FINAL DRIVE FOR A MOTOR VEHICLE

Abstract

A final drive for a motor vehicle, having a first input shaft, a second input shaft, a first output shaft and a second output shaft, wherein the first input shaft is permanently coupled to the first output shaft by means of a first ring gear drive, and the second input shaft is permanently coupled to the second output shaft by means of a second ring gear drive. It is thus provided that the first input shaft and the second input shaft are arranged coaxially with one another and that the first output shaft and the second output shaft extend in opposite directions from the respective ring-gear drive, wherein an axial plane accommodates the rotational axes of the input shafts and a plane perpendicular to the axial plane forms an angle of at least 75 and at most 90.

Claims

1-10. (canceled)

11. A final drive for a motor vehicle, comprising: a first input shaft, a second input shaft, a first output shaft and a second output shaft, wherein the first input shaft is permanently coupled to the first output shaft by a first ring-gear drive and the second input shaft is permanently coupled to the second output shaft by a second ring-gear drive, wherein the first input shaft and the second input shaft are arranged coaxially with one another, and the first output shaft and the second output shaft extend in opposite directions from the respective ring-gear drive, wherein an axial plane accommodate the rotational axes of the input shafts and a plane perpendicular to the axial plane with the rotational axes of the output shafts forms an angle of at least 75 and at most 90, and in that a bearing element secured to the gear housing is arranged in a transmission housing of the final drive, which bearing element has a first bearing projection and a second bearing projection, wherein a first ring gear rigidly connected to the first output shaft is mounted on the first bearing projection, and a second ring gear of the second ring-gear drive rigidly connected to the second output shaft is mounted on the second bearing projection.

12. The final drive according to claim 11, wherein the rotational axes of the two input shafts and the rotational axes of the two output shafts lie in the axial plane.

13. The final drive according to claim 11, wherein the first bearing projection protrudes in the direction of a first outlet recess of the transmission housing, and the second bearing projection protrudes in the direction of a second outlet recess of the transmission housing or protrudes into it.

14. The final drive according to claim 11, wherein the gear housing has a first housing shell and a second housing shell, which are formed separately from each other and in a contact plane abut one another, in the axial plane or parallel thereto.

15. The final drive according to claim 11, wherein the bearing element is secured to the first housing shell, as well as to the second housing shell, in particular on opposite sides of the contact plane and/or by means at least one screw, whose longitudinal center axis is angled relative to the contact plane and/or is perpendicular thereto.

16. The final drive according to claim 11, wherein the bearing element is secured to the first housing shell or the second housing shell on either side of an imaginary plane, which is arranged perpendicularly on the contact plane and accommodates an intersection point of the rotational axes of the output shafts with the rotational axes of the input shafts.

17. The final drive according to claim 11, wherein the first input shaft and the second input shaft, as well as the first output shaft and the second output shaft are each mounted on or in the transmission housing.

18. The final drive according to claim 11, wherein the first input shaft and the second input shaft are mounted on and/or in the transmission housing on opposite sides of the ring-gear drive.

19. The final drive according to claim 11, wherein at least one bearing arrangement for supporting the first ring gear on the first bearing projection, and a second bearing arrangement for supporting the second ring gear on the second Bearing projection is arranged and/or secured in at least one direction by means of a fastener, in particular a snap ring.

20. The final drive according to claim 11, wherein the bearing element is designed in one piece and/or of the same material.

21. The final drive according to claim 12, wherein the first bearing projection protrudes in the direction of a first outlet recess of the transmission housing, and the second bearing projection protrudes in the direction of a second outlet recess of the transmission housing or protrudes into it.

22. The final drive according to claim 12, wherein the gear housing has a first housing shell and a second housing shell, which are formed separately from each other and in a contact plane abut one another, in the axial plane or parallel thereto.

23. The final drive according to claim 13, wherein the gear housing has a first housing shell and a second housing shell, which are formed separately from each other and in a contact plane abut one another, in the axial plane or parallel thereto.

24. The final drive according to claim 12, wherein the bearing element is secured to the first housing shell, as well as to the second housing shell, in particular on opposite sides of the contact plane and/or by means at least one screw, whose longitudinal center axis is angled relative to the contact plane and/or is perpendicular thereto.

25. The final drive according to claim 13, wherein the bearing element is secured to the first housing shell, as well as to the second housing shell, in particular on opposite sides of the contact plane and/or by means at least one screw, whose longitudinal center axis is angled relative to the contact plane and/or is perpendicular thereto.

