Drive arrangement

Abstract

Drive arrangement (10) for a motor vehicle with a primary drive unit (11), a driven vehicle axle (12) and a multi-stage transmission (13), wherein the transmission (13) comprises a first (14) and a second transmission input shaft (15) which can be coupled to at least one transmission output shaft (16) by means of a number of transmission stages (13a, 13b), and the at least one transmission output shaft (16) is coupled to the driven vehicle axle (12) for transmitting a torque, wherein the first (14) and the second transmission input shaft (15) each comprise a clutch (17, 18) for selective coupling to the primary drive unit (11) of the vehicle, wherein the first (14) and the second transmission input shaft (15) are aligned parallel to the driven vehicle axle (12), wherein the drive arrangement (10) comprises an electric drive machine (19),which is designed to be coupled to the first (14) or the second transmission input shaft (15) for transmitting a torque to the respective transmission input shaft (14, 15), characterized in that the first electric drive motor (19) and / or a second electric drive motor (20) of the drive arrangement can each be coupled directly to the vehicle axle (12) to be driven by means of an intermediate gear (71, 72) for directly transmitting a drive torque to the vehicle axle (12).

Description

[0001] The invention relates to a drive arrangement for a motor vehicle according to the preamble of patent claim 1 and to a motor vehicle with a correspondingly designed drive arrangement.

[0002] Vehicles with dual-clutch transmissions are known from the state of the art. This typically comprises two sub-transmissions, which can be alternately connected to the drive train via a separate clutch on the input side to introduce drive torque. The two sub-transmissions are connected to a subsequent part of the drivetrain via a shared transmission output. This transmission design enables, among other things, fully automatic gear shifting while avoiding any interruption in traction during the gearshift.

[0003] According to a common design, such dual-clutch transmissions are spatially assigned to the axle to be driven together with the vehicle's engine, for example together in the front area of ​​a front-wheel drive vehicle or together in the rear of a rear-wheel drive vehicle, and are generally aligned as a transverse installation transverse to a vehicle's longitudinal axis or as a longitudinal installation.

[0004] An alternative arrangement is known, for example, from DE 10 2006 059 901 A1, which describes a motor vehicle with a drivetrain in the so-called transaxle design. This arrangement comprises a rear- or front-mounted engine and a transmission, with the engine having a crankshaft running longitudinally of the vehicle and the engine and transmission being arranged separately at the rear, in the center of the vehicle, or at the front of the vehicle. Due to the longitudinal installation of the transmission, the installation space requirement should be reduced. However, this requires a special, very short transmission, and the vehicle concept must be adapted and designed accordingly.

[0005] To enhance driving dynamics, the system also includes so-called torque vectoring units, which can apply additional torque directly to the drive axle for each wheel separately. These units include planetary gears, for example, and are accordingly complex and elaborate.

[0006] Further drive arrangements are known, for example, from GB 2 451 246 A and DE 10 2010 017 966 A1.

[0007] The object of the invention is to provide a drive arrangement with a dual-clutch transmission which at least partially reduces the disadvantages of the prior art and further develops it with regard to improved driving dynamics and additionally enables variability of the drive for demand-based power adjustment and thus increased energy efficiency.

[0008] This object is achieved by means of a drive arrangement having the features of patent claim 1 and a motor vehicle having a corresponding drive arrangement having the features of patent claim 14. Advantageous embodiments emerge from the respective dependent claims.

[0009] Accordingly, a drive arrangement for a motor vehicle is provided, comprising a primary drive unit, a vehicle axle to be driven and a multi-stage transmission, wherein the transmission comprises a first and a second transmission input shaft which can be coupled to at least one transmission output shaft in a switchable manner by means of a number of gear stages, and the at least one transmission output shaft is coupled to the vehicle axle to be driven for transmitting a torque.

