Device for propelling a motor vehicle

Abstract

The invention relates to a device (10) for driving a motor vehicle and a motor vehicle comprising the device (10). The device (10) comprises a first drive unit (16), a second drive unit (26), a first wheel (12), a second wheel (22), a first driveshaft (14), and a second driveshaft (24). A median plane (M) is arranged centrally between the first wheel (12) and the second wheel (22). The first driveshaft (14) connects the first drive unit (16) to the first wheel (12) via a drive connection. The first driveshaft (14) extends from the first wheel (12) beyond the median plane (M). The second driveshaft (24) connects the second drive unit (26) to the second wheel (22) via a drive connection. The second driveshaft (24) extends from the second wheel (22) beyond the median plane (M).

Description

[0001] The invention relates to a device for driving a motor vehicle and a motor vehicle having the device.

[0002] In today's motor vehicles (e.g., road-legal all-wheel drive commercial vehicles with maximum permissible speeds exceeding 60 km / h), the use of either mechanically or hydrostatically driven front axles is common. Mechanically driven front axles today result in very large frame heights, as space must be provided under the oil pan of the combustion engine for the axle and drive shaft. Furthermore, weight and friction losses increase due to the additional components.

[0003] Hydrostatic front-wheel drives are significantly more compact and allow for lower vehicle designs, but they have other limitations. For thermal reasons, for example, the hydraulic assistance cannot be maintained across the entire speed range. The operating time and frequency of engagement are also limited.

[0004] Electric wheel hub motors, as occasionally found in passenger cars, are currently not feasible with the required torque, especially within the available space of the wheel section of a truck's front axle. Unlike the aforementioned hydrostatic drives, the power density of electric motors is currently insufficient. Furthermore, the use of wheel hub motors results in comparatively large unsprung masses.

[0005] The invention is therefore based on the object of providing an improved device for driving a motor vehicle. One object of the invention is to provide a solution optimized in terms of installation space, ground clearance, driving dynamics, and overall height, particularly preferably for a commercial vehicle, such as a truck or bus.

[0006] One basic idea is to provide a close-to-wheel drive for two wheels of a driven axle, with each of the two wheels being assigned a separate drive unit. The wheels are each connected to the associated drive unit via a drive shaft, with the drive shafts being longer than the distance between the respective wheel and an imaginary center plane between the wheels.

[0007] According to one aspect, a device for driving a motor vehicle is provided.

[0008] The device for driving a motor vehicle has a first wheel (e.g. for a first longitudinal side of the motor vehicle), a second wheel (e.g. for a second longitudinal side of the motor vehicle which is opposite to the first longitudinal side), a (e.g. electric) first drive unit, a (e.g. electric) second drive unit, a first drive shaft and a second drive shaft.

[0009] An (imaginary) center plane (e.g. vertically or perpendicularly aligned) is arranged centrally between the first wheel and the second wheel.

[0010] The first propeller shaft connects the first drive unit to the first wheel. The first propeller shaft extends from the first wheel beyond the center plane (e.g., from the first longitudinal side beyond the center plane).

[0011] The second drive shaft connects the second drive unit to the second wheel. The second drive shaft extends from the second wheel beyond the center plane (e.g., from the second longitudinal side beyond the center plane).

[0012] One advantage may be that the provided drive shafts can be longer than in the prior art. In other words, it is conceivable that the respective drive shaft has to cover a longer distance before connecting to the respective wheel. Longer drive shafts can advantageously be angled at smaller deflection angles compared to the prior art. By arranging the components accordingly, part of the deflection angle can also be used to position the drive (e.g. the drive units) higher and thus achieve greater ground clearance. In addition, the unsprung mass on the vehicle can be reduced (e.g. if the drive units are attached to the frame). Overall, the longer overall length of the drive shafts with given deflection angles can enable greater lifting and spring travel. Furthermore, greater potential for spring travel, possibly steering angle and torque capacity can result.This provides an improved solution for the compact design of a drive system for wheels that must provide suspension travel and, if necessary, steering angle in a limited installation space.

[0013] The center plane is preferably a plane (e.g., perpendicular) in which the longitudinal center axis of the motor vehicle lies. The center plane is preferably located exactly midway between the first wheel and the second wheel. The longitudinal center axis is preferably the (center) axis along which the motor vehicle has its greatest spatial extent or which is directed in a forward direction of travel of the motor vehicle.

[0014] The term "drive unit" is not intended to restrict the direction of the power flow. For example, drive power can be transmitted from the respective drive unit to the respective wheel via the respective drive shaft (e.g., in motor mode of the drive unit). However, it is also conceivable that drive power can be transmitted from the respective wheel to the respective drive unit via the respective drive shaft (e.g., in generator mode).

