Compensating device and drivetrain for an electric vehicle

Abstract

The invention relates to a compensating device (15) and to a drivetrain (10) that has a planetary transmission (70), a switchable clutch device (75), a bevel gear differential (80) and a housing (85), wherein: the housing (85) at least partially encloses a housing interior (90) in which the planetary transmission (70), the clutch device (75) and the bevel gear differential (80) are arranged; the bevel gear differential (80) has a bevel gear set (100) which has a first bevel gear (110) and a second bevel gear (115) coupled to the first bevel gear (110); the planetary transmission (70) has a transmission output side (280), and the clutch device (75) has a clutch input side (285) and a clutch output side (295); the clutch input side (285) is torque-transmittingly connected to the transmission input side (280), and the clutch output side (295) is torque-transmittingly connected to the first bevel gear (110); the clutch device (75) is switchable between a closed state and an open state; and in the closed state, the clutch device (75) torque-transmittingly connects the first bevel gear (110) to the transmission output side (285), and in the open state, the first bevel gear (110) is rotatable relative to the transmission output side (280).

Description

[0001] Balancing device and drive train for an electric vehicle

[0002] The invention relates to a compensating device according to claim 1 and a drive train according to claim 9.

[0003] A planetary gear with differential is known from WO 2021 / 004584.

[0004] It is an object of the invention to provide an improved balancing device and an improved drive train for an electric vehicle.

[0005] This object is achieved by means of a compensating device according to claim 1 and a drive train according to claim 9. Advantageous embodiments are specified in the dependent claims.

[0006] It has been recognized that an improved balancing device for an electric drive train of a vehicle can be provided in that the balancing device has a planetary gear, a switchable clutch device, a bevel gear differential, and a housing. The housing encloses, at least in sections, a housing interior in which the planetary gear, the clutch device, and the bevel gear differential are arranged. The bevel gear differential has a bevel gear set comprising a first bevel gear and a second bevel gear coupled to the first bevel gear. The planetary gear has a transmission output side, and the clutch device has a clutch input side and a clutch output side, wherein the clutch input side is torque-locked to the transmission output side, and the clutch output side is torque-locked to the first bevel gear.The clutch device can be switched between a closed state and an open state, wherein in the closed state the clutch device connects the first bevel gear to the transmission output side in a torque-locking manner and in the open state the first bevel gear can be rotated relative to the transmission output side.

[0007] This design has the advantage that the compensation device is particularly compact in both the radial and axial directions, requiring very little installation space. The compensation device is particularly suitable when an electric motor is connected to the input side, for example, to form an electric axle for an electrically powered vehicle.

[0008] In a further embodiment, the clutch device and the planetary gear are arranged to axially overlap, wherein the clutch device and the bevel gear differential are arranged to radially overlap at least in a first partial section of the bevel gear differential, and wherein the planetary gear and the bevel gear differential are arranged to radially overlap at least in a second partial section of the bevel gear differential. This configuration has the advantage that, particularly when the bevel gear differential is arranged radially inward of the clutch device, the installation space required for the compensating device is particularly small.

[0009] In a further embodiment, the planetary gear set comprises a planet carrier mounted for rotation about a rotational axis and at least one planetary gear mounted on the planet carrier for rotation about a planetary axis. The planetary gear forms an input side of the compensating device and can be connected to an electric motor of the drive train. The planet carrier is connected in a rotationally fixed manner to the clutch input side. This configuration has the advantage that the rotational speed of the electric motor can be reduced particularly easily using the planetary gear set, and the clutch device can be connected to the planetary gear set particularly easily on the planet carrier.

