Drive device for a vehicle axle

Abstract

The invention relates to a drive device for a vehicle axle of a two-track vehicle, the drive device comprising a drive unit (EM), in particular an electric machine, the force output shaft (5) of which transmits a drive torque to the two vehicle wheels of the vehicle axle via a gear assembly (3), wherein the gear assembly (7) has at least one gear stage (11) located close to the drive unit and at least one gear stage (12) located close to the wheels, wherein the vehicle axle is designed without an axle differential, and wherein each vehicle wheel is associated with a clutch (23) which can be controlled by a control unit and which, acting as a torque splitter, brings about any desired distribution of the drive torque between the two vehicle wheels. According to the invention, the two clutches (23), acting as torque splitters, are arranged in the gear stage (11) located close to the unit.

Description

[0001] Drive device for a vehicle axle

[0002] DESCRIPTION:

[0003] The invention relates to a drive device for a vehicle axle of a two-track vehicle according to the preamble of claim 1.

[0004] A generic drive device for a vehicle axle of a two-track vehicle has an electric motor whose rotor shaft delivers drive torque to the two vehicle wheels of the vehicle axle via a reduction gear. The reduction gear is designed with a gear ratio close to the engine and a gear ratio close to the wheels. Furthermore, the vehicle axle has an axle differential, which ensures a 50 / 50 torque distribution to the two vehicle wheels and speed compensation. For torque vectoring, the vehicle axle can also be equipped with superposition gears, which enable free torque distribution to the two vehicle wheels of the vehicle axle.

[0005] The provision of the axle differential and the superposition gears requires a significant amount of space in the vehicle axle. Furthermore, the axle differential and the superposition gears result in a structurally complex drivetrain.

[0006] An electric drive axle with traction and distribution capabilities is known from DE 10 2017 130 778 A1. The drive axle has an electric motor, a planetary differential, first, second and third suns, first, second and third planets and first and second clutches arranged about an axis. The differential ring can be driven by the motor. The differential sun can be rotationally coupled to a first output. The differential carrier can be rotationally coupled to a second output. The first, second and third planets can be supported by a common carrier for rotation about the first axis. The first sun can be meshingly engaged with the first planets. The second sun can be rotationally coupled to the first output and meshingly engaged with the second planets. The third sun can be rotationally coupled to the differential carrier and meshingly engaged with the third planets.The first clutch can selectively permit or restrict rotation of the common carrier. The second clutch can selectively permit or restrict rotation of the first sun. A device for torque distribution using hydraulic clutches is known from DE 697 23 800 T2. The device changes the torque distribution ratio between the right and left axles or the front and rear axles of a vehicle depending on the vehicle's operating conditions. An electromagnetic clutch is known from US Pat. No. 6,761,662 B2.

[0007] The object of the invention is to provide a drive device for a vehicle axle of a two-track vehicle, which can be implemented as desired torque distribution between vehicle wheels of the vehicle axle with a reduced installation space requirement compared to the prior art and with a simpler construction.

[0008] The object is solved by the features of claim 1. Preferred developments of the invention are disclosed in the subclaims.

[0009] The invention is based on a drive device for a vehicle axle of a two-track vehicle, in which a drive unit, in particular an electric motor, delivers a drive torque to the two vehicle wheels of the vehicle axle via a reduction gear. The reduction gear is equipped with at least one gear ratio close to the unit and one gear ratio close to the wheels. Furthermore, the vehicle axle is designed without an axle differential, i.e., without an axle differential. According to the characterizing part of claim 1, each vehicle wheel of the vehicle axle is assigned a clutch controllable by a control unit. The two clutches act as torque splitters, by means of which any desired torque distribution of the drive torque to the vehicle wheels is possible.In addition, by controlling the two clutches accordingly, it is possible to equalize the speed between the vehicle wheels, with reduced installation space requirements and a simpler design compared to the state of the art.

