Drive module for automobile, method for operating brake and clutch of drive module, and automobile

Abstract

The present invention relates to a drive module (1) for a motor vehicle (2). The drive module (1) comprises at least a drive unit (3) having a drive shaft (4) and an axle (5) having a first output shaft (6) and a second output shaft (7). The first output shaft (6) and the second output shaft (7) can be connected to the drive shaft (4) in a manner capable of transmitting torque via at least one clutch (8, 9) or via each of the clutches (8, 9). The first output shaft (6) can be braked by a first brake (10), and the second output shaft (7) can be braked by a second brake (11). At least one of the brakes (10, 11) and the at least one clutch (8, 9) can be actuated by a common actuation unit (12, 13).

Description

[Technical Field]

[0001] The present invention relates to a drive module for a motor vehicle and to a method for actuating the brakes and clutches of the drive module. [Background technology]

[0002] The drive module comprises at least a drive unit with a drive shaft and an axle with a first output shaft and a second output shaft. The first output shaft and the second output shaft can be connected to the drive shaft in a manner that allows torque transmission via at least one clutch or via each clutch. The drive unit is, for example, an electric motor or an internal combustion engine. Each output shaft is in particular connected to a wheel of the vehicle. The axle can have only one clutch or two clutches.

[0003] Axles with one clutch are known as the Applicant's so-called Booster units, and axles with two clutches are known as the Applicant's Twinster units.

[0004] In particular, the possibility of regenerating power in electric vehicles places less strain on traditional wheel-side brakes than on conventionally powered vehicles with internal combustion engines. Reduced load on the brakes means that components such as brake pads and discs are subject to less wear and more corrosion. To prevent this, higher-quality materials must be used. At the same time, thorough maintenance is required to ensure the functionality of the brake system.

[0005] The wear that occurs when braking with a conventional open brake system increases the amount of fine dust emitted by a vehicle. The upcoming new legislation (Euro 7 emission standard) will also include fine dust particles emitted from brake pads. For this reason, brake filter systems or brake encapsulation are currently being considered.

[0006] System efficiency plays an increasingly important role, especially in the development of electric drives, which is why there is increasing discussion about reducing losses, for example through shutdown devices. To achieve a correspondingly high level of effectiveness, the switch-offs must be located as close as possible to the respective wheels, so that as little mass as possible moves with the wheels. This requires some additional work due to the additional components (such as shutdown devices for the wheel drives).

[0007] In the electric drive module known from DE 10 05 04 142 A1, an electric drive unit and a brake are provided at each wheel, the brake being designed as a multi-plate clutch.

[0008] In the drive unit known from DE 10 05 04 199 A1, each wheel of the axle is driven by an electric motor, and a brake is provided for each wheel, which has a common lubrication circuit with the gearbox of the drive unit. [Prior art documents] [Patent documents]

[0009] [Patent Document 1] DE 10 2020 123 806 [Patent Document 2] DE 10 2020 214 433 A1 Summary of the Invention [Problem to be solved by the invention]

[0010] It is an object of the present invention to provide a drive module and method of operation that can reduce fine dust emissions and brake wear, improve the system efficiency of the drive module, and provide a more controlled transition between regeneration and braking modes. [Means for solving the problem]

[0011] The above-mentioned problem is solved by a drive module as defined in the characterizing part of claim 1. Advantageous developments are the subject matter of the dependent claims. The individual features of the individual claims may be combined in any technically suitable manner and may be supplemented by the illustrative technical content and details of the figures of this specification, which disclose further design variants of the invention.

[0012] A drive module for a motor vehicle is proposed. The drive module comprises at least a drive unit with a drive shaft and an axle with a first output shaft and a second output shaft. The first output shaft and the second output shaft can be connected to the drive shaft in a manner that allows torque transmission via at least one clutch or via a clutch each. The first output shaft can be braked by a first brake, and the second output shaft can be braked by a second brake. At least one of the brakes and at least one clutch can be actuated by a common actuation unit.

[0013] The drive unit is, for example, an electric motor or an internal combustion engine.

[0014] The output shafts are each connected in particular to a wheel of a motor vehicle.

[0015] Either one clutch or two clutches are provided on the axles. In particular, two output shafts can be decoupled from the drive shaft by one clutch. If two clutches are provided, the output shafts can be decoupled from the drive shaft by corresponding clutches.

