage may occur. Anti-rotationally connected elements can exist integrally or as single components anti-rotationally connected to each other.

[0009] According to one embodiment of the present invention, a driving device for a mobile work machine is provided, for example, for a wheel loader or excavator. The driving device includes a first drive unit having a first motor shaft, a second drive unit having a second motor shaft, and a transmission mechanism having a first input shaft, a second input shaft, and an output shaft. The first motor shaft is anti-rotatably connected to or capable of being connected to the first input shaft of the transmission mechanism, and the second motor shaft is anti-rotatably connected to the second input shaft of the transmission mechanism by means of a clutch, such as a toothed clutch. The first input shaft is mechanically connected to the output shaft via a first cylindrical gear stage, wherein the first cylindrical gear stage includes a first cylindrical gear in an anti-rotatable connection with the first input shaft and a third cylindrical gear in an anti-rotatable connection with the output shaft. The second input shaft is mechanically connected to the output shaft via a second cylindrical gear stage, wherein the second cylindrical gear stage includes a second cylindrical gear in an anti-rotatable connection with the second input shaft and a fourth cylindrical gear in an anti-rotatable connection with the output shaft.

[0010] The described embodiment with a cylindrical gear transmission mechanism is advantageous because it enables a very compact, low-cost, and efficient driving device that can engage a second driving device as needed.

[0011] Advantageously, the first drive device and / or the second drive device are constructed as electric motors, because electric motors are capable of achieving high efficiency and their operation is advantageous in terms of harmful substance emissions.

[0012] In one embodiment, the first drive device and / or the second drive device are configured as hydraulic units, such as axial piston motors. Hydraulic units are advantageous because they have proven effective in mobile work machines and enable high power density.

[0013] Preferably, the first motor shaft and the first input shaft of the transmission mechanism are connected to each other in a rotationally resistant manner, so that they are constructed as a single unit.

[0014] The first cylindrical gear and the first input shaft are preferably connected to each other in a rotationally resistant manner, so that they are constructed as a single unit.

[0015] Preferably, the second cylindrical gear and the second input shaft are connected to each other in a rotationally resistant manner, so that they are constructed as a single unit.

[0016] Each of the integrated design schemes described above is advantageous in terms of efficiency, cost, and compactness of the drive unit.

[0017] According to one embodiment of the invention, a driving device is provided, wherein a first cylindrical gear stage includes a first intermediate gear in an anti-rotational connection with a first intermediate shaft, the first intermediate gear being anti-rotationally connected to a first cylindrical gear and a third cylindrical gear. The described intermediate gear in connection with the first intermediate shaft is advantageous because it increases the distance between the first input shaft and the output shaft, and thus allows for flexibility in the structure of the transmission mechanism.

[0018] Advantageously, the first intermediate shaft and the power output shaft can be mechanically connected or mechanically connected, so that the power of the driving drive can be used to drive the load components.

[0019] According to one embodiment of the invention, a driving device is provided, wherein a second cylindrical gear stage includes a second intermediate gear in an anti-rotational connection with a second intermediate shaft, the second intermediate gear being anti-rotationally connected to a second cylindrical gear and a fourth cylindrical gear. The described intermediate gear in connection with the second intermediate shaft is advantageous because it increases the distance between the second input shaft and the output shaft, and thus allows for flexibility in the structure of the transmission mechanism.

[0020] Advantageously, the second intermediate shaft can be mechanically connected to or be mechanically connected to the power output shaft, so that the power of the driving drive can be used to drive the load components.

[0021] Advantageously, the power take-off shaft is connected to the hydraulic unit, so that the power generated by the drive unit can be used to drive the hydraulic unit, for example, to drive a hydraulic pump that supplies power to the working equipment of the mobile work machine.

[0022] Preferably, the transmission ratio between the second input shaft and the output shaft is greater than the transmission ratio between the first input shaft and the output shaft. In this way, a second drive device connected to the second input shaft of the transmission mechanism is used to support the generation of a large torque at the output shaft. Simultaneously, a first drive device connected to the first input shaft of the transmission mechanism is used to support the generation of a high rotational speed at the output shaft.

[0023] According to one embodiment of the invention, a driving device is provided in which the clutch is configured in a form-locking manner, for example, as a toothed clutch. The form-locking clutch offers advantages in energy efficiency and robustness. The use of a form-locking clutch is particularly suitable when the second drive device is configured as an electric motor, because the use of an electric motor technically facilitates active synchronization of the shafts connected by the clutch. Such active synchronization simplifies the use of the form-locking clutch because no components are needed for passive synchronization.