[0010] During ferry operation, at least one of the two clutches must be operated with a microslip and a small differential speed. This allows the current magnitude of the drive torque applied to the respective vehicle wheel via the clutch to be determined at any time. However, this microslip, combined with the high clutch torques when positioned close to the wheels, causes power losses, which are detrimental to the vehicle's range and efficiency.

[0011] To reduce the power losses due to micro-slip, the following measures can be taken according to the invention:

[0012] According to one embodiment, the two clutches acting as torque splitters are arranged in the gear ratio close to the engine. In this case, the two clutches can be dimensioned smaller compared to a clutch arrangement close to the wheels, for example, in the gear ratio close to the wheels, where the clutch torque corresponds to the wheel drive torque applied to the respective vehicle wheel. By positioning the two clutches in the gear ratio close to the engine, the power losses caused by microslip can be reduced.

[0013] In one technical implementation, the power output shaft (i.e., the rotor shaft) can be connected to an intermediate shaft via the gear stage near the engine. The gear stage near the engine can be constructed from a fixed gear arranged on the power output shaft and a meshing input gear arranged on the intermediate shaft in a rotationally fixed manner. In addition to the input gear, the intermediate shaft can carry at least one output gear, which is seamlessly connected to the output shafts leading to the two vehicle wheels, forming the gear stage near the wheels.

[0014] An output gear can be arranged axially on either side of the intermediate shaft's input gear as a loose gear. Each of the output gears can be coupled to the intermediate shaft via one of the clutches. Furthermore, each of the two output gears meshes with an output gear arranged on the respective output shaft, forming the gear ratio stage closest to the gear.

[0015] At least one brake module, in particular a wet multi-disk clutch, can be assigned to the vehicle axle. The wet multi-disk clutch can replace conventional vehicle disc brakes. In a first embodiment, the brake module can act on the intermediate shaft of a reduction gear. In this case, vehicle braking can be achieved by actuating both the brake module and the two clutches. Alternatively, a brake module can act on each of the two output shafts. In this case, vehicle braking can be carried out solely by the two brake modules, i.e., without actuating the clutches.

[0016] In this embodiment, smaller clutches can be used than in the basic concept, as compared to the state of the art, since the final gear ratio—viewed in one torque flow direction—occurs only downstream of the two clutches, thus resulting in significantly lower power losses (with the same microslip as in the basic concept). Furthermore, compensation of the axial forces is possible with opposing helix angles of the large output gears.

[0017] In combination with the at least one integrated brake module, the following advantage arises: With one brake module per output shaft, the two clutches do not need to be additionally actuated during drive, but only during recuperation. In a further embodiment, a planetary gear set can be arranged on the gear stage closest to the wheel for each output shaft leading to the two vehicle wheels. Each planetary gear set is assigned one of the clutches acting as a torque splitter. Each planetary gear set can have at least one sun gear and one planet gear carrier. In a first embodiment, a common ring gear can be assigned to the two planetary gear sets. The common ring gear can mesh as an input element with the output gear arranged on the intermediate shaft. Furthermore, in each of the two planetary gear sets, the planet gear carrier can act as an output element, which is connected in a rotationally fixed manner to the output shaft.In this case, the sun gear can be coupled to the output shaft as a reaction element via one of the clutches. Furthermore, in a further embodiment, the sun gear can also be secured to a transmission housing wall via a brake module. In this case, a two-speed vehicle axle is provided, specifically with a first gear in which the brake module is engaged, so that the sun gear is supported against the first transmission housing wall. In a second gear, however, the brake module is disengaged, while only the planetary gear carrier can be coupled to the sun gear via the clutch. Alternatively, the sun gear can be coupled to a transmission housing wall via one of the clutches.

[0018] The planetary gear carrier can have at least one radially outer planetary gear meshing with an internal toothing of the ring gear, as well as a radially inner planetary gear meshing with the sun gear. The two planetary gears can also mesh with each other. Furthermore, each of the two planetary gears can have its own ring gear.