[0016] Each brake serves to brake the corresponding output shaft. In particular, each brake acts (only) in a force-locking manner, whereby each brake (only) produces a braking effect by friction force.

[0017] In particular, a brake is assigned to each of the output shafts or to each of the wheels of the axle of the vehicle.

[0018] In particular, an actuation unit is provided, by means of which at least one brake and one clutch can be actuated, or both brakes and one clutch can be actuated by the actuation unit, or both brakes and the clutch can be actuated by the actuation unit.

[0019] Alternatively, two actuation units may be provided, with one brake and one clutch actuated by a corresponding actuation unit, or one brake and one clutch actuated by one actuation unit, and the other brake and other clutch actuated by the other actuation unit.

[0020] A commonly known actuation unit is used in particular to actuate the brakes, i.e. to adjust the brakes 10, 11 between an open (first) state and a closed (second) state, in which there is in particular no braking effect, and in which there is in particular maximum braking effect, in which there is in particular a closed state.

[0021] A commonly known actuation unit is in particular (also) used to actuate the clutch, i.e. to adjust the clutch between an open (first) state and a closed (second, locked) state. In the open state, the input shaft and the output shaft connectable to the input shaft via the clutch are in particular not coupled. In the closed or locked state, the input shaft and the output shaft connectable to the input shaft via the clutch are in particular coupled. In particular, in the closed state, there is a no-slip coupling, i.e. the drive shaft and the output shaft are connected without a speed difference. However, in particular, an adjustable coupling can be realized by the clutch, i.e. a predetermined slip, i.e. a speed difference, can be allowed or set between the input shaft and the output shaft.

[0022] Generally known actuation units serve to displace at least a part of the brake or clutch, thereby enabling this part to be moved towards or away from the connectable part (in particular in a force-locking manner), and in particular the displacement can be adjusted so that the displaceable part can assume various positions between the open and closed state.

[0023] However, it is also possible that the displacement is not adjustable, in which case the displaceable part cannot assume any other position between the open and closed state, such displacement being possible in particular with form-locking connections such as interlocking connections.

[0024] The proposed actuation unit is responsible for actuating the brake and clutch, which means that a common actuation unit is proposed for at least the clutch and the brake, thereby reducing the number of parts in the drive module.

[0025] In particular, we propose an (electric) drive module with an integrated, in particular fully encapsulated, shutdown function (realized via at least one clutch) and braking function, in which the shutdown device (at least one clutch) and the axle brakes are mounted in one unit or module.

[0026] The drive module can be disconnected (near the wheels) to achieve the highest possible efficiency.

[0027] Furthermore, functionally integrating the brakes into the drive module allows the brakes to be located in a housing that is sealed off from the environment, eliminating the fine dust emissions that occur when braking.

[0028] In order to achieve this with minimal effort, it is proposed to control the shutdown and braking devices in common via at least one common actuation unit.

[0029] In particular, the drive module has only one clutch, and each output shaft and clutch are connected to the input shaft via a common differential. A commonly known differential can be used to compensate for speed differences between the output shafts, for example, when traveling along a curve where the path of one wheel on an axle is shorter or longer than the path of the other wheel. Clutches located on the axles can be used in combination with the differential to connect both output shafts to the input shaft.

[0030] In particular, the drive module has a first clutch and a second clutch, the first brake and the first clutch being actuable by a first actuation unit, and the second brake and the second clutch being actuable by a second actuation unit.

[0031] In particular, two clutches are provided on a common axle of the vehicle, and each wheel of the vehicle is connected to the drive unit of the vehicle in a manner that transmits torque through each of the two clutches.

[0032] The two clutches can be replaced by a conventional differential, through which the different speeds of the wheels can be compensated for.

[0033] The structure of such a clutch and drive system can be described as follows: For example, a multi-plate clutch can be used as the clutch, in which an outer disc is rotationally fixedly connected to an outer disc carrier, an inner disc is rotationally fixedly connected to an inner disc carrier, and each disc carrier is rotationally fixedly connected to an input shaft (or to a shaft connected to the input shaft via a gearbox) or to a respective output shaft. As a result of the application of an axially acting closing force (as a result of the operating pressure), the rubbing discs of the other clutch are brought into contact with each other, and torque can be transmitted from the input shaft to the respective output shaft via the clutch.