[0010] The first and second transmission input shafts each comprise a separate clutch (hereinafter referred to as first and second clutches, respectively) for selectively coupling the respective transmission input shaft to the primary drive unit of the vehicle, wherein the first and second transmission input shafts are aligned substantially parallel to the vehicle axle to be driven.

[0011] The drive assembly also includes an electric drive motor, which is designed to be coupled to the first or second transmission input shaft for introducing a torque onto the respective transmission input shaft. Furthermore, the first and / or a second electric drive motor of the drive assembly can each be directly coupled to the vehicle axle to be driven by means of an intermediate gear for directly introducing a drive torque onto the vehicle axle.

[0012] In other words, the drive arrangement comprises the primary drive unit of the vehicle for providing a primary drive torque which can be transmitted to the drive axle via the transmission. For this purpose, the transmission comprises the two transmission input shafts, each of which has its own clutch. The transmission can therefore be referred to as a “dual clutch transmission”. By alternately engaging and disengaging the two clutches, the first and / or the second transmission input shaft can be coupled to the primary drive unit in a torque-transmitting manner. In transition areas, both input shafts can be at least partially engaged for a short time, for example when one of the transmission input shafts is engaged and the other transmission input shaft is disengaged at the same time. Control of the two clutches orThe two transmission input shafts can be connected in a similar way to known dual-clutch transmissions, so that a detailed description is not necessary.

[0013] According to the description, the transmission is arranged such that the two transmission input shafts are aligned parallel to the vehicle axle to be driven. The same applies to the at least one transmission output shaft. Thus, the entire transmission is arranged transversely in a vehicle when installed. The primary drive unit can also be aligned either parallel to this or perpendicular to it, for example, in the longitudinal direction of the vehicle (when installed).

[0014] Furthermore, it is possible for the two transmission input shafts to be arranged coaxially with each other, in particular at least partially nested, so that one transmission input shaft at least partially encloses the other. Alternatively, the two transmission input shafts can be arranged separately from each other, as explained in detail below.

[0015] As described, the first electric drive motor is assigned to the transmission in such a way that it can be coupled to one of the two transmission input shafts. Thus, in a coupled state, it is possible to introduce a torque onto the respective transmission input shaft using the first electric drive motor. This can be done, for example, to support a primary drive torque of the primary drive unit, which is transmitted from the transmission input shaft via the transmission to the vehicle axle, with the electric drive motor connected in parallel. For the purposes of this description, electric drive motors are understood to mean, for example, electric motors.

[0016] If, however, the first or second clutch of the first or second transmission input shaft, respectively, coupled to the electric drive motor, is disengaged, no torque (primary drive torque) is introduced from the primary drive unit into the transmission. Instead, only the first electric drive motor, coupled to the transmission input shaft, generates torque (as drive torque), which is transferred to the transmission output shaft and thus to the vehicle axle.

[0017] The described coupling of the electric drive motor with the transmission input shaft offers, among other things, the advantage that the transmission with its gear stages remains usable for the operation of the electric drive motor and thus the torque of the electric drive motor can be translated or switched accordingly.

[0018] This also avoids a design conflict for the electric drive motors. Since maximum power delivery is generally not possible across their entire speed range, the drive motors have to be designed either for low or high speeds.

[0019] The described coupling can be achieved by the electric drive motor being permanently mechanically connected to the transmission input shaft and, in a "decoupled" state, simply de-energized. In this case, "coupling" is achieved by appropriate control. Permanent mechanical coupling also includes, for example, a permanently provided engagement of intermediate gears.

[0020] Alternatively, the first electric drive motor can be optionally coupled to the corresponding transmission input shaft. In contrast to a permanent coupling, the electric drive motor is mechanically decoupled from the corresponding transmission input shaft, so that only the drive torque of the primary drive unit is used to drive the vehicle axle. For example, a (third) clutch can be provided between the electric drive motor and the associated transmission output shaft. Alternatively, an optionally generated engagement with intermediate gears is possible to achieve the optional coupling.