[0019] For example, in each planetary gear, the ring gear can be connected to the output shaft in a rotationally fixed manner as the output element. In this case, the sun gear can be coupled to a transmission housing wall via one of the clutches as the reaction element, while the planet gear carriers of the two planetary gears are connected to a radially outer hollow shaft as input elements, which is drivingly connected to the gear ratio stage closest to the unit.

[0020] Alternatively, in each planetary gear unit, the planetary gear carrier can be coupled to a gear housing wall as a reaction element via one of the clutches. In this case, the sun gears of the two planetary gear units can be connected as input elements to a radially inner hollow shaft, which is drivingly connected to the gear ratio stage closest to the unit.

[0021] In a further embodiment, each of the planetary gears can have a double-sun planetary gear set, specifically with a sun gear on the outer side of the vehicle in the transverse direction and a sun gear on the inner side of the vehicle. These gears each mesh with at least one planet gear on the outer side of the vehicle and one planet gear on the inner side of the vehicle, which are rotatably mounted on a planet gear carrier. The sun gear on the outer side of the vehicle can be coupled to a transmission housing wall via one of the clutches as a reaction element. In contrast, the sun gear on the inner side of the vehicle can be connected to the output shaft in a rotationally fixed manner as an output element. The planet gear carriers of the two planetary gears can be connected to a radially outer hollow shaft in a rotationally fixed manner as input elements, which are drivingly connected to the gear ratio stage close to the unit.

[0022] In an alternative design variant, the sun gears of the two planetary gears located inside the vehicle can be connected as input elements to a radially inner hollow shaft in a rotationally fixed manner. The radially inner hollow shaft can be connected to the gear ratio stage near the unit. In this case, the planetary gear carrier can be coupled to a transmission housing wall as a reaction element via one of the couplings.

[0023] Embodiments of the invention are described below with reference to the attached figures.

[0024] 1 to 9 show views of different embodiments of the invention; and

[0025] Fig. 10 shows a comparative example not covered by the invention,

[0026] For a simpler understanding of the invention, reference is first made to Figure 10, which shows a transmission structure of a drive device for a vehicle rear axle of a two-track vehicle, not encompassed by the invention. The vehicle rear axle forms, for example, a secondary drive axle, while the front axle forms a primary drive axle. Clutches 23, described below, are installed in the rear axle as torque splitters.

[0027] Such torque splitters are preferably used in the secondary drive axle. In an alternative design variant, in which the vehicle's front axle forms the secondary drive axle, the torque splitters can also be installed in the vehicle's front axle.

[0028] In Figure 10, the electrified vehicle axle has an electric motor EM and a reduction gear 3. The electric motor EM is connected to a high-voltage battery (not shown). Furthermore, the electric motor EM is connected via its rotor shaft 5, with the intermediate gear 3, to the output shafts 9 leading to the two vehicle wheels. In Figure 10, the electric motor EM is installed transversely in the vehicle axle. Accordingly, the rotor shaft 5 and the output shafts 9 are axially parallel to each other in the vehicle's transverse direction y.

[0029] The intermediate gear 3 consists of two gear ratios 11, 12, of which a gear ratio 11 close to the unit is formed from a fixed gear 7 arranged on the rotor shaft 5 and an input gear 17 meshing therewith and arranged in a rotationally fixed manner on the intermediate shaft 13. Also arranged on the intermediate shaft 13 is a rotationally fixed output gear 19 which meshes with an output gear 21 to form a gear ratio 12 close to the wheel. The output gear 21 is rotationally fixedly mounted on a radially outer hollow shaft 57, which can be coupled at its two axial ends to output flanges 25 of the two output shafts 9 via a coupling 23 each.

[0030] In ferry operation, the two clutches 23 act as torque splitters, with the help of which any desired torque distribution of the drive torque generated in the electric motor EM to the two vehicle wheels is achieved.