[0034] At least one of the two clutches may be a hydraulically actuated clutch, preferably both clutches are hydraulically actuated clutches, in which case the actuation pressure is transmitted to the clutch via hydraulic fluid, which may be pressurized via an (electrically operable) pump.

[0035] At least one of the two clutches may be an electrically actuated clutch, preferably both clutches, in which case the actuation pressure is generated directly by an electric machine, for example by a ramp mechanism that is rotatable via the machine.

[0036] In particular, at least one actuation unit is an electrochemical or hydraulic actuation unit.

[0037] In commonly known electromechanical actuation units, parts of the clutch can be mechanically moved by an electric drive. For example, German Patent Application No. DE 101 60 026 A1 discloses an actuation mechanism with a number of discs, ball grooves, and balls arranged therebetween. Different parts, e.g., parts of the clutch and parts of the brake, can be actuated sequentially, i.e., alternately, by the actuation unit. The discs can be rotated via an electric drive controlled by the actuation unit, which allows the disc displacement, and thus the brake pressure or the degree of engagement of the clutch, to be adjusted.

[0038] In commonly known hydraulic actuation units, parts of the clutch are actuated hydraulically via a fluid that can be pressurized, for example, by a pump. In particular, the fluid can be pressurized in a common pressure chamber. From there, the fluid acts on the parts to be moved via adjustable valves, allowing the actuation unit to act on or move several parts simultaneously. In particular, one actuation unit can be used to control several valves independently of one another and thereby operate or adjust them.

[0039] In particular, each actuating unit of the drive module is a hydraulic actuating unit for actuating a brake and a clutch, and each actuating unit has a common pump for pressurizing the fluid. Alternatively, each actuating unit has an individual pump. In particular, each actuating unit has a common fluid circuit, i.e., fluid can be used to actuate the first brake and the first clutch, and fluid can be used to actuate the second brake and the second clutch. Alternatively, individual fluid circuits can be provided.

[0040] Actuation of each of the clutches makes it possible, in particular, to connect one of the wheels of the common axle of the motor vehicle to the drive unit in a torque-transmitting manner.

[0041] Preferably, at least one clutch, in particular both clutches, is a multi-plate clutch, although each clutch can also be designed as any other known friction clutch or as a positive-lock clutch.

[0042] Preferably, the drive unit is an electric machine. In particular, the electric machine may be the only drive unit used to drive the vehicle. In particular, there may be a second driven axle, and preferably a further drive unit (e.g., an internal combustion engine or a further electric machine) is provided for driving the second axle.

[0043] In particular, at least one clutch is a slip-controlled clutch, whereby by providing slip (i.e., a speed difference between the drive shaft and an output shaft connectable to the drive shaft via the clutch), the torque provided by the drive unit can be controllably transferred via the clutch to an output shaft connected to the drive unit.

[0044] In particular, each clutch can be operated with slip control at (at least) certain operating points (in particular throughout the operation of the vehicle) in which the speed difference between the input and output shafts of each clutch is set to be greater than 0 rpm and less than 50 rpm, in particular less than 20 rpm. In particular, each clutch can also be operated without slip control, i.e., with no speed difference between the input and output shafts (or with a speed difference of 0 rpm). In steady driving conditions, each clutch is controlled in such a way that the total locking torque of both clutches corresponds (at least) to the drive torque provided by the input shaft.

[0045] In particular, a drive unit is assigned only to an axle (and not further assigned to another axle), and only the wheels of that axle (and not the wheels of another axle) can be driven via a drive torque provided by the drive unit.

[0046] The motor vehicle may have a further driven axle, which can be driven via a further drive unit (eg an internal combustion engine).

[0047] Slip control involves setting a speed differential across the clutch greater than 0 rpm at any time, if possible. Excessive speed differentials should be avoided because slip across the clutch generates frictional heat that can overload the clutch.

[0048] In particular, slip control allows the drive torque provided by the drive unit to always exactly match the torque that can be transmitted between the wheels connected to the clutch and the road surface in steady driving conditions, such that the total locking torque of both clutches (i.e. the torque that can be transmitted by both clutches together) corresponds at least or substantially (or more closely) to the drive torque provided by the drive unit via the drive shaft, in particular by at most 1%, preferably by at most 0.5%, from the drive torque.

[0049] In particular, if the slip is too small, the clutch will reopen with slip control to allow the drive unit to accelerate and create the desired slip, with a somewhat lower total locking torque being transmitted through the clutch as needed or appropriate.

