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 drive unit (30), preferably electric, a first wheel (12), a second wheel (22), a transfer case (20), 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 transfer case (20) is connected to the drive unit (30) via a drive connection. The transfer case (20) has a first output element (16) and a second output element (26). Preferably, the transfer case (20) is an axle differential. The first driveshaft (14) connects the first output element (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 drive shaft (24) connects the second output element (26) to the second wheel (22). The second drive shaft (24) extends from the second wheel (22) beyond the central 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 necessary 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 with regard to installation space, ground clearance, driving dynamics, and overall height, particularly preferably for a commercial vehicle, such as a truck or bus.

[0006] A basic idea is to provide a near-wheel drive of two wheels of a driven axle, wherein the wheels are each drive-connected to a shaft of a transfer case, wherein the shaft assigned to the respective wheel is arranged on the side of the transfer case facing away from the wheel.

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

[0008] The device for driving a motor vehicle comprises a (e.g. electric) drive unit, 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 transfer case, a first propeller shaft and a second propeller 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 transfer case is drivingly connected to the drive unit. The transfer case has a first output element and a second output element. The transfer case is preferably an axle differential.

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

[0012] The second drive shaft connects the second output element 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).

[0013] 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 it is connected 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 transfer case and the drive unit) higher and thus achieve greater ground clearance. In addition, the unsprung mass on the vehicle can be reduced (e.g. if the transfer case and / or the drive unit are fixed 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, if necessary, can be achieved.Steering angle and torque capacity. This provides an improved solution for the compact design of a wheel drive system that must accommodate suspension travel and, if necessary, steering angle in a limited space.

[0014] 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.

[0015] The transfer case is preferably connected to the drive unit via an input element. The terms "input element" and "output element" are not intended to restrict the direction of the power flow. For example, drive power can be transmitted from the drive unit via the transfer case to the first output element and to the second output element (e.g., when the drive unit is operating as an engine). However, it is also conceivable that drive power can be transmitted to the drive unit via the first output element and / or the second output element (e.g., when the drive unit is operating as a generator).

[0016] For example, "driven connection" can be understood as "connected in a way that transmits power." "Driven connection" can also be understood as "connected in a way that transmits (and optionally converts) drive power (e.g., speed and / or torque). The input element is preferably an input shaft. The first output element is preferably a first output shaft. The second output element is preferably a second output shaft.

[0017] For example, the first wheel is a left wheel and the second wheel is a right wheel (or vice versa).

[0018] In one embodiment, the first output element can be arranged on a side of the transfer case facing away from the first wheel. Alternatively or additionally, the second output element can be arranged on a side of the transfer case facing away from the second wheel. This allows the drive shafts to be designed to be particularly long, which can advantageously reduce the articulation angles of the drive shafts.

[0019] For example, if the first wheel is a left-hand wheel, the first output element can be located on the right side of the transfer case and / or the center plane, viewed in a direction parallel to the center plane. For example, if the second wheel is a right-hand wheel, the second output element can be located on the left side of the transfer case or the center plane, viewed in a direction parallel to the center plane.

[0020] The first output element and the first wheel can be arranged on different sides relative to the center plane. Furthermore, the second output element and the second wheel can be arranged on different sides relative to the center plane.

[0021] In one embodiment, the device can have a first gear stage that driveably connects the first output element and the first propeller shaft. Alternatively or additionally, the device can have a second gear stage that driveably connects the second output element 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 output element.

[0022] In one embodiment, the device may have an additional gear stage. The additional gear stage may driveably connect the drive unit to an input element of the transfer case, or to the first gear stage, or to the second gear stage, or to the first output element, or to the second output element (e.g., directly).

[0023] In one exemplary embodiment, the first gear stage and the second gear stage can be arranged on opposite sides of the transfer case, viewed perpendicular to the center plane. Alternatively or additionally, the first gear stage and the second gear stage can be arranged on opposite sides of the transfer case, viewed parallel to the center plane.