[0015] "Driven connection" can be understood, for example, as "connected in a way that transmits power." "Driven connection" can also be understood, for example, as "connected in a way that transmits (and optionally converts) drive power (e.g., speed and / or torque).

[0016] For example, the first wheel is a left wheel and the second wheel is a right wheel (or vice versa).

[0017] In one embodiment, the first drive unit may have a first motor shaft arranged on a side of the first drive unit facing away from the first wheel. The first drive unit may be drivingly connected to the first propeller shaft via the first motor shaft (and optionally via a first gear stage as disclosed herein).

[0018] Furthermore, the second drive unit can alternatively or additionally have a second motor shaft arranged on a side of the second drive unit facing away from the second wheel. The second drive unit can be drivingly connected to the second propeller shaft via the second motor shaft (and optionally via a first gear stage as disclosed herein). As a result, the first drive unit and the second drive unit can advantageously be accommodated relatively close to the center plane.

[0019] In one embodiment, the first motor shaft can be aligned transversely (e.g., substantially perpendicularly) to the center plane. Alternatively or additionally, the second motor shaft can be aligned transversely (e.g., perpendicularly) to the center plane. Alternatively or additionally, the first motor shaft and the second motor shaft can be offset from one another along the center plane. In other words, it is conceivable that the first drive unit and / or the second drive unit are transversely installed drive units of the motor vehicle in the installed position of the device. This allows the device to be designed particularly compactly.

[0020] In one embodiment, the device may further comprise an (imaginary) transverse axis passing through a center point of the first wheel and a center point of the second wheel. The first motor shaft and the second motor shaft may be arranged on different sides of the transverse axis in a plan view of the device.

[0021] In one embodiment, the device can have a first gear stage that driveably connects the first drive unit and the first propeller shaft. Alternatively or additionally, the device can have a second gear stage that driveably connects the second drive unit and the second propeller shaft. This can, for example, allow for a longitudinal offset to be achieved in order to driveably connect the end of the respective propeller shaft extending beyond the center plane to the respective drive unit.

[0022] In one exemplary embodiment, the first gear stage can be arranged on a side of the first drive unit facing away from the first wheel (e.g., viewed perpendicular to the center plane). Alternatively or additionally, the second gear stage can be arranged on a side of the second drive unit facing away from the second wheel. Alternatively or additionally, it is conceivable for the first gear stage and the second gear stage to be arranged on different sides with respect to the center plane.

[0023] The first gear stage can comprise a reduction gear stage (e.g. with a gear ratio greater than 1 or e.g. with a slow gear ratio) and / or a spur gear stage and / or a straight-toothed gear stage and / or a hypoid-toothed gear stage and / or a helical-toothed gear stage and / or a bevel-toothed gear stage and / or an angular gear.

[0024] Alternatively or additionally, the second gear stage can comprise a reduction gear stage (e.g. with a gear ratio greater than 1 or e.g. with a slow gear ratio) and / or a spur gear stage and / or a straight-toothed gear stage and / or a hypoid-toothed gear stage and / or a helical-toothed gear stage and / or a bevel-toothed gear stage and / or an angular gear.

[0025] This can be advantageous, for example, in order to translate, preferably reduce, comparatively high speeds of an electric drive unit for driving to comparatively low speeds of the wheels.

[0026] The first drive shaft can extend (e.g., diagonally) along the first drive unit. Alternatively or additionally, the second drive shaft can extend (e.g., diagonally) along the second drive unit. Alternatively or additionally, the first drive shaft and the second drive shaft can extend (e.g., diagonally) along the first drive unit and the second drive unit on mutually facing sides of the first drive unit and the second drive unit. For example, it is conceivable that the first drive shaft, in a plan view, extends behind the first drive unit and the second drive shaft extends in front of the second drive unit (or vice versa).

[0027] In one exemplary embodiment, the first propeller shaft and the second propeller shaft can be arranged so as to overlap and / or cross at least in sections (e.g. obliquely) with respect to a viewing direction perpendicular to the center plane (e.g. in a side view). Alternatively or additionally, the first propeller shaft and the second propeller shaft can be arranged so as to overlap and / or cross at least in sections with respect to a viewing direction parallel to the center plane. For example, the term “overlapping” can be understood to mean that the first propeller shaft and the second propeller shaft extend past each other in sections. However, it is also conceivable for the propeller shafts to overlap in sections, depending on the perspective. The viewing direction parallel to the center plane can be, for example, a top view or, for example, a front view. When the device is installed in the motor vehicle, the front view preferably corresponds to a viewing direction in the longitudinal direction.For example only, the first propeller shaft and the second propeller shaft can extend past each other in sections in a plan view and overlap each other in sections in a front view.