[0050] Furthermore, the tuning of the vehicle or drive system, respectively, can be simplified, since the torque demand is always set depending on the presence of slip, so that parameterization of the controller is no longer necessary or is less complex than conventional controllers for all-wheel drivetrains.

[0051] In this way, the control of the drive system can be performed independently of the control of the drive unit, which is particularly advantageous when the operating strategy (e.g., a hybrid strategy for driving a hybrid vehicle) is provided by another manufacturer (other than the manufacturer of the control unit that controls the clutch).

[0052] In particular, the locking ratio of the clutch determines the torque that can be transmitted through the clutch. The higher the locking ratio, the higher the torque that can be (or is) transmitted through the clutch. In particular, overlock can occur, and a torque greater than that provided by the drive unit can be transmitted, but in this case there is no slip.

[0053] In the described drive system, the desired locking ratio of each of the two clutches in steady driving conditions (where none of the driven wheels are spinning or locked, i.e., no slip on the road) is determined as a function of at least one (preferably all) of the following parameters: the steering angle of the vehicle, the torque transmitted through the drive shaft (drive torque, traction torque or regeneration torque), the speed of the vehicle, and the measured yaw rate.

[0054] In this case, the total locking torque of the two clutches should be large enough to apply a drive torque to "hold" the drive unit, and for this the slip (speed difference) in at least one of the clutches should be close to (but greater than) zero, in particular at most 50 rpm, preferably at most 20 rpm, and particularly preferably at most 5 rpm.

[0055] In particular, the current torque distribution or current locking ratio of the two clutches can deviate as soon as the vehicle is no longer in a stable driving state. This is the case when at least one of the wheels spins or locks (i.e. slips on the road surface). In this case, the locking ratio of the clutch of the spinning wheel can be reduced, or the locking ratio of the non-spinning wheel or wheels can be increased. In particular, reducing the locking ratio should only be done in conjunction with reducing the torque transmitted via the drive shaft (drive torque, traction torque, or regeneration torque).

[0056] In particular, the desired torque distribution is determined as a function of at least one (and preferably all) of the following parameters: the steering angle of the vehicle, the torque transmitted through the drive shaft (drive torque, traction torque, or regenerative torque), the vehicle speed, and the measured yaw rate. The desired distribution is determined, for example, as a percentage distribution factor that corresponds to the desired driving behavior dynamics requirements of the vehicle for stable driving operation (e.g., 40 / 60, i.e., 40% of the torque transmitted through the drive shaft is transmitted through the first clutch and 60% is transmitted through the second clutch). This control of the torque transmitted through each clutch is also known as torque vectoring. Furthermore, controlled application of the brakes can be used to stabilize the vehicle. Integrating the clutches and brakes allows for an optimal combination of the vehicle stabilization functions of both systems.

[0057] As soon as one of the wheels slips (spins or locks), the desired distribution can be modified. To increase traction or stabilize the vehicle, the distribution is usually changed in such a way that the lock rate of the non-slipping wheels increases, or the lock rate of the slipping wheels decreases, or both. If the sum of the lock rates (total lock rate) decreases, the torque provided by the drive unit will also decrease. If the torque provided by the drive unit does not decrease, the speed of the drive shaft will become greater compared to the speed of the output shaft or greater compared to the speed of the slipping output shaft, which will increase slip at the clutch.

[0058] The desired locking ratio of each clutch for the first wheel or the second wheel can be calculated using the torque (drive torque, traction torque, or regenerative torque) transmitted through the input shaft and the desired or modified torque distribution. The total locking torque (or total locking ratio) of the clutches can correspond exactly to the torque transmitted through the input shaft, or can vary around this exact value with a small deviation (e.g., less than 1% or less than 0.5%). Alternatively, the clutch of the wheel on the outside of the curve can be overlocked to an extent corresponding to the torque setting accuracy of the clutch and the torque setting accuracy of the drive unit. Thus, it can be ensured that all of the torque transmitted through the drive shaft is transmitted to the wheel through the clutch.

[0059] In particular, at least one clutch may be fully open, thereby decoupling the drive unit from each wheel.

[0060] In particular, each brake is supported on the housing of the drive module.

