Device for propelling a motor vehicle

Abstract

The invention relates to a device (10) for propelling a motor vehicle and the motor vehicle comprising the device (10). The device (10) has a drive axle (12) and an electric central drive unit (14). The electric central drive unit (14) is operatively connected to the drive axle (12). The device (10) further comprises a suspension (18) and a support structure (16). The suspension (18) supports the electric central drive unit (14) on the support structure (16). The suspension (18) has at least one rotary bearing assembly (20, 22). The at least one rotary bearing assembly (20, 22) rotatably mounts the electric central drive unit (14) relative to the support structure (16) about a pivot axis (24, 26). Preferably, the at least one rotary bearing arrangement (20, 22) rotatably mounts the electric central drive unit (14) relative to the support structure (16) about an axis of rotation (24, 26) parallel to a transverse axis (Q) of the motor vehicle.

Description

The invention relates to a device for driving a motor vehicle according to the preamble of claim 1 and to a motor vehicle having the device.With regard to the prior art, reference is first made to the document DE 10 2020 200 917 A1, which relates to a drive train and a motor vehicle with the drive train. The drive train comprises a drive, a drive shaft and a rigid axle. The rigid axle has an axle body in which a transmission and at least one axle shaft of the drive train are arranged. It is proposed that the drive is mounted rotatably about an axis of rotation oriented parallel to a vehicle transverse direction in intended use.Drive trains known from practice typically have a drive unit which is connected to a drive axle via an angled articulated shaft. The connection points between the drive unit and the articulated shaft and between the articulated shaft and the drive axis are typically formed by universal joints (also: cardan joints). With regard to efficient use of installation space, it is desirable to position the drive unit as close as possible to the drive axis. The closer the drive unit is positioned to the drive axis, the greater are typically the bending angles of the articulated shaft that occur dynamically (during operation) with respect to the connection points to the drive unit or to the drive axis.A positioning of the drive unit close to the drive axis is thus limited by the maximum permissible bending angles of the articulated shaft. It is made more difficult that the bending angles of the articulated shaft dynamically change and in particular increase as a result of a spring-in movement and / or spring-out movement of the drive axis, which additionally places limits on the positioning of the drive unit as close as possible to the drive axis.The object of the invention is therefore to provide an improved device for driving a motor vehicle. It is preferred in this case to provide a solution by means of which an electric drive unit can be positioned as close as possible to the drive axle in order to save installation space.This object is achieved in each case by the features of the independent patent claims 1 and 14.A basic idea of the invention is to replace a universal joint of known drive trains by a suspension of the drive unit which is rotatable relative to a vehicle-side supporting structure.According to one aspect, a device for driving a motor vehicle is provided.The apparatus comprises a drive axle and a central electric drive unit. The electric central drive unit is operatively connected (drive connection) to the drive axle. For example, traction energy can be transmitted to the drive axle or received by it by means of the electrical central drive unit.The apparatus further includes a suspension and a support structure (e.g., a vehicle frame). The suspension supports the electric central drive unit on the supporting structure. The suspension has at least one pivot bearing device. The at least one pivot bearing device supports the electric central drive unit rotatably about an axis of rotation relative to the supporting structure.One advantage can be that at least one universal joint of known drive trains can be dispensed with. Furthermore, the electric central drive unit can, by virtue of its rotatable mounting, follow a spring-in movement and / or a spring-out movement of the drive axle at least in sections. An advantage of the design of the central drive unit as an electrical central drive unit can be its typically significantly lower weight compared to internal combustion engines (for example, in the area of heavy commercial vehicles only by way of example: internal combustion engines with a weight of up to 1.7 t compared to electrical central drive units with a mass of a few hundred kilograms). Due to the relatively low mass inertia associated therewith, the rotary bearing of the electric central drive unit can be implemented, in particular without appreciably adversely affecting the driving dynamics of the motor vehicle. The electric central drive unit can move closer towards the drive axis. In the extreme case, the pivot point of the bearing of the central drive unit can be displaced in the direction of the axis up to the point at which, in the