[0024] Advantageously, the driving drive unit is configured for alternating a) solely through the first drive device, and b) By combining the first drive device and the second drive device At least one wheel of the mobile work machine is driven via the output shaft of the transmission mechanism, preferably via a differential transmission mechanism. Thus, the drive system can simultaneously achieve high maximum speed, high maximum traction, and high energy efficiency.

[0025] According to one embodiment of the present invention, a mobile work machine is provided, the mobile work machine having a driving device according to the present invention. Attached Figure Description

[0026] The invention is described with reference to the accompanying drawings, wherein the same reference numerals refer to the same and / or similar and / or corresponding parts of the system. For the drawings: Figure 1 The structure of the driving device of the mobile work machine according to the present invention is illustrated for embodiments of the present invention; Figure 2 The arrangement of the cylindrical gears in the transmission mechanism is illustrated schematically for embodiments of the present invention. Figure 3 The arrangement of the cylindrical gears of the transmission mechanism is illustrated in another embodiment of the present invention. Figure 4 The method according to the invention for operating a driving drive device is schematically described with reference to the state diagram. Figure 5 The traction force of a mobile work machine based on speed is described exemplarily for embodiments of the present invention. Detailed Implementation

[0027] The invention will now be described with reference to specific embodiments, as illustrated in the accompanying drawings. Nevertheless, the invention is not limited to the particular embodiments described in the following detailed description and shown in the drawings, but rather the described embodiments illustrate only some aspects of the invention, the scope of which is defined by the claims.

[0028] Further variations and modifications of the invention will be apparent to those skilled in the art. This specification therefore includes all variations and / or modifications of the invention, the scope of which is defined by the claims.

[0029] Figure 1 An embodiment of the driving device according to the invention is illustrated. The driving device includes a first inverter 21 that controls a first electric motor 1, a second inverter 20 that controls a second electric motor 2, and a control unit 22 connected to the first inverter 21 and the second inverter 20 via a communication interface. The first inverter 21 calculates the current rotational speed of the first motor shaft 3, and the second inverter 20 calculates the current rotational speed of the second motor shaft 4, for example, by means of a rotary transformer. These calculated rotational speeds are transmitted to the control unit 22. The current speed of the mobile work machine is calculated in the control unit 22, for example, by the current rotational speed of the first motor shaft 3, by the circumference of the driven wheels of the mobile work machine, and by a known fixed transmission ratio between the first motor shaft 3 and the driven wheel axle. However, the current speed can also be calculated by the control unit 22 in other ways, for example, by means of a speed sensor that can be arranged at the shaft of the transmission mechanism, or in the case of using a satellite-based navigation system. The control unit 22 is also connected to the input device 23 of the mobile work machine, which includes, for example, an accelerator pedal and a start button. The operator of the mobile work machine can control the speed with the accelerator pedal, and the drive unit can be started with the start button. Furthermore, one or more additional operating elements can be provided, which the operator can use to manually request and / or prevent the disengagement and / or activation of the second electric motor 2. Figure 4 The description will elaborate on this in more detail.

[0030] The first motor shaft 3 of the first electric motor 1 is connected or can be connected to the first input shaft 5 of the transmission mechanism in an anti-rotational manner. A first cylindrical gear 7 is fastened to the first input shaft, wherein the first cylindrical gear 7 can be integrally constructed with the first input shaft 5. The second motor shaft 4 of the second electric motor 2 is connected to the second input shaft 6 of the transmission mechanism in an anti-rotational manner via a first clutch 18 controlled by the control unit 22. A second cylindrical gear 8 is fastened to the second input shaft, wherein the second cylindrical gear 8 can be integrally constructed with the second input shaft 6. Preferably, the clutch 18 is configured for form-locking to achieve good efficiency. The rotational movement of the first cylindrical gear 7 is preferably transmitted to the third cylindrical gear 13, which is fastened to the output shaft 16 of the transmission mechanism, via a first intermediate gear 9 fastened to the first intermediate gear shaft 11. The output shaft 16 drives, for example, the axle of a mobile work machine (not shown) via a differential transmission mechanism. The rotational movement of the second cylindrical gear 8 is preferably transmitted to the fourth cylindrical gear 14, which is fastened to the output shaft 16, via a second intermediate gear 10 fastened to the second intermediate gear shaft 12. It can be configured such that the first intermediate gear shaft 11 can be anti-rotatably connected to the power output shaft 17 via the second clutch 19, and the power output shaft can drive the load member 15, such as the hydraulic pump of a hydraulic workpiece. The second clutch 19 can be operated via the control unit 22 or otherwise. The power output shaft 17 can be anti-rotatably connected to another shaft of the transmission mechanism as an alternative to the arrangement described above, or can be anti-rotatably connected via a clutch.