[0024] The first gear stage 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.

[0025] Alternatively or additionally, the second gear stage 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.

[0026] Alternatively or additionally, the further gear stage can also 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.

[0027] This can be advantageous, for example, in order to translate, preferably reduce, comparatively high speeds of an electric drive unit for driving operation to comparatively low speeds of the wheels.

[0028] The first propeller shaft can extend (e.g., diagonally) along the transfer case. Alternatively or additionally, the second propeller shaft can extend (e.g., diagonally) along the transfer case. Alternatively or additionally, the first propeller shaft and the second propeller shaft can extend (e.g., diagonally) along the transfer case on opposite sides of the transfer case. For example, it is conceivable that the first propeller shaft extends in front of the transfer case in a plan view and the second propeller shaft extends behind the transfer case (or vice versa).

[0029] 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.

[0030] 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.

[0031] 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 output element (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).

[0032] 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 output element (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).

[0033] In one embodiment, the device can have an (imaginary) transverse axis that runs through the centers of the first wheel and the second wheel. Optionally, the transfer case is arranged above the transverse axis. Alternatively or additionally, the first drive shaft can be arranged at an angle to the transverse axis at a first deflection angle. Alternatively or additionally, the second drive shaft can be arranged at an angle to the transverse axis at a second deflection angle. It is conceivable that by arranging the transfer case 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 transfer case relative to the transverse axis, a reduction in the second deflection angle can be achieved during a spring compression movement of the first wheel and / or 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.

[0034] In one embodiment, the drive unit can be arranged above (e.g., diagonally or directly above) the transfer case. The drive unit can, for example, be arranged directly above the transverse axle. Furthermore, it is conceivable that the drive unit is arranged, for example, in front of or behind an axle 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.

[0035] In one embodiment, the transfer case, the drive unit, the first propeller shaft, and the second propeller shaft can jointly form (e.g., at least) part of a drive axle (e.g., a spatially and structurally related drive axle assembly). Preferably, the drive unit is arranged directly next to the transfer case and / or attached to its housing. Optionally, the drive unit is arranged directly between the first wheel and the second wheel.

[0036] 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 transfer case is arranged within a receiving space inside (or surrounded by) the axle body (e.g., inside the arcuate shape), and the drive unit is arranged above (e.g., diagonally above) the transfer case. Preferably, the transfer case can be and / or is fastened to the vehicle 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 between the axle beam and a vehicle chassis. The axle beam is preferably part of a De Dion axle or a rigid axle construction. Thus, the receiving space can be advantageously used to accommodate the transfer case.

[0037] 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 transfer case may be arranged within a receiving space extending between the first steering knuckle and the second steering knuckle. The drive unit may be arranged above (e.g., diagonally above) the transfer case. 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 for arranging the transfer case.

[0038] In one embodiment, the first propeller shaft can be designed to follow a spring movement and / or a steering angle of the first wheel with its end drivingly connected to the first wheel.

[0039] 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.

[0040] It is conceivable for the first propeller shaft to have a length compensation device that is operatively arranged between the first wheel and the first output element. Furthermore, it is conceivable for the second propeller shaft to have a length compensation device that is operatively arranged between the second wheel and the second output element.

[0041] Furthermore, the device (e.g., for forming an external planetary axle) can have a further gear stage (e.g., a planetary gear) that is operatively arranged between the first propeller shaft and the first wheel. Furthermore, the device (e.g., for forming an external planetary axle) can have an additional gear stage (e.g., a planetary gear) that is operatively arranged between the second propeller shaft and the second wheel.

[0042] 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.

[0043] Preferably, a longitudinal center axis of the motor vehicle lies in the center plane as disclosed herein.

[0044] In this respect, it is conceivable that the longitudinal center axis is arranged centrally between the first wheel and the second wheel. The first drive shaft can extend from the first wheel beyond the longitudinal center axis. The second drive 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 transfer case with respect to the longitudinal center axis.

