Modular drive arrangement

Abstract

Modular drive arrangement for driving a drive axle of a motor vehicle, comprising: an input shaft (10), a power split unit (1) for driving a first output shaft (7) and a second output shaft (8), wherein the power split unit has a drive (4) for transmitting rotary motion and a module interface, a first transmission module (2), wherein the first transmission module has a first input part (20) connectable to the input shaft (10), and wherein the first transmission module has an output part (5) connectable to the drive (4), a second transmission module (3), wherein the second transmission module has a second input part (30) connectable to the input shaft (10), and wherein the second transmission module has an output part (5) connectable to the drive (4), wherein either the first transmission module (2) is connected to the module interface,or the second translation module (3) is connected to the module interface, wherein the first translation module (2) has a fixed translation ratio between the input shaft (10) and the drive (4), wherein the second translation module (3) has a variable translation ratio between the input shaft (10) and the drive (4), and wherein the first translation module (2) and the second translation module (3) are interchangeable.

Description

The invention relates to a modular drive arrangement for driving a drive axle of a motor vehicle, in particular a motor vehicle with an electric drive. An electric drive can serve as the sole drive for a motor vehicle or be provided in addition to an internal combustion engine, wherein the electric drive and the internal combustion engine can each drive the motor vehicle independently or together in a superimposed manner. Such drive concepts are also referred to as "hybrid drives". An electric drive system typically comprises an electric motor and a downstream reduction gearbox that converts a rotary motion from fast to slow. The reduction gearbox then transmits the torque to the vehicle's drivetrain. A differential gearbox, located downstream of the reduction gearbox in the torque flow, divides the applied torque between two output shafts to drive the vehicle's wheels. The two output shafts of the differential gearbox have a compensating effect on each other; that is, if one output shaft rotates faster, the other rotates correspondingly slower, and vice versa. Electric axle systems must be decoupled at high speeds due to the maximum permissible speed of the electric motor and the applied gear ratio. Electric drives with multi-speed transmissions and clutch shifting require considerable structural complexity for the clutches and actuators. Multi-speed transmissions with synchronizers require high shifting forces, which places high demands on the actuator. WO 2015 / 149875 A1 discloses, for example, a method for controlling an actuation arrangement for a clutch, which enables comfortable or fast switching and compensation of position changes due to varying tolerance positions of the individual parts and wear during the service life. From WO 2017 / 157479 A1, an electric drive is known that enables a precisely controllable torque distribution to the two axle shafts and is simultaneously simple and compact in design. Due to the maximum permissible speed of the electric motor and the applied gear ratio, electric axle systems must be decoupled at high driving speeds.The electric drive for powering a drive axle of a motor vehicle comprises an electric machine with a motor shaft designed as a hollow shaft, a transmission unit with a transmission shaft which can be driven by the motor shaft, a dual clutch unit with a clutch basket which can be driven by the transmission shaft, a first multi-plate pack and a first clutch hub for driving a first output shaft, and a second multi-plate pack and a second clutch hub for driving a second output shaft, wherein one of the two output shafts extends through the hollow shaft of the electric machine.A first actuator actuates the first clutch pack, and a second actuator actuates the second clutch pack. The first and second actuators can be controlled independently by a control unit, allowing for independent and variable adjustment of the first torque transmitted from the first clutch pack to the first clutch hub and the second torque transmitted from the second clutch pack to the second clutch hub. An advantage of the electric drive is that the dual-clutch arrangement enables variable torque distribution to the two output shafts. A differential gear for torque distribution to the two output shafts is not required. From FR 3 014 985 A1, a reduction gear for a motor vehicle transmission is known, comprising, on the one hand, a continuously variable reduction device with a primary pulley and a secondary pulley, and, on the other hand, a reduction device with a planetary gear set. The continuously variable reduction device and the reduction device with planetary gear set are connected to at least one input shaft designed for