[0031] A first transmission ratio exists between the first input shaft 5 and the output shaft 16. A second transmission ratio exists between the second input shaft 6 and the output shaft 16. The second transmission ratio is preferably selected to be greater than the first transmission ratio. In this case, the second input shaft 6 is well-suited for generating a large torque at the output shaft 16.

[0032] Figure 2 For embodiments of the present invention, the arrangement of the cylindrical gears of the transmission mechanism is schematically described in a line-of-sight direction parallel to the output shaft 16 of the transmission mechanism. The rotational motion of the first cylindrical gear 7, which is anti-rotatably connected to the first input shaft 5, is transmitted to the third cylindrical gear 13 via the meshing of corresponding teeth through the first intermediate gear 9. The third cylindrical gear is anti-rotatably connected to the output shaft 16 of the transmission mechanism. The rotational motion of the second cylindrical gear 8, which is anti-rotatably connected to the second input shaft 6 of the transmission mechanism, is transmitted to the third cylindrical gear 14 via the meshing of corresponding teeth through the second intermediate gear 10. The third cylindrical gear is anti-rotatably connected to the output shaft 16.

[0033] In another embodiment of the present invention, the transmission mechanism has only one intermediate gear. Figure 3The arrangement of the cylindrical gears in the transmission mechanism is schematically described from a line of sight parallel to the output shaft 16 of the transmission mechanism. The rotational motion of the first cylindrical gear 7, which is anti-rotatably connected to the first input shaft 5, is transmitted to the third cylindrical gear 13 via the meshing of corresponding teeth through the first intermediate gear 9. The third cylindrical gear is anti-rotatably connected to the output shaft 16 of the transmission mechanism. The rotational motion of the second cylindrical gear 8, which is anti-rotatably connected to the second input shaft 6 of the transmission mechanism, is directly transmitted to the third cylindrical gear 14 via the meshing of corresponding teeth. The third cylindrical gear is anti-rotatably connected to the output shaft 16.

[0034] Figure 4 The method according to the invention is schematically described with reference to the state diagram. The states in this diagram represent the states of the driving drive unit. The initial transition process 200 in this diagram represents the activation of the driving drive unit, for example, by means of input via the start button of the input device 23. This transition process 200 causes a transition to state 201.

[0035] In state 201, the control unit 22 operates the first clutch 18 such that the clutch is engaged. In state 201, the output shaft 16 of the transmission mechanism is driven not only by the first electric motor 1 but also by the second electric motor 2. This state 201 is advantageous for driving conditions where a large torque at the output shaft 16 of the transmission mechanism and therefore a large traction force of the work machine is suitable, for example, when filling the bucket of a wheel loader.

[0036] For example, by manipulating the accelerator pedal of input device 23, the operator can increase the speed of the work machine. This increase in speed can be achieved by determining a target speed value in control unit 22 based on the position of the accelerator pedal. This target speed value for the work machine can be converted into target speed values ​​for the first and second electric motors using the wheel circumference and gear ratio. The target speed value for the first electric motor 1 can be transmitted to the first inverter 21, which correspondingly sets the speed of the first electric motor 1. The target speed value for the second electric motor 2 can be transmitted to the second inverter 20, which correspondingly sets the speed of the second electric motor 2. As the speed of the mobile work machine increases, the speeds of the first electric motor 1 and the second electric motor 2 increase. In this embodiment, the speed of the second electric motor 2 is greater than the speed of the first electric motor 1 because the second gear ratio is selected to be greater than the first gear ratio, as described above. Since the efficiency of an electric motor typically decreases at sufficiently high speeds, it is advantageous for the efficient operation of the drive unit to shut down the second electric motor 2 when the first speed limit is exceeded. This first speed limit for the mobile work machine is, for example, a parameter of the control unit 22, which can be set to suit the technical characteristics of the drive unit at startup. Alternatively, the first speed limit can also be provided, for example, through a function in the control unit 22 via an interface of the control unit 22 and / or through an input element of the input device 23.

[0037] The first limit value for speed is continuously compared by the control unit with the current speed, the determination of which is described above. If the current speed exceeds the first limit value, a transition process 202 can be automatically triggered, causing a transition to state 203. The transition process 202 causes the first clutch 18 to disengage, disengaging the second electric motor 2 from the driving drive and allowing it to be shut off.