[0010] In a further embodiment, the planetary gear has a first external toothing and a second external toothing arranged axially offset from the first external toothing. The planetary gear has a ring gear that is connected to the housing in a rotationally fixed manner. The ring gear has ring gear teeth that correspond to the second external toothing, in particular an internal toothing. The second external toothing meshes with the ring gear teeth of the ring gear. This configuration has the advantage that the ring gear can be designed with particularly thin walls and can be connected to the housing in a mechanically simple manner. In a further embodiment, the clutch device has a first plate carrier, a second plate carrier, an actuating unit and a friction assembly with at least one first friction partner and one second friction partner.The first plate carrier forms the clutch input side and the second plate carrier forms the clutch output side, with the first friction partner being connected to the first plate carrier and the second friction partner being connected to the second plate carrier in a rotationally fixed and axially displaceable manner. The actuating unit is designed to switchably provide an actuating force which presses the first friction partner and the second friction partner together under the action of a counterforce acting against the actuating force in such a way that, upon the actuating force being provided, the first friction partner forms a frictionally engaged connection with the second friction partner, so that the transmission output side is connected to the first bevel gear in a torque-locking manner. This configuration has the advantage that the bevel gear differential can be easily locked on one side.The actuation force can be continuously varied, allowing the bevel gear differential to be continuously locked. This allows the compensating device to be controlled dynamically.

[0011] In a further embodiment, the compensating device has a first axial bearing arranged on the housing, wherein the planet carrier is mounted axially on the first axial bearing and rotatable relative to the housing about the rotational axis. The actuating force acts axially in the direction of the planet carrier, and the planet carrier is designed to support the actuating force on the housing via the first axial bearing. This enables a particularly direct force flow within the compensating device, so that other components, in particular, for example, a differential cage of the differential gear, can be designed with particularly thin walls.

[0012] In a further embodiment, the actuating unit comprises a pressure piston and a pressure chamber, which is at least partially axially bounded by the pressure piston and the housing. A pressurized fluid can be introduced into the pressure chamber to provide the actuating force. The fluid can be compressed air or a hydraulic fluid, for example, thus providing simple and easily controllable actuation of the clutch device.

[0013] In a further embodiment, the actuating unit comprises a second axial bearing and a pressure pot. The second axial bearing is arranged axially between the pressure pot and the pressure piston such that the pressure pot is arranged relative to the pressure piston about the rotational axis, with the pressure pot abutting the friction pack on a side facing away from the pressure piston. The pressure pot is mounted axially rotatable relative to the pressure piston about the rotational axis, with the second axial bearing being designed to transmit the actuating force between the pressure piston and the pressure pot.

[0014] An improved drive train for an electric vehicle can be provided in that the drive train has a hollow shaft, an electric machine and a balancing device which are designed as described above. The electric machine has a rotor and a stator, wherein the rotor is arranged radially on the outside of the hollow shaft and is connected to the hollow shaft in a rotationally fixed manner. The hollow shaft is rotatably mounted about an axis of rotation and, axially offset from the rotor, the hollow shaft has a third external toothing which is designed to correspond to the first external toothing. The first external toothing and the third external toothing mesh with one another. This configuration has the advantage that an electric axle can be provided which has a particularly small axial and radial installation space requirement.

[0015] The invention is described below with reference to a figure.

[0016] Figure 1 shows a semi-longitudinal section through a drive train 10 of a vehicle.

[0017] The drive train 10 has a balancing device 15, an electric machine 20, a first drive shaft 25, and a second drive shaft 30. The electric machine 20 has a rotor 35, a stator 40, and a hollow shaft 45. The hollow shaft 45 is mounted for rotation about a rotation axis 50. The rotor 35 is non-rotatably mounted on the hollow shaft 45 on the radially outer side. The rotor 35 is encompassed by the stator 40 on the radially outer side. For example, the electric machine 20 can be designed as a direct current machine. It is also possible for the electric machine 20 to be designed as a synchronous motor or an asynchronous motor.

[0018] The compensating device 15 has an input side 55, a first output side 60, a second output side 65, a planetary gear 70, a switchable clutch device 75, a bevel gear differential 80 and a housing 85.