[0061] In particular, the drive module comprises at least a housing in which at least one clutch, each brake and at least one actuation unit are arranged. The housing thus encloses a volume of the drive module that is particularly isolated from the environment, so that, for example, fine dust generated in the housing is not released into the environment. In particular, the drive module housing may have multiple partial volumes that can be separated from one another. In particular, the brakes and brake components that interact with each other in a locking force manner to produce a braking effect are arranged in their own volumes in such a way that fine dust generated by the brakes does not contaminate other components of the drive module.

[0062] In particular, each output shaft is connected to an input shaft via a gearbox with a fixed or variable transmission ratio. In particular, the gearbox has several different gears that can be selected as needed. The variable transmission ratio means, in particular, that there is no single fixed transmission ratio, but that the transmission ratio can be changed, for example, in steps or continuously.

[0063] Alternatively, no gearbox or a single fixed transmission ratio gearbox may be disposed between the drive unit and the output shaft.

[0064] Furthermore, a method for actuating the brakes and clutches of the drive module is proposed, in which at least one brake and at least one clutch are actuated by at least one common actuation unit, thereby controlling the operation of at least one output shaft, the method comprising at least the following steps: a) actuating the brakes, respectively, by means of an actuation unit, thereby braking the (corresponding) output shaft; b) at least operating the clutches by the actuation units, whereby at least one of the output shafts is adjustably connected to a shaft for the input of the drive unit, or at least one of the output shafts is adjustable by the shaft for the input of the drive unit;

[0065] In particular, steps a) and b) are performed at different times, so that the brake is open and inactive when the clutch controls the connection between the drive shaft and the at least one output shaft.

[0066] In particular, steps a) and b) are performed at least partly in parallel in time.

[0067] The above (non-exhaustive) division of the method steps into a) and b) is primarily for differentiation purposes and does not impose any ordering or dependency. The frequency of the method steps may also vary, for example, during start-up or operation of the drive module. It is also possible that the method steps at least partially overlap in time. Most preferably, method steps a) and b) are performed in different time periods.

[0068] In particular, at least one clutch is a slip-controlled clutch configured to control the torque transmitted between the input shaft and the at least one output shaft such that the speed difference between the input shaft and the at least one output shaft is greater than 0 rpm and less than or equal to 50 rpm.

[0069] Alternatively, at least one clutch is a form-lock clutch that is not slip-controlled at the time and can only be switched between an engaged and disengaged state, for example a dog clutch.

[0070] In particular, each brake is only applied if at least one clutch is not currently controlling the transition between open and closed states (no slip or a predetermined slip of less than 50 rpm), and therefore each brake is open when controlling a clutch, so that the braking torque of the activated brake does not interfere with or affect the clutch control, and in particular does not interfere with or affect the torque transmission from the input shaft to the respective output shaft, which is controlled via the clutch.

[0071] Braking may occur when the clutch is open. Braking may also occur when the clutch is closed (or when there is controlled slip of less than 50 rpm). In particular, braking may occur when regeneration is occurring (charging the battery via the input shafts driven by the respective output shafts), and the clutch is closed for this purpose.

[0072] Furthermore, a motor vehicle is proposed, which comprises at least two wheels and a drive module as described above for driving at least one axle (5) of the motor vehicle on which the wheels are arranged, the drive module further comprising a control unit for carrying out the method as described above.

[0073] The control unit is particularly suited to and / or configured to carry out the method.

[0074] The control unit can, for example, control the actuation units to adjust the clutches and actuate the brakes. Additionally, the control unit can also be used to control the drive units and control the torque provided.

[0075] In particular, two torque-transmitting clutches are arranged on one axle of the vehicle, such that actuation of a first clutch torque-transmittingly connects a first wheel of the axle to the drive unit, and actuation of a second clutch torque-transmittingly connects a second wheel of the same axle of the vehicle to the drive unit, and each clutch is therefore not a clutch of the vehicle, specifically arranged between the variable speed transmission and the drive unit of the vehicle.

[0076] In particular, at least one data processing system is provided, which data processing system has means suitably equipped, configured or programmed to carry out or means for carrying out the method.

[0077] In particular, the drive module comprises a data processing system such as a control unit, which comprises means for carrying out the steps of the method or which is suitably equipped, configured or programmed to carry out the steps of the method or which comprises means for carrying out the method.

[0078] The means may include a data transmission line or transmission device that allows instructions, measurements, data or the like to be transmitted between the aforementioned components, and may further include a processor and a memory that stores instructions executed by the processor.

[0079] The "means" may include one or more components such as, inter alia, a controller, a microcontroller, a data memory, a data connection, a display device (such as a display), a counter or timer, at least one further sensor, an energy source, etc.

