DRIVE DEVICE FOR A MOTOR VEHICLE

Abstract

A drive device for a motor vehicle, having at least one first drive assembly, at least one second drive assembly, as well as a differential gearing. An input shaft of the differential gearing can be operatively connected to a drive shaft of the first drive assembly by way of a first gear train and to a drive shaft of the second drive assembly. The drive shaft of the second drive assembly is arranged at an offset relative to an intermediate shaft which is coaxial to the drive shaft of the first drive assembly, and is operatively connected by way of a second gear train to the intermediate shaft, and also by way of the intermediate shaft to the differential gearing.

Claims

1-10. (canceled)

11. A drive device for a motor vehicle, comprising: at least one first drive assembly, at least one second drive assembly, as well as a differential gearing, wherein an input shaft of the differential gearing can be operatively connected to a drive shaft of the first drive assembly by way of a first gear train and to a drive shaft of the second drive assembly, wherein the drive shaft of the second drive assembly is arranged at an offset relative to an intermediate shaft which is coaxial to the drive shaft of the first drive assembly, and is operatively connected by way of a second gear train to the intermediate shaft and also by way of the intermediate shaft to the differential gearing.

12. The drive device according to claim 11, wherein a first output shaft of the differential gearing is operatively connected to an input shaft of an axle differential gearing.

13. The drive device according to claim 11, wherein the second drive assembly is arranged on a side of the differential gearing facing away from the first drive assembly.

14. The drive device according to claim 11, wherein the drive shaft of the second drive assembly is arranged coaxially to the input shaft of the differential gearing.

15. The drive device according to claim 11, wherein a second output shaft of the differential gearing engages through the drive shaft of the second drive assembly, which is designed as a hollow shaft, and/or is mounted therein.

16. The drive device according to claim 15, wherein the input shaft of the differential gearing is designed as a hollow shaft, wherein the second output shaft is arranged at and/or mounted in the input shaft.

17. The drive device according to claim 11, wherein the second drive assembly has several drive subassemblies.

18. The drive device according to claim 17, wherein the several drive subassemblies are identical in design.

19. The drive device according to claim 15, wherein the second output shaft is operatively connected to a wheel axle of the motor vehicle at a side of the second drive assembly facing away from the differential gearing, especially by way of another axle differential gearing.

20. The drive device according to claim 11, wherein the first gear train is a manual transmission with multiple gears.

Description

[0024] The invention shall now be explained more closely with the aid of exemplary embodiments represented in the drawing, without this limiting the scope of the invention. The sole FIGURE shows [0025] a schematic representation of a drive device for a motor vehicle, having at least one first drive assembly and one second drive assembly.

[0026] The FIGURE shows a schematic representation of a drive device 1 for a motor vehicle. The drive device 1 has a first drive assembly 2 as well as a second drive assembly 3. The first drive assembly 2 is composed, for example, of several drive subassemblies 4 and 5, which are preferably coupled together in a rigid and permanent manner. In particular, the two drive subassemblies 4 and 5 are coupled rigidly and permanently to a drive shaft 6 of the first drive assembly 2.

[0027] The drive subassembly 4 for example, is present as an internal combustion engine and the drive subassembly 5 as an electric machine or electric motor. In similar fashion, the second drive assembly 3 may also comprise several drive subassemblies 7; in the exemplary embodiment presented here, there are three drive subassemblies 7. These are coupled in rigid and permanent manner to a drive shaft 8 of the second drive assembly 3, similar to the above discussion. Of course, it may be provided that each of the drive assemblies 2 and 3 comprises only a single one of the drive subassemblies 4 and 5 or 8*. In such case, for example, the first drive assembly 2 itself would be present as an internal combustion engine, while the second drive assembly 3 would be designed as an electric machine or an electric motor.

[0028] The drive device 1 furthermore comprises an intermediate shaft 9, which is arranged coaxially to the drive shaft 6 of the first drive assembly 2. Between the drive shaft 6 and the intermediate shaft 9 there is provided a shift clutch 10, by means of which the operative connection can be optionally produced or interrupted between the drive shaft 6 and the intermediate shaft 9. The intermediate shaft 9 is operatively connected or can be operatively connected by way of a first gear train 11 to a differential gearing 12 or its input shaft 13. For example, the first gear train 11 has several gears, which are indicated here by two gear sets 14 and 15.

[0029] The drive shaft 8 of the second drive assembly 3 is arranged with an offset in relation to the intermediate shaft 9 and therefore also is offset in relation to the drive shaft 6 of the first drive assembly 2, especially having a parallel offset. It stands in an operative connection, especially a rigid and permanent one, with the intermediate shaft 9 by way of a second gear train 16. Accordingly, an operative connection exists between the second drive assembly 3 by way of the second gear train, the intermediate shaft 9 and the first gear train 11, preferably being likewise rigid and permanent.

[0030] The differential gearing 12 has a first output shaft 17. This is operatively connected or coupled to an input shaft 18 of an axle differential gearing 19. The operative connection between the first output shaft 17 and the input shaft 18 preferably occurs by way of a gear stage 20. A first wheel axle 21 is operatively connected to the drive device 1 by way of the axle differential gearing 19. In addition to the first output shaft 17, the differential gearing 12, preferably designed as a central differential gearing, has a second output shaft 22. This serves for producing an operative connection between the drive device 1 and a second wheel axle, not represented here.

[0031] It becomes clear that the second output shaft 22 engages through both the input shaft 13 of the differential gearing 12 and the drive shaft 8 of the second drive assembly 3. For this purpose, the input shaft 13 and the drive shaft 8 are designed as hollow shafts. Furthermore, the drive shaft 8 and the input shaft 13 are flush with each other. With such a configuration of the drive device 1, an extremely compact and weight-saving arrangement of the drive assemblies 2 and 3 is possible. In particular, the second drive assembly 3 is situated on a side of the differential gearing 12 away from the first drive assembly 2. Furthermore, the second drive assembly 3, because of its modular construction from the several drive subassemblies 7, can be adapted to diverse requirements. Thus, the provision of a certain maximum torque with the aid of the second drive assembly 3 can be ensured by a corresponding number of the drive subassemblies 7.