[0019] The housing 85 at least partially encloses a housing interior 90. A lubricant, for example, a transmission oil, can be arranged in the housing interior 90. In particular, the housing interior 90 can be sealed from an environment 95. The planetary gear 70, the clutch device 75, and the bevel gear differential 80 are arranged in the housing interior 90. In addition, the first drive shaft 25 and the second drive shaft 30 can engage at least partially in the housing interior 90.

[0020] The bevel gear differential 80 includes a bevel gear set 100 and a differential carrier 105 coupled to the bevel gear set 100. The bevel gear set 100 includes a first bevel gear 110, at least one second bevel gear 115, and at least one third bevel gear 120. Of course, the bevel gear set 100 can also include a fourth bevel gear. The first to fourth bevel gears 110, 115, 120 are configured correspondingly.

[0021] The first bevel gear 110 and the second bevel gear 115 are arranged rotatably about the rotational axis 50. The first bevel gear 110 has the first output side 60. The first output side 60 is designed, for example, as a hub on the radial inside, with the first drive shaft 25 engaging the first output side 60 and being connected to the first bevel gear 110 in a torque-locking, preferably rotationally fixed manner, by means of a shaft-hub connection.

[0022] The second bevel gear 115 is arranged axially opposite the first bevel gear 110. The second bevel gear 115 has the second output side 65 on its radially inner side. The second drive shaft 30 engages the second output side 65, wherein, for example, the second bevel gear 115 is connected to the second drive shaft 30 by means of another shaft-hub connection. The second output side 65 is formed by a hub of the second bevel gear 115.

[0023] The third bevel gear 120, like the first and second bevel gears 110, 115, is rotatably arranged inside the differential carrier 105 and rotatably mounted on the differential carrier 105. The third bevel gear 120 meshes with both the first bevel gear 110 and the second bevel gear 115 and connects the first bevel gear 110 to the second bevel gear 115 such that the first bevel gear 110 is rotatable relative to the second bevel gear 115 about the rotation axis 50.

[0024] An additional fourth bevel gear may also be arranged on the differential carrier 105 in Figure 1 opposite the third bevel gear 120, wherein, analogously to the third bevel gear 120, the fourth bevel gear engages both the first and the second bevel gear 110, 115 and connects the first and second bevel gear 110, 115 to one another.

[0025] The clutch device 75 is arranged radially outwardly of the bevel gear differential 80. The clutch device 75 and the bevel gear differential 80 have a radial overlap in a first subsection of the bevel gear differential 80. Radial overlap is understood to mean that when two components, for example the clutch device 75 and the bevel gear differential 80, are projected radially into a projection plane in which the rotational axis 50 runs, for example, the two components, for example the clutch device 75 and the bevel gear differential 80, overlap and cover each other in the radial direction in the projection plane.

[0026] Furthermore, the planetary gear 70 has a radial overlap with the bevel gear differential 80 in a second subsection of the bevel gear differential 80. The second subsection adjoins the first subsection of the axial overlap with the clutch device 75 in the axial direction along the rotational axis 50.

[0027] The clutch device 75 is designed, for example, as a wet-running multi-plate clutch. Other configurations are also possible. The clutch device 75 has a clutch input side 285, a clutch output side 295, a first plate carrier 125, a second plate carrier 130, a friction assembly 135, and an actuating unit 140. The first plate carrier 125 can be designed as an inner plate carrier, and the second plate carrier 130 can be designed, for example, as an outer plate carrier. Other configurations of the first and second plate carriers 125, 130 are also possible.

[0028] The first disk carrier 125 and the second disk carrier 130 together define an annular gap that extends around the rotation axis 50. The friction pack 135 is arranged in the annular gap.

[0029] The friction assembly 135 has a first friction partner 145 and at least one second friction partner 150. The friction assembly 135 preferably has a plurality of first and second friction partners 145, 150 arranged axially next to one another in a stack. For example, the first friction partner 145 can be configured as a friction plate and the second friction partner 150 as a friction plate without a friction plate. Other configurations of the first and second friction partners 145, 150 are also possible.