[0080] Further proposed is a computer readable storage medium comprising instructions which, when executed by a computer, cause the computer to perform the method or steps of the method described above.

[0081] The description of the drive module may be transferred to, among other things, the method, the drivetrain, the data processing system, and / or the computer-implemented method (i.e., the computer program and the computer-readable storage medium), and vice versa.

[0082] For the avoidance of doubt, ordinal numbers (such as "first," "second," etc.) used herein primarily serve to distinguish several similar objects, values, or steps; i.e., in particular, these ordinal numbers do not necessarily define any dependency or ordering of these objects, values, or steps relative to one another. If a dependency or ordering is necessary, this will either be explicitly stated herein or will become apparent to those skilled in the art from a review of the embodiments actually described.

[0083] The present invention and technical background will be described in more detail below with reference to the drawings. It should be noted that the present invention is not intended to be limited by the exemplary embodiments shown in the drawings. In particular, unless otherwise specified, partial features of the technical contents described in the drawings can be extracted and combined with other components and knowledge from this specification and the drawings. The same reference numerals represent the same objects, and any description from other drawings can be used as a supplement. [Brief explanation of the drawings]

[0084] [Figure 1] 1 shows a first design modification example of a drive module for an automobile. [Figure 2] 2 shows a second design modification example of a drive module for an automobile. [Figure 3] Graphs are shown. DETAILED DESCRIPTION OF THE INVENTION

[0085] Fig. 1 shows a first design modification example of a drive module 1 for an automobile 2. Fig. 2 shows a second design modification example of a drive module 1 for an automobile 2. Fig. 1 and Fig. 2 will both be described below.

[0086] The drive module 1 comprises a drive unit 3 having a drive shaft 4 and an axle 5 of the vehicle 2 having a first output shaft 6 and a second output shaft 7. The first output shaft 6 and the second output shaft 7 can be connected to the drive shaft 4 in such a way that torque can be transmitted via only one clutch 8 (FIG. 1) or via clutches 8 and 9 (FIG. 2). The first output shaft 6 can be braked by a first brake 10, and the second output shaft 7 can be braked by a second brake 11.

[0087] The output shafts 6 and 7 are connected to wheels 21 and 22 of the vehicle 2, respectively.

[0088] The drive module 1 comprises a control unit 23 .

[0089] At least one clutch 8, 9 is disposed on the axle 5 of the vehicle 2 to transmit torque. Thus, when one of the clutches 8, 9 is activated (see FIG. 1 ), both output shafts 6, 7 are connected to the input shaft 4. In a second design variation, a first wheel 21 on the axle 5 is connected to the drive unit 3 in a manner capable of transmitting torque by activating the first clutch 8, and a second wheel 22 on the same axle 5 of the vehicle 2 is connected to the drive unit 3 in a manner capable of transmitting torque by activating the second clutch 9. Therefore, the clutches 8, 9 are not clutches of the vehicle 2 disposed between the drive unit 4 and the transmission 17 of the vehicle 2.

[0090] Either one clutch 8 (FIG. 1) or two clutches 8, 9 (FIG. 2) are provided on the axle 5. In FIG. 1, the two output shafts 6, 7 can be decoupled from the input shaft 4 by one clutch 8. If two clutches 8, 9 (FIG. 2) are provided, each of the output shafts 6, 7 can be decoupled from the input shaft 4 by a corresponding clutch 8, 9.

[0091] A brake 10 , 11 is assigned to each of the driven shafts 6 , 7 or to each of the wheels 21 , 22 of the axle 5 of the vehicle 2 .

[0092] In FIG. 1, an actuation unit 12 is provided, by means of which both brakes 10, 11 and one clutch 8 can be actuated.

[0093] In FIG. 2, actuation units 12, 13 are provided, and one of the brakes 10, 11 and one of the clutches 8, 9 can be actuated by the corresponding actuation units 12, 13.

[0094] Commonly known actuation units 12, 13 are used to actuate the brakes 10, 11, i.e. to adjust the brakes 10, 11 between an open and a closed state, where there is no braking effect and where there is maximum braking effect in the closed state.