[0021] According to a further embodiment, the first electric drive motor is designed to be coupled to the first transmission input shaft and the second electric drive motor is designed to be coupled to the second transmission input shaft for introducing a torque onto the respective transmission input shaft.

[0022] The coupling of the second electric drive motor is, for example, analogous to the described first electric drive motor, so that both can be used and operated in a corresponding manner. In the case of mechanical decoupling, a fourth clutch for optional coupling to the associated transmission capture shaft (analogous to the third clutch) or the described optional gear engagement can be provided for the second electric drive motor.

[0023] In addition to the operating modes already described, this embodiment also provides the following operating modes: The first and second electric drive units can be coupled simultaneously to the respective corresponding transmission input shafts. This results in parallel operation of both electric drive units, while at the same time the transmission gear stages remain advantageously usable for transmitting the drive torque. In this operating state, the primary drive unit can be completely decoupled if necessary by disengaging the first or second clutch, thus enabling a purely electric driving mode.

[0024] If the first and / or second clutches of the transmission input shaft are additionally closed, the primary drive unit can also be integrated in a torque-transmitting manner, so that its primary drive torque is supported by the torques of the electric drive motors.

[0025] Preferably, the first and / or second electric drive motors are arranged coaxially on the vehicle axle to be driven. In this case, the respective electric drive motor is designed, for example, such that it at least partially surrounds a cardan shaft or an output shaft of the vehicle axle. In other words, in this case, the respective electric drive motor and the associated cardan shaft are arranged at least partially nested within one another, i.e., coaxially enclosing them. This arrangement enables a particularly space-efficient arrangement of the two electric drive motors.

[0026] According to a further embodiment, the first and second transmission input shafts can extend away from each other in opposite directions parallel to the vehicle axis. This means that the two transmission input shafts do not overlap coaxially, but are arranged independently of each other and spaced apart from each other on a common imaginary axis. In an installed state, the first and second transmission input shafts can thus each extend away from each other from a vehicle's longitudinal axis in a transverse direction of the vehicle and parallel to the vehicle axis.

[0027] Since in this arrangement the two transmission input shafts are not arranged parallel to one another, but can be spaced apart from one another on the common imaginary axis, for example, this results in a reduction in the dimensions of the transmission in the longitudinal direction of the vehicle and / or in its height, thus allowing for significant packaging advantages. Although this reduction in the aforementioned dimensions comes at the expense of a dimension in the transverse direction of the vehicle, this is generally of secondary importance in the package-relevant design of the vehicles.

[0028] As described above, the first and / or second electric drive motors are designed to be directly coupled to the vehicle axle to be driven by means of an intermediate gearing in a torque-transmitting manner, for directly introducing a drive torque to the vehicle axle. The intermediate gearing can be designed, for example, as a planetary gear.

[0029] In this case, the respective electric drive motor is decoupled from the corresponding transmission input shaft, so that the drive torque of the electric drive motor is applied to the vehicle axle exclusively via the intermediate gear. This enables the so-called "torque vectoring" function, i.e., targeted torque control for variable power distribution between the wheels of the driven vehicle axle.

[0030] According to a further embodiment, the primary drive unit can be coupled to a transmission input of the transmission by means of a drive shaft for introducing the primary drive torque into the transmission. This means that the primary drive unit can be connected to the transmission via the drive shaft, such as a propeller shaft, in a torque-transmitting manner, thus enabling a spaced-apart arrangement of both components.

[0031] Preferably, this arrangement is designed such that the primary drive unit and the transmission of the drive arrangement form a mid-engine arrangement or a transaxle arrangement. In the case of a transaxle arrangement, the primary drive unit can be arranged, for example, as a front- or rear-engined vehicle, with the transmission being arranged in the opposite section of the vehicle, i.e., in the rear or front section, respectively.