[0028] Furthermore, it is conceivable that the first propeller shaft and the second propeller shaft are aligned substantially parallel to one another and / or that a longitudinal axis of the first propeller shaft extends in a first vertical plane, a longitudinal axis of the second propeller shaft extends in a second vertical plane, and the first vertical plane and the second vertical plane are substantially parallel. This can be advantageous because, for example, it allows for bilaterally symmetrical kinematic conditions for the propeller shafts.

[0029] In one embodiment, the first propeller shaft may have a first end and a second end. The first end may be drivingly connected to the first wheel. The second end may be drivingly connected to the first drive unit (e.g., via the first gear stage as disclosed herein). The first end and the second end of the first propeller shaft are optionally arranged offset from one another in a viewing direction perpendicular to the center plane (e.g., in a side view) and / or with respect to a viewing direction parallel to the center plane (e.g., in a top view or a front view).

[0030] Alternatively or additionally, the second propeller shaft can have a first end and a second end. The first end of the second propeller shaft is optionally drivingly connected to the second wheel. The second end of the second propeller shaft can be drivingly connected to the second drive unit (e.g., via the second gear stage as disclosed herein). The first end and the second end of the second propeller shaft are optionally arranged offset from one another with respect to a viewing direction perpendicular to the center plane (e.g., in a side view) and / or with respect to a viewing direction parallel to the center plane (e.g., in a top view or a front view).

[0031] In one embodiment, the device can have an (imaginary) transverse axis that runs through a center point of the first wheel and a center point of the second wheel. Alternatively or additionally, the first cardan shaft can be arranged at an angle to the transverse axis at a first deflection angle. Alternatively or additionally, the second cardan shaft can be arranged at an angle to the transverse axis at a second deflection angle. It is conceivable that by arranging the first drive unit relative to the transverse axis, a reduction in the first deflection angle can be achieved during a spring compression movement of the first wheel. Furthermore, it is conceivable that by arranging the second drive unit relative to the transverse axis, a reduction in the second deflection angle can be achieved during a spring compression movement of the second wheel. By way of example only, the first deflection angle can be less than 15°, 20°, 25°, 30°, 40°, or 45°.For example, the second deflection angle can be less than 15°, 20°, 25°, 30°, 40°, or 45°. This can, for example, allow for greater ground clearance.

[0032] In one embodiment, the first drive unit and / or the second drive unit can be arranged above (e.g., diagonally or directly above) the transverse axis, as disclosed herein. Furthermore, it is conceivable that the first drive unit and / or the second drive unit are arranged, for example, in front of or behind an axis center of a drive axle, as disclosed herein. This can be advantageous, for example, if the drive unit is designed as a comparatively small-sized electric drive unit.

[0033] In one embodiment, the first drive unit, the second drive unit, the first propeller shaft and the second propeller shaft may together form (e.g., at least) part of a drive axle (e.g., a spatially and structurally related drive axle assembly).

[0034] In one embodiment, the device can have an axle body that extends (e.g., in an arcuate shape) between the first wheel and the second wheel, wherein the first drive unit and / or the second drive unit is arranged within a receiving space inside (or surrounded by) the axle body (e.g., the arcuate shape). Preferably, the first drive unit and / or the second drive unit can be and / or is fastened to the vehicle side independently of the axle body. The axle body can have a first end region that is connected to a first wheel bearing device of the first wheel. The axle body can have a second end region that is connected to a second wheel bearing device of the second wheel. The device can further have two spring elements, each arranged at one end of the axle body.When the device is installed in the motor vehicle, the spring elements can be arranged so that they act between the axle body and a vehicle chassis. The axle body is preferably part of a De Dion axle or a rigid axle construction. Thus, the receiving space can be advantageously used to accommodate the first and second drive units.

[0035] In one embodiment, the device may comprise a first (e.g., substantially U-shaped or substantially V-shaped) steering knuckle and a second (e.g., substantially U-shaped or substantially V-shaped) steering knuckle, wherein the first wheel is suspended from the first steering knuckle and the second wheel is suspended from the second steering knuckle. The first drive unit and / or the second drive unit may be arranged within a receiving space extending between the first steering knuckle and the second steering knuckle. The device may further comprise two spring elements, each arranged on a steering knuckle. When the device is installed in the motor vehicle, the spring elements may be arranged to act between the respective steering knuckle and a vehicle chassis. Preferably, the first steering knuckle and the second steering knuckle are part of an independent wheel suspension.Thus, the receiving space can be advantageously used to arrange the first and second drive units.

[0036] Furthermore, the first propeller shaft can be designed such that its end drivingly connected to the first wheel follows a spring movement and / or a steering angle of the first wheel.