[0031] As further shown in Figure 10, the radially outer hollow shaft 57 is extended axially to the right with a reduced-diameter hollow shaft section that terminates with a brake flange 27. The brake flange interacts with a brake module 29. Both the brake module 29 and the two clutches 23 are actuated via the control unit 1 by means of corresponding actuators 31. During ferry operation, at least one of the two clutches 23 is operated with a microslip (with a small differential speed) so that the magnitude of the drive torque applied to each of the vehicle wheels via the clutches 23 can be determined.

[0032] In Figure 10, the two clutches 23 are arranged in the gear ratio 12 closest to the wheel, resulting in a high clutch torque corresponding to the wheel drive torque applied to the respective vehicle wheel. In the close-to-wheel arrangement shown in Figure 10, the microslip combined with the high clutch torque causes significant power losses, which are detrimental to the vehicle's range and efficiency.

[0033] Figures 1 to 9 describe different measures that can be used to easily increase the range and efficiency of the vehicle.

[0034] The basic concept of the exemplary embodiments shown in Figures 1 to 9 and the comparative example shown in Figure 10 is identical, according to which the vehicle axle is designed to be free of axle differentials, i.e. without an axle differential, and the two clutches 23 can act as torque splitters to achieve any desired torque distribution between the two vehicle wheels. Reference is therefore made to the previous description. In contrast to the comparative example in Figure 10, in the exemplary embodiment in Figure 1 the clutches 23 are no longer arranged on the gear ratio stage 12 near the wheel, but rather on the gear ratio stage 11 near the aggregate. For this purpose, an output gear 19 is rotatably mounted as a loose gear on the intermediate shaft 13 on each side of the input gear 17 of the intermediate shaft 13. Each of the output gears 19 can be coupled to the intermediate shaft 13 via one of the clutches 29.In addition, each of the two output gears 19 meshes with an output gear 21 arranged in a rotationally fixed manner on the respective output shaft 9, forming the gear ratio stage 12 close to the wheel.

[0035] The two clutches 23 can be dimensioned smaller compared to Figure 10, since the final transmission ratio—viewed in the direction of torque flow—only occurs downstream of the two clutches 23, so that significantly lower power losses are generated with the same microslip (compared to Figure 10). Furthermore, axial force compensation is possible with the opposite helix angle of the large-diameter output gears 21.

[0036] In Figure 1, two brake modules 29 are also provided, each of which acts directly on the output shafts 9. During vehicle braking, only the two brake modules 29 need to be actuated, while the two clutches 23 do not need to be actuated. In contrast, in recuperation mode, both the two brake modules 29 and the two clutches 23 must be actuated. Figure 2 shows a variant of Figure 1, according to which only one brake module 29 is provided, which acts directly on the intermediate shaft 13. In this case, during vehicle braking, both the brake module 29 and the two clutches 23 must be actuated. Figure 3 shows a further exemplary embodiment in which a planetary gear PG1, PG2 is formed in the gear ratio stage 12 close to the wheel on each side of the vehicle. In addition, each of the planetary gears PG1, PG2 has a clutch 23 acting as a torque splitter.The two planetary gears PG1, PG2 are mirror images of each other with respect to a vehicle centerline longitudinal plane. Each of the planetary gears PG1, PG2 has a sun gear 35, a planet gear carrier 37, and a ring gear 41. The ring gears 41 of the two planetary gears PG1, PG2 are connected to a common radially outer hollow shaft 57. In Figure 3, the radially outer hollow shaft 57 forms an input element that meshes with the output gear 19 arranged on the intermediate shaft 13.

[0037] In each of the two planetary gears PG1, PG2, the planetary gear carrier 37 is connected to the respective output shaft 9 via an input flange 25. The sun gear 35 forms a reaction element, which is seated on an intermediate hollow shaft 45 through which one of the output shafts 9 is guided. The intermediate hollow shaft 45 carries a coupling flange 47, which can be coupled to a coupling flange 50 of the output shaft 9 via the coupling 23.