[0032] In this way, the advantages of these drive concepts can be combined with the inventive support by one or both electric drive motors, whereby improved driving dynamics of the vehicle can be achieved.

[0033] As already indicated above, the first and second clutches are preferably designed to be independently operable. This allows for selective and needs-based coupling of the individual drive components, thus providing a high degree of variability.

[0034] The coupling of the first electric drive motor and the second electric drive motor to the first and second transmission input shafts, respectively, as also described above, preferably takes place by means of the third and fourth clutches, respectively, which can also be actuated independently of one another.

[0035] Preferably, a first subset of the gear stages is assigned to the first transmission input shaft, and a second subset of the gear stages is assigned to the second transmission input shaft. For example, the gear stages can be divided such that the first subset includes all odd-numbered gears and the second subset includes all even-numbered gears of the transmission (or vice versa).

[0036] According to a further embodiment, the first and / or the second electric drive machine can be operated as a generator for generating electrical energy and for providing the electrical energy to drive the other electric drive machine. In this case, the primary drive unit can set the electric drive machine coupled to it in rotation via the corresponding transmission input shaft, so that it acts as a generator for generating electrical energy. The energy obtained in this way is fed to the other electric drive machine to drive it. For this purpose, the other electric drive machine can be coupled to its associated transmission input shaft and use this to drive the vehicle axle. In this way, the described arrangement can operate as a serial hybrid and simultaneously utilize the shiftability of the transmission.Alternatively, this electric drive motor can apply its torque directly to the vehicle axle by means of the intermediate gear described above, bypassing the transmission.

[0037] Also preferably, the multi-stage transmission is a semi- or fully automated transmission.

[0038] Furthermore, the primary drive unit may comprise an internal combustion engine and / or an electric motor.

[0039] According to a further embodiment, the first and / or second electric drive motor can be coupled to a differential gear of the vehicle axle by means of an additional differential gear shaft. This enables a torque vectoring function by means of a differential speed, with a planetary gear being assigned to each of the differential gear and the electric drive motor, and these two planetary gears being connected by means of the differential gear shaft.

[0040] Furthermore, a motor vehicle with a drive arrangement is proposed, wherein the drive arrangement is designed according to the description.

[0041] The invention will be explained in more detail below with reference to several embodiments and the drawings. In the drawings: Fig. 1 shows a first operating mode of a first embodiment of a drive arrangement not according to the invention according to the description, Fig. 2 a second operating mode of the first embodiment of the drive arrangement according to Fig. 1, Fig. 3 a third operating mode of the first embodiment of the drive arrangement according to Fig. 1 or Fig. 2, Fig. 4 a fourth operating mode of the first embodiment of the drive arrangement according to Fig. 1 or Fig. 2, Fig. 5 a fifth operating mode of the first embodiment of the drive arrangement according to Fig. 1 or Fig. 2, Fig. 6 a second embodiment of a drive arrangement according to the description, not according to the invention, Fig. 7 shows a third embodiment of a drive arrangement according to the invention as described, and Fig. 8 a non-inventive, fourth embodiment of a drive arrangement according to the description.

[0042] In the following schematic representations of the Fig. In Figures 1 to 8, the torque-transmitting transmission elements or sections are represented by thicker lines than the inactive transmission sections. This representation serves only to improve the understanding and comprehensibility of the function, but should in no way be understood as an indication of correspondingly larger or smaller dimensions of the components. Furthermore, only one exemplary gear stage is marked as torque-transmitting. However, it is understood that a different gear stage of the respective transmission input shaft can also be selected depending on the desired gear selection.

[0043] In Fig. Figure 1 shows a first operating mode of a first embodiment of a drive assembly 10, not according to the invention. The drive assembly 10 comprises a primary drive unit 11, a vehicle axle 12 to be driven, and a multi-stage transmission 13. The transmission 13 comprises a first 14 and a second transmission input shaft 15, which can be coupled to at least one transmission output shaft 16 in a switchable manner by means of a number of gear stages 13a, 13b. The transmission output shaft 16 is coupled to the vehicle axle 12 to be driven for transmitting torque.