known construction, the first universal joint of the shortest possible articulated shaft is seated. Overall, more efficient use of installation space and packaging advantages resulting therefrom can result. Space that is becoming free can be used advantageously for further energy stores, for example.The central electric drive unit may, for example, be a rotating electric machine (e.g., including. The transmission may be a transmission). For example, the electric central drive unit may be configured to conduct traction energy (e.g. rotational speed and torque) to a plurality of wheels of the motor vehicle and optionally to receive it from them.Preferably, the electric central drive unit is rotatable relative to the support structure about an axis of rotation (e.g. substantially) parallel to a transverse axis of the motor vehicle. Preferably, the axis of rotation is (e.g. substantially) oriented parallel to the drive axis.The supporting structure can be, for example, a longitudinal beam or cross beam of a leadframe. However, it is also conceivable for the supporting structure to be a (e.g. self-supporting) vehicle chassis.In one exemplary embodiment, the at least one pivot bearing device can have a pitch pivot bearing device. The pitch pivot bearing device can rotatably mount the electric central drive unit relative to the supporting structure about a pitch axis (e.g. parallel to a transverse axis of the motor vehicle). The pitch axis can be a pitch axis of the motor vehicle. As a result, spring movements of the drive axle can be compensated for particularly effectively.Alternatively or additionally, the at least one pivot bearing device can have a yaw pivot bearing device. The yaw pivot bearing device can rotatably support the electric central drive unit relative to the support structure about a yaw axis (e.g. parallel to a vertical axis of the motor vehicle). The yaw axis may be a yaw axis of the motor vehicle. As a result, transverse movements of the drive axle can be compensated for particularly effectively.It is conceivable that the pitch axis and the yaw axis are (e.g. substantially) perpendicular to each other.In one embodiment, the suspension may include a frame. The frame can surround the electric central drive unit at least in sections or completely. The frame preferably surrounds the electric central drive unit, as viewed in a longitudinal direction of the device, at the level of a center of gravity of the electric central drive unit. However, it is also conceivable for the frame to surround the electric central drive unit, as viewed in a longitudinal direction of the device, next to its center of gravity, for example in order to mount the electric central drive unit eccentrically. This can be advantageous, for example, in that the central drive unit can then assume a defined position due to gravity.Preferably, one of the pitch pivot bearing device and the yaw pivot bearing device can be arranged operatively between the frame and the supporting structure.Alternatively or additionally, another of the pitch pivot bearing device and the yaw pivot bearing device can be arranged operatively between the frame and the electric central drive unit. For example, it is conceivable that the pitch pivot bearing device is arranged operatively between the supporting structure and the frame and the yaw pivot bearing device is arranged operatively between the frame and the electric central drive unit. However, it is also conceivable for the yaw rotary bearing device to be arranged operatively between the supporting structure and the frame and for the pitch rotary bearing device to be arranged operatively between the frame and the electric central drive unit. Preferably, the pitch pivot bearing device and the yaw pivot bearing device are arranged at the same height, as viewed in a longitudinal direction of the apparatus.In one exemplary embodiment, the suspension can gimbal and / or suspend the electrical central drive unit on the supporting structure. It is also conceivable for the suspension to mount and / or suspend the electrical central drive unit on the supporting structure in a double gimbaled manner. The electric central drive unit can thus execute a compensating movement in at least one further spatial direction.In one exemplary embodiment, the at least one pivot bearing device can be designed to enable pitching and / or yawing of the electrical central drive unit relative to the supporting structure.In one exemplary embodiment, the electrical central drive unit can have a degree of freedom relative to the supporting structure along a pitch angle range by means of the at least one pivot bearing device. The pitch angle range is preferably bounded by at least one stop (e.g. two stops). In other words, the electric central drive unit can be freely pivotable at least in the pitch angle range.In one embodiment, the central electric drive unit may be rotatable along the pitch angle range. It is conceivable that the electric central drive unit can be rotated at least in sections following a spring movement and / or a spring travel of the drive axle. It is also conceivable for the electric central drive unit to be rotatable, at least in sections, coupled to a spring movement of