[0037] Alternatively or additionally, the second drive shaft is designed to follow a spring movement and / or a steering angle of the second wheel with its end drivingly connected to the second wheel.

[0038] It is conceivable for the first propeller shaft to have a length compensation device that is arranged to act between the first wheel and the first drive unit. Furthermore, it is conceivable for the second propeller shaft to have a length compensation device that is arranged to act between the second wheel and the second drive unit.

[0039] In one embodiment, the device (e.g., for forming an external planetary axle) can have a further gear stage (e.g., a planetary gear) arranged to act between the first cardan shaft and the first wheel. Alternatively or additionally, the device (e.g., for forming an external planetary axle) can have an additional gear stage (e.g., a planetary gear) arranged to act between the second cardan shaft and the second wheel. Preferably, the further gear stage and / or the additional gear stage are each a reduction gear stage (e.g., with a gear ratio greater than 1 or, for example, with a gear ratio to the low gear).

[0040] According to a second aspect, a motor vehicle comprising a device as disclosed herein is provided. Preferably, the motor vehicle is a commercial vehicle (e.g., a purely electric zero-emission commercial vehicle). In other words, the vehicle may be a motor vehicle whose design and equipment are designed to transport people, goods, or trailers. For example, the vehicle may be a truck, a bus, and / or a semitrailer truck that is at least partially electrically powered.

[0041] Preferably, a longitudinal center axis of the motor vehicle lies in the center plane as disclosed herein.

[0042] In this respect, it is conceivable that the longitudinal center axis is arranged centrally between the first wheel and the second wheel. The first propeller shaft can extend from the first wheel beyond the longitudinal center axis. The second propeller shaft can extend from the second wheel beyond the longitudinal center axis. It is conceivable that the first gear stage and the second gear stage are arranged on opposite sides of the longitudinal center axis.

[0043] The previously described preferred embodiments and features of the invention can be combined with one another as desired.

[0044] Details and advantages of the invention are described below with reference to the accompanying drawings. They show: Fig. 1 is a schematic plan view of a device for driving a motor vehicle according to an embodiment; Fig. 2 is a schematic representation of a device for driving a motor vehicle according to an embodiment in plan view; and Fig. 3 a schematic representation of a device for driving a motor vehicle according to an embodiment in plan view.

[0045] Identical or functionally equivalent elements are designated by the same reference numerals in all figures and are partly not described separately.

[0046] In all figures, longitudinal directions L and transverse directions Q are shown as examples to clarify the perspective. In the installed position of the device 10, the longitudinal direction L and the transverse direction Q preferably correspond to the longitudinal direction and transverse direction of the motor vehicle, respectively.

[0047] The Fig. 1 shows an embodiment of a device 10 for driving a motor vehicle.

[0048] The device 10 for driving a motor vehicle has a first wheel 12, a second wheel 22, a first drive shaft 14, a second drive shaft 24, a first drive unit 16, and a second drive unit 26. Optionally, the device 10 can also have, for example, a first gear stage 18 and a second gear stage 28.

[0049] The first wheel 12 is, for example, a left wheel, and the second wheel 22 is, for example, a right wheel (or vice versa). The first wheel 12 is drivingly connected to the first drive unit 16. The second wheel 22 is drivingly connected to the second drive unit 26.

[0050] A center plane M (e.g., vertically aligned or perpendicularly aligned) is arranged centrally between the first wheel 12 and the second wheel 22. The center plane M can, for example, be a plane of symmetry with respect to the first wheel 12 and the second wheel 22. When the device 10 is installed in the motor vehicle, the longitudinal center axis 50 of the motor vehicle lies / runs in the center plane M.

[0051] The first drive unit 16 may have a first motor shaft 16a. In Fig. 1, the first motor shaft 16a is obscured by the first gear stage 18, and its position is merely indicated. The motor shaft 16a can be arranged on a side 16b of the first drive unit 16 facing away from the first wheel 12. If, for example, the first wheel 12 is a left-hand wheel, then the first motor shaft 16a can be arranged on the right side of the first drive unit 16 (and optionally the center plane M or the longitudinal center axis 50), as seen in a viewing direction P parallel to the center plane M.

[0052] The first drive unit 16 can be drivingly connected to the first cardan shaft 14 via the first motor shaft 16a (and optionally via a first gear stage 18 as disclosed herein).

[0053] The first motor shaft 16a and the first wheel 12 can be arranged on different sides with respect to the center plane M or the longitudinal center axis 50 of the motor vehicle.

[0054] The first motor shaft 16a may be oriented transversely (e.g. substantially perpendicularly) to the center plane M.