connection to a vehicle engine, a primary shaft, and a secondary shaft. The primary pulley rotates with the primary shaft. The secondary pulley rotates with a tertiary shaft connected to the secondary shaft. A power distribution unit is arranged between the input shaft and the aforementioned planetary gear set, which can receive the power distributed by the power distribution unit and the secondary pulley. From DE 11 2010 005 738 T5, an electric drive for a motor vehicle is known, comprising an electric motor and a transmission unit, wherein the transmission unit has a first transmission stage driven by the electric motor, a second transmission stage driven by the first transmission stage and a differential gear driven by the second transmission stage, wherein the first transmission stage has two drive wheels, wherein one drive wheel is arranged coaxially to an output shaft of the electric motor and can be driven by the electric motor to rotate about a first axis of rotation, and wherein the further driven wheel is connected to the one drive wheel and can be driven to rotate about a second axis of rotation, wherein the second axis of rotation is arranged parallel to and offset from the first axis of rotation, and wherein the second transmission stage and the differential gear are arranged coaxially to the second axis of rotation. AT 513 352 A1 discloses a drivetrain for a vehicle, in particular an electric vehicle with a range extender, comprising a first electric machine which is connected to at least one drive shaft of the vehicle via a planetary gear unit comprising a first, second, and third planetary gear unit, a second electric machine which is connected to the first electric machine via the planetary gear unit, and an internal combustion engine which is connected to the first electric machine. A compact drivetrain with high variability is achieved by arranging a switchable first clutch between the internal combustion engine and the second electric machine. WO 2017 / 157479 A1 discloses an electric drive for powering a drive axle of a motor vehicle, comprising: a housing arrangement; an electric machine with a hollow shaft rotatably mounted about an axis of rotation; a transmission unit with a transmission shaft rotatably driven by the motor shaft about an axis of rotation parallel to the axis of rotation; a dual-clutch unit with a clutch basket rotatably driven by the transmission shaft about the axis of rotation and two clutch packs, the clutch basket having a shell section and two cover sections; two actuators arranged outside the clutch basket; two power transmission elements for transmitting a force generated by the actuator to the clutch packs, the cover sections each having several circumferentially distributed through-openings through which cams of the power transmission elements extend; and a control unit for controlling the actuators. From WO 2015 / 149875 A1 is a method for controlling an actuating arrangement for a clutch in the drive train of a motor vehicle, wherein the actuating arrangement has a drive for moving an actuating element for actuating the clutch unit, wherein the method has the following steps: sensing a position signal representing the position of the actuating element; sensing a force signal representing the actuating force for moving the actuating element; controlling the drive by means of an electronic control unit depending on the position signal and the force signal. There is therefore a wide variety of different gearbox types, which can be used depending on the requirements and application. The effort required to provide correspondingly different drive configurations is considerable, both during the development phase and during manufacturing. One object of the invention is to provide a drive arrangement for driving a drive axle of a motor vehicle, in particular a motor vehicle with an electric drive, which is suitable for reducing the effort required to provide different drive arrangements. The problem is solved by a modular drive arrangement according to claim 1. Preferred embodiments and advantageous further developments are the subject of the dependent claims. The modular drive arrangement serves to power one drive axle of a motor vehicle, in particular as the sole drive for that axle, for example, by an electric drive. At least one other drive axle of the motor vehicle can be driven by a separate drive unit with a separate power source, such as an internal combustion engine. A mechanical drive connection between the two drive systems is not explicitly provided for, but is also not categorically excluded. The modular drive arrangement according to the invention comprises an input shaft and a power splitting unit for driving a first output shaft and a second output shaft, wherein the power splitting unit has a drive for transmitting a rotary motion and a module interface. Furthermore, the modular drive arrangement according to the invention comprises a first transmission module, wherein the first