Shaft drive

Abstract

Axle drive for a vehicle having at least one drivable axle, comprising a drive shaft which extends in the longitudinal direction of the vehicle from a first side of the axle drive to a second side of the axle drive, the drive shaft being configured to receive drive power from an electric motor arranged on the first side of the axle drive and to output it on the second side of the axle drive to a driven shaft which extends on the second side of the axle drive offset with respect to the drive shaft, and the driven shaft being configured to output the drive power to the axle via a bevel gear pointing in the direction of the first side. The axle drive further comprises a brake, in particular a parking brake, having a brake disc which is arranged on the drive shaft or on the driven shaft on the second side of the axle drive pointing away from the first side.

Description

Technical Field

[0001] The present invention relates to an axle drive for a vehicle having at least one driveable axle oriented transversely to the longitudinal direction of the vehicle. Background Technology

[0002] This type of shaft drive can be designed to direct drive power generated by a motor, especially an electric motor, to the axle so as to drive the axle and move the vehicle. Here, the shaft drive can be arranged, in particular, on the underside of the vehicle in the area of ​​the axle.

[0003] In addition to transmitting drive power, it may also be necessary to equip vehicles with parking brakes to ensure reliable parking and prevent the vehicle from rolling away. Especially in the case of cargo trucks, such as heavy-duty trucks, transport trucks, or dump trucks, brakes with parking brake functionality can be designed to reliably hold the vehicle in place while loaded. Here, due to the high loads, especially when loading on relatively steep terrain, such brakes must be able to provide a correspondingly high braking effect. Therefore, precisely because parking brake functionality cannot be achieved by operating the main brake in most cases in so-called cargo trucks, an additional brake is required.

[0004] In principle, it is conceivable that a brake is mounted on the axle drive of a vehicle to prevent axle rotation by locking the axle drive when the vehicle is parked. This brake, in addition to the vehicle's normal operating brake, can also perform emergency braking functions, such as automatically disengaging the emergency braking function when operating pressure drops. However, a problem arises when mounting a brake on the axle drive: the structural space in the axle area is very limited, and typically at least a large portion of the axle drive components are used to transmit drive power. The design of an axle drive with a brake becomes even more challenging, especially when using an electric motor that can be directly connected to the axle drive and thus occupies part of the structural space in the relevant area.

[0005] Furthermore, such brakes often include brake discs, which must have a relatively large diameter, especially when using loaded or unloaded trucks, to provide sufficient braking power for securing the vehicle. However, due to limited structural space, such large brake discs prevent axle drive designs from incorporating brakes. Nevertheless, parking brake functionality is necessary for some applications or in some vehicles. Summary of the Invention

[0006] Therefore, the technical problem to be solved by the present invention is to provide a shaft drive with a brake, particularly for holding a vehicle in place when parked, the shaft drive having a compact construction as much as possible.

[0007] The technical problem is solved according to the present invention by an axle drive for a vehicle having at least one driveable axle oriented transversely to the longitudinal direction of the vehicle. The shaft drive includes a drive shaft extending longitudinally along the vehicle from a first side of the shaft drive, through an axle, to a second side of the shaft drive. The drive shaft is configured to receive drive power from an electric motor disposed on the first side of the shaft drive at an input section and to output the drive power on the second side of the shaft drive via an output section. The shaft drive also has a driven shaft extending on the second side of the shaft drive, offset relative to the drive shaft and parallel to the longitudinal direction of the vehicle, between a first end and an opposite second end. The first end of the driven shaft points toward the first side of the shaft drive, and the driven shaft is configured to receive drive power from the output section of the drive shaft at an input section and to output the drive power to the axle via a bevel gear disposed on the first end. The shaft drive also includes a brake, particularly a parking brake, having a brake disc rotatable parallel to the longitudinal axis and disposed on the second side of the shaft drive away from the first side of the shaft drive, on either the drive shaft or the driven shaft.