[0038] As in Figures 1 or 2, the clutches 23 in Figure 3 can also be dimensioned smaller, due to a power split at the clutch flange 45 of the output shaft 9, in which the drive torque is divided into a wheel torque supplied to the vehicle wheel and a lost torque supplied to the clutch 23. With an exemplary gear ratio io of -2.3, each of the clutches 23 is subjected to only 43% of the wheel drive torque applied to the vehicle wheel. In Figure 3, this results in a very slight efficiency disadvantage, since a high proportion of the power is transmitted as clutch power and not as a rolling power.

[0039] In the gear structure of Figure 3, spur gearing is also possible because the rolling speed of the planetary gear PG1, PG2 lies in the micro-slip range of the clutches 23. In Figure 4, two planetary gears PG1, PG2 with associated clutches 23 are also installed on the gear ratio stage 12 close to the wheel. Each of the planetary gears PG1, PG2 installed in Figure 4 has a negative planetary gear set. In contrast to Figure 3, the clutch flange 47 sitting on the intermediate hollow shaft 45 of the sun gear 35 can be coupled via the clutch 23 not to the output shaft 9, but rather to a housing wall 49. The brake module 29 acts directly on the intermediate shaft 13, as in Figure 3.

[0040] In Figure 4, each of the clutches 29 is designed as a brake, with the sun gear 35 being fixed to the transmission housing wall 49 when actuated. The clutches 29 can be dimensioned smaller than in Figure 10, since only a solar torque can be braked against the transmission housing wall 49, thus resulting in significantly lower power loss for the same microslip.

[0041] In Figure 5, two planetary gears PG1, PG2, each with an associated clutch 23, are also installed on the gear stage 12 closest to the wheel. Each of the planetary gears PG1, PG2 has a ring gear plus planetary gear set. As in Figure 4, the clutches 29 in Figure 5 can be dimensioned smaller than those in Figure 10, since only a solar torque can be braked against the gear housing wall 49, thus resulting in significantly lower power loss with the same microslip.

[0042] As can be further seen from Figure 5, a radially outer planet gear 53, which meshes with an internal toothing of the ring gear 41, and a radially inner planet gear 55, which meshes with the sun gear 35, are rotatably mounted on the planet gear carrier 37. The two planet gears 53, 55 mesh with each other. The two ring gears 41 form output elements which are connected in a rotationally fixed manner to the respective output shaft 9 via drive flanges 25. In contrast, the sun gear 35 is seated on the intermediate hollow shaft 45, which carries a coupling flange 47 which can be coupled to the housing wall 49 via the coupling 23. The two planet gear carriers 37 of the planetary gears PG1, PG2 are connected as input elements to a radially outer hollow shaft 57, which carries a gear 21 which meshes with the output gear 19 of the intermediate shaft 13.

[0043] Figure 6 shows a modification of the gear structure shown in Figure 5. Accordingly, in each planetary gear PG1, PG2, the planet gear carrier 37 can be coupled to the housing wall 49 as a reaction element via a coupling 23. The sun gears 35 of the two planetary gears PG1, PG2 form input elements that are rotationally connected to a radially inner hollow shaft 59, on which a gear 21 is seated, which meshes with the output gear 19 of the intermediate shaft 13. The ring gear 41 of the respective planetary gear PG1, PG2 forms an output element that is connected to the output shaft 9 via an output flange 25.