[0030] The first friction partner 145 is arranged radially on the inside of the first disk carrier 125 and is axially displaceable relative to the first disk carrier 125. Furthermore, the first friction partner 145 is connected to the first disk carrier 125 in a rotationally fixed manner by engaging the first disk carrier 125. The second friction partner 150 is arranged radially on the outside of the second disk carrier 130, wherein the second friction partner 150 is axially displaceable but is connected to the second disk carrier 130 in a rotationally fixed manner by engaging the second disk carrier 130.

[0031] The planetary gear 70 has a planetary gear set 170 with at least one, preferably several, planet gears 175 and a planet carrier 180 and a ring gear 185. The planet gear 175 is designed, for example, as a stepped planet gear and preferably has a first external toothing 190 and a second external toothing 195 arranged axially offset from the first external toothing 190. The second external toothing 195 can, for example, have a smaller tooth tip diameter than the first external toothing 190. In this embodiment, both the first external toothing 190 and the second external toothing 195 are designed, by way of example, as helical gears.

[0032] The ring gear 185 is connected to the housing 85 in a rotationally fixed manner on the radial outside and has a ring gear toothing 196. The ring gear toothing 196 can be designed, for example, as an internal toothing 200. The ring gear toothing 196 can be designed to correspond to the second external toothing 195, wherein in the embodiment, the second external toothing 195 of the planet gear 175 and the ring gear toothing 196 mesh with one another. The first external toothing 190 of the planet gear 175 is arranged on the axial side facing the electric machine 20 and projects radially beyond the ring gear 185.

[0033] The planet gear 175 is arranged rotatably about a planetary axis 205 on the planet carrier 180, which is rotatable about the rotational axis 50. The planet carrier 180 is mounted on the housing 85 by means of a first radial bearing 210 for rotation about the rotational axis 50. Furthermore, the planet carrier 180 is supported in the axial direction on the housing 85 by means of a first axial bearing 215 in order to fix an axial position of the planet carrier 180 relative to the housing 85.

[0034] Axially opposite the first axial bearing 215, which is arranged on the side facing the electric machine 20, the planet carrier 180 is connected in a rotationally fixed manner to the first disk carrier 125.

[0035] The first disk carrier 125 has, for example, an annular configuration and extends circumferentially around the axis of rotation 50. The first disk carrier 125 has a toothed section 260, a first radial section 265, and preferably a carrier section 270. In the embodiment, the toothed section 260 is arranged, for example, radially outwardly of the first radial section 265. The first radial section 265 extends substantially in a rotational plane perpendicular to the axis of rotation 50. Radially inwardly, the first radial section 265 is connected to the carrier section 270, wherein the carrier section 270 can be shaped substantially cylindrically around the axis of rotation 50. Radially outwardly, the first radial section 265 is connected to the toothed section 260.

[0036] Preferably, the first disk carrier 125 can be deep-drawn. The first radial section 265 is connected to the planetary carrier 180 in a rotationally fixed manner by means of a connection 250. An end face of the planetary carrier 180 forms a transmission output side 280 of the planetary gear 70. The first radial section 265 is connected to the planetary carrier 180 in a torque-locking manner by means of a connection 245. The connection 245 can be designed as a screw connection or a rivet connection. The first radial section 265 forms, for example, the clutch input side 285 of the clutch device 75.

[0037] The differential carrier 105 has a second radial section 275, wherein the second radial section 275 can run parallel to the first radial section 265. In particular, the second radial section 275 can abut the first radial section 265 on an end face facing away from the friction pack 135. The planet carrier 180 can, for example, engage in a receptacle of the second radial section 275, so that the differential carrier 105 is connected to the planet carrier 180 in a rotationally fixed manner via the second radial section 275. The first radial section 265 and the connection 245 secure the differential carrier 105 to the planet carrier 180.