26. The final drive according to claim 14, wherein the bearing element is secured to the first housing shell, as well as to the second housing shell, in particular on opposite sides of the contact plane and/or by means at least one screw, whose longitudinal center axis is angled relative to the contact plane and/or is perpendicular thereto.

27. The final drive according to claim 12, wherein the bearing element is secured to the first housing shell or the second housing shell on either side of an imaginary plane, which is arranged perpendicularly on the contact plane and accommodates an intersection point of the rotational axes of the output shafts with the rotational axes of the input shafts.

28. The final drive according to claim 13, wherein the bearing element is secured to the first housing shell or the second housing shell on either side of an imaginary plane, which is arranged perpendicularly on the contact plane and accommodates an intersection point of the rotational axes of the output shafts with the rotational axes of the input shafts.

29. The final drive according to claim 14, wherein the bearing element is secured to the first housing shell or the second housing shell on either side of an imaginary plane, which is arranged perpendicularly on the contact plane and accommodates an intersection point of the rotational axes of the output shafts with the rotational axes of the input shafts.

30. The final drive according to claim 15, wherein the bearing element is secured to the first housing shell or the second housing shell on either side of an imaginary plane, which is arranged perpendicularly on the contact plane and accommodates an intersection point of the rotational axes of the output shafts with the rotational axes of the input shafts.

Description

[0038] The invention will be explained in more detail with reference to the embodiments shown in the drawings, without limiting invention in any way. In the drawings:

[0039] FIG. 1 is a schematic side view of a final drive of a motor vehicle,

[0040] FIG. 2 is a schematic sectional view of a transmission housing, as well as a bearing element arranged in the transmission housing,

[0041] FIG. 3 is a schematic representation of the final drive in a first embodiment,

[0042] FIG. 4 a schematic representation of a second embodiment of the final drive,

[0043] FIG. 5 is a first variant of a third embodiment of the final drive in a schematic representation, and

[0044] FIG. 6 is a schematic representation of a second embodiment of the third embodiment of the final drive.

[0045] FIG. 1 is a schematic side view of a final drive 1 for a motor vehicle. This has a first input shaft 2, of which a connection flange 3 is shown here. Coaxially to the first input shaft 2, a second input shaft 4, not visible here, is arranged. The first input shaft 2 is designed as a hollow shaft and the second input shaft 4 is arranged and/or mounted in the first input shaft 2. The second input shaft 4 has a connection flange 5, which is preferably arranged in the connection flange 3 of the first input shaft 2. The first input shaft 2 is permanently coupled to a first output shaft 7 by means of a first ring-gear drive 6. The first output shaft 7 has a connection flange 8, which can be seen here.

[0046] Similarly, the second input shaft 4 is permanently coupled by means of a second ring-gear drive 9 to a second output shaft 10, not visible here, which has a connecting flange 11.

[0047] The first ring gear 6 consists of a ring gear 12 rigidly and permanently coupled to the first input shaft 2, and a ring gear 13 meshing with the ring gear 12 and permanently and rigidly coupled to the first output shaft 7. Similarly, the second ring-gear drive 9 has a ring gear 14 rigidly and permanently coupled to the second input shaft 4, and a ring gear 15 meshing with the ring gear 14 and rigidly and permanently coupled to the second output shaft 10. The ring-gear drives 6 and 9 and correspondingly the ring gears 12, 13, 14 and 15 are arranged in a gear housing 16 of the final drive 1, in particular completely. In other words, the transmission housing 16 preferably completely encloses the ring-gear drives 6 and 9.

[0048] It has already been pointed out that the first input shaft 2 and the second input shaft 4 are arranged coaxially with one another, the second input shaft 4 being in the first input shaft 2. The input shafts 2 and 4 thus have coincident rotational axes 17 and 18. The first output shaft 7 and the second output shaft 10 now extend in opposite directions from the respective ring-gear drives 6 and 9. In the exemplary embodiment shown here, the first output shaft 7 thus extends out of the drawing plane, while the second output shaft 10 extends into the drawing plane. A rotational axis 19 of the first output shaft 7 or each connecting flange 8 is arranged slightly obliquely in the vertical direction and intersects the rotational axes 17 and 18. The same applies to a rotational axis 20, which is not visible here, of the second output shaft 10 or its connecting flange 11.