[0055] The first drive shaft 14 connects the first drive unit 16 to the first wheel 12. The first drive shaft 14 extends from the first wheel 12 beyond the center plane M. In the installed position of the device 10, the first drive shaft 14 can extend from the first wheel 12 beyond the longitudinal center axis 50.

[0056] The second drive shaft 24 connects the second drive unit 26 to the second wheel 22. The second drive shaft 24 extends from the second wheel 22 beyond the center plane M. In the installed position of the device 10, the second drive shaft 24 can extend from the second wheel 22 beyond the longitudinal center axis 50.

[0057] Furthermore, the second drive unit 26 may have a second motor shaft 26a. In Fig. 1, the second motor shaft 26a is obscured by the second gear stage 28, and its position is merely indicated. The second motor shaft 26a can be arranged on a side 26b of the second drive unit 26 facing away from the second wheel 22. For example, if the second wheel 22 is a right-hand wheel, then the second motor shaft 26a can be arranged on the left side of the second drive unit 26, as seen in a viewing direction P parallel to the center plane M.

[0058] The second drive unit 26 may be drivingly connected to the second cardan shaft 24 via the second motor shaft 26a (and optionally via a first gear stage 28 as disclosed herein).

[0059] The second motor shaft 26a can also be aligned transversely (e.g. perpendicularly) to the center plane M.

[0060] However, it is also conceivable that the first motor shaft 16a and the second motor shaft 26a are arranged offset from one another along the center plane M. In other words, it is conceivable that the first drive unit 16 and / or the second drive unit 26 are transversely installed drive units of the motor vehicle in the installed position of the device 10.

[0061] The device 10 may further include an imaginary transverse axis 36 passing through a center point of the first wheel 12 and a center point of the second wheel 22. The first motor shaft 16A and the second motor shaft 26A may be arranged on different sides of the transverse axis 36 in a plan view of the device 10.

[0062] The first drive shaft 14 can extend (e.g., obliquely) along the first drive unit 16 (e.g., along the side 16c). Optionally, the second drive shaft 24 can extend (e.g., obliquely) along the second drive unit 26 (e.g., along the side 26c). As shown in Fig. 1, the sides 16c, 26c can preferably be arranged opposite one another in the longitudinal direction L or along the longitudinal axis 50. In other words, it is conceivable that, for example, the drive shafts 14, in the installed position of the device 10, extend behind the drive unit 16 in the direction of travel of the motor vehicle, and the second drive shaft 24 extends in front of the second drive unit 26 in the direction of travel.

[0063] The first propeller shaft 14 and the second propeller shaft 24 can be arranged at least partially overlapping and / or crossed, with respect to a viewing direction S perpendicular to the center plane M and / or with respect to a viewing direction P parallel to the center plane M. By way of example only, Fig. 1 that one end 14b of the propeller shaft 14 is arranged in the transverse direction Q overlapping one end 24b of the second propeller shaft 24 (e.g. by extending past each other).

[0064] Furthermore, it is conceivable that the first cardan shaft 14 and the second cardan shaft 24 are aligned substantially parallel to one another or at least run in vertical planes parallel to one another.

[0065] The first propeller shaft 14 can have a first end 14a and a second end 14b. The first end 14a can be drivingly connected to the first wheel 12. The second end 14b can be drivingly connected to the first drive unit 16 (e.g., via the first gear stage 18 as disclosed herein). The first end 14a and the second end 14b of the first propeller shaft 14 are optionally arranged offset from one another in a viewing direction S perpendicular to the center plane M and / or with respect to a viewing direction P parallel to the center plane M.

[0066] Furthermore, the second propeller shaft 24 can have a first end 24a and a second end 24b. The first end 24a of the second propeller shaft 24 is optionally drivingly connected to the second wheel 22. The second end 24b of the second propeller shaft 24 can be drivingly connected to the second drive unit 26 (e.g., via the second gear stage 28). The first end 24a and the second end 24b of the second propeller shaft 24 are optionally arranged offset from one another with respect to a viewing direction S perpendicular to the center plane M and / or with respect to a viewing direction P parallel to the center plane M.

[0067] Optionally, the first propeller shaft 14 is configured to follow a spring movement and / or a steering angle of the first wheel 12 with its end 14a drivingly connected to the first wheel 12. Furthermore, the second propeller shaft 24 can be configured to follow a spring movement and / or a steering angle of the second wheel 22 with its end 24a drivingly connected to the second wheel 22.

[0068] The first gear stage 18 can drive the first drive unit 16 and the first propeller shaft 14. The second gear stage 28 can drive the second drive unit 26 and the second propeller shaft 24.