[0045] The previously described preferred embodiments and features of the invention can be combined with one another as desired.

[0046] Details and advantages of the invention are described below with reference to the accompanying drawings. They show: Fig. 1A is a schematic plan view of a device for driving a motor vehicle according to an embodiment; Fig. 1B the device from Fig. 1A with a drive unit arranged above it in plan view; Fig. 2A is a schematic plan view of a device for driving a motor vehicle according to an embodiment; Fig. 2B the device from Fig. 2A in side view; Fig. 3 is a schematic representation of a device for driving a motor vehicle according to an embodiment in plan view; and Fig. 4 a schematic representation of a device for driving a motor vehicle according to an embodiment in plan view.

[0047] Identical or functionally equivalent elements are designated by the same reference numerals in all figures and are partly not described separately.

[0048] In all figures, longitudinal directions L, transverse directions Q and height directions H are shown as examples to clarify the perspective. In the installed position of the device 10, the longitudinal direction L, the transverse direction Q and the height direction H preferably correspond to the transverse direction, longitudinal direction and height direction of the motor vehicle.

[0049] The Fig. 1A, Fig. 1B show an embodiment of a device 10 for driving a motor vehicle. In Fig. In order to improve the visibility of the remaining components of the device 10, the drive unit 30 has been omitted from Figure 1A.

[0050] The device 10 for driving a motor vehicle has a drive unit 30 (see e.g. Fig. 1B), a first wheel 12, a second wheel 22, a first drive shaft 14, a second drive shaft 24, and a transfer case 20 with a first output element 16 and a second output element 26. Optionally, the device 10 can also have, for example, a first gear stage 18 and a second gear stage 28.

[0051] 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 output element 16. The second wheel 22 is drivingly connected to the second output element 26.

[0052] 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.

[0053] The first output element 16 can be arranged on a side 20a of the transfer case 20 facing away from the first wheel 12. The second output element 26 can optionally be arranged on a side 20b of the transfer case 20 facing away from the second wheel 22.

[0054] For example, if the first wheel 12 is a left-hand wheel, then the first output element 16 can be arranged on the right side of the transfer case 20 (and optionally the center plane M or the longitudinal center axis 50), as viewed in a direction P parallel to the center plane M. If, for example, the second wheel 22 is a right-hand wheel, then the second output element 26 can be arranged on the left side of the transfer case 20 (and optionally the center plane M or the longitudinal center axis 50), as viewed in a direction P parallel to the center plane M.

[0055] The first output element 16 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. Furthermore, the second output element 26 and the second wheel 22 can be arranged on different sides with respect to the center plane M.

[0056] The first drive shaft 14 connects the first output element 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.

[0057] The second drive shaft 24 connects the second output element 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.

[0058] The first propeller shaft 14 may extend (e.g., obliquely) along the transfer case 20 (e.g., along the side 20d). Optionally, the second propeller shaft 24 may extend (e.g., obliquely) along the transfer case 20 (e.g., along the side 20c). As shown in Fig. 1A, the sides 20c, 20d can preferably be arranged opposite each other in the longitudinal direction L. In other words, it is conceivable that one of the drive shafts 14, 24 extends in the installed position of the device 10 in front of the transfer case 20 in the direction of travel of the motor vehicle and the other of the two drive shafts 14, 24 extends behind the transfer case 20 in the direction of travel.

[0059] 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. 1A shows 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.

[0060] 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.

[0061] 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 output element 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.

[0062] Alternatively or additionally, the second drive shaft 24 can have a first end 24a and a second end 24b. The first end 24a of the second drive shaft 24 is optionally drivingly connected to the second wheel 22. The second end 24b of the second drive shaft (24) can be drivingly connected to the second output element 26 (e.g. via the second gear stage 28). The first end 24a and the second end 24b of the second drive 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.

[0063] 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.

[0064] The first gear stage 18 can drive the first output element 16 and the first propeller shaft 14. The second gear stage 28 can drive the second output element 26 and the second propeller shaft 24.