the drive axle. The spring movement of the drive axis can be a spring-in movement or a spring-out movement. The pitch angle range may include the full suspension travel of the drive axle or only a portion of the suspension travel. The electric central drive unit can thus be saved even closer to the drive axle and further installation space.The electric central drive unit has a degree of freedom relative to the support structure along a yaw angle range by means of the at least one pivot bearing device. In other words, the electric central drive unit can be freely pivotable at least in the yaw angle range. Floating of the drive axle in a transverse direction can thus be compensated.In one embodiment, the central electric drive unit may be rotatable along the yaw angle range. It is conceivable that the electric central drive unit can be rotated at least in sections following a transverse movement of the drive axle. It is also conceivable for the electric central drive unit to be rotatable, at least in sections, coupled to a transverse movement of the drive axle.In one embodiment, the device may comprise a propeller shaft. The electric central drive unit can be operatively connected (drive connection) to the drive axle via the articulated shaft. The articulated shaft can enclose a bending angle with a horizontal plane and / or be connected to the drive axle at a bending angle. The bending angle is preferably greater than 0°, greater than 1°, greater than 2°, greater than 3°, greater than 4°, greater than 5°, greater than 10°, greater than 15°, greater than 20°, greater than 25°, 30° or greater than 40°. Furthermore, the articulated shaft can be operatively connected (drive connection) via a universal joint to the drive axle or to the electric central drive unit. It is conceivable that the horizontal plane is plane parallel to a ground surface or road surface. Furthermore, the horizontal plane can be spanned by the transverse direction and longitudinal direction of the device. As a result, the electric central drive unit can move even closer to the drive axis and the space left free can be used for other components, such as further energy stores, for example.In one embodiment, the apparatus may include an angular offset compensation device. The angular offset compensation device can be arranged operatively between the electric central drive unit and the drive axle. The angular offset compensation device is preferably a hardy disk and / or a Giubo clutch and / or an elastomer clutch. For example, the angular offset compensation device can be arranged between the electric central drive unit and the articulated shaft. An angular offset of the drive axis in the transverse direction can thus be compensated. Furthermore, damping of a spring movement and / or a rotational movement of the drive axle can be provided. Furthermore, rotational angle deviations and / or torque surges between an output shaft of the central drive unit and the drive axle can be compensated, which can have an advantageous effect on the driving comfort.Alternatively or additionally, the device can have a length compensation device which is arranged so as to act between the electric central drive unit and the drive axle. The length compensation device can be designed, for example, to compensate an axial displacement of the drive axle relative to the electric central drive unit during a spring movement of the drive axle.In one exemplary embodiment, the at least one pivot bearing device can comprise an elastic material. The elastic material can be configured to yield elastically in an axial direction and / or in a transverse direction and / or in a vertical direction. Preferably, the at least one pivot bearing device is a silent bushing or a suspension arm bearing or a hydraulic bushing. A rubber material disposed between the inner ring and an outer ring may form the elastic material. Thus, due to the elasticity, smaller compensating movements of the electric central drive unit can be made possible without the need to provide a separate rotary bearing device.The suspension can contact and / or fix the electric central drive unit at the height of its center of gravity, as seen in a longitudinal direction of the device and / or of the motor vehicle. As a result, the inertia during the rotational movement of the electric central drive unit can be advantageously reduced. However, it is also conceivable for the suspension to contact and / or fix the electric central drive unit, as viewed in a longitudinal direction of the device and / or of the motor vehicle, next to its center of gravity, for example in order to mount the electric central drive unit eccentrically. This can be advantageous, for example, in that the central drive unit can then assume a defined position due to gravity.The electric central drive unit is operatively connected to the drive axle via a differential (drive connection). In one exemplary embodiment, the electric central drive unit can be operatively connected (drive connection) to the drive axle via a transmission device and / or a articulated shaft.In one embodiment, the drive axle may be a front axle or a rear axle. Alternatively or additionally, the drive axle can be designed as a rigid