[0038] It can be configured that the triggering of the shifting process 202 can be manually requested by the driver via input device 23. Manual triggering of the shifting process 202 is therefore advantageous in driving conditions where only a small amount of traction is desired, for example, to avoid traction loss when the wheels have low road surface adhesion. Furthermore, it can be configured that the driver can prevent the automatic triggering of the shifting process 202 as described above via input device. This type of locking of the shifting process is advantageous in driving conditions where the maximum feasible traction of the mobile work machine is required, even at higher speeds.

[0039] As an alternative to the first limit value for speed, for example, the speed limit for the output shaft 16, the speed limit for the first input shaft 5, the speed limit for the second input shaft 6, or the speed limit for another shaft of the transmission mechanism can also be used to automatically trigger the conversion process 202, since the speed of the machine can be converted into these parameters by means of constant coefficients.

[0040] In state 203, the first clutch 18 is disengaged, so that only the first electric motor 1 is used to drive the mobile work machine. Preferably, the second electric motor 2 is turned off in this state to save energy. This state is suitable for driving conditions where high traction is not required, such as in the high-speed transport travel of a wheel loader.

[0041] The transition process 204 represents the activation of the second electric motor 2 and causes a transition to state 205. It can be configured to automatically trigger this transition process when the current speed is below a second limit value, wherein the second limit value for speed should not, in a suitable manner, exceed the first limit value for speed described above. It can also be configured to manually request the triggering of the transition process 204 via input from the driver through input device 23. Preferably, the transition process 204 is triggered if the absolute value of the current speed is less than the second limit value and the driver simultaneously requests a large traction force or high speed from the driving drive unit via the input device, for example, by sufficiently abruptly manipulating the accelerator pedal or by kick-downing the accelerator pedal. In this way, the driving drive unit operates with high efficiency for as long as possible, and the second electric motor is only activated when needed. Furthermore, it can be configured that the driver can prevent the automatic triggering of the transition process 204 via input from the input device. In this way, the driver can force the vehicle to remain in state 203 when necessary.

[0042] State 205 represents the synchronization of the second electric motor 2 with the transmission mechanism. Active synchronization is preferred, wherein the second electric motor 2 is actively operated with the first clutch 18 disengaged. This operation can be achieved by the control unit 22 using the rotational speed of the second input shaft 6 of the transmission mechanism as a reference parameter for the rotational speed of the second electric motor 2, and transmitting this reference parameter to the second inverter 20. The second inverter 20 can then set the rotational speed of the second electric motor 2 such that it is adapted to the rotational speed of the second input shaft 6 of the transmission mechanism. This active synchronization is advantageous for using a shape-locking clutch that offers advantages in energy efficiency. In the active synchronization described above, only the first electric motor 1 is used to drive the mobile work machine in state 205. For example, when the first clutch 18 is configured as a friction clutch, the synchronization of the second electric motor 2 with the transmission mechanism can also be passively achieved through friction.

[0043] Transition process 206 represents the synchronization of the second electric motor 2 with the transmission mechanism, wherein the rotational speed of the second electric motor 2 is the same as the rotational speed of the second input shaft 6 of the transmission mechanism, and / or the difference in rotational speed is within a specified tolerance range. In the case of active synchronization, the first clutch 18 automatically closes without load via the control unit 22 and transitions to state 201, as described above.

[0044] Figure 5 The traction force of the mobile work machine according to speed is described exemplarily for the implementation method. The horizontal axis 30 shows the speed of the mobile work machine, and the vertical axis 31 shows the traction force.

[0045] Dashed line 32 shows the contribution of the first electric motor 1 to the maximum traction force, and line 33 shows the contribution of the second electric motor 2, which provides the main contribution at low speeds. Line 34 corresponds to the sum of the contributions of the two electric motors. The trends of lines 32 and 33 can be well adapted to the specific use of the work machine by selecting appropriate electric motors and suitable transmission ratios for the transmission mechanism. The first speed limit (at which the second electric motor 2 is disengaged) is approximately 29 km / h in this embodiment. At speeds greater than this limit, only the first electric motor 1 provides a contribution to the traction force of the work machine.

[0046] Dotted line 36 corresponds to the traction force that is generally sufficient for the operation of the machine at medium speeds. The difference between lines 34 and 36 in range 35 therefore corresponds to excessive traction force, or excessive torque, that the travel drive can use to drive the power output shaft 17, without having a significant adverse effect on the effective power of the travel drive.