[0069] As in Fig. 1, by means of the first gear stage 18, purely by way of example, an offset in the longitudinal direction L (e.g., in the installed position of the device 10, an offset to the rear in the direction of travel) between the first motor shaft 16a and one end 14b of the first cardan shaft 14 can be bridged. Analogously, by means of the second gear stage 28, purely by way of example, an offset in the longitudinal direction L (e.g., in the installed position of the device 10, an offset to the front in the direction of travel) between the second motor shaft 26a and one end 24b of the second cardan shaft 24 can be bridged.

[0070] An example is Fig. 1 shows that the first gear stage 18 is arranged on a side 16b of the first drive unit 16 facing away from the first wheel 12. Similarly, the second gear stage 28 can be arranged on a side 26b of the second drive unit 26 facing away from the second wheel 22, with respect to a viewing direction P parallel to the center plane M (e.g., in plan view).

[0071] In principle, however, it is also conceivable that the first gear stage 18 and the second gear stage 28 are arranged on different sides with respect to the center plane M.

[0072] The first gear stage 18 can comprise a reduction gear stage (e.g. gear ratio greater than 1 or e.g. with a slow gear ratio) and / or a spur gear stage and / or a straight-toothed gear stage and / or a hypoid-toothed gear stage and / or a helical-toothed gear stage and / or a bevel-toothed gear stage and / or an angular gear.

[0073] Furthermore, the second gear stage 28 can comprise a reduction gear stage (e.g. gear ratio greater than 1 or e.g. with a slow gear ratio) and / or a spur gear stage and / or a straight-toothed gear stage and / or a hypoid-toothed gear stage and / or a helical-toothed gear stage and / or a bevel-toothed gear stage and / or an angular gear.

[0074] Drive power (e.g., speed and torque) can be transmitted between the first drive unit 16 via the first motor shaft 16a and the first gear stage 18 and the first propeller shaft 14 to the first wheel 12 (e.g., during engine operation). However, it is also conceivable, for example, for drive power to be transmitted in the opposite direction during generator operation. This applies analogously to the second drive unit 26, the second motor shaft 26a, the second gear stage 28, the second propeller shaft 24, and the second wheel 22.

[0075] The first drive unit 16 and the second drive unit 26 are preferably each an electric drive unit. The first drive unit 16 and the second drive unit 26 can be fixed to the frame, for example, in the middle between the first wheel 12 and the second wheel 22.

[0076] Particularly preferably, the first drive unit 16, the second drive unit 26, the first propeller shaft 14 and the second propeller shaft 24 together form part of a drive axle (e.g. a front axle of the motor vehicle or a rear axle of the motor vehicle, preferably a, e.g. electric, commercial vehicle front axle or commercial vehicle rear axle).

[0077] The device 10 can have an imaginary transverse axis 36 which runs through a center point of the first wheel 12 and a center point of the second wheel 22. Furthermore, the first cardan shaft 14 can be arranged at an angle to the transverse axis 36 at a first bending angle β1. Furthermore, the second cardan shaft 24 can be arranged at an angle to the transverse axis 36 at a second bending angle β2. The first end 14a can, for example, have a universal joint 15a, via which the first cardan shaft 14 is drivingly connected to the first wheel 12. The second end 14a can, for example, have a universal joint 15b, via which the first cardan shaft 14 is drivingly connected to the first motor shaft 16a or the first gear stage 18. The second end 24a can, for example, B. have a universal joint 25a, via which the second drive shaft 24 is drivingly connected to the second wheel 22. The second end 24a of the second drive shaft 24 can, for example,have a universal joint 25b, via which the second cardan shaft 24 is drivingly connected to the second motor shaft 26a or the second gear stage 28.

[0078] The device 10 can (e.g., to form an external planetary axle) have a further gear stage (e.g., a planetary gear) that is operatively arranged between the first cardan shaft 14 and the first wheel 12. Alternatively or additionally, the device 10 (e.g., to form an external planetary axle) can have an additional gear stage (e.g., a planetary gear) that is operatively arranged between the second cardan shaft 24 and the second wheel 22. Preferably, the further gear stage and / or the additional gear stage are each a reduction gear stage (e.g., with a gear ratio greater than 1 or, for example, with a gear ratio down).

[0079] The Fig. 2 and Fig. 3 show two embodiments of the device 10.

[0080] According to the Fig. In the embodiment illustrated in Figure 2, the device 10 can have an axle body 40. The axle body 40 can extend (e.g., in an arcuate shape) between the first wheel 12 and the second wheel 22. The axle body 40 can be mounted on the vehicle side via bearings 43. The first drive unit 16 and / or the second drive unit 26 can be arranged (e.g., at least in sections) within a receiving space 42 inside the axle body 40 (e.g., inside the arcuate shape). Optionally, the first drive unit 16 and / or the second drive unit 26 are fastened to the vehicle side (e.g., to a vehicle chassis; not shown) independently of the axle body 40. Furthermore, it is conceivable for the axle body 40 to be fastened at its end regions to a wheel body of the first wheel 12 or the second wheel 22, respectively. Furthermore, it is conceivable that the axle body 40 has a spring element 41 at each of its end regions, which is arranged between the axle body 40 and, for example,are arranged to act on the vehicle chassis. Preferably, the axle body 40 is part of a De-Dion axle or a rigid axle construction.