[0038] Radially inwardly, the carrier section 270 can abut the differential cage 105 and / or at least partially form the differential cage 105.

[0039] The second disk carrier 130 can have a conical basic shape. The second disk carrier 130 forms a clutch output side 295 on its radially inner side. The first bevel gear 110 is non-rotatably attached to the clutch output side 295.

[0040] The hollow shaft 45 extends radially inward into the housing interior 90 and is sealed radially inward from the first radial bearing 210 and the first axial bearing 215. On the side facing the bevel gear differential 80, the hollow shaft 45 has a sun gear with a third external toothing 220. The third external toothing 220 is designed to correspond to the first external toothing 190 of the planetary gear 175. In this embodiment, the first external toothing 190 forms the input side 55 of the compensation device 15. In the assembled state of the drive train 10, the third external toothing 220 and the first external toothing 190 mesh with one another.

[0041] The actuating unit 140 has a pressure pot 160, a pressure piston 155, a second axial bearing 235, and a support disk 240, wherein the pressure pot 160 axially faces the friction pack 135 and is thus arranged axially between the pressure piston 155 and the friction pack 135. The pressure piston 155 axially delimits a pressure chamber 165, which is further delimited both radially and in the axial direction opposite to the pressure piston 155 by the housing 85. The pressure chamber 165 can be filled with a pressurized pressure fluid. The pressure fluid can be, for example, compressed air or a pressure fluid, such as hydraulic oil. The actuating unit 140 can also be electrically actuated.

[0042] The second axial bearing 235 is arranged axially between the pressure pot 160 and the pressure piston 155. The second axial bearing 235 is arranged on the side of the pressure piston 155 facing the friction pack 135. The second axial bearing 235 serves to compensate for the speed between the pressure pot 160 and the pressure piston 155 engaging in the housing 85. The second axial bearing 235 allows the pressure pot 160 to be rotated relative to the pressure piston 155 about the rotation axis 50.

[0043] The support disc 240 extends radially inward from approximately the level of the friction pack 135. The support disc 240 has at least one through-hole through which the pressure pot 160 extends to act on the friction pack 135. The support disc 240 can support the pressure pot 160 in the radial direction. The pressure pot 160 is arranged essentially axially between the second axial bearing 235 and the support disc 240 on the axial side of the support disc 240 facing away from the friction pack 135.

[0044] The clutch device 75 can be switched between an open state and a closed state by means of the actuating unit 140. In Figure 1, the actuating unit 140 is, for example, deactivated, so that the clutch device 75 is open. In the open state, the first disk carrier 125 is rotatable relative to the second disk carrier 130 about the rotation axis 50.

[0045] In order to transfer the clutch device 75 from the open state to a closed state or to a partially closed state, in the embodiment, a pressurized pressure fluid is introduced into the pressure chamber 165. The pressure fluid acts on the pressure piston 155 with an actuating force F. The pressure piston 155 transmits the actuating force F to the second axial bearing 235, which further transmits the actuating force F to the pressure pot 160. The actuating force F acts from the pressure pot 160 onto the friction assembly 135 in the direction of the planet carrier 180. The planet carrier 180, in turn, provides a counterforce FG acting against the actuating force F through its rear support on the first axial bearing 215 and the associated support of the actuating force F, which counterforce acts on the first radial section 265.Between the first radial section 265 and the pressure pot 160, the friction assembly 135, and thus the first and second friction partners 145, 150 of the friction assembly 135, are pressed together. Under the action of the actuating force F and the counterforce FG, a frictional engagement is formed in the friction assembly 135 between the first friction partner 145 and the second friction partner 150, via which frictional engagement the first disk carrier 125 is connected to the second disk carrier 130. Due to the frictional engagement, the clutch device 75 is partially or fully closed, so that the clutch output side 295 is connected to the clutch input side 285 via the clutch device 75.