[0049] The input shafts 2 and 4 or their rotational axes 17 and 18 lie in an axial plane 21, which is basically arranged horizontally. In other words, an imaginary plane is perpendicular to the axial plane 21, which is seen in section, especially in cross-section with respect to the rotational axes 17 and 18, as a plane of symmetry for the rotational axes 19 and 20 of output shafts 7 and 10. The rotational axes 19 and 20 are arranged and aligned symmetrically to this imaginary plane, which can also be referred to as a vertical plane due to the horizontal arrangement of the axial plane 21.

[0050] Because the imaginary plane serves as a plane of symmetry for the rotational axes 19 and 20, the rotational axes 19 and 20 intersect both the plane of symmetry and the axial plane at the same angle. In other words, the rotational axis 19 with respect to the axial plane 21 or the plane of symmetry is at a first angle, and the rotational axis 20 with respect to the axial plane 21 or the plane of symmetry is at a second angle, whereby the two angles are equal. In general, the rotational axes 19 and 20 thus intersect the axial plane 21. It can also be provided that the rotational axes 19 and 20 lie completely in the axial plane 21.

[0051] In order to realize a space-saving design of the final drive 1, the transmission housing 16 is embodied in several parts and has a first housing shell 22 and a second housing shell 23, which are designed separately from one another and rest against each other in a contact plane 24, which lies in axial plane 21 or parallel thereto. The first housing shell 22 and the second housing shell 23 are fastened together by means of at least one screw 25, in the embodiment shown here, by means of a plurality of screws 25. At least one of the screws 25, but preferably all of the screws 25, now has a longitudinal center axis 26, which is angled with respect to the contact plane 24, i.e., intersects it at a certain angle.

[0052] In this respect, it is not provided that the screw 25 or its longitudinal center axis 26 be arranged parallel to the contact plane 24 or that the longitudinal center axis 26 be located in the contact plane 24. Rather, it is particularly preferred, that the longitudinal center axis 26 be perpendicular to the contact plane 24. In addition, it is preferably provided that at least one of the screws 25 is penetrated by the contact plane 24, i.e., intersected cut by the contact plane 24.

[0053] For the arrangement of screw 25, this means that it is located on the side of the gear housing 16 and not on a separate mounting flange, which would be provided together on an upper or a lower side of the gear housing 16 for mounting shells 22 and 23. Such a mounting flange is simply not provided in the advantageous embodiment of the final drive 1 described here. With such a design, the installation space required in the vertical direction, i.e., the plane of symmetry, can be substantially reduced compared with other final drives 1.

[0054] The first housing shell 22 has a flat first contact surface 27 located in the contact plane 24 and the second housing shell 23 has a flat second contact surface 28 located in contact plane 24. After mounting the housing shells 22 and 23, the two contact surfaces 27 and 28 lie flat against each other, especially over their entire surface. Full-surface arrangement means that the whole first contact surface 27 is in contact with the whole second contact surface 28. Each of the contact surfaces 27 and 28 fully covers the respective other contact surface 28 and 27.

[0055] The screw 25 now passes through both the first contact surface 27 and the second contact surface 28. It thus engages both the first housing shell 22 and the second housing shell 23 in order to fasten them together. In the exemplary embodiment shown here, it is provided that the first contact surface 27 extends in the direction of the rotational axes 17 and 18 from one end 29 of the transmission housing 16 to its other end 30. In addition or alternatively, this applies to the second contact surface 28. Thus, particularly preferably, both the first contact surface 27 and the second contact surface 28 extend to the end 29, on the one hand, and to the end 30, on the other.

[0056] However, the contact surfaces 27 and 28 may be interrupted between the ends 29 and 30 In the exemplary embodiment shown here, this is the case for both contact surfaces due to a first outlet recess 31 for the first output shaft 7 or its connecting flange 8, and a second outlet recess 32 for the second output shaft 10 or its connecting flange 11. The first output shaft 7 thus passes through the first outlet recess 31 or is arranged therein, while the second output shaft 10 passes through the second outlet recess 32 or is arranged therein.

[0057] It is particularly preferred that the outlet recesses 31 and 32 are formed in equal parts in the housing shell 22 and the second housing shell 23. At least, however, each of the outlet recesses 31 and 32 is at least partially located in the first housing shell 22, and at least partially located in the second housing shell 23. The contact surfaces 27 and 28 thus each have two partial surfaces which, when viewed in the axial direction with respect to the rotational axes 17 and 18, are located on opposite sides of the outlet recesses 31 and 32.