[0081] According to the Fig.3, the device 10 can have a first (e.g. substantially U-shaped or e.g. substantially V-shaped) steering knuckle 44. The steering knuckle 44 can be mounted on the vehicle side, for example, via bearings 49. Furthermore, the device 10 can have a second (e.g. substantially U-shaped or e.g. substantially V-shaped) steering knuckle 46. The steering knuckle 46 can also be mounted on the vehicle side, for example, via bearings 49. The first wheel 12 can be suspended from the first steering knuckle 44. The second wheel 22 can be suspended from the second steering knuckle 46. The device 10 can have a spring element 45, which is arranged so as to act, for example, between the steering knuckle 44 and the vehicle chassis. The device 10 can have a spring element 47, which is arranged so as to act, for example, between the steering knuckle 44 and the vehicle chassis. B. is arranged to act between the steering knuckle 46 and the vehicle chassis.

[0082] The first steering knuckle 44 and the second steering knuckle 46 can define a receiving space 48. The first drive unit 16 and / or the second drive unit 26 can be arranged (e.g., at least in sections) within the receiving space 48. The steering knuckles 44, 46 can, for example, be part of an independent wheel suspension.

[0083] Although the invention has been described with reference to specific embodiments, it will be apparent to a person skilled in the art that various changes may be made and equivalents may be substituted without departing from the scope of the invention. Consequently, 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 features of the subclaims, independent of the claims referred to. All ranges herein are to be understood as disclosed in such a way that, as it were, all values ​​falling within the respective range are individually disclosed, e.g., also as preferred, narrower outer limits of the respective range. Reference symbol 10 Device 12 first wheel 14 first drive shaft 14a first end of the first drive shaft 14b second end of the first drive shaft 15a universal joint 15b universal joint 16 first drive unit 16a first motor shaft 16b Side of the first drive unit facing away from the first wheel 16c side of the first drive unit facing the second drive unit 18 first gear stage 22 second wheel 24 second drive shaft 24a first end of the second drive shaft 24b second end of the second drive shaft 25a universal joint 25b universal joint 26 second drive unit 26a second motor shaft 26b Side of the second drive unit facing away from the second wheel 26c side of the second drive unit facing the first drive unit 28 second gear stage 36 Transverse axis 40 axle beams 41 spring elements 42 Recording Room 43 Storage 44 first steering knuckle 45 spring element 46 second steering knuckle 47 Spring element 48 Recording Room 49 Storage 50 Longitudinal center axis 52 angle range L longitudinal direction Q transverse direction M Middle level P Viewing direction parallel to the median plane S Viewing direction perpendicular to the median plane β1 first bending angle β2 second bending angle