[0046] The compensating device 15 further comprises a third axial bearing 225 and a second radial bearing 230, which is arranged axially opposite the first axial bearing 215 and the first radial bearing 210 on the housing 85. The support disk 240 bears against the third axial bearing 225 and the second radial bearing 230 and is rotatably mounted about the rotational axis 50 relative to the housing 85 in both the axial and radial directions by the third axial bearing 225 and the second radial bearing 230. The second disk carrier 130 can be arranged both axially and radially between the support disk 240 and the first bevel gear 110 and can be connected to the first bevel gear 110. During operation of the drive train 10, the electric machine 20 provides a torque M that acts about the rotational axis 50. The torque M acts from the rotor 35 to the hollow shaft 45 and is transmitted from the hollow shaft 45 to the third external toothing 220.The torque M is introduced into the planetary gear(s) 175 via the third external toothing 220 and the meshing engagement of the third external toothing 220 with the first external toothing 190, which forms the input side 55 of the compensating device 15. The planetary gear 175, which rotates about the planetary axis 205, transmits the torque M further to the planetary carrier 180, while the second external toothing 195 is supported by the ring gear 185 and the ring gear toothing 196. Thus, in the exemplary embodiment, the planetary carrier 180 rotates about the rotational axis 50 with the planetary gears 175 mounted on the planetary carrier 180 for rotation about the planetary axis 205.The planet carrier 180 is, as already explained above, connected in a rotationally fixed manner to the first disk carrier 125, for example by means of the connection 245, and transmits the torque M via the connection 245 to the clutch input side 285 of the clutch device 75, in the embodiment, for example, the first disk carrier 125, and to the second radial section 275 of the differential carrier 105.

[0047] When the clutch device 75 is disengaged, the clutch input side 285 is decoupled from the clutch output side 295. The torque M is transmitted from the transmission output side 280, in particular from the planet carrier 180, to the second radial section 275 of the differential carrier 105. The differential carrier 105 transfers the torque M to the bevel gear set 100, which distributes the torque M between the output sides 60, 65.

[0048] In the partially closed or closed state, the first output side 60 of the compensating device 15 is connected in a torque-locking, in particular rotationally fixed, manner to the transmission output side 280 by means of the clutch device 75. In particular, the first bevel gear 110 is connected to the planetary carrier 180, and rotation of the first bevel gear 110 relative to the second bevel gear 115 is reduced or blocked.

[0049] By closing the clutch device 75, the bevel gear differential 80 is partially or fully locked, so that when fully locked, the torque is transmitted rigidly from the differential carrier 105 evenly via the bevel gear set 100 to the first and second output sides 60, 65. When the bevel gear differential 80 is partially locked by the clutch device 75, the first output side 60 can only be rotated relative to the second output side 65 if there is a large torque difference between the first output side 60 and the second output side 65, which can be tapped off by the drive shaft 25, 30.

[0050] The above-described design of the drive train 10 has the advantage that, by combining the planetary gear 70 with the switchable clutch device 75 and the bevel gear differential 80, a particularly compact compensating device 15, in particular also a particularly compact electric drive train 10, can be provided, which is particularly suitable for forming an electric axle for driving an electric vehicle.

[0051] In particular, the switchable clutch device 75 also offers the possibility of only partially locking the bevel gear differential 80, so that the disadvantages of a full locking of the bevel gear differential 80, for example the increased wear of tires when cornering, can be compensated by the partial locking.

[0052] Furthermore, the use of the bevel gear differential 80 makes the compensating device 15 particularly simple and cost-effective to manufacture. The bevel gear differential 80 is also more compact than a spur gear differential.

[0053] Due to the nesting of the bevel gear differential 80 and the axial overlap of the bevel gear differential 80 with the clutch device 75 and the planetary gear 70 in the two subsections of the bevel gear differential 80, as well as the radial overlap of the clutch device 75 with the planetary gear 70, in particular the planet carrier 180, the compensating device 15 is particularly compact in the axial direction. In particular, this utilizes existing installation space.