[0044] The first transmission input shaft 14 comprises a first clutch 17, and the second transmission input shaft 15 comprises a second clutch 18 for selectively coupling the respective transmission input shaft 14, 15 to the primary drive unit 11 of the vehicle. The first 14 and the second transmission input shaft 15 are aligned substantially parallel to the vehicle axle 12 to be driven and extend laterally away from each other. The drive arrangement 10 also comprises a first 19 and a second electric drive motor 20, which are designed to be coupled to the first 14 and the second transmission input shaft 15, respectively, for introducing a torque onto the respective transmission input shaft 14, 15.

[0045] In the illustrated embodiment, the primary drive unit 11 is oriented perpendicular to the vehicle axle 12 and thus in the longitudinal direction of the vehicle (not shown). A primary drive torque of the primary drive unit 11 is transmitted to the transmission 13 via a drive shaft 22. The arrangement thus forms, for example, a mid-engine arrangement or a transaxle arrangement, depending on the length of the drive shaft. The vehicle axle 12 also includes a differential 21.

[0046] In the illustrated operating mode, the second clutch 18 is closed, so that the primary drive torque introduced into the transmission 13 via the drive shaft 22 is transmitted to the second transmission input shaft 15 and from there, via one of the gear stages 13b, to the transmission output shaft 16. The transmission output shaft 16, in turn, transmits the drive torque to the vehicle axle 12 and sets it in rotational motion.

[0047] Depending on the gear selection, the first 14 or the second transmission input shaft 15 is alternately coupled to the primary drive unit 11 by closing or opening the first or second clutch 17, 18, respectively, whereby in both cases the described transmission of the drive torque to the transmission output shaft 16 takes place.

[0048] The first 19 and the second electric drive motor 20 make no contribution in this operating mode. They can, for example, be mechanically decoupled or simply not controlled. Mechanical decoupling can be achieved, for example, by a third clutch 23a or fourth clutch 23b (only indicated for reasons of clarity) or by a decoupleable gear mesh between the electric drive motors and the associated transmission input shaft.

[0049] Fig. 2 shows a second operating mode of the first embodiment of the drive arrangement 10 according to Fig. 1, so that with regard to the structure, reference is made to the description given there.

[0050] In the second operating mode shown, the second clutch 18 is closed, so that according to the description Fig. 1 The primary drive torque introduced into the transmission 13 via the drive shaft 22 is transmitted to the second transmission input shaft 15 and from there, via one of the gear stages 13b, to the transmission output shaft 16. The transmission output shaft 16, in turn, transmits the drive torque to the vehicle axle 12 and sets it in rotation.

[0051] Depending on the gear selection, the first 14 or the second transmission input shaft 15 is alternately coupled to the primary drive unit 11, with the drive torque being transmitted to the transmission output shaft 16 as described in both cases.

[0052] In addition, the second electric drive machine 20 is coupled to the second input shaft 15 in a torque-transmitting manner, so that the electric drive machine 20 can provide a supporting torque.

[0053] If a gear change occurs, the first clutch 17 is engaged, and the first electric drive motor 19 takes over the provision of supporting torque. In response, the second clutch 18 is disengaged, so that the second transmission input shaft 15 or the second electric drive motor 20 is decoupled.

[0054] Thus, in addition to the primary drive unit 11, one of the electric drive motors 19, 20 can be switched on, which thus provides an additional torque, while the respective decoupled electric drive motor has no power contribution in this state.

[0055] Fig. 3 shows a third operating mode of the first embodiment of the drive arrangement 10 according to Fig. 1 or 2. This third operating mode corresponds to the one in Fig. 2, so that reference can be made to the description given there.