axle. Alternatively or additionally, the electric central drive unit can be arranged above the drive axle, as viewed in a vertical direction of the motor vehicle.The suspension is preferably not designed as a three-point mounting or four-point mounting.According to a second aspect, a motor vehicle comprising a device as disclosed herein is provided. The motor vehicle is preferably a commercial vehicle. In the latter case, the vehicle may in other words be a motor vehicle which, by its design and device, is designed for transporting persons, for transporting goods or for towing trailer vehicles. For example, the vehicle may be a truck, an omnibus, and or a tractor-truck that is at least partially electrically driven. However, it is also conceivable for the vehicle to be a rail vehicle or aircraft. The vehicle may be at least partially electrically powered.The previously described preferred embodiments and features can be combined with one another as desired on the basis of the invention.Details and advantages of the invention are described below with reference to the attached drawing. The following are shown: FIG. 1A shows a schematic illustration of a drive train from the prior art; FIG. 1B shows a schematic illustration of a drive train from the prior art; FIG. 1C shows a schematic illustration of a drive train from the prior art; FIG. 2 shows a schematic illustration of a device for driving a motor vehicle according to one embodiment in side view; FIG. 3A shows a schematic illustration of a device for driving a motor vehicle according to one embodiment in side view; FIG. 3B shows a schematic illustration of a device for driving a motor vehicle according to the embodiment from FIG. 3A in a front view; FIG. 4A shows a schematic illustration of a device for driving a motor vehicle according to one embodiment in side view; FIG. 4B shows a schematic illustration of a device for driving a motor vehicle according to the embodiment from FIG. 4A in a front view; FIG. 5 shows a perspective illustration of two pivot bearing devices according to one embodiment; and FIG. 6 shows an illustration of a drive train from the prior art (top) and a device for driving a motor vehicle according to the embodiment of FIG. 2 (bottom).Identical or functionally equivalent elements are denoted by the same reference symbols in all figures and are in part not described separately.FIG. 1A shows a drive train of a motor vehicle (not shown) known from the prior art in schematic representation. The drive train has an internal combustion engine 110 which is operatively connected to a drive axle 112 via a transmission 124 and a joint shaft 140.For example, in order to compensate for ground waves, the drive axle 112 springs in and out again during operation of the motor vehicle. To decouple the transmission 124 and the engine 110 from these rebound 132 and rebound 134 movements of the drive axle 112, the propeller shaft 140 typically includes a first universal joint 146 and a second universal joint 148.The articulated shaft 140 includes a bending angle α with a longitudinal axis of the first universal joint 146 and a bending angle δ with a central axis of the second universal joint 148.The maximum attainable diffraction of the articulated shaft 140 is limited by maximum permissible diffraction angles. Although it may be desirable in certain applications with regard to packaging to position the internal combustion engine 110 and the transmission 124 and the drive axle 112 as close as possible to one another, the compression movement 132 and the expansion movement 134 in combination with the maximum permissible bending angles α, δ have a limiting effect in this respect. In order to be able to maintain the maximum permissible bending angles α, δ even during the dynamic compression movement 132 and the compression movement 134, the internal combustion engine 110 and the transmission 124 must instead be positioned at a certain minimum distance from the drive axis 112. This has a disadvantageous effect on packaging or the use of installation space.This can also apply to electrically driven motor vehicles. Two drive trains of electrically driven motor vehicles are schematically illustrated in FIGS. 1B and 1C.The positioning of an electric motor 114 and a drive axle 112 relative to one another can again be limited by the maximum permissible bending angles α, δ of the articulated shaft 140 in combination with the compression movement 132 and the rebound movement 134 of the drive axle 112.Bearing types of the electric motor 114 can be used, for example. Four-point bearings 120 (see FIG. 1B ) or three-point bearings 122 (see FIG. 1C ), which define the electric motor 114 on the vehicle side in all spatial directions, can be used.FIG. 2 shows a device 10 for driving a motor vehicle according to one embodiment.The motor vehicle has a longitudinal axis L, a transverse axis Q and a vertical axis H. The motor vehicle is preferably a commercial vehicle.The apparatus 10 includes a drive axle 12 and a central electric drive unit 14. The central electric drive unit 14 may be, for example, a rotating electric machine. The electric central drive unit 14 is operatively connected (drive connection) to the drive axle 12.The device 10 