[0065] As in Fig. 1A, 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 in the direction of travel to the front) between the first output element 16 and an 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 in the direction of travel to the rear) between the second output element 26 and an end 24b of the second cardan shaft 24 can be bridged.

[0066] An example is Fig. 1A shows that the first gear stage 18 and the second gear stage 28 are arranged on opposite sides 20a, 20b of the transfer case 20 with respect to a viewing direction P parallel to the center plane M (e.g., in plan view). However, it is also conceivable in principle that the first gear stage 18 and the second gear stage 28 are arranged on opposite sides 20c, 20d of the transfer case 20 with respect to a viewing direction S perpendicular to the center plane M.

[0067] 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.

[0068] 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.

[0069] The transfer case 20 is drivingly connected to the drive unit 30. Preferably, the transfer case 20 is an axle differential. Drive power (e.g., speed and torque) can be transmitted between the drive unit 30 via the transfer case 20 and the first output element 16 and / or the second output element 26. For example, it is conceivable that, during engine operation, drive power is transmitted from the drive unit 30 via the transfer case 20 to the first output element 16 and the second output element 26. However, it is also conceivable, for example, that, during generator operation, drive power is transmitted from the first output element 16 and the second output element 26 to the drive unit 30 via the transfer case 20.

[0070] The transfer case 20 is preferably drivingly connected to the drive unit 30 via an input element (not shown). The input element is preferably an input shaft. The first output element 16 is preferably a first output shaft. The second output element 26 is preferably a second output shaft.

[0071] The drive unit 30 is preferably an electric drive unit. The drive unit 30 can, for example, be fixed to the frame in the middle between the first wheel 12 and the second wheel 22, as shown in Fig. 1B is shown as an example.

[0072] Particularly preferably, the transfer case 20, the drive unit 30, 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).

[0073] The device 10 can have an imaginary transverse axis 36 which runs through the centers of the first wheel 12 and the second wheel 22. Optionally, the transfer case 20 is arranged above the transverse axis 36. 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 output element 16 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 output element 26 or the second gear stage 218.

[0074] The device 10 may have a further gear stage 32, as in Fig. 1B is shown as an example. The further gear stage 32 can driveably connect the drive unit 30 to an input element of the transfer case 20 or to the first gear stage 18 or to the second gear stage 28 or to the first output element 16 or to the second output element 26 (e.g., directly).

[0075] The further gear stage 32 can also 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. Fig. Figure 2A shows a device 10 for driving a motor vehicle according to an embodiment in a viewing direction P parallel to the center plane M (top view), similar to the embodiment of Fig. 1A and Fig. 1B.

[0076] In contrast to the design of the Fig. 1B, the further gear stage 32 is arranged axially offset from the second gear stage 28 along a transverse direction Q.

[0077] It is conceivable, for example, that the second gear stage 28 and the further gear stage 32 act on the same shaft in an axially offset manner.

[0078] Fig. 2B shows a view of the device 10 from Fig. 2A in a viewing direction S perpendicular to the median plane M.

[0079] Preferably, the drive unit 30 is arranged above the transfer case 20. Merely as an example, Fig. 2B shows that the drive unit 30 is arranged diagonally above the transfer case. However, it is also conceivable that the drive unit 30 is arranged, for example, directly above the transfer case. The drive unit 30 can, for example, be arranged directly above the transverse axis 36. An angular range 52 - also to be understood merely as an example - in which the transfer case 20 and the drive unit can be arranged relative to one another, is shown in Fig. 2B indicated with a bow arrow.

[0080] The Fig. 3 and Fig. 4 show two embodiments of the device 10.

[0081] According to the Fig. In the embodiment illustrated in Figure 3, 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 transfer case 20 can be arranged within a receiving space 42 inside the axle body 40 (e.g., inside the arcuate shape). Preferably, the drive unit 30 is arranged above (e.g., diagonally above) the transfer case 20. Optionally, the transfer case 20 is 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.