[0008] The drive shaft and driven shaft extend longitudinally along the vehicle, thus the extension of the shaft drive in this direction can also be concentrated. Furthermore, an electric motor can be connected to the shaft drive on a first side to transmit drive power to the input segment of the drive shaft, while the brake disc is arranged on a second side of the shaft drive and points away from the first side. The electric motor and brake disc are thus arranged on opposite sides of the shaft drive, which to some extent allows it to be understood that these components of the shaft drive's additional parts and the structural space required for these components can be distributed across the two sides of the shaft drive.

[0009] The brake can be used in particular as a parking brake and is designed to reliably prevent the vehicle from rolling away when parked. For this purpose, the brake can, for example, have a brake caliper surrounding the brake disc, which is designed to hold the brake disc in place when the vehicle is parked, thereby preventing rotation of the brake disc, the drive shaft or driven shaft connected to the brake disc, and thus the axle coupled to the corresponding shaft via bevel gears. Here, the brake caliper can act particularly on the radially outer portion of the brake disc relative to the drive shaft or driven shaft connected to the brake disc, so as to apply the largest possible braking torque and compensate for the largest possible torque transmitted through the axle to the drive shaft.

[0010] In addition to brakes used as parking brakes, alternatively or additionally, the axle drive can be equipped with an emergency braking function via the brake. For example, while the vehicle is in motion, the brake caliper can actively disengage from the brake disc, allowing the disc to rotate, while the caliper can automatically engage with the disc to brake the vehicle if the required action is not taken or the necessary signal is missing. For this purpose, the brake caliper may in particular include a pressurizable or pressurized piston during operation, wherein the caliper can automatically engage with the brake disc when no pressure is applied to the piston. Thus, in the event of a vehicle system failure or a failure of the motor providing the energy to generate pressure, such as the electric motor used to drive the vehicle, the brake caliper automatically engages with the brake disc, thereby achieving vehicle braking, reliably preventing such failures and allowing for rapid parking in emergency situations. Such brakes designed for emergency braking can, in principle, be used or understood as parking brakes by intentionally preventing the release of the brake caliper when the vehicle is parked, so that the vehicle is prevented from rolling away under parking braking conditions.

[0011] Furthermore, the first end of the driven shaft, along with the bevel gear arranged thereon, points towards the first side of the shaft drive, thereby positioning the motor and brake disc on different sides of the axle when the shaft drive is installed. The structural space required for these components can be allocated accordingly on the two sides of the axle, for example, in the area in front of the front axle and in the area between the front and rear axles, so that the design of the shaft drive with brakes using an electric motor to generate drive power does not result in an excessively large increase in the proportion of structural space required in the aforementioned areas.

[0012] For example, it may be necessary to maintain as much free space as possible between the two axles in an articulated vehicle to allow for larger bending angles and passage through narrower bends. In such vehicles, axle actuators can be mounted such that brake discs, narrowly designed only longitudinally, are positioned between the axles, without hindering large bending angles. Alternatively, the electric motor can be positioned in front of the front axle or behind the rear axle, i.e., not between the axles, so that the motor does not restrict the pivoting of the axles relative to each other. By advantageously distributing the components of the axle actuators on both sides of the axle, it is possible to equip such vehicles with brakes that provide reliable parking braking functionality without limiting the vehicle's maneuverability.

[0013] Furthermore, since the drive shaft and driven shaft are parallel and offset relative to each other, they can be easily coupled to each other via a reduction stage to reduce the speed of the drive shaft and transmit it at a reduced speed from the output section of the drive shaft to the input section of the driven shaft. This reduction stage is particularly useful when using a compact, fast-rotating electric motor for generating drive power, so that the speed transmitted from the motor to the drive shaft is redirected to the axle at a reduced speed, thereby achieving, for example, the torque required to drive a loaded vehicle.