transmission module has a first input part connectable to the input shaft and an output part connectable to the drive, and a second transmission module, wherein the second transmission module has a second input part connectable to the input shaft and an output part connectable to the drive.According to the invention, either the first translation module is connected to the module interface, or the second translation module is connected to the module interface, wherein the first translation module has a fixed transmission ratio between the input shaft and the drive, and wherein the second translation module has a variable transmission ratio between the input shaft and the drive. Preferably, the second translation module has two switchable transmission stages with different transmission ratios. The number of different transmission modules is not limited to two. Preferably, further transmission modules with different transmission ratios and / or with more than two switchable transmission stages are provided. For the purposes of the invention, the terms "transmission module" and "modular drive arrangement" are to be understood as meaning that the modular drive arrangement according to the invention comprises a portion of components that remain unchanged and can be connected to different transmission modules to form the drive system. This unchanged portion comprises the power distribution unit and preferably the input shaft. The input shaft could also be considered part of the transmission modules. The connected transmission module can be separated and replaced by another transmission module. Depending on which transmission module is used, the drive arrangement acquires a specific functionality, namely different transmission ratios or...Translation stages. Where the term translation modules is used generally, it refers to at least the first translation module and the second translation module, as well as any further translation modules. The drive arrangement is only functional with one of the translation modules. The boundary between the modularly interchangeable components and the fixed components is referred to as the module interface for the purposes of the invention. A key function of the module interface is to close a power path between the modularly interchangeable components and the fixed components. One advantage of the modular drive arrangement according to the invention is that it enables a standardization of the design and use of identical parts between different gearbox variants, which reduces the effort required for development and production. According to a preferred embodiment of the drive arrangement, the drive includes an intermediate shaft, the intermediate shaft being driven by the output part of the first or second transmission module. The intermediate shaft thus forms part of the module interface. In particular, the intermediate shaft is designed as a hollow shaft and features a plug-in connection as its module interface for rotationally fixed connection to the output part of the first or second transmission module. The power split unit can, for example, be designed as a differential, with one differential basket of the differential being driven by the intermediate shaft. According to a further preferred embodiment of the drive arrangement, the power split unit is designed as a dual-clutch unit, with one clutch basket of the dual-clutch unit being driven by the intermediate shaft. Preferably, a first torque that can be transmitted from the dual-clutch unit to the first output shaft and a second torque that can be transmitted from the dual-clutch unit to the second output shaft are independently and variably adjustable. According to a further preferred embodiment of the drive arrangement, the first transmission module and the second transmission module each have a module housing, wherein the respective input part is rotatably mounted on the respective module housing. Preferably, the module housings of the first transmission module and the second transmission module each have a bearing for rotatably mounting the input shaft. According to a further preferred embodiment of the drive arrangement, the module interface has a bearing, wherein the first translation module or second translation module connected to the module interface is rotatably mounted between the respective input part and the respective output part by the bearing. According to a further preferred embodiment of the drive arrangement, the first input part of the first transmission module is designed as a gear. This achieves a fixed transmission ratio. The input shaft and the first input part act together, in particular, as a reduction gear that translates a rotary motion from fast to slow. Thus, the first input part rotates more slowly than the input shaft. The speed ratio can be, for example, between 6.0 and 10.0, preferably 8.6, although other values ​​are not excluded. According to a further preferred embodiment of the drive arrangement, the second transmission module has