[0082] According to the Fig.4, 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.

[0083] The first steering knuckle 44 and the second steering knuckle 46 can define a receiving space 48. The transfer case 20 can be arranged within the receiving space 48. The drive unit 30 is preferably arranged above (e.g., diagonally above) the transfer case 20. The steering knuckles 44, 46 can, for example, be part of an independent wheel suspension.

[0084] 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 output element 18 First gear stage 20 transfer cases 20a Side of the transfer case facing away from the first wheel 20b Side of the transfer case facing away from the second wheel 20c, d Sides of the transfer case 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 output element 28 Second gear stage 30 drive unit 32 Additional gear stage 34 Input element 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 H Vertical direction 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 flexion angle β2 Second flexion angle

Claims

[1] Device (10) for driving a motor vehicle, the device (10) comprising: a preferably electric drive unit (30); 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 transfer case (20), preferably an axle differential, wherein the transfer case (20) is drivingly connected to the drive unit (30) and has a first output element (16) and a second output element (26); a first propeller shaft (14) which connects the first output element (16) to the first wheel (12) and which extends from the first wheel (12) beyond the center plane (M); and a second drive shaft (24) which drivingly connects the second output element (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 output element (16) is arranged on a side (20a) of the transfer case (20) facing away from the first wheel (12); and / or the second output element (26) is arranged on a side (20b) of the transfer case (20) facing away from the second wheel (22). [3] Device (10) according to one of the preceding claims, further comprising: a first gear stage (18) which connects the first output element (16) and the first drive shaft (14) in a driving manner; and / or a second gear stage (28) which connects the second output element (26) and the second drive shaft (24) in a driving manner. [4] Device (10) according to claim 3, wherein, 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), the first gear stage (18) and the second gear stage (28) are arranged on opposite sides (20a, 20b; 20c, 20d) of the transfer case (20). [5] Device (10) according to one of the preceding claims, further comprising: a further gear stage (32) which connects the drive unit (30) to an input element (34) of the transfer case (20) or to the first gear stage (18) or to the second gear stage (28) or to the first output element (16) or to the second output element (26). [6] Device (10) according to one of the preceding claims, wherein: the first propeller shaft (14) extends, preferably obliquely, along the transfer case (20) and / or the second propeller shaft (24) extends, preferably obliquely, along the transfer case (20); and / or the first propeller shaft (14) and the second propeller shaft (24) extend along opposite sides (20c, 20d) of the transfer case (20) on the transfer case (20), preferably obliquely. [7] 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. [8] 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 output element (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 propeller shaft (24) has a first end (24a) and a second end (24b), wherein the first end (24a) of the second propeller shaft (24) is drivingly connected to the second wheel (22) and the second end (24b) of the second propeller shaft (24) is drivingly connected to the second output element (26), preferably via the second gear stage (28), wherein the first end (24a) and the second end (24b) of the second propeller 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). [9] Device (10) according to one of the preceding claims, further comprising a transverse axis (36) passing through the centers of the first wheel (12) and the second wheel (22), wherein the transfer case (20) is arranged above the transverse axis (36); and / or 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). [10] Device (10) according to one of the preceding claims, wherein the drive unit (30) is arranged above, preferably obliquely or directly above, the transfer case (20). [11] Device (10) according to one of the preceding claims, wherein the transfer case (20), the drive unit (30), the first propeller shaft (14) and the second propeller 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 transfer case (20) is arranged within a receiving space (42) inside the axle body (40) and the drive unit (30) is arranged above, preferably obliquely above, the transfer case (20). [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 transfer case (20) is arranged within a receiving space (48) which extends between the first steering knuckle (44) and the second steering knuckle (46), and the drive unit (30) is arranged above, preferably obliquely above, the transfer case (20). [14] Device (10) according to one of the preceding claims, wherein: the first cardan shaft (14) is designed 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); and / or the second drive shaft (24) is designed 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). [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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