[0047] Although the present invention has been described with reference to the above embodiments, it will be apparent to those skilled in the art that various modifications, variations, and improvements can be made to the invention under the guidance of the foregoing teachings and within the scope of the appended claims without departing from the scope of protection of the invention. Particularly feasible is to use suitable hydraulic units for drive, such as axial piston motors, which can be driven, for example, by an axial piston pump in conjunction with an internal combustion engine, instead of the first electric motor 1 and / or the second electric motor 2.

[0048] Furthermore, to avoid causing unnecessary ambiguity to the described invention, this document does not describe content that should be well known to those skilled in the art.

[0049] Correspondingly, the present invention should not be limited by specific illustrative embodiments, but only by the scope of protection of the appended claims.

Claims

1. A travel drive device of a mobile work machine, wherein, The driving device includes a first drive unit (1) having a first motor shaft (3), a second drive unit (2) having a second motor shaft (4), and a transmission mechanism having a first input shaft (5), a second input shaft (6), and an output shaft (16). The first motor shaft (3) is anti-rotatably connected to or capable of being connected to the first input shaft (5) of the transmission mechanism, and the second motor shaft (4) is anti-rotatably connected to the second input shaft (6) of the transmission mechanism by means of a clutch (18). The first input shaft (5) is connected to the output shaft (16) via a first cylindrical gear stage. 6) Mechanically connected, wherein the first cylindrical gear stage includes a first cylindrical gear (7) in an anti-rotational connection with the first input shaft (5) and a third cylindrical gear (13) in an anti-rotational connection with the output shaft (16), wherein the second input shaft (6) is mechanically connected to the output shaft (16) through the second cylindrical gear stage, wherein the second cylindrical gear stage includes a second cylindrical gear (8) in an anti-rotational connection with the second input shaft (6) and a fourth cylindrical gear (14) in an anti-rotational connection with the output shaft (16).

2. The travel drive apparatus according to claim 1, wherein The first drive device (1) and / or the second drive device (2) are configured as electric motors.

3. The travel drive apparatus according to claim 1 or 2, wherein The first drive device (1) and / or the second drive device (2) are configured as hydraulic units.

4. The travel drive apparatus according to any one of claims 1 to 3, wherein The first motor shaft (3) and the first input shaft (5) of the transmission mechanism are connected to each other in a rotationally resistant manner, so that they are constructed as a single unit.

5. The travel drive apparatus according to any one of claims 1 to 4, wherein The first cylindrical gear (7) and the first input shaft (5) are connected to each other in such a rotationally resistant manner that they are constructed as a single unit.

6. The travel drive apparatus according to any one of claims 1 to 5, wherein The second cylindrical gear (8) and the second input shaft (6) are connected to each other in such a rotationally resistant manner that they are constructed as a single unit.

7. The travel drive apparatus according to any one of claims 1 to 6, wherein The first cylindrical gear stage includes a first intermediate gear (9) in a rotationally incompatible connection with the first intermediate shaft (11), the first intermediate gear being in a rotationally incompatible connection with the first cylindrical gear (7) and the third cylindrical gear (13).

8. The travel drive apparatus according to claim 7, wherein The first intermediate shaft (11) and the power output shaft (17) can be mechanically connected or mechanically connected.

9. The travel drive apparatus according to any one of claims 1 to 8, wherein The second cylindrical gear stage includes a second intermediate gear (10) in a rotationally incompatible connection with the second intermediate shaft (12), the second intermediate gear being in a rotationally incompatible connection with the second cylindrical gear (8) and the fourth cylindrical gear (14).

10. The travel drive apparatus according to claim 9, wherein The second intermediate shaft (12) and the power output shaft (17) can be mechanically connected or mechanically connected.

11. The travel drive apparatus according to any one of claims 1 to 10, wherein The transmission ratio between the second input shaft (6) and the output shaft (16) is greater than the transmission ratio between the first input shaft (5) and the output shaft (16).

12. The driving device according to any one of claims 1 to 11, wherein, The clutch (18) is configured to engage in a locking manner.

13. The driving drive device according to claim 8 or 10, wherein, The power output shaft (17) is connected to the hydraulic unit so that the power generated by the driving drive device can be used to drive the hydraulic unit.

14. The driving device according to any one of claims 1 to 13, wherein, The driving drive unit is configured to alternately a) solely through the first drive device (1), and b) By combining the first drive device (1) with the second drive device (2) At least one wheel of the mobile work machine is driven via the output shaft (16) of the transmission mechanism.

15. A mobile work machine having a driving drive device according to any one of claims 1 to 14.

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