[0044] In Figure 7, the planetary gear set PG1, PG2 has a double sun plus planetary gear set in which the clutches 29 can be dimensioned smaller than in Figure 10, since only a sun moment can be braked against the gear housing wall 49 and thus there is a significantly lower power loss for the same microslip. The two planetary gear sets PG1, PG2 are formed on the gear ratio stage 12 close to the wheel. Each of the planetary gear sets PG1, PG2 has a sun gear 61 on the outside of the vehicle in the vehicle transverse direction y and a sun gear 63 on the inside of the vehicle. These each mesh with a planet gear 65 on the outside of the vehicle and a planet gear 67 on the inside of the vehicle, which are rotatably mounted on a planet gear carrier 37. The vehicle-external sun gear 61 is seated on an intermediate hollow shaft 45, which carries a coupling flange 47, which can be coupled to the housing wall 49 via the coupling 23.The vehicle's internal sun gear 63 forms an output element, which is non-rotatably connected to the output shaft 9. The planetary gear carriers 37 of the two planetary gears PG1, PG2 form input elements. These are non-rotatably connected to a radially outer hollow shaft 57, on which an output gear 21 is mounted, which meshes with the output gear 19 of the intermediate shaft 13.

[0045] Figure 8 shows a modification of the exemplary embodiment shown in Figure 7. Accordingly, the vehicle-internal sun gears 63 of the two planetary gears PG1, PG2 are seated as input elements on a radially inner hollow shaft 59. Also arranged on the radially inner hollow shaft 59 is an output gear 21 that meshes with the output gear 19 of the intermediate shaft 13. The vehicle-external sun gear 61 is seated as an output element in a rotationally fixed manner on the output shaft 9, while the planet gear carrier 37 is designed as a reaction element with a coupling flange 47 that can be coupled to the transmission housing wall 49 via the coupling 23.

[0046] In the embodiment of Figure 9, a two-speed vehicle axle is provided which can be shifted between a first and a second gear. As in the previous embodiments, the two planetary gears PG1, PG2, each with an associated clutch 23, are arranged on the gear ratio stage 12 closest to the wheel. Accordingly, the two ring gears 41 are connected in a rotationally fixed manner to a common radially outer hollow shaft 57. An output gear 21 is seated on this shaft and meshes with the output gear 19 of the intermediate shaft 13. The sun gear 35 is seated on an intermediate hollow shaft 45 which carries a brake flange 27 which can be secured to the transmission housing wall 49 via the brake module 29. The planet gear carrier 37 is connected via an output flange 25 to the output shaft 9 which extends through the intermediate hollow shaft 45.The planetary gear carrier 37 is also extended outward in the vehicle's transverse direction y by the clutch 23, which can be brought into clutch engagement with a clutch flange 47 located on the intermediate hollow shaft 45. In first gear, the brake module 29 is engaged, so that the sun gear 35 is supported against the transmission housing wall 49. In second gear, the brake module 49 is disengaged, while the planetary gear carrier 37 can be coupled to the sun gear 35 via the clutch 23 in a slip-controlled manner.

[0047] In Figure 9, the left and right brake modules 29 are dual-purposed as splitter clutches for a shorter first gear. Compared to Figure 10, the brake modules 29 and the clutches 23 can be dimensioned smaller because, when first gear is engaged, only a sun gear torque against the transmission housing wall 49, and when second gear is engaged, only the planetary gear carrier 37 needs to be braked, resulting in significantly lower power loss for the same microslip. In Figure 9, when the vehicle is braking, both the brake modules 29 and the clutches 23 must be actuated. In one technical implementation, the brake module 29 is a wet-running multi-disk brake consisting of an inner disk carrier, an outer disk carrier, and an intermediate disk pack. The outer disk carrier can be fixed to the transmission housing wall 49, while the inner disk carrier can be connected to the brake flange 27.In the same way, each of the clutches 23 can be designed as a wet-running multi-plate clutch, which is constructed from an inner plate carrier, an outer plate carrier and an intermediate plate pack, wherein the outer and inner plate carriers are connected to the respective clutch partner.