[0058] FIG. 2 shows a schematic partial sectional view of a part of the final drive 1. The input shafts 2 and 4 and the output shafts 7 and 10 are not shown here. This also applies to the ring-gear drives 6 and 9. Basically, however, reference is made to the above explanations. It is clearly evident here that the rotational axis 19 intersects the rotational axes 17 and 18 at an intersection point 33. This also applies analogously to the rotational axis 20 at an intersection point 34, not shown here, whereby this point may coincide with the intersection point 33.

[0059] Furthermore, it can now be seen that a bearing element 35 is arranged in the gear housing 16 in a preferred embodiment of the final drive 1. It has a first bearing projection 36, as well as a second bearing projection 37 opposite thereto, and which is not visible here. On the first bearing projection 36, the first ring gear 13 rigidly connected to the first output shaft 7 is rotatably mounted, and on the second bearing projection 37, the ring gear 15 rigidly connected to the second output shaft 10 of the second ring gear 9 is rotatably mounted. The first bearing projection 36 thus protrudes in the direction of the first outlet recess 31, in particular into it, or even penetrates it in the direction of the rotational axis 19. Conversely, the second bearing protrusion 37 protrudes in the direction of the second outlet recess 32. It can also protrude into it or even penetrate it in the direction of the rotational axis 20.

[0060] The bearing element 35 is now secured to the first housing shell 22, on the one hand and to the second housing shell 23, on the other. Securing is done by means of at least one screw 38, preferably by several screws 38. This is only shown here for the securing of the bearing element 35 to the second housing shell 23. Preferably, however, the corresponding embodiments are transferable to the securing of the bearing element 35 to the first housing shell 22. The screw(s) 38 is/are each shown to have a longitudinal center axis 39. The screw 38 or its longitudinal center axis 39 is now angled with respect to the contact plane 24 (not shown here). In particular, it is perpendicular to the contact plane 24. This means that the longitudinal center axis 39 of the screw 38 is preferably aligned parallel with the longitudinal center axis 26 of screw 25.

[0061] To support the bearing element 35 in the transmission housing 16, the screw 38 engages in a center dome 40 of the bearing element 35. The bearing projections 36 and 37 extend from the center dome 40 on opposite sides of the plane of symmetry.

[0062] Furthermore, a passage recess 41 for receiving the second input shaft 4 may be formed in the center dome 40, in particular between the bearing projections 36 and 37. Thus, the second input shaft 4 preferably penetrates completely the bearing element 35, in particular its passage recess 41 in the axial direction with respect to the rotational axes 17 and 18.

[0063] The ring-gear drives 6 and 9 are thus preferably designed, such that the ring gears 12 and 14 connected to the input shafts 2 and 4 are located on opposite sides of the bearing element 35, i.e., on opposite sides of a plane perpendicular to the rotational axes 17 and 18. In particular, the ring gear 12 is located completely on one side of this plane, and the ring gear 14 completely on the opposite side of the plane. The bearing element 35 is preferably designed in one piece and/or of the same material. For example, it is made of the same material as the housing shells 22 and 23. The use of the bearing element 35 allows for a particularly compact design of the final drive 1, in particular in the vertical direction.

[0064] FIG. 3 shows a schematic sectional view of the final drive 1, i.e., a cross section with respect to the rotational axes 17 and 19, wherein the section plane is perpendicular to the rotational axes 17 and 18 and preferably receives the rotational axes 19 and 20. The viewing direction aligned in the cross section toward the end 29. Input shafts 2 and 4 are not shown. It can be seen that each of the ring gears 13 and 15, or each of the output shafts 7 and 10 is mounted in the gear housing 16 by means of a bearing arrangement 42. The bearing assembly 42 for the ring gears 13 and 15 and the corresponding output shafts 7 and 10 are designed analogously, but in particular as mirror-inverted. In the following, the bearing assembly 42 for the ring gear 13 and the first output shaft 7 will be discussed in more detail. However, the embodiments are always transferable to the bearing assembly 42 for the ring gear 15 or the second output shaft 10.