[0056] Accordingly, the primary drive unit 11 is coupled to the second transmission input shaft 15 by means of the closed second clutch 18 in a torque-transmitting manner to drive the transmission output shaft 16. In addition, the second electric drive motor 20 provides support by introducing a torque onto the second transmission input shaft 15.

[0057] In contrast to the operating mode according to Fig. 2 is in the Fig. 3, the respective inactive electric drive motor, in the state shown the first electric drive motor 19, is also used to provide a torque to the transmission output shaft 16. For this purpose, the first electric drive motor 19 is coupled to the first transmission input shaft 14, with the clutch 17 being opened at the same time to decouple it from the primary drive unit 11. The torque of the first electric drive motor 19 is thus transmitted via the first transmission input shaft 14 by means of one of the gear stages 13a to the transmission output shaft 16 and supports the torque present there, which is provided by the primary drive unit 11 or the second electric drive motor 20 via one of the gear stages 13b of the second transmission input shaft 15.

[0058] In this way, the drive torque of the primary drive unit 11 can be supported not only by one of the two electric drive motors but by both electric drive motors 19, 20, whereby a transmission ratio is made possible in each case by using the associated gear stages.

[0059] If a gear change occurs in the operating mode shown, the following occurs, analogous to the description of Fig. 2, the first and second electric drive motors 19, 20 are swapped. This means, among other things, that the second clutch 18 is opened and the first clutch 17 is closed instead.

[0060] Fig. 4 shows a fourth operating mode of the first embodiment of the drive arrangement according to Fig. 1 or Fig. 2, so that reference is essentially made to the descriptions given there.

[0061] In the fourth operating mode shown, the primary drive unit 11 is inactive, so that the vehicle is driven purely electrically. For this purpose, one of the electric drive motors, here the second electric drive motor 20, is coupled to the associated second transmission input shaft 15 in order to transmit torque from the electric drive motor 20 to the transmission output shaft 16 via a gear stage 13b of the second transmission input shaft 15. Preferably, the associated second clutch 18 is open to mechanically decouple the primary drive unit 11.

[0062] If a gear change to another gear stage 13a, which is assigned to the first transmission input shaft 14, is desired, the first electric drive motor 19 is coupled to the first transmission input shaft 14 in a similar manner, and a torque is transmitted via the desired gear stage 13a to the transmission output shaft 16. In this case, the first clutch 17 is preferably disengaged.

[0063] This operating mode enables a purely electric drive of the vehicle with only one electric drive motor with a particularly advantageous use of the transmission.

[0064] Fig. 5 shows a fifth operating mode of the first embodiment of the drive arrangement according to Fig. 4, so that reference can be made to the description given there. In contrast to the Fig. 4, in the fifth operating mode the vehicle is driven purely electrically by means of both electric drive motors 19, 20.

[0065] Analogously, the primary drive unit is inactive, and the first 19 and the second electric drive motor 20 are coupled to the respective first 14 and second transmission input shaft 15, respectively, in order to transmit a torque of the electric drive motors 19, 20 to the common transmission output shaft 16 via one of the gear stages 13a, 13b. Preferably, the first clutch 17 and the second clutch 18 are open for mechanical decoupling of the primary drive unit 11.

[0066] If the gear stages 13a, 13b of the first 14 and the second transmission input shaft 15 are configured differently with regard to their transmission ratio, the respective speeds of the individual electric drive motors 19, 20 must be adjusted accordingly. This means that in this case, the first electric drive motor 19 may have a different speed than the second electric drive motor 20. Nevertheless, this operating state offers the particular advantage of a purely electric drive with a common drive of the transmission output shaft 16 provided by two electric drive motors 19, 20.

[0067] Fig. Figure 6 shows a second embodiment of a drive assembly 60 according to the description. The second embodiment essentially corresponds to the first embodiment according to Fig. 2, so that reference is made to the description given there and the corresponding reference numbers are adopted.