[0014] The drive shaft can extend from a first end to a second end, wherein the input section of the drive shaft can be formed by the first end of the drive shaft. The output section of the drive shaft can also be particularly located at the second end of the drive shaft, and is correspondingly arranged opposite the input section along the longitudinal direction of the vehicle. Here, the input section of the driven shaft, viewed longitudinally, can be located between the first and second ends of the driven shaft, and the driven shaft can extend beyond the second end of the drive shaft with its second end protruding beyond it. In this arrangement, the brake disc can be torsionally and brakefully connected to the second end of the driven shaft.

[0015] Furthermore, the drive shaft can extend from the first end to the second end, wherein the input section of the drive shaft is formed by the first end, and the brake disc can be disposed on the second end. The output section of the drive shaft can thus be disposed between the first and second ends. The input section of the driven shaft can here be formed, in particular, by the second end, such that the driven shaft can extend between the input section and the bevel gear. Accordingly, the drive shaft can protrude beyond the second end of the driven shaft at its second end to allow the brake disc to be disposed there.

[0016] The output section of the drive shaft can be located at the second end of the drive shaft, or the input section of the driven shaft can be located at the second end of the driven shaft, thereby achieving a minimal extension of the drive shaft and driven shaft without a brake disc. Only the drive shaft and driven shaft with a brake disc extend slightly beyond the second end of the corresponding other drive shaft and driven shaft, so that the brake disc can be located on the second side of the shaft drive and positioned opposite the electric motor. Thus, the shaft drive can be designed particularly compactly along the longitudinal direction of the vehicle. The brake disc can, in principle, be connected to the drive shaft or driven shaft in a torsionally resistant and braking-effective manner.

[0017] The drive shaft can be designed in multiple parts, for example, to reduce the speed of the motor received through the input section or to reduce the speed of the motor transmitted to the output section and then output to the driven shaft. This allows for the transmission of higher torque to the driven shaft, and, especially when using a fast-rotating motor to generate drive power, reduces waste heat generated by the drive shaft by reducing the rotation of at least a portion of it. Furthermore, this reduction also slows the rotation of the brake disc located on the second side of the shaft drive at the second end of the drive shaft during operation, thereby minimizing brake disc vibration, which can lead to noise or potential damage to the shaft drive.

[0018] Similarly, it can be specified that the brake disc is arranged on the driven shaft, with the drive shaft and driven shaft coupled to each other via a reduction gear stage, so as to achieve improved acoustic characteristics of the brake disc and apply greater torque to the axle. Although such reduction may also increase the braking torque to be applied, the improved acoustic characteristics of the brake disc allow for the use of larger or larger diameter brake discs, thus making it easier to apply the required braking torque.

[0019] The first and second ends of the driven shaft are preferably coupled together so that they always have the same rotational speed. For this purpose, the driven shaft can be designed as a single piece.

[0020] When the brake disc is arranged on the driven shaft, it is also preferable that the brake disc and the first end of the driven shaft are coupled to each other for mutual rotation. For this purpose, the brake disc can be fixed to a braking section of the driven shaft, which is constructed as a single piece with the first end of the driven shaft. This braking section can also be the second end of the driven shaft. In this way, the torque applied to the bevel gear during braking can be received substantially directly by the brake disc.

[0021] In some embodiments, the shaft drive further includes an electric motor. The drive shaft may, in particular, be arranged coaxially with the driven shaft of the electric motor and designed for receiving the drive power generated by the electric motor at the input section by the driven shaft. Here, the input section of the drive shaft may be formed by a first end of the drive shaft arranged on a first side of the shaft drive and directly coupled to the driven shaft of the electric motor. This allows the shaft drive and the assembled electric motor included in the shaft drive to be connected to the axle as a compact and pre-installed unit, thereby facilitating and accelerating assembly.