[0095] Commonly known actuation units 12, 13 are used to actuate the clutches 8, 9, i.e., to adjust the clutches 8, 9 between an open state and a closed (locked) state. In the open state, the input shaft 4 is not coupled to the output shafts 6, 7, which are connectable to the input shaft 4 via the clutches 8, 9. In the closed or locked state, the input shaft 4 is coupled to the output shafts 6, 7, which are connectable to the input shaft 4 via the clutches 8, 9. In the closed state, there is a no-slip coupling, i.e., the drive shaft 4 and the output shafts 6, 7 are connected without any speed difference. An adjustable coupling is possible with the clutches 8, 9, i.e. a slip, i.e. a speed difference, can be allowed or set between the input shaft 4 and the output shafts 6, 7.

[0096] The actuating units 12, 13 proposed here are responsible for actuating the brakes 10, 11 and the clutches 8, 9. This means that a common actuating unit 12, 13 is proposed at least for the clutches 8, 9 and the brakes 10, 11, which reduces the number of parts in the drive module 1.

[0097] The drive module 1 in FIG. 1 has only one clutch 8, and the output shafts 6, 7 and the clutch 8 are connected to the input shaft (4) via a common differential device 14.

[0098] As shown in FIG. 2, the two clutches 8, 9 can be replaced by another conventional differential 14, through which the different speeds of the wheels 21, 22 can be compensated for.

[0099] The drive module 1 comprises a housing 16 in which the clutches 8, 9, the brakes 10, 11 and the actuation units 12, 13 are arranged. The housing 16 therefore encloses a volume of the drive module 1 that is isolated from the environment, so that, for example, fine dust generated within the housing 16 is not released into the environment. Within the housing 16 of the drive module 1, there are a number of partial volumes that can be separated from one another. For example, the brakes 10, 11 and the parts of the brakes 10, 11 that interact with each other in a locking force to produce a braking effect are arranged within their own volumes so that fine dust generated by the brakes 10, 11 does not contaminate other parts of the drive module 1.

[0100] Each brake 10 , 11 is supported on a housing 16 of the drive module 1 .

[0101] Each output shaft 6, 7 is connected to the input shaft 4 via a gearbox 17 having a fixed transmission ratio.

[0102] Figure 3 shows a graph. The horizontal axis represents time 24. The vertical axis represents the states 25, 26 (top) of the brakes 10, 11 and the states 25, 26 of the clutches 8, 9. The graph progression 27 shows the coordination of the states 25, 26 of the clutches 8, 9 with the states 25, 26 of the brakes 10, 11. See the discussion of Figures 1 and 2.

[0103] In step a) of the method, brakes 10, 11 (respectively) are actuated by actuation units 12, 13, thereby braking the (corresponding) output shafts 6, 7. A second state 26 indicates that brakes 10, 11 are closed, braking output shafts 6, 7 with maximum effect. A first state 25 indicates that brakes 10, 11 are open, providing no braking effect. Brakes 10, 11 change from second state 26 to first state 25 during first period 18 by second period 19. During second period 19, brakes 10, 11 are open, thus resulting in first state 25. During third period 20, starting from first state 25, brakes 10, 11 close again, resulting in second state 26 during third period 20.

[0104] In step b) of the method, the clutches 8, 9 are operated by actuation units 12, 13, so that each output shaft 6, 7 is adjustably connected to the input shaft 4 of the drive unit 3, or each output shaft 6, 7 is adjustable by the input shaft 4 of the drive unit 3. In a first period 18, the clutches 8, 9 are open, i.e., in a first state 25. In a second period 19, the clutches 8, 9 are actuated, i.e., the state of the clutches 8, 9 is between the open and closed states. In a third period 20, the clutches 8, 9 are closed (or operating with a slip of less than 50 rpm differential speed) and in a second state 26.

[0105] Steps a) and b) are performed in different time periods 18, 19, 20, so that when the clutches 8, 9 control the connection between the input shaft 4 and at least one output shaft 6, 7, the (corresponding) brakes 10, 11 are open and inactive. However, the brakes 10, 11 can be active when the clutches 8, 9 are closed, e.g., in regeneration mode.