two transmission stages with different transmission ratios. In particular, the input part of the second transmission module is designed as a ring gear of a planetary gear set, wherein the ring gear has external teeth. Preferably, a planet carrier of the planetary gear set is rigidly connected to the output part of the second transmission module. More preferably, a central gear of the planetary gear set is rotatably mounted on the module housing, wherein a first clutch is provided to selectively allow or disconnect torque transmission from the central gear set to the module housing. More preferably, a second clutch is provided to selectively allow or disconnect torque transmission from the ring gear set to the central gear set or to the planet carrier set.This achieves a particularly preferred embodiment of the modular drive arrangement, wherein in the first transmission stage the first clutch connects the central gear to the module housing in a rotationally fixed manner and the second clutch separates the ring gear from the central gear or planet carrier, wherein in the second transmission stage the first clutch separates the central gear from the module housing and the second clutch connects the ring gear to the central gear or to the planet carrier in a rotationally fixed manner. According to a further embodiment, the housing of the power splitting unit can comprise several housing parts that can be connected to or are connected to one another. A joining plane of two housing parts can, in particular, be located in an axial overlap area with the drive part or an input part of the power splitting unit connected to the drive. The input part of the power splitting unit can, for example, be a clutch basket or a differential basket. A particularly advantageous configuration for assembly purposes is one in which the two housing parts are such that a first housing part accommodates a first bearing for the drive part and a first bearing for the input part of the power splitting unit, and that the second housing part accommodates a second bearing for the drive part and a second bearing for the input part of the power splitting unit.The housing part that can be connected to the first or second translation module can also have a bearing for the input shaft of the drive arrangement and / or for an output shaft of the first or second translation module connected to the module interface. The invention is explained in more detail below with reference to an exemplary embodiment and the accompanying drawings. These illustrations are merely exemplary and do not limit the general concept of the invention. Fig. 1 shows an embodiment of the modular drive arrangement according to the invention for driving a drive axle of a motor vehicle, with a power splitting unit without a transmission module; Fig. 2 shows the embodiment according to Fig. 1 with a first transmission module; Fig. 3 shows the embodiment according to Fig. 1 with a second transmission module. Figure 1 shows a sectional view of an embodiment of the modular drive arrangement according to the invention for driving a drive axle of a motor vehicle. A power splitting unit 1 is shown without a transmission module to illustrate the non-modular, i.e., interchangeable, components of the embodiment. Figure 2 shows a further sectional view of the embodiment of the modular drive arrangement according to the invention for driving a drive axle of a motor vehicle. The power splitting unit 1 is shown here with a first transmission module 2. Figure 3 shows a further sectional view of the embodiment of the modular drive arrangement according to the invention for driving a drive axle of a motor vehicle. A power splitting unit 1 is shown with a second transmission module 3, which replaces the first transmission module 2 according to Figure 2. The first translation module 2 and the second translation module 3 are interchangeable. The power splitting unit 1 is identical in all illustrations. The modular drive arrangement is first described jointly with reference to Figures 1, 2, and 3. The details of the differences between the interchangeable translation modules 2 and 3 are then discussed in more detail with reference to Figures 2 and 3. The modular drive arrangement for driving a drive axle of a motor vehicle comprises an input shaft 10, which is rotatably mounted on a housing 9 of the power splitting unit 1 by means of a bearing 11, which may, for example, be in the form of a ball bearing. The input shaft 10 is further supported by a bearing 12 in a module housing 41, which may, for example, be in the form of a roller bearing. In principle, the input shaft 10 can also be supported exclusively on the housing 9 or on the module housing 41, whereby, particularly in the latter case, the input shaft 10 is to be attributed to the transmission modules 2, 3. In the illustrated embodiment, the input shaft 10 forms part of the power splitting unit 1. The power splitting unit serves to drive a first output shaft 7 and a second