further comprises a suspension 18 and a support structure 16. Preferably, the support structure 16 is a vehicle frame (e.g., a longitudinal beam or cross beam of a leadframe). However, it is also conceivable for the supporting structure 16 to be a (e.g. self-supporting) vehicle chassis.The suspension 18 supports the electric central drive unit 14 on the support structure 16. For example, the suspension 18 can support the electric central drive unit 14 in three spatial directions which are oriented parallel to the longitudinal axis L, to the transverse axis Q to the vertical axis. The suspension 18 can contact and / or fix the electric central drive unit 14, as seen in a longitudinal direction of the motor vehicle, at the height of its center of gravity. In an embodiment of the invention which is not illustrated, it is however also conceivable for the suspension 18 to contact and / or fix the electric central drive unit 14, as viewed in a longitudinal direction of the device 10 and / or of the motor vehicle, next to its center of gravity.The electric central drive unit 14 can be operatively connected to the drive axle 12 via a transmission device and / or a differential 42.The drive axle 12 may be a front axle or a rear axle. The drive axle 12 can be designed as a rigid axle. Furthermore, the electric central drive unit 14 can be arranged above the drive axle 12, as viewed in a vertical direction of the motor vehicle parallel to the vertical axis H.The device 10 may include a propeller shaft 40. The electric central drive unit 14 can be operatively connected to the drive axle 12 via the articulated shaft 40. The articulated shaft 40 is preferably operatively connected to the drive axle 12 via a universal joint 46 (also: cardan joint).The articulated shaft 40 can enclose a bending angle β with a horizontal plane (e.g. aligned plane-parallel to a ground surface or road surface). The propeller shaft 40 may be linked to the drive axle 12 at the bending angle β. The articulated shaft 40 is preferably connected to the universal joint 46 at a bending angle β. The bending angle β may be, for example, greater than 0°, 1°, 2°, 3°, 4°, 5°, 10°, 15°, 20°, 25°, 30° or 40°.The suspension 18 has at least one pivot bearing device 20, 22. The at least one pivot bearing device 20, 22 supports the electric central drive unit 14 rotatably about an axis of rotation 24, 26 relative to the supporting structure 16. Preferably, the electric central drive unit 14 is mounted rotatably relative to the supporting structure 16 about at least one axis of rotation 24, 26 parallel to the transverse axis Q of the motor vehicle.The at least one pivot bearing device 20, 22 can be configured to enable a pitch 28 of the electric central drive unit 14 relative to the supporting structure 16 (e.g. about the transverse axis Q of the motor vehicle).The electric central drive unit 14 can have a degree of freedom relative to the supporting structure 16 along a pitch angle range 30 by means of the at least one pivot bearing device 20, 22. The pitch angle region 30 is preferably bounded by at least one stop (e.g. two stops), e.g. in order to facilitate maintenance and / or assembly of the device. The at least one stop can be an integral component of the at least one pivot bearing device or a component separate therefrom. It is conceivable that the pitch angle range 30 comprises an angle range of at least 5°, at least 10°, at least 15, at least 20°, at least 25° or at least 30°. It is furthermore conceivable that the angular range is predefined and / or limited by a chassis.The electric central drive unit 14 can be rotatable and / or freely pivotable along the pitch angle range 30. It is conceivable that the electric central drive unit 14 can be rotated at least in sections following a spring movement 32, 34 and / or a spring travel of the drive axle 12. It is also conceivable for the electric central drive unit 14 to be rotatable at least in sections coupled to the spring movement 32, 34 of the drive axle 12. The spring movement 32, 34 can be a spring-in movement 32 and / or a spring-out movement 34.For example, the articulated shaft 40 and the electric central drive unit 14 can be rotated counterclockwise in the schematic illustration of FIG. 2 by the inward-deflection movement 32 of the drive axle 12. In the case of a rebound movement 34, the articulated shaft 40 and the electric central drive unit 14 can be rotated in the clockwise direction in the schematic illustration of FIG. 2.The pitch angle range 30 may include a full suspension travel of the drive axle 12 or only a portion of the suspension travel.The central electric drive unit 14 cannot be fastened to the support structure 16 by means of a three-point bearing arrangement 122 or a four-point bearing arrangement 120. In other words, it is conceivable that the conventional three-point bearing 122 or four-point bearing 120 is replaced by the suspension 18.The apparatus 10 may include an angular offset compensator 38. The angular offset compensation device 38 can be operatively arranged between the electric central drive unit 14 and the drive axle 12. The angular offset compensation device 38 is preferably a hardy disk and / or a Giubo clutch and / or an elastomer