[0068] One difference lies in the fact that the electric drive motor that is not currently in use, in this case the first drive motor 19, can be coupled to the differential gear 21 of the vehicle axle 12 by means of an additional differential gear shaft 61.

[0069] If, during a gear change, the first electric drive motor 19 is used instead of the second electric drive motor 20 to support the primary drive unit 11, the second electric drive motor 20, which is not used in this state (not shown), can be coupled to the differential gear 21 of the vehicle axle by means of an additional second differential gear shaft 62.

[0070] The respective differential gear shafts 61, 62 thus enable the introduction of torque from the respective unused electric drive motor directly into the differential gear 21. For this purpose, the differential gear shafts 61 and 62 can be coupled to the electric drive motor and the differential gear 21, for example, by means of a planetary gear. In this way, a torque from the respective electric drive motor can be introduced directly into the differential gear 21, thus providing a torque vectoring function by means of a differential speed.

[0071] In Fig. 7 shows a third embodiment of a drive arrangement 70 according to the invention. This embodiment of the drive arrangement 70 also essentially corresponds to the one shown in Fig. 1 or 2, so that reference is made to the description there and the corresponding reference numbers are adopted.

[0072] The difference lies in a first 71 and a second intermediate gear 72, which is additionally assigned to the first 10 and the second electric drive motor 20, respectively. The intermediate gears 71, 72 are designed such that the respective electric drive motor 19, 20 can be coupled directly to the vehicle axle 12 to be driven by means of the intermediate gear 71, 72, for the direct introduction of a torque of the electric drive motor 19, 20 to the vehicle axle 12. At the same time, the electric drive motors 19, 20 are decoupled from the associated transmission input shafts 14, 15, which in turn are alternately coupled to the primary drive unit 11 depending on a gear selection. The decoupling can be effected, for example, via a third 23a or fourth clutch 23b (both already in Fig. 1), which can be arranged between the corresponding drive motor 19, 20 and the associated transmission input shaft 14, 15.

[0073] In this way, a primary drive torque of the primary drive unit is transmitted to the vehicle axle 12 via the transmission 13. Additionally, a torque vectoring function can be provided by means of the torques that can be applied directly to the vehicle axle 12 by the electric drive motors 19, 20.

[0074] Preferably, the intermediate gears 71, 72 are designed in such a way that a selective or simultaneous coupling of the corresponding electric drive motor 19, 20 with the intermediate gear 71, 72 and / or with the corresponding transmission input shaft 14, 15 is possible. In these cases, a combination with the Fig. 1 to 6 described operating modes.

[0075] Fig. Figure 8 shows a fourth embodiment of a drive assembly 80 according to the description. Its construction also corresponds essentially to that shown in Fig. 1 to 5, so reference is made to the description there.

[0076] In addition, the drive arrangement 80 comprises a direct or indirect electrical connection 81 between the first 19 and the second electric drive machine 20. This can, for example, be designed as a direct electrical connection as shown, or can comprise at least one intermediate energy storage device (not shown) serving as a buffer.

[0077] The primary drive unit 11 uses its primary drive torque to drive the first transmission input shaft 14 via the closed first clutch 17. This input shaft, in turn, sets the first electric drive motor 19 in rotation, so that it acts as a generator to provide electrical energy. The electrical energy is transmitted via the electrical connection 81 to the second electric drive motor 20, which drives it in rotation.

[0078] This rotary movement is transmitted via the coupled second transmission input shaft 15 and the selected gear stage 13b to the transmission output shaft 16 and from there to the vehicle axle 12 to drive the vehicle.

[0079] With the described embodiment and the underlying operating mode, serial hybrid operation can be provided in this way.

[0080] If a gear change is required, the electric drive motor 19, 20, which functions as a generator, can also be switched in this arrangement by alternately coupling the two transmission input shafts 14, 15. The other electric drive motor 19, 20 serves accordingly to provide the drive torque.