[0065] The bearing assembly 42 has a first radial bearing 43 and a second radial bearing 44. These are arranged in an O-configuration relative to one another. Alternatively, they may also be designed as fixed bearings and as floating bearings. In the latter case, one of the radial bearings 43 and 44 forms the fixed bearing, and the other radial bearings 43 and 44 form the floating bearing. The O-configuration shown here will, however, be discussed in more detail in the following. However, the embodiments are always transferable to the embodiment of the radial bearings 43 and 44, as a fixed bearing and floating bearings. The radial bearings 43 and 44 are preferably designed as rolling bearings, in particular as ball bearings.

[0066] The radial bearings 43 and 44 are both arranged on the first bearing projection 36.

[0067] This means that they rest with their inner rings 45 and 46 on the first bearing projection 36. Outer rings 47 and 48 of the radial bearings 43 and 44, however, are arranged in the ring gear 13 and/or the first output shaft 7. Accordingly, the outer rings 47 and 48 rest against an inner bearing surface 49 of the ring gear 13 or the first output shaft 7. The intention is that the first radial bearing 43 is supported in the axial direction relative to the rotational axis 19 on the center axis 40 of the bearing element 35. In other words, the first radial bearing 43 is arranged in the axial direction relative to the rotational axis 19 between the center dome 40 and the ring gear 13 or an axial bearing projection 50 of the ring gear 13. In particular, the radial bearing 43 rests permanently against the center dome 40 and, besides, permanently against the axial bearing projection 50.

[0068] The second radial bearing 44 is preferably fixed axially outward by means of fasteners 51, i.e., in a direction away from the center dome 40. As fastener 51, e.g., a snap ring. or the like, is used. In particular, the fastener 51 is re-releasable. The radial bearing 44 is preferably arranged between the fastener 51 and the ring gear 13 or an axial bearing projection 52 of the ring gear 13 or the first output shaft 7. The second radial bearing 44 preferably rests permanently on the fastener 51, as well as permanently on the axial bearing projection 52.

[0069] The thrust bearing projections 50 and 52 may be different from one another and in particular spaced apart in the axial direction. However, the thrust bearing projections 50 and 52 can also be designed as a combined thrust bearing projection, wherein the first radial bearing 43 is located on one side and the second radial bearing 44 is located on the axially opposite side of this combined axial bearing project. It becomes obvious that the bearing assembly 42, i.e., both the first radial bearing 43 and the second radial bearing 44, are only secured to the transmission housing 16 via the bearing element 35. The radial bearings 43 and 44 thus engage exclusively via the bearing element 35 on the transmission housing 16.

[0070] Furthermore, it can be seen that the first bearing projection 36 has a first area 53 and a second area 54, which differ in terms of their diameter. Thus, the first bearing projection 36 has a first diameter in the first area 53 and a second diameter in the second area 54, whereby the first diameter is greater than the second diameter. The first area 53 preferably directly adjoins the center dome 40, at any rate it is arranged on the side of the second area 54 facing the center dome 40. The two areas 53 and 54 preferably adjoin one another directly in the axial direction with respect to the rotational axis 19.

[0071] The first radial bearing 43 is now seated in the first area 53 and the second radial bearing 44 is seated in the second area 54 on the first bearing projection 36. Thus, the inner ring 45 has a larger diameter than the inner ring 46. Preferably, the radial bearings 43 and 44 are of the same size in the radial direction, such that the outer ring 47 has a larger diameter than does the outer ring 48, analogously to the inner rings 45 and 46. However, the radial bearings 43 and 44 may, of course, be selected, such that the difference in diameter between the inner rings 45 and 46 differs from the difference in diameter of the outer rings 47 and 48. For example, the inner rings 45 and 46 are designed with different diameters, while the outer rings 47 and 48 have the same diameter.

[0072] FIG. 4 shows a second embodiment of the final drive 1, again in a sectional view. Basically, reference is made to the above explanations and below only the differences are discussed. These differences are due to the radial bearings 43 and 44 of the bearing assembly 42 now being in a tandem arrangement to one another. Alternatively, having the radial bearings 43 and 44 in an X-arrangement oras explained abovedesigning the radial bearings 43 and 44 as fixed bearings and floating bearings would also be possible. The tandem arrangement is discussed in more detail below. However, the embodiments are transferable to the X-arrangement and design is transferable as a fixed bearing and a floating bearing.