[0106] From the progression of the states 25, 26 of the brakes 10, 11 during the first period, it can be seen that, if desired, a period can be set between the arrival of the brake 10 in the first state 25 and the start of control of the clutches 8, 9. However, if desired, this period can be reduced to zero or even eliminated. [Explanation of symbols]

[0107] 1 drive module 2. Automobiles 3 Drive Unit 4 drive shaft 5 axles 6 First output shaft 7 Second output shaft 8 First Clutch 9 Second Clutch 10 First Brake 11 Second Brake 12 First operating unit 13 Second operating unit 14 Differential device 15 Pump 16 Housing 17 Gearbox 18 First Period 19 Second Period 20 Third Period 21 First Wheel 22 Second Wheel 23 Control Unit 24 hours 25 First State 26 Second State 27 Trends

Claims

1. A drive module (1) for a motor vehicle (2), comprising: a drive unit (3) having a drive shaft (4); an axle (5) of a motor vehicle (2) having a first output shaft (6) and a second output shaft (7); At least a first output shaft (6) and a second output shaft (7) can be connected to the drive shaft (4) in a manner capable of transmitting torque via at least one clutch (8, 9) or via each of the clutches (8, 9); The first output shaft (6) can be braked by a first brake (10); The second output shaft (7) can be braked by a second brake (11); At least one of the brakes (10, 11) and the at least one clutch (8, 9) can be actuated by a common actuation unit (12, 13). Drive module (1).

2. A drive module (1) according to claim 1, The drive module (1) has only one clutch (8), The output shafts (6, 7) and the clutch (8) are connected to the input shaft (4) via a common differential (14). Drive module (1).

3. A drive module (1) according to claim 1, The drive module (1) has a first clutch and a second clutch, the first brake and the first clutch can be actuated by a first actuation unit; The second brake and the second clutch can be actuated by a second actuation unit. Drive module (1).

4. A drive module (1) according to claim 3, Each of the actuating units (12, 13) is a hydraulic actuating unit (12, 13) that actuates the brake (10, 11) and the clutch (8, 9), Each of the actuating units (12, 13) has a common pump (15) for pressurizing the liquid. Drive module (1).

5. A drive module (1) according to any one of claims 1 to 4, said at least one clutch (8, 9) being a slip-controlled clutch (8, 9); This allows for slippage, so that torque provided by the drive unit (3) can be transmitted in a controllable manner to the output shafts (6, 7) connected to the drive unit (3) via the clutches (8, 9). Drive module (1).

6. A drive module (1) according to any one of claims 1 to 5, Each of the brakes (10, 11) is supported on the housing (16) of the drive module (1). Drive module (1).

7. A drive module (1) according to any one of claims 1 to 6, the at least one clutch (8, 9), the brakes (10, 11), and the at least one actuation unit (12, 13) are disposed in a housing (16); Drive module (1).

8. A drive module (1) according to any one of claims 1 to 7, Each of the output shafts (6, 7) is connected to the input shaft (4) via a gearbox (17) with a fixed or variable transmission ratio. Drive module (1).

9. A method for operating the brakes (10, 11) and clutches (8, 9) of a drive module (1) according to any one of claims 1 to 8, comprising: the at least one brake (10, 11) and the at least one clutch (8, 9) are actuated by the at least one common actuation unit (12, 13); This controls the operation of at least one of the output shafts (6, 7), a) actuating the brakes (10, 11) by means of the actuation units (12, 13), thereby braking the output shafts (6, 7); b) operating the clutches (8, 9) by means of the actuation units (12, 13), thereby adjustably connecting at least one of the output shafts (6, 7) to the input shaft (4) of the drive unit (3) or making at least one of the output shafts (6, 7) adjustable by the input shaft (4) of the drive unit (3); The method includes at least

10. 10. The method of claim 9, Steps a) and b) are performed in different time periods (18, 19, 20), Thus, when the clutch (8, 9) controls the connection between the input shaft (4) and the at least one output shaft (6, 7), the brakes (10, 11) are open and inactive. method.

11. 10. The method of claim 9, Steps a) and b) are performed at least partially in parallel in time; method.

12. The method according to any one of claims 9 to 11, said at least one clutch (8, 9) being a slip-controlled clutch (8, 9); When controlling the torque transmitted between the input shaft (4) and the at least one output shaft (6, 7), A speed difference between the input shaft (4) and the at least one output shaft (6, 7) is set to be greater than 0 rpm and equal to or less than 50 rpm. method.

13. A motor vehicle (2), Two wheels (21, 22); A drive module (1) according to any one of claims 1 to 8 for at least one axle (5) of the motor vehicle (2) on which the wheels (21, 22) are arranged, and At least The drive module (1) is provided with a control unit (23) configured to carry out the method according to any one of claims 9 to 12. Automobile (2).

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