Claims

[1] Device (10) for driving a motor vehicle, the device (10) comprising: a first wheel (12) and a second wheel (22), wherein a center plane (M) is arranged centrally between the first wheel (12) and the second wheel (22); a first, preferably electric, drive unit (16); a first drive shaft (14) which connects the first drive unit (16) to the first wheel (12) and which extends from the first wheel (12) beyond the center plane (M); a second, preferably electric, drive unit (26); and a second drive shaft (24) which connects the second drive unit (26) to the second wheel (22) and which extends from the second wheel (22) beyond the center plane (M). [2] Device (10) according to claim 1, wherein: the first drive unit (16) has a first motor shaft (16a) which is arranged on a side (16b) of the first drive unit (16) facing away from the first wheel (12), wherein the first drive unit (16) is drivingly connected to the first cardan shaft (14) via the first motor shaft (16a); and / or the second drive unit (26) has a second motor shaft (26a) which is arranged on a side (26b) of the second drive unit (26) facing away from the second wheel (22), wherein the second drive unit (26) is drivingly connected to the second cardan shaft (24) via the second motor shaft (26a). [3] Device (10) according to claim 2, wherein: the first motor shaft (16a) is aligned transversely, preferably perpendicularly, to the center plane (M); and / or the second motor shaft (26a) is aligned transversely, preferably perpendicularly, to the center plane (M); and / or the first motor shaft (16a) and the second motor shaft (26a) are arranged offset from one another along the center plane (M). [4] Device (10) according to claim 2 or 3, further comprising a transverse axis (36) passing through a center of the first wheel (12) and a center of the second wheel (22), wherein the first motor shaft (16A) and the second motor shaft (26A) are arranged on different sides of the transverse axis (36) in a plan view of the device (10). [5] Device (10) according to one of the preceding claims, further comprising: a first gear stage (18) which connects the first drive unit (16) and the first cardan shaft (14) in a driving manner; and / or a second gear stage (28) which connects the second drive unit (26) and the second cardan shaft (24) in a driving manner. [6] Device (10) according to claim 5, wherein: the first gear stage (18) is arranged on a side (16b) of the first drive unit (16) facing away from the first wheel (12); and / or the second gear stage (28) is arranged on a side (26b) of the second drive unit (26) facing away from the second wheel (22); and / or the first gear stage (18) and the second gear stage (28) are arranged on different sides with respect to the center plane (M). [7] Device (10) according to one of the preceding claims, wherein: the first drive shaft (14) extends, preferably obliquely, along the first drive unit (16) and / or the second drive shaft (24) extends, preferably obliquely, along the second drive unit (26); and / or the first drive shaft (14) and the second drive shaft (24) extend along mutually facing sides (16c, 26c) of the first drive unit (16) and the second drive unit (26), preferably obliquely. [8] Device (10) according to one of the preceding claims, wherein: the first drive shaft (14) and the second drive shaft (24) are arranged to overlap at least in sections with respect to a viewing direction (S) perpendicular to the center plane (M) and / or with respect to a viewing direction (P) parallel to the center plane (M); and / or the first propeller shaft (14) and the second propeller shaft (24) are aligned substantially parallel to each other; and / or a longitudinal axis of the first propeller shaft (14) extends in a first vertical plane, a longitudinal axis of the second propeller shaft (24) extends in a second vertical plane, and the first vertical plane and the second vertical plane are substantially parallel. [9] Device (10) according to one of the preceding claims, wherein: the first cardan shaft (14) has a first end (14a) and a second end (14b), wherein the first end (14a) is drivingly connected to the first wheel (12) and the second end (14b) is drivingly connected, preferably via a first gear stage (18), to the first drive unit (16), wherein the first end (14a) and the second end (14b) of the first cardan shaft (14) are arranged offset from one another in a viewing direction (S) perpendicular to the center plane (M) and / or with respect to a viewing direction (P) parallel to the center plane (M); and / or the second cardan shaft (24) has a first end (24a) and a second end (24b), wherein the first end (24a) of the second cardan shaft (24) is drivingly connected to the second wheel (22) and the second end (24b) of the second cardan shaft (24) is drivingly connected to the second drive unit (26), preferably via the second gear stage (28), wherein the first end (24a) and the second end (24b) of the second cardan shaft (24) are arranged offset from one another with respect to a viewing direction (S) perpendicular to the center plane (M) and / or with respect to a viewing direction (P) parallel to the center plane (M). [10] Device (10) according to one of the preceding claims, further comprising a transverse axis (36) passing through a center of the first wheel (12) and a center of the second wheel (22), wherein the first cardan shaft (14) is arranged at an angle to the transverse axis (36) at a first bending angle (β1); and / or the second cardan shaft (24) is arranged at an angle to the transverse axis (36) at a second bending angle (β2). [11] Device (10) according to one of the preceding claims, wherein the first drive unit (16), the second drive unit (26), the first cardan shaft (14) and the second cardan shaft (24) together form part of a drive axle. [12] Device (10) according to one of the preceding claims, further comprising: an axle body (40) which extends, preferably in an arc shape, between the first wheel (12) and the second wheel (22), wherein the first drive unit (16) and / or the second drive unit (26) are arranged within a receiving space (42) inside the axle body (40). [13] Device (10) according to one of claims 1 to 11, further comprising: a first, preferably substantially U-shaped or substantially V-shaped, steering knuckle (44) and a second, preferably substantially U-shaped or substantially V-shaped, steering knuckle (46), wherein the first wheel (12) is suspended from the first steering knuckle (44) and the second wheel (22) is suspended from the second steering knuckle (46), wherein the first drive unit (16) and / or the second drive unit (26) is / are arranged at least in sections within a receiving space (48) which extends between the first steering knuckle (44) and the second steering knuckle (46). [14] Device (10) according to one of the preceding claims, comprising: a further gear stage arranged to act between the first drive shaft (14) and the first wheel (12); and / or an additional gear stage arranged to act between the second cardan shaft (24) and the second wheel (22). [15] Motor vehicle, preferably commercial vehicle, wherein the motor vehicle comprises: a device (10) according to one of the preceding claims, wherein preferably a longitudinal center axis (50) of the motor vehicle lies in the center plane (M).

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