clutch. For example, the angular offset compensation device 38 can be arranged between the electric central drive unit 14 and a articulated shaft 40.In an embodiment not shown here, the device can optionally have a length compensation device which is arranged so as to act between the electric central drive unit and the drive axle. The length compensation device can be designed, for example, to compensate an axial displacement of the drive axle relative to the electric central drive unit during a spring movement of the drive axle.FIGS. 3A and 3B show schematic representations, in detail, of a device 10 for driving a motor vehicle according to one embodiment in the side view (FIG. 3A ) and in the front view (FIG. 3B ).The at least one pivot bearing device 20, 22 can have a first or pitch pivot bearing device 20. The pitch pivot bearing device 20 can, for example, be two pivot bearings (for example, two pivot bearings arranged on both sides next to the electrical central drive unit 14. The bearings may be plain bearings, ball bearings or conical bearings). The pitch pivot bearing device 20 can support the electric central drive unit 14 directly on the supporting structure 16 of the motor vehicle.The pitch pivot bearing device 20 can rotatably support the electric central drive unit 14 relative to the support structure 16 about a pitch axis 24 (e.g. parallel to a transverse axis Q of the motor vehicle).FIGS. 4A and 4B show schematic representations, in detail, of a device for driving a motor vehicle according to one embodiment in the side view (FIG. 4A ) and in the front view (FIG. 4B ).In this embodiment, the suspension 18 can gimbal the central electric drive unit 14 to the support structure 16.For this purpose, the at least one pivot bearing device 20, 22 can have a first or pitch pivot bearing device 20 and a second or yaw pivot bearing device 22. It is conceivable that the yaw pivot bearing device 22 is designed as a pivot bearing (e.g. ball bearing or conical bearing) and the pitch pivot bearing device 20 is designed as a pivot bearing device comprising an elastic material 50 as disclosed herein (e.g. elastomer). It is also conceivable that the pitch pivot bearing device 20 is designed as a pivot bearing (e.g. ball bearing or conical bearing) and the yaw pivot bearing device 22 is designed as a pivot bearing device comprising an elastic material 50 as disclosed herein (e.g. elastomer).The pitch pivot bearing device 20 can rotatably support the electric central drive unit 14 relative to the support structure 16 about a pitch axis 24 (e.g. parallel to a transverse axis Q of the motor vehicle). The yaw pivot bearing assembly 22 may rotatably support the electric central drive unit 14 relative to the support structure 16 about a yaw axis 26 (e.g., parallel to a vertical axis H of the motor vehicle). It is conceivable that the pitch axis 24 and the yaw axis 26 are substantially perpendicular to each other.In other words, the central electric drive unit 14 may be rotatable along the pitch angle range 30 and a yaw angle range.The at least one pivot bearing device 20, 22 can be configured to enable a pitching 28 and a yawing 36 of the electric central drive unit 14 relative to the supporting structure 16, preferably independently of one another. Thus, the electric central drive unit 14 can have a degree of freedom relative to the support structure 16 along a pitch angle range 30 and a degree of freedom relative to the support structure 16 along a yaw angle range by means of the at least one pivot bearing device 20, 22.The electric central drive unit can therefore be rotatable not only following the already described spring-in movement 32 and spring-out movement 34 of the drive axle 12, but can additionally be rotatable at least in sections following a transverse movement of the drive axle 12. It is also conceivable for the electric central drive unit 14 to be rotatable, at least in sections coupled to a transverse movement of the drive axle 12.The suspension 18 may include a frame 44. The frame 44 can surround the electric central drive unit 14 at least in sections. Preferably, the frame 44 surrounds the electric central drive unit 14, as viewed in a longitudinal direction L of the device, at the height of a center of mass of the electric central drive unit 14.One of the pitch pivot bearing assembly 20 and the yaw pivot bearing assembly 22 may be operatively disposed between the frame 44 and the support structure 16. Another of the pitch pivot bearing assembly 20 and the yaw pivot bearing assembly 22 may be operatively disposed between the frame 44 and the electric central drive unit 14.For example, it is conceivable that the pitch pivot bearing device 20 is arranged operatively between the support structure 16 and the frame 44 and the yaw pivot bearing device 22 is arranged operatively between the frame 44 and the electric central drive unit 14. However, it is also conceivable for the yaw pivot bearing device 22 to be arranged operatively between the supporting structure 16 and the frame 44, and for the pitch pivot bearing device 20 to be arranged operatively between the frame 44 and the electric central drive unit 14.The pitch pivot bearing device 20 and the yaw pivot bearing