output shaft 8. The power splitting unit 1 has a drive 4 for transmitting or...to initiate a rotary motion. The drive 4, which can also be referred to as the drive component, is here an intermediate shaft 6 designed as a hollow shaft with a pinion 14. The intermediate shaft 6 is rotatably mounted on the housing 9. The pinion 14 transmits a rotary motion of the intermediate shaft 6 to a clutch basket 15 of a dual-clutch unit 16. The modular drive arrangement according to the invention is designed to drive one drive axle of a motor vehicle, in particular as the sole drive for this drive axle, for example by an electric drive (not shown). Another drive axle of the motor vehicle can be driven by a further drive unit with a separate drive source, for example an internal combustion engine. No mechanical drive connection between the two drive systems is required. The electric motor, for example, drives the input shaft 10 by rotating it. The rotary motion of the input shaft 10 is transmitted via one of the transmission modules 2, 3 downstream in the power path, which will be discussed in more detail later, and the intermediate shaft 6 to the dual-clutch unit 16. The intermediate shaft 6 and the dual-clutch unit 16 act together as a reduction gear, converting the rotary motion from fast to slow. Thus, a clutch basket 15 of the dual-clutch unit 16 rotates more slowly than the intermediate shaft 6. The dual-clutch unit 16 distributes the applied torque to the two side shafts 7, 8, which each serve to drive their respective corresponding vehicle wheel. The intermediate shaft 6 is designed as a hollow shaft and is rotatably mounted in the housing 9 about an axis of rotation A by means of bearings 17, 18. The pinion 14 is non-rotatably connected to the intermediate shaft 6, in particular as an integral part of it.The pinion 14 meshes with a ring gear 19 to drive the dual clutch unit 16. The ring gear 19 is fixedly connected to the clutch basket 15 of the dual clutch unit 16 and can, for example, be designed as a single piece with it, although other connections such as a material-bonded connection by means of welding and / or a force-fit connection by means of screws are also possible. The dual-clutch unit 16 comprises, in addition to the clutch basket 15 which is driven by the intermediate shaft 6, two clutch hubs 23, 24 as clutch output components. Torque is transmitted from the clutch basket 15 to the respective clutch hub 23, 24 via a multi-plate pack 25, 26. The multi-plate packs 25, 26 each comprise outer plates that are fixed to the clutch basket 15 and axially movable, as well as inner plates that are fixed to the clutch hub 23, 24 and axially movable, arranged alternately. The two clutches are identical in their construction, particularly in their geometric dimensions such as the outer diameter of the hub, the inner diameter of the hub, and the diameters of the outer and inner plates. The first clutch hub 23 is drivenly connected to the first output shaft 7, and the second clutch hub 24 is driven by the second output shaft 8.The clutch basket 15 comprises a shell section 31, which can also be referred to as a sleeve or cylinder section, and two cover sections 32, 33 connected to and laterally bounding the shell section. According to the present embodiment, the clutch basket is constructed in three parts, wherein the shell section 31 and the cover sections 32, 33 are manufactured as separate components and subsequently joined together, in particular by welding. In this respect, the shell section 31 can also be referred to as the shell part and the cover sections 32, 33 as the cover parts. The cover sections 32, 33 each have an integrally formed sleeve extension 34, 35 for receiving a corresponding clutch bearing (not shown), by which the clutch basket is rotatably mounted in the housing 9. Each of the two clutches can be individually actuated by a corresponding actuator 47, 49. Two actuators 47, 49 can be controlled independently of each other by means of a control unit (not shown), so that a first torque, transmissible from the first clutch plate 25 to the first clutch hub 23, and a second torque, transmissible from the second clutch plate 26 to the second clutch hub 24, can be variably adjusted independently of each other. It is evident that the two actuators 47, 49 are designed as hydraulic actuators in this case, but this is not the only possible design. Electromotive or electromagnetic actuators can also be used. The first actuator 47 for actuating the first clutch (23, 25) is received or supported in the first housing part 38. The opposing second actuator 48 for actuating the second clutch (24, 26) is received or supported in the second housing part 39.Each actuator 47, 49 comprises a ring piston which is hydraulically movable in the respective housing part, as well as a force transmission mechanism which transmits a displacement movement of the ring piston to the associated lamellar package 25, 26 in order to actuate it. The first clutch hub 23 is