[0048] LIST OF REFERENCE SYMBOLS:

[0049] 1 control unit

[0050] 3 countershafts

[0051] 5 Power output shaft

[0052] 7 Fixed gear

[0053] 9 Output shaft

[0054] 11 gear ratios close to the aggregate

[0055] 12 gear ratios close to the wheel

[0056] 13 Intermediate shaft

[0057] 17 Input gear

[0058] 19 Output gear

[0059] 21 Output gear

[0060] 23 Clutch

[0061] 25 Output flange

[0062] 27 Brake flange

[0063] 29 Brake module

[0064] 31 Actuator

[0065] 35 Sun gear

[0066] 37 planetary gear carrier

[0067] 39 Planetary gear

[0068] 41 ring gear

[0069] 45 Intermediate hollow shaft

[0070] 47 Coupling flange

[0071] 49 Gearbox wall

[0072] 50 Coupling flange of the output shaft 9

[0073] 53 radial outer planetary gear

[0074] 55 radial inner planetary gear

[0075] 57 radial outer hollow shaft

[0076] 59 radial inner hollow shaft

[0077] 61 vehicle outer sun gear

[0078] 63 vehicle-internal sun gear

[0079] 65 vehicle outer planetary gear

[0080] 67 vehicle-internal planetary gear EM electric machine

[0081] PG1, PG2 planetary gear

Claims

PATENT CLAIMS:

1. Drive device for a vehicle axle of a two-track vehicle, with a drive unit (EM), in particular an electric machine, the power output shaft (5) of which drives a drive torque to the two vehicle wheels of the vehicle axle via a gear reducer (3), the gear reducer (3) having at least one gear ratio stage (11) close to the unit and one gear ratio stage (12) close to the wheel, and the vehicle axle being designed without an axle differential, characterized in that each vehicle wheel is assigned a clutch (23) which can be controlled by a control unit (1), and in that the clutches (23) act as torque splitters and effect any desired torque distribution of the drive torque to the two vehicle wheels.

2. Drive device according to claim 1, characterized in that the two clutches (23) acting as torque splitters are arranged on the gear ratio stage (11) close to the unit, so that in particular the two clutches (23) can be dimensioned smaller, in comparison to an arrangement of the clutches (23) in the gear ratio stage (12) close to the wheel, in which the clutch torque corresponds in particular to a wheel drive torque applied to the respective vehicle wheel, and / or in particular the power output shaft (5) is connected to an intermediate shaft (13) via the gear ratio stage (11) close to the unit, in particular the gear ratio stage (12) close to the unit is constructed from a fixed gear (7) arranged on the power output shaft (5) and an input gear (17) meshing therewith and seated on the intermediate shaft (13), and in particular at least one output gear (19) is arranged on the intermediate shaft (13),which is drivingly connected to the output shafts (9) leading to the two vehicle wheels, forming the wheel-near transmission stage (12).

3. Drive device according to claim 2, characterized in that an output gear (19) is arranged axially on both sides of the input gear (17) on the intermediate shaft (13) as a loose gear, which can be coupled to the intermediate shaft (13) via one of the clutches (23), and / or that each of the two output gears (19) meshes with an output gear (21) arranged on the respective output shaft (9) in a rotationally fixed manner, forming the gear ratio stage (12) close to the wheel.

4. Drive device according to one of the preceding claims, characterized in that at least one brake module (29), in particular a wet-running multi-disk brake, is assigned to the vehicle axle, by means of which vehicle braking can be carried out, and in that in particular the brake module (29) acts on the intermediate shaft (13), so that in particular the vehicle braking takes place by actuating both the brake module (29) and the two clutches (29), or that a brake module (29) acts on each output shaft (9), so that in particular the vehicle braking can be carried out solely by means of the two brake modules (29).