device 22 are preferably arranged at the same height, as seen in a longitudinal direction L of the apparatus 10.In an embodiment not shown here, the at least one pivot bearing device 20, 22 can comprise only the yaw pivot bearing device 22. In this embodiment, the at least one pivot bearing device can therefore not have a pitch pivot bearing device 20. The electric central drive unit 14 can then be mounted rotatably, for example, only about a yaw axis 26.FIG. 5 shows a perspective illustration of two pivot bearing devices 20, 22 according to one embodiment.The at least one pivot bearing device 20, 22 can have an elastic material 50. The elastic material 50 may be configured to elastically yield in an axial direction and / or in a transverse direction and / or in a vertical direction. Preferably, the at least one pivot bearing device 20, 22 is a silent bushing 48 or a suspension arm bearing or a hydraulic bushing.It is conceivable, for example, for an inner ring 52 of the silent bushing 48 to be fastened to the electric central drive unit 14, while an outer ring 54 of the silent bushing 48 is fastened to the supporting structure 16 (or vice versa).The elastic material 50 may be, for example, a rubber material disposed between the inner ring 52 and the outer ring 54. However, it is also conceivable for the elastic material 50 to have recesses, on the basis of which an elasticity results.The elastic material can be configured to enable a pitching and / or yawing of the electric central drive unit 14. However, it is also conceivable that, for example, the inner ring 52 forms a sliding surface on which the electric central drive unit 14 is slidingly rotatable. The elastic material 50 can be configured, for example, to compensate for minor movements of the drive axis 12 along the longitudinal axis L and / or the transverse axis Q and / or the vertical axis H.FIG. 6 shows an illustration of a drive train from the prior art (top) and a device for driving a motor vehicle according to the embodiment of FIG. 2 (bottom).As already described with reference to FIGS. 1A-C, conventional drive trains (FIG. 6 : top) have the problem that they are limited in their positioning with respect to the drive axis 112 by the maximum permissible deflection angles α, δ and by the compression movement 132 and rebound movement 134. In the configuration shown, the electric motor 114 or the universal joint 146 cannot move closer to the drive axle 112, since otherwise (e.g. in the case of a rebound movement 134 of the drive axle 112) the maximum permissible bending angles α, δ would be exceeded.According to the embodiment of the device 10 for driving the motor vehicle shown in the lower half of the figure, the universal joint 146 can be omitted and replaced by the rotatable mounting of the electric central drive unit 14 by means of the suspension 18.This allows the central electric drive unit 14 to move closer to the drive axle 12. In the extreme case, the pivot bearing device 20 of the suspension 18 can be arranged at the position of the universal joint 146. This results in a gain in installation space 56, which is schematically symbolized in FIG. 6 by an arrow. Advantageously, the installation space 56 obtained can be used, for example, for accommodating other components, such as, for example, additional energy stores such as high-voltage batteries.Although the invention has been described with reference to certain embodiments, it will be apparent to those skilled in the art that various changes may be made and equivalents may be substituted without departing from the scope of the invention. Accordingly, the invention is not intended to be limited to the disclosed embodiments, but is intended to include all embodiments falling within the scope of the appended claims. In particular, the invention also claims protection for the subject matter and the features of the subclaims independently of the related claims. All range details here are to be understood as being disclosed such that, as it were, all values falling within the respective range are disclosed individually, for example also as respectively preferred narrower outer limits of the respective range.List of reference characters10 Device for driving a motor vehicle 12 Drive axle 14 Electric central drive unit 16 Support structure 18 Suspension 20 First or pitch pivot bearing device 22 Second or yaw pivot bearing device 24 Pitch axle 26 Yaw axle 28 Pitch 30 Pitch angle range 32 Compression movement 34 Rebound movement 36 Yaw 38 Angle offset compensating device 40 Articulated shaft 42 Differential 44 Frame 46 Universal joint 48 Silent bushing 50 Elastic material 52 Inner ring 54 Outer ring 56 Installation space gain 110 Internal combustion engine 112 Drive axle 114 Electric motor 120 Four-point bearing 122 Three-point bearing 124 Transmission 132 Compression movement 134 Rebound movement 140 Articulated shaft 146 First universal joint 148 Second universal joint H Vertical axis L Longitudinal axis Q Transverse axis α, δ Bending angle β Bending angle

Claims