non-rotatably connected to the first output shaft 7, which can transmit the applied torque via a constant velocity joint to a first side shaft (not shown). The second clutch hub 24 is non-rotatably connected to the second output shaft 8. The two clutch hubs 23, 24 are axially supported against each other and against the clutch basket 15. The clutch hubs 23, 24 are rotatably mounted relative to the clutch basket 15 about an axis of rotation B by means of bearings 48, 50. For this purpose, the clutch hubs 23, 24 each have a sleeve extension projecting axially outwards. One of the bearings 48, 50 is seated between an outer surface of the sleeve extension and an inner surface of the respective cover part 32, 33. According to the invention, the power distribution unit 1 has a module interface which serves for connection to one of the transmission modules 2, 3. This includes, in particular, an internal toothing 22 in the hollow shaft 6 of the drive 4, via which a rotary motion can be transmitted from the respective transmission module 2, 3 to the drive 4. Furthermore, a bearing 27 for receiving a shaft 28 of the respective transmission module 2, 3, as well as corresponding housing connection points of the housing 9 are provided. According to the invention, either the first transmission module 2 or the second transmission module 3 is connected to the module interface, wherein the first transmission module 2 has a fixed transmission ratio between the input shaft 10 and the drive part 4, while the second transmission module 3 has a variable transmission ratio between the input shaft 10 and the drive part 4.The first transmission module 2 has a first input part 20 that can be connected to the drive shaft 10 and an output part 5 that can be connected to the drive 4. The second transmission module 3 has a second input part 30 that can be connected to the drive shaft 10 and an output part 5 that can be connected to the drive 4. The output parts 5 of the first transmission module 2 and the second transmission module 3 are identical with respect to their connection structure and each form a rotationally fixed splined connection with the internal teeth 22 of the intermediate shaft 6. The housing 9 of the power splitting unit 1 comprises two housing parts 38, 39, which are connected to each other. It can be seen that a joining plane of the housing parts 38, 39 runs perpendicular to the axes of rotation A, B and is arranged in an axial overlap area with the toothing 14 of the drive part 4 and the meshing toothing 19 of the clutch basket 15, respectively. The first bearing 17 is received in the first housing part 38, and the second bearing 18 is received in the second housing part 39, by means of which the drive part 4 is rotatably mounted about the axis of rotation A in the housing 9. Furthermore, the first housing part 38 includes a bearing seat for receiving a first bearing (not shown) for the first sleeve extension 34, and the second housing part 39 includes a bearing seat for receiving a second bearing (not shown) for the second sleeve extension 35. The clutch basket 15 is rotatably mounted in the housing 9 about the axis of rotation B by means of the two bearings.It is further evident that the first housing part 38 includes the bearing 11 for the input shaft 10 and a bearing 27 for an output shaft of the first or second translation module 2, 3 to be connected to the module interface. The first translation module 2 and the second translation module 3 are described below with reference to Figures 2 and 3. The first translation module 2 and the second translation module 3 each have a module housing 41, wherein the respective input part 20, 30 is rotatably mounted on the respective module housing 41. Furthermore, the module housings 41 of the first translation module 2 and the second translation module 3 each have a bearing 12 for rotatably mounting the input shaft 10. The bearing 27 of the module interface rotatably receives the first translation module 2 or second translation module 3 connected to the module interface between the respective input part 20, 30 and the respective output part 5. The first transmission module 2 is described below with reference to Fig. 2. The first transmission module 2 has a transmission shaft 28, which is rotatably mounted about the axis of rotation A by means of a bearing 29 in the module housing 41 and by means of the bearing 27 in the housing 9. The input part 20 of the first transmission module 2 is designed as a fixed gear, in particular integrally with the transmission shaft 28. A toothing of the input shaft 10 engages with a toothing of the first input part 20 to transmit a rotary motion. The input shaft 10 and the first input part 20 act together as a reduction gear, which translates a rotary motion from fast to slow. Thus, the transmission shaft 28 rotates more slowly than the input shaft 10. The speed ratio is, for example, 8.6. At an end furthest from the input part 20, the transmission shaft 28 has an external toothed