[0022] In some embodiments, the output section of the drive shaft and / or the input section of the driven shaft are arranged longitudinally between the first end of the driven shaft and the brake disc. Here, the drive energy flow can extend from the input section of the drive shaft to the output section of the drive shaft, and non-parallel to the first end of the driven shaft from the input section of the driven shaft. Accordingly, the drive energy flow through the shaft drive can be reversed on the output section of the drive shaft or at the connection with the input section of the driven shaft. The output section of the drive shaft and the input section of the driven shaft can, in particular, have the same axial position longitudinally. For this purpose, the drive shaft and the driven shaft can be coupled to each other, for example, by a spur gear stage and thus by at least two, especially exactly two, meshing gears.

[0023] In particular, the drive energy flow extends from the input section of the drive shaft through the shaft driver to the first end of the driven shaft or the bevel gear arranged at that first end. It can initially extend along the drive shaft beyond the axle and then be guided back to the axle via the driven shaft in the opposite direction to the drive energy flow on the drive shaft. This guidance of the drive energy flow from the motor beyond the axle is particularly effective in that the brake disc brakes in the direction opposite to the motor on the axle, effectively connected to the drive shaft or driven shaft, and the components of the shaft driver are similarly distributed on both sides of the axle.

[0024] Furthermore, in some embodiments, the output section of the drive shaft and the input section of the driven shaft are coupled to each other in the driving state such that deceleration occurs when drive power is transmitted from the drive shaft to the driven shaft. This allows the rotational speed of the drive shaft to be transmitted to the driven shaft at a reduced rate. Thus, especially when using a fast-rotating electric motor, the rapid rotation of the drive shaft can be converted into a slower transmission to the driven shaft and then to the axle via the driven shaft or bevel gears. Consequently, the required torque can be transmitted to the axle even when using a fast-rotating and compactly constructed electric motor, minimizing the extension of the unit consisting of the shaft drive and the electric motor. Furthermore, the rotation of the brake disc arranged at the second end of the driven shaft can also be correspondingly slowed down to minimize brake disc vibration and the resulting noise.

[0025] In some embodiments, the output section of the drive shaft and the input section of the driven shaft can be coupled to each other in the driving state via at least one spur gear stage. In particular, it can be specified that the output section of the drive shaft and the input section of the driven shaft are connected to each other in the driving state via exactly one spur gear stage. Thus, a simple and reliable coupling between the drive shaft and the driven shaft can be achieved with as few components as possible, thereby minimizing the extension and complexity of the shaft drive and potential power losses during transmission. Here, the spur gear stage can be constructed in particular, and the gears of the spur gear stage can be selected such that the rotational speed of the drive shaft is converted to a slower speed on the spur gear stage.

[0026] In some embodiments, the brake disc may be arranged on the second end of the driven shaft. In particular, it can be specified that the rotational speed of the drive shaft is converted to a slower speed in the output segment of the drive shaft and transmitted to the input segment of the driven shaft, and the drive shaft and driven shaft are interconnected via a reduction gear stage, particularly via a spur gear stage. This allows the driven shaft and the brake disc thus arranged on the second end of the driven shaft to rotate at a slower speed, which in particular improves the acoustic characteristics of the brake disc and reduces vibration of the brake disc during operation.

[0027] Furthermore, in this embodiment, the second end of the driven shaft can protrude beyond the drive shaft along the longitudinal axis of the vehicle, wherein the brake disc can extend radially at least to be flush with the drive shaft. The brake disc disposed on the second end of the driven shaft can thus extend radially relative to the driven shaft beyond the misalignment between the drive shaft and the driven shaft without being blocked or limited in diameter by the drive shaft. The radius of the brake disc can be correspondingly larger than the parallel misalignment between the drive shaft and the driven shaft. Therefore, the axial protrusion of the driven shaft beyond the drive shaft, and especially beyond the second end of the drive shaft, allows for the use of a larger diameter brake disc in a compact arrangement of the shaft drive, resulting in greater braking effect and ensuring, for example, that a cargo truck awaiting loading will reliably not slip in a parked state.

[0028] In some embodiments, the drive shaft may extend longitudinally along the vehicle between a first end and an opