Drive device for a motor vehicle

Abstract

A drive device for a motor vehicle, having a first drive assembly, a second drive assembly that can be coupled to the first drive assembly with a fixed transmission ratio by an intermediate clutch, as well as a driven shaft that can be coupled to the first drive assembly and to the second drive assembly. Here, the first drive assembly is directly coupled or can be coupled to a third drive assembly, and that the driven shaft can be coupled to the second drive assembly, on the one hand, by way of a first shift clutch and a first transmission stage, and, on the other hand, by way of a second shift clutch, which is coupled to the second drive assembly parallel to the first shift clutch, and a second transmission stage.

Claims

1. A drive device for a motor vehicle, comprising: a first drive assembly, a second drive assembly that can be coupled to the first drive assembly with a fixed transmission ratio by an intermediate clutch, as well as a driven shaft that can be coupled to the first drive assembly and to the second drive assembly, wherein the first drive assembly is directly coupled or can be coupled to a third drive assembly, and the driven shaft can be coupled to the second drive assembly, on the one hand, by way of a first shift clutch and a first transmission stage, and, on the other hand, by way of a second shift clutch, which is coupled to the second drive assembly parallel to the first shift clutch, and a second transmission stage so that a dual clutch transmission is realized between the second drive assembly and the driven shaft, wherein input sides of the first shift clutch and the second shift clutch are coupled to the second drive assembly, and output sides of the first shift clutch and the second shift clutch are coupled to the driven shaft, wherein the output side of the first shift clutch is coupled to the driven shaft via the first transmission stage, and the output side of the second shift clutch is coupled to the driven shaft via the second transmission stage, wherein the second drive assembly axially overlaps the first and second shift clutches as well as the first and second transmission stages when viewed longitudinally, wherein that the first drive assembly and the intermediate clutch or the intermediate clutch and the second drive assembly are joined together via a vibration absorber, and wherein the intermediate clutch is arranged in the radial direction to an axis of rotation of the vibration absorber, and the intermediate clutch is arranged on the inside of the vibration absorber so that the intermediate clutch and the vibration absorber are arranged in an overlapping way when viewed in the axial direction.

2. The drive device according to claim 1, wherein the second drive assembly is coupled to a common transmission input shaft of the first transmission stage and the second transmission stage by way of a gear transmission stage.

3. The drive device according to claim 1, wherein the driven shaft is coupled to a common transmission output shaft of the first transmission stage and the second transmission stage.

4. The drive device according to claim 3, wherein that the driven shaft is coupled to the common transmission output shaft by way of another gear transmission stage.

5. The drive device according to claim 1, wherein the second drive assembly has a rated power of the same order of magnitude as the first drive assembly.

6. The drive device according to claim 1, wherein the third drive assembly has a lower rated power than the second drive assembly.

7. The drive device according to claim 1, wherein the first drive assembly is configured as an internal combustion engine and/or the second drive assembly and/or the third drive assembly is/are configured as an electric machine or machines.

8. The drive device according to claim 1, wherein the first drive assembly and/or the second drive assembly and/or the third drive assembly are arranged axis-parallel to one another.

Description

(1) The invention will be explained in further detail in the following on the basis of the exemplary embodiments shown in the drawing, without resulting in any limitation of the invention. The single FIGURE shows here:

(2) FIG. 1 shows a schematic representation of a drive device for a motor vehicle that makes available a plurality of drive assemblies.

(3) FIG. 1 shows a schematic representation of a region of a drive device 1 that serves for driving a wheel axle 2 of a motor vehicle, which is not shown in more detail. The wheel axle 2 has two axle members 3 and 4 that are coupled to a driven shaft 5 of the drive device 1, in particular rigidly and/or permanently. The axle members 3 and 4 are preferably coupled to the driven shaft 5 by means of a differential 6, namely an axle differential 6. For example, the differential 6 is coupled to the driven shaft 5 on the input side, in particular rigidly and/or permanently, by way of at least one transmission stage 7.

(4) In order to drive the driven shaft 5, the drive device 1 provides a first drive assembly 8, a second drive assembly 9, and a third drive assembly 10. The drive assembly 8 in the exemplary embodiment shown here is configured as an internal combustion engine, whereas the drive assemblies 9 and 10 are present as electric machines. Other configurations of the drive assemblies 8, 9 and 10 may also be realized, however. For example, all three drive assemblies 8, 9 and 10 can be designed as electric machines. The third drive assembly 10 is also purely optional; thus, it can be omitted in a configuration of the drive device 1.

(5) The first drive assembly 8 and the second drive assembly 9 can be coupled to one another by means of an intermediate clutch 11. In a first shift position of the intermediate clutch 11, an operative connection is produced between the first drive assembly and the second drive assembly 9, whereas it is interrupted in a second shift position. It may be provided that the first drive assembly 8 is coupled to the intermediate clutch 11 by way of a vibration absorber 12. The vibration absorber 12 is configured, for example, as a dual mass flywheel or has such a flywheel. Additionally or alternatively, the vibration absorber 12 provides a centrifugal pendulum.

(6) The intermediate clutch 11 is integrated into the vibration absorber 12 in the exemplary embodiment shown here. Further, in the exemplary embodiment shown, the third drive assembly 10 can be coupled rigidly to the first drive assembly 8, in particular permanently, or at least rigidly. Correspondingly, the third drive assembly 10 is arranged on the side of the vibration absorber 12 facing the first drive assembly 8. It follows from this that both the first drive assembly 8 as well as the third drive assembly 10 are coupled to the intermediate clutch 11 or to an input side of the intermediate clutch 11 by way of the vibration absorber 12.

(7) A transmission input shaft 13 is arranged on an output side of the intermediate clutch 11. Preferably, the transmission input shaft 13 is coupled rigidly and/or permanently with the output shaft of the intermediate clutch 11. In other words, the first drive assembly 8 and the (optional) third drive assembly 10 can be placed in operative connection with the transmission input shaft 13 by means of the intermediate clutch 11. The transmission input shaft 13 is present as a common transmission input shaft of a first transmission stage 14 and a second transmission stage 15. In particular, input sides of a first shift clutch 16 and a second shift clutch 17 are each coupled to the transmission input shaft 13, i.e., preferably rigidly and/or permanently.

(8) On the output side, the first shift clutch 16 is coupled to the first transmission stage and the second shift clutch 17 is coupled to the second transmission stage 15, i.e., preferably also rigidly and/or permanently. On their side facing away from the corresponding shift clutch 16 or 17, respectively, the transmission stages 14 and 15 are coupled to a transmission output shaft 18, in particular rigidly and/or permanently. In this regard, the two transmission stages 14 and 15 as well as the two shift clutches 16 and 17 represent, together with the transmission input shaft 13 and the transmission output shaft 18, a dual clutch transmission 19. The transmission output shaft 18 is coupled to the driven shaft 5, preferably rigidly and/or permanently, in particular, by way of another gear transmission stage 20.

(9) Only for the sake of completeness will it be indicated also that the intermediate clutch 11 can be actuated by means of a first actuator 21, the first shift clutch 16 can be actuated by means of a second actuator 22, and the second shift clutch 17 can be actuated by means of a third actuator 23.

(10) It can be clearly derived from the illustration that the second drive assembly 9 is also coupled to the transmission input shaft 13. i.e., preferably by way of a gear transmission stage 24. The ratio of this gear transmission stage 24 is preferably selected as fixed, thus not changeable. It is clear overall that the driven shaft 5 can be driven either by means of the second drive assembly 9, while it is decoupled from the first drive assembly 8 and the third drive assembly 10. Or alternatively, the driving of the driven shaft 5 is possible jointly by means of the first drive assembly 8, the second drive assembly 9, and the third drive assembly 10. As shown here, it can be provided that the drive assemblies 8, 9 and 10 are arranged axis-parallel to one another. This makes possible a particularly efficient configuration of the drive device 1 relative to packing space.