Claims

[1] Drive arrangement (10) for a motor vehicle with a primary drive unit (11), a vehicle axle (12) to be driven, and a multi-stage transmission (13), wherein the transmission (13) comprises a first (14) and a second transmission input shaft (15) which can be switchably coupled to at least one transmission output shaft (16) by means of a number of gear stages (13a, 13b), and the at least one transmission output shaft (16) is coupled to the vehicle axle (12) to be driven for transmitting a torque, wherein the first (14) and the second transmission input shaft (15) each comprise a clutch (17, 18) for selectively coupling to the primary drive unit (11) of the vehicle, wherein the first (14) and the second transmission input shaft (15) are aligned parallel to the vehicle axle (12) to be driven, wherein the drive arrangement (10) comprises an electric drive motor (19),which is designed to be coupled to the first (14) or the second transmission input shaft (15) for introducing a torque onto the respective transmission input shaft (14, 15), , characterized by that the first electric drive machine (19) and / or a second electric drive machine (20) of the drive arrangement can each be coupled directly to the vehicle axle (12) to be driven by means of an intermediate gear (71, 72) for the direct introduction of a drive torque onto the vehicle axle (12). [2] Drive arrangement (10) according to claim 1, characterized by that the first electric drive machine (19) is designed to be coupled to the first transmission input shaft (14) and the second electric drive machine (20) is designed to be coupled to the second transmission input shaft (15) for introducing a torque onto the respective transmission input shaft (14, 15). [3] Drive arrangement (10) according to one of claims 1 or 2, characterized bythat the first (19) and the second electric drive machine (20) are arranged coaxially on the vehicle axle (12) to be driven. [4] Drive arrangement (10) according to one of claims 1 to 3, characterized by that the first (14) and the second transmission input shaft (15) extend parallel to the vehicle axis (12) in opposite directions away from each other. [5] Drive arrangement (10) according to one of claims 1 to 4, characterized by that the primary drive unit (11) can be coupled by means of a drive shaft (22) to a transmission input of the transmission (13) for introducing a drive torque into the transmission (13). [6] Drive arrangement (10) according to one of claims 1 to 5, characterized by that the first (17) and the second clutch (18) are designed to be operable independently of one another. [7] Drive arrangement (10) according to one of claims 2 to 6, characterized bythat the first electric drive machine (19) and the second electric drive machine (20) can each be coupled independently of one another to the first (14) and second transmission input shaft (15) by means of a third (23a) and fourth clutch (23b), respectively. [8] Drive arrangement (10) according to one of claims 1 to 7, characterized by that a first subset of the gear stages (13a) is assigned to the first transmission input shaft (14) and a second subset of the gear stages (13b) is assigned to the second transmission input shaft (15). [9] Drive arrangement (10) according to one of claims 1 to 8, characterized by that the primary drive unit (11) and the transmission (13) of the drive arrangement (10) form a mid-engine arrangement or a transaxle arrangement. [10] Drive arrangement (10) according to one of claims 1 to 9, characterized bythat the first (19) or the second electric drive machine (20) is designed to be operable as a generator for generating electrical energy and for providing the electrical energy for driving the respective other electric drive machine (19, 20). [11] Drive arrangement (10) according to one of claims 1 to 10, characterized by that the multi-stage transmission (13) is a semi-automatic or fully automated transmission. [12] Drive arrangement (10) according to one of claims 1 to 11, characterized by that the primary drive unit (11) comprises an internal combustion engine or an electric motor. [13] Drive arrangement (10) according to one of claims 1 to 12, characterized by that the first (19) and / or the second electric drive machine (20) can be coupled to a differential gear (21) of the vehicle axle (12) by means of an additional differential gear shaft (61, 62). [14] Motor vehicle with a drive arrangement (10), characterized by that the drive arrangement (10) is designed according to one of claims 1 to 13.

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