5. Drive device according to one of the preceding claims, characterized in that the gear ratio stage (12) close to the wheel has a planetary gear (PG1, PG2) on each side of the vehicle, and in particular that each planetary gear (PG1, PG2) is assigned one of the clutches (23) acting as a torque splitter, and in that each planetary gear (PG1, PG2) has a sun gear (35) and a planet gear carrier (37) and in particular a ring gear (41), and in particular that the ring gears (41) of the two planetary gears (PG1, PG2) are connected to a common radially outer hollow shaft (57), and in particular that the common radially outer Hollow shaft (57) as input element meshes with the output gear (19) arranged on the intermediate shaft (13).

6. Drive device according to claim 5, characterized in that in each of the two planetary gears (PG1, PG2) the planet gear carrier (37) is connected as an output element in a rotationally fixed manner to the output shaft (9), and in particular the sun gear (35) is coupled as a reaction element to the output shaft (9) via one of the clutches (23), or in particular the sun gear (35) is coupled to a gear housing wall (49) via one of the clutches (23), and / or in particular the sun gear (35) is additionally lockable to a gear housing wall (49) via a brake module (29).

7. Drive device according to claim 5 or 6, characterized in that the planet gear carrier (37) has at least one radially outer planet gear (53) meshing with an internal toothing of the ring gear (41) and a radially inner planet gear (55) meshing with the sun gear (35), wherein the two planet gears (53, 55) mesh with each other, and in that in each planetary gear (PG1, PG2) the ring gear (41) is connected as an output element in a rotationally fixed manner to the output shaft (9), and in that in particular the sun gear (35) is coupled as a reaction element via one of the clutches (23) to a gear housing wall (49), and in that in particular the planet gear carriers (37) of the two planetary gears (PG1, PG2) are connected as input elements in a rotationally fixed manner to a radially outer hollow shaft (57), which is drivingly connected to the gear ratio stage (11) close to the unit. ) is connected.

8. Drive device according to claim 7, characterized in that in each planetary gear (PG1, PG2) the planet carrier (37) is connected as a reaction element via one of the clutches (23) to a Gearbox housing wall (49) can be coupled, and in particular the sun gears (35) of the two planetary gears (PG1, PG2) are connected as input elements to a radially inner hollow shaft (59) which is drivingly connected to the gear ratio stage (11) close to the unit.

9. Drive device according to one of claims 5 to 8, characterized in that each of the planetary gears (PG1, PG2) has a double sun planetary gear set, namely with a sun gear (61) on the outside of the vehicle in the vehicle transverse direction (y) and a sun gear (63) on the inside of the vehicle, which each mesh with at least one planet gear (65) on the outside of the vehicle and one planet gear (67) on the inside of the vehicle, which are rotatably mounted on a planet gear carrier (37), and in particular the sun gear (61) on the outside of the vehicle can be coupled as a reaction element to a transmission housing wall (49) via one of the clutches (23), and in particular the sun gear (63) on the inside of the vehicle is connected as an output element in a rotationally fixed manner to the output shaft (9), and in particular the planet gear carriers (37) of the two planetary gears (PG1, PG2) are connected as input elements in a rotationally fixed manner to a radially outer hollow shaft (57). which is drivingly connected to the gear ratio stage (11) close to the unit,and that in particular the vehicle-internal sun gears (63) of the two planetary gears (PG1, PG2) are connected as input elements to a radially inner hollow shaft (59) in a rotationally fixed manner, which is drivingly connected to the gear ratio stage (11) close to the unit, and that in particular in each planetary gear (PG1, PG2) the planet gear carrier (37) can be coupled as a reaction element to a gear housing wall (49) via one of the clutches (23).

10. Drive device according to one of claims 5 to 9, characterized in that the vehicle axle is a two-speed vehicle axle which can be shifted into a first gear or into a second gear, and in particular in the first gear in each of the planetary gears (PG1, PG2) the brake module (29) is engaged so that the sun gear (35) of each of the planetary gears (PG1, PG2) is supported against the gear housing wall (49), and / or in the second gear in each of the planetary gears (PG1, PG2) the brake module (29) is released, while the planetary gear carrier (37) can be coupled to the sun gear (35) via the clutch (23).

Images