Device (10) for driving a motor vehicle, preferably a commercial vehicle, wherein the device (10) comprises: a drive axle (12); an electrical central drive unit (14), which is operatively connected to the drive axle (12), wherein the electrical central drive unit (14) is operatively connected to the drive axle (12) via a differential (42), a supporting structure (16), preferably a vehicle frame; and a suspension (18) which supports the electric central drive unit (14) on the supporting structure (16), wherein the suspension (18) has at least one pivot bearing device (20, 22) which rotatably supports the electric central drive unit (14) relative to the supporting structure (16) about an axis of rotation (24, 26), preferably parallel to a transverse axis (Q) of the motor vehicle, characterized in that the electric central drive unit (14) has a degree of freedom relative to the supporting structure (16) along a yaw angle range by means of the at least one pivot bearing device (20, 22).The apparatus (10) of claim 1, wherein the at least one pivot bearing device (20, 22) comprises: a pitch pivot bearing device (20) that rotatably supports the electric central drive unit (14) relative to the support structure (16) about a pitch axis (24); and / or a yaw pivot bearing device (22) that rotatably supports the electric central drive unit (14) relative to the support structure (16) about a yaw axis (26).The apparatus (10) according to claim 2, wherein the suspension (18) has a frame (44) which surrounds the electrical central drive unit (14) at least in sections, wherein one of the pitch pivot bearing device (20) and the yaw pivot bearing device (22) is arranged operatively between the frame (44) and the supporting structure (16); and / or another of the pitch pivot bearing device (20) and the yaw pivot bearing device (22) is arranged operatively between the frame (44) and the electrical central drive unit (14).The apparatus (10) of any preceding claim, wherein the suspension (18) gimbals the central electric drive unit (14) to the support structure (16).The device (10) according to any one of the preceding claims, wherein the at least one pivot bearing device (20, 22) is configured to enable a pitching (28) and / or a yawing (36) of the electric central drive unit (14) relative to the supporting structure (16).The device (10) according to any one of the preceding claims, wherein the electric central drive unit (14) has a degree of freedom relative to the support structure (16) along a pitch angle range (30) by means of the at least one pivot bearing device (20, 22), which is preferably limited by at least one stop.Device (10) according to Claim 6, wherein the electrical central drive unit (14) is rotatable along the pitch angle region (30), following a spring movement (32, 34) of the drive axle (12) at least in sections and / or being coupled at least in sections to a spring movement (32, 34) of the drive axle (12).Device (10) according to one of the preceding claims, wherein the electric central drive unit (14) is rotatable along the yaw angle range, following a transverse movement of the drive axle (12) at least in sections and / or being coupled to a transverse movement of the drive axle (12) at least in sections.The device (10) according to any one of the preceding claims, comprising an angular offset compensation device (38) which is arranged operatively between the electric central drive unit (14) and the drive axle (12), wherein preferably the angular offset compensation device (38) is a hardy disc and / or a Giubo clutch and / or an elastomer clutch; and / or a length compensation device which is arranged operatively between the electric central drive unit (14) and the drive axle (12).Device (10) according to one of the preceding claims, having a joint shaft (40) via which the electric central drive unit (14) is operatively connected to the drive axle (12), wherein the joint shaft (40) encloses a bending angle (β) with a horizontal plane and / or is connected to the drive axle (12) at a bending angle (β), wherein the bending angle (β) is preferably greater than 0°, 1°, 2°, 3°, 4°, 5°, 10°, 15°, 20°, 25°, 30° or 40°, wherein further preferably the joint shaft (40) is operatively connected to the drive axle (12) or to the electric central drive unit (14) via a universal joint (46).The device (10) according to any one of the preceding claims, wherein the at least one pivot bearing device (20, 22) comprises an elastic material (50) which is configured to yield elastically in an axial direction and / or in a transverse direction and / or in a vertical direction, wherein preferably the at least one pivot bearing device (20, 22) is a silent bushing (48) or a suspension arm bearing or a hydraulic bushing.Device (10) according to one of the preceding claims, wherein the electric central drive unit (14) is operatively connected to the drive axle (12) via a transmission device and / or a articulated shaft (40).Device (10) according to one of the preceding claims, wherein the drive axle (12) is a front axle or a rear axle; and / or the drive axle (12) is designed as a rigid axle; and / or the electric central drive unit (14), as seen in a vertical direction of the motor vehicle, is arranged above the drive axle (12).Motor vehicle, preferably commercial vehicle, having a device (10) according to one of the preceding claims.

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