[0054] Due to the force support on the rear side of the planet carrier 180 at the first axial bearing 215 on the side facing the electric machine 20, a force flow for actuating the clutch device 75 from the first axial bearing 215 via the housing 85 to the pressure chamber 165 is closed.

[0055] Furthermore, the pressure chamber 165 can be easily integrated into the housing 85 on the side of the housing 85 facing the housing interior 90, so that the actuating unit 140 is particularly simple in design. Alternatively, it would also be possible for the force support of the planet carrier 180 to be provided via the hollow shaft 45, for example, on an engine mount.

[0056] The bevel gear differential 80 can have a half-open differential cage 105, which is open, for example, on the side facing away from the planetary gear 70. This is possible because, in the embodiment, the actuating force F or the counterforce FG can be supported on the rear side of the planet carrier 180 via the first axial bearing 215. As a result, the differential cage 105 can be designed particularly simply with little material, so that rotating masses within the compensation device 15 are significantly reduced.

[0057] Furthermore, the planetary gear 70 can be designed particularly simply as a stepped planetary gear set.

[0058] List of reference symbols Drive train Balancing device Electric machine First drive shaft Second drive shaft Rotor Stator Hollow shaft Rotational axis Input side First output side Second output side Planetary gear Clutch device Bevel gear differential Housing Housing interior Surroundings Bevel gear set Differential cage First bevel gear Second bevel gear Third bevel gear First disk carrier Second disk carrier Friction package Actuating unit First friction partner Second friction partner Pressure piston Pressure pot 65 Pressure chamber 70 Planetary set 75 Planet gear 80 Planet carrier 85 Ring gear 90 First external toothing 95 Second external toothing 96 Ring gear toothing 00 Internal toothing 05 Planetary axis 10 First radial bearing 15 First axial bearing 20 Third external toothing 25 Third axial bearing 30 Second radial bearing 35 Second axial bearing 40 Support disk 45 Connection 50 Connection 60 Toothing section 65 First radial section 70 Carrier section

[0059] 275 second radial section

[0060] 280 gearbox output side

[0061] 285 clutch input side

[0062] 295 clutch output side

[0063] F Actuating force

[0064] FG counterforce

[0065] M torque

Claims

Patent claims 1 . Compensation device (15) for an electric drive train (10) of a vehicle, - wherein the compensating device (15) comprises a planetary gear (70), a switchable clutch device (75), a bevel gear differential (80) and a housing (85), - wherein the housing (85) encloses at least in sections a housing interior (90) in which the planetary gear (70), the clutch device (75) and the bevel gear differential (80) are arranged, - wherein the bevel gear differential (80) comprises a bevel gear set (100) comprising a first bevel gear (110) and a second bevel gear (115) coupled to the first bevel gear (110), - wherein the planetary gear (70) has a gear output side (280) and the clutch device (75) has a clutch input side (285) and a clutch output side (295), - wherein the clutch input side (285) is connected to the transmission output side (280) and the clutch output side (295) is connected to the first bevel gear (110) in a torque-locking manner, - wherein the clutch device (75) is switchable between a closed state and an open state, - wherein in the closed state, the clutch device (75) connects the first bevel gear (110) to the transmission output side (280) in a torque-locking manner and in the open state, the first bevel gear (110) is rotatable relative to the transmission output side (280).

2. Compensating device (15) according to claim 1, - wherein the coupling device (75) and the planetary gear (70) are arranged axially overlapping, - wherein the clutch device (75) and the bevel gear differential (80) are arranged radially overlapping at least in a first partial section of the bevel gear differential, - wherein the planetary gear (70) and the bevel gear differential (80) are arranged radially overlapping at least in a second partial section of the bevel gear differential.