[0073] The first radial bearing 43 is arranged analogously to the first embodiment of the final drive 1. Accordingly, it is seated with its inner ring 45 on the first bearing projection 36 In the axial direction, it is preferably supported, on the one hand, on the central dome 40, and on the axial bearing projection 50, on the other. However, differences with regard to the second radial bearing 44 exist. It is seated with its inner ring 45 on an outer bearing surface 55 of the ring gear 13 and the first output shaft 7. Thus, while the first radial bearing 43 engages in the ring gear 13 and the output shaft 7, respectively, the second radial bearing 44 engages around the ring gear 13 and the output shaft 7, respectively. Consequently, the first bearing projection 36 may be shorter and have a uniform diameter. The fastener 51 can also be omitted.

[0074] On the one hand, the second radial bearing 44 engages at the ring gear 13 and the output shaft 7, respectively, and directly at the gear housing 16, in particular at both housing shells 22 and 23, on the other. The thrust bearing projection 52 is now formed by a contact shoulder of the ring gear 13 and the output shaft 7, respectively. This, in turn, can be represented by a change in diameter. To secure the second radial bearing 44 in the axial direction relative to the transmission housing 16, at least toward the outside, the gear housing 16 likewise has an axial bearing projection 56. It is preferably formed both on the first housing shell 22 and the second housing shell 23. The second radial bearing 44 is now located between the axial bearing projection 52 and the axial bearing projection 56 in the axial direction relative to the rotational axis 19. Particularly preferably, it rests permanently on the axial bearing projection 52, as well as permanently against the axial bearing projection 56.

[0075] FIG. 5 shows a first variant of a third embodiment of the final drive 1. A schematic cross-sectional view according to the above explanations is again shown here. The bearing assembly 42 is analogous to the second embodiment described above. However, a bearing assembly 42 according to the first embodiment may also be used. Reference is made to the above explanations. In the following, only the differences to the first two embodiments are discussed. These are due to the fact that the ring gears 13 and 15 and thus the rotational axes 19 and 20 are not parallel to one another, but rather angled against one another.

[0076] This means that the rotational axes 19 and 20 continue to intersect the rotational axes 17 and 18 in the intersection points 33 and 34, whereby the intersection points 33 and 34 may coincide. In general terms, the rotational axes 19 and 20 each intersect both rotational axes 17 and 18. The rotational axes 19 and 20 may also intersect each other or alternatively be arranged obliquely to one another, in particular spaced parallel to one another. In a first variant shown here, the rotational axes 19 and 20 intersect. The rotational axes 19 and 20 are each angled at the same angle relative to the axial plane 21 and the contact plane 24, respectively, such that the plane perpendicular to the contact plane 24, and receiving the rotational axes 17 and 18, serves as the plane of symmetry for the rotational axes 19 and 20.

[0077] FIG. 6 shows a second variant of the third embodiment. A sectional view of the final drive is shown here, i.e., a longitudinal section with respect to the rotational axis 17 and 18. The sectional plane is chosen, such that the view is toward the first housing shell 22. Reference is expressly made to the above explanations. In addition thereto, the ring gears 12 and 14 of the ring gears 6 and 9 are now clearly seen as arranged on opposite sides of the bearing element 35. As already explained above, the second input shaft 4 thus engages through bearing element 35, in particular it engages through the passage recess 41. A direction of travel of a motor vehicle, with which the final drive 1 is associated, is indicated by the arrow 57.

[0078] In addition to or alternatively to the first variant described above, in which the rotational axes 19 and 20 are angled with respect to the axial plane, it can now be provided that the rotational axes 19 and 20 are also offset in the axial direction with respect to the rotational axes 17 and 18. For example, the ring-gear drives 6 and 9 are designed, such that a cone angle, which is different from 90, is present.

[0079] Within the scope of the embodiments described above and the first variant, however, the cone angle is preferably equal to 90. The displacement of the rotational axes 19 and 20 in the axial direction relative to one another results in two intersecting points 33 and 34 spaced apart from one another.

[0080] The described final drive 1 makes possible an extremely compact design. This applies in particular, if a further transmission unit, in particular a differential gear, preferably an axle differential gear, is arranged on the side of the input shafts 2 and 4 facing away from the axle gear 1. Final drive 1 is therefore only used to establish permanent active connections between the first input shaft 2 and the first output shaft 7, on the one hand, and the second input shaft 4 and the second output shaft 10, on the other.