section as an output part 5, wherein the toothing is, in particular, integrally formed with the transmission shaft 28. The external toothed section is inserted into the intermediate shaft 6, which is designed as a hollow shaft, and thus forms a toothed plug connection for transmitting a rotary motion from the transmission shaft 28 to the intermediate shaft 6. The second transmission module 3 is described below with reference to Fig. 3. The second transmission module 3 has, in particular, two transmission stages with different transmission ratios. The second input part 30 of the second transmission module 3 is designed as a ring gear 42 of a planetary gear set. The ring gear 42 is rotatably mounted about the axis of rotation A by means of a bearing 43 in the module housing 41 and by means of the bearing 27 in the housing 9. The ring gear 42 has external teeth that mesh with the teeth of the input shaft 10 to transmit a rotary motion. The input shaft 10 and the ring gear 42 act together as a reduction gear, which translates a rotary motion from fast to slow. Thus, the ring gear 42 rotates more slowly than the input shaft 10. The speed ratio is, for example, 8.6.Preferably, the first and second transmission modules 2, 3 are designed such that the speed ratio of the first transmission module 2 is identical to a speed ratio of the second transmission module 3. Planet gears 46 are rotatably mounted on a planet carrier 44 of the planetary gear set. Their teeth mesh with both an internal toothing of the ring gear 42 and with an external toothing of a central gear 45. The toothing of the planet gears 46 with the ring gear 42 and with the central gear 45 is preferably designed as helical teeth. The planet carrier 44 of the planetary gear set is rigidly connected to the output part 5 of the second transmission module 3. The output part 5 has an external toothed section, which is inserted into the intermediate shaft 6, designed as a hollow shaft, thus forming a toothed plug connection for transmitting a rotary motion from the planet carrier 44 to the intermediate shaft 6.The central gear 45 of the planetary gear is rotatably mounted on the module housing 41, with a first clutch 36 being provided to selectively allow or disable torque transmission from the central gear 45 to the module housing 41. A second clutch 37 is provided to selectively allow or disable torque transmission from the ring gear 42 to the central gear 45. The first gear ratio is achieved by the first clutch 36 connecting the central gear 45 to the module housing 41 in a rotationally fixed manner, while the second clutch 37 disconnects the ring gear 42 from the central gear 45. The rotational motion of the ring gear 42 is thus transmitted to the planet carrier 44 via the planet gears 46 rotating around the central gear 45. The planetary gear set acts as a reduction gear, converting a rotational motion from fast to slow. Therefore, the planet carrier 44 rotates more slowly than the ring gear 42. The speed ratio is preferably 1.55. The resulting gear ratio, achieved by the second gear module 3 in the first gear ratio stage, is thus approximately 13.4. For the second gear stage, the first clutch 36 disconnects the central gear 45 from the module housing 41, while the second clutch 37 connects the ring gear 42 to the central gear 45 in a rotationally fixed manner. This locks the planetary gear set. With the central gear 45 now free to rotate, the rotational motion of the ring gear 42 is transmitted via the planet gears 46, which cannot rotate around the central gear 45, to the planet carrier 44. The rotational speeds of the ring gear 42 and the planet carrier 44 are therefore identical. Alternatively, the same result could be achieved by connecting the ring gear 42 directly to the planet carrier 44 via a clutch. Reference symbol list 1 Power split unit 2 First transmission module 3 Second transmission module 4 Drive 5 Output section 6 Intermediate shaft 7 First output shaft 8 Second output shaft 9 Housing 10 Input shaft 11 Bearing 12 Bearing 14 Pinion 15 Clutch basket 16 Dual clutch unit 17 Bearing 18 Bearing 19 Ring gear 20 First input section, gear 22 Internal gearing, plug connection 23 Clutch hub 24 Clutch hub 25 Clutch plate pack 26 Clutch plate pack 27 Bearing 28 Shaft 29 Shell section 30 Second input section 31 Shell section 32 Cover section 33 Cover section 34 Sleeve attachment 35 Sleeve attachment 36 First clutch 37 Second clutch 38 First housing section 39 Second housing section 41 Module housing 42 Ring gear 43 Bearing 44 Planet carrier 45 Central gear 46 Planet gears 47 First actuator 48 bearings 49 second actuator 50 bearings A, B rotary axes

Claims