3. Compensating device (15) according to one of the preceding claims, - wherein the planetary gear (70) has a planet carrier (180) rotatably mounted about a rotational axis (50) and at least one planet gear (175) rotatably mounted on the planet carrier (180) about a planetary axis (205), - wherein the planetary gear (175) forms an input side (55) of the compensating device (15) and is connectable to an electric machine (20) of the drive train (10), - wherein the planet carrier (180) is connected to the clutch input side (285) in a rotationally fixed manner.

4. Compensating device (15) according to claim 2, - wherein the planetary gear (175) has a first external toothing (190) and a second external toothing (195) arranged axially offset from the first external toothing (190), - wherein the planetary gear (70) has a ring gear (185) which is connected to the housing (85) in a rotationally fixed manner, - wherein the ring gear (185) has a ring gear toothing (196) corresponding to the second external toothing (195), in particular an internal toothing (200), - wherein the second external toothing (195) meshes with the ring gear toothing (196) of the ring gear (185).

5. Compensating device (15) according to one of the preceding claims, - wherein the clutch device (75) comprises a first disk carrier (125), a second disk carrier (130), an actuating unit (140) and a friction package (135) with at least one first friction partner (145) and one second friction partner (150), - wherein the first plate carrier (125) forms the clutch input side (285) and the second plate carrier (130) forms the clutch output side (295), - wherein the first friction partner (145) is connected to the first disk carrier (125) and the second friction partner (150) is connected to the second disk carrier (130) in a rotationally and axially displaceable manner, - wherein the actuating unit (140) is designed to switchably provide an actuating force (F) which presses the first friction partner (145) and the second friction partner (150) together under the action of a counterforce (FG) acting against the actuating force (F) in such a way that when the actuating force (F) is provided, the first friction partner (145) forms a frictionally engaged connection with the second friction partner (150), so that the transmission output side (280) is connected to the first bevel gear (110) in a torque-locking manner.

6. Compensating device (15) according to claim 5, - comprising a first axial bearing (215) arranged on the housing (85), - wherein the planet carrier (180) is mounted on the first axial bearing (215) axially and relatively rotatable about the axis of rotation (50) relative to the housing (85), - wherein the actuating force (F) acts axially in the direction of the planet carrier (180) and the planet carrier (180) is designed to support the actuating force (F) on the housing (85) via the first axial bearing (215).

7. Compensating device (15) according to claim 5 or 6, - wherein the actuating unit (140) has a pressure piston (155) and a pressure chamber (165) which is at least partially axially bounded by the pressure piston (155) and the housing (85), wherein a pressurized pressure fluid can be introduced into the pressure chamber (165) to provide the actuating force (F).

8. Compensating device (15) according to claim 7, - wherein the actuating unit (140) has a second axial bearing (235) and a pressure pot (160), - wherein the second axial bearing (235) is arranged axially between the pressure pot (160) and the pressure piston (155) such that the pressure pot (160) is arranged relative to the pressure piston (155) about the axis of rotation (50), - wherein the pressure pot (160) rests against the friction pack (135) on a side facing away from the pressure piston (155), - wherein the pressure pot (160) is mounted so as to be axially rotatable about the axis of rotation (50) relative to the pressure piston (155), - wherein the second axial bearing (235) is designed to transmit the actuating force (F) between the pressure piston (155) and the pressure pot (160).

9. Drivetrain (10) - with a hollow shaft (45), an electric machine (20) and a compensating device (15) according to one of the preceding claims, - wherein the electric machine (20) has a rotor (35) and a stator, - wherein the rotor (35) is arranged radially on the outside of the hollow shaft (45) and is connected to the hollow shaft (45) in a rotationally fixed manner, - wherein the hollow shaft (45) is mounted rotatably about a rotational axis (50) and has a third external toothing (220) axially offset from the rotor (35), which is designed to correspond to the first external toothing (190), - wherein the first external toothing (190) and the third external toothing (220) mesh with each other.

Images