Modular drive arrangement for driving a drive axle of a motor vehicle, comprising: an input shaft (10), a power split unit (1) for driving a first output shaft (7) and a second output shaft (8), wherein the power split unit has a drive (4) for transmitting rotary motion and a module interface, a first transmission module (2), wherein the first transmission module has a first input part (20) connectable to the input shaft (10), and wherein the first transmission module has an output part (5) connectable to the drive (4), a second transmission module (3), wherein the second transmission module has a second input part (30) connectable to the input shaft (10), and wherein the second transmission module has an output part (5) connectable to the drive (4), wherein either the first transmission module (2) is connected to the module interface,or the second translation module (3) is connected to the module interface, wherein the first translation module (2) has a fixed translation ratio between the input shaft (10) and the drive (4), wherein the second translation module (3) has a variable translation ratio between the input shaft (10) and the drive (4), and wherein the first translation module (2) and the second translation module (3) are interchangeable. Modular drive arrangement according to claim 1, characterized in that the drive (4) has an intermediate shaft (6), wherein the intermediate shaft is driven in a rotating manner by the output part (5) of the first translation module (2) or of the second translation module (3). Modular drive arrangement according to claim 2, characterized in that the intermediate shaft (6) is designed as a hollow shaft and has a plug connection (22) as a module interface for rotationally fixed connection to the output part (5) of the first translation module or the second translation module. Modular drive arrangement according to one of claims 2 or 3, characterized in that the power splitting unit (1) is designed as a dual clutch unit (16) or as a differential, wherein a clutch basket (15) of the dual clutch unit or a differential basket of the differential is driven by the intermediate shaft (6) in a rotating manner. Modular drive arrangement according to claim 4, characterized in that a first torque that can be transmitted from the dual clutch unit to the first output shaft (7) and a second torque that can be transmitted from the dual clutch unit to the second output shaft (8) are independently and variably adjustable. Modular drive arrangement according to one of the preceding claims, characterized in that the first translation module (2) and the second translation module (3) each have a module housing (41), wherein the respective input part is rotatably mounted on the respective module housing. Modular drive arrangement according to claim 6, characterized in that the module housings (41) of the first translation module (2) and the second translation module (3) each have a bearing (12) for rotatably supporting the input shaft (10). Modular drive arrangement according to one of the preceding claims, characterized in that the module interface has a bearing, wherein the first translation module (2) or second translation module (3) connected to the module interface is rotatably mounted by the bearing between the respective input part and the respective output part. Modular drive arrangement according to one of the preceding claims, characterized in that the input part (20) of the first translation module (2) is designed as a gear. Modular drive arrangement according to one of the preceding claims, characterized in that the second translation module (3) has two translation stages with different translation ratios. Modular drive arrangement according to one of the preceding claims, characterized in that the input part (30) of the second transmission module (3) is designed as a ring gear (42) of a planetary gear, wherein the ring gear has external teeth. Modular drive arrangement according to claim 11, characterized in that a planet carrier (44) of the planetary gear is fixedly connected to the output part (5) of the second transmission module (3). Modular drive arrangement according to one of claims 11 or 12, characterized in that a central gear (45) of the planetary gear is rotatably mounted on the module housing (41), wherein a first clutch (36) is provided to selectively allow or disconnect a torque transmission from the central gear to the module housing. Modular drive arrangement according to one of claims 11 to 13, characterized in that a second coupling (37) is provided to selectively allow or disconnect a torque transmission from the ring gear (42) to the central gear (45) or to the planet carrier (44). Modular drive arrangement according to claims 10 to 14, characterized in that in the first transmission stage the first clutch (36) connects the central gear (45) to the module housing (41) in a rotationally fixed manner and the second clutch (37) separates the ring gear (42) from the central gear (45) or planet carrier (44), wherein in the second transmission stage the first clutch (36) separates the central gear (45) from the module housing (41) and the second clutch (37) connects the ring gear (42) to the central gear (45) or to the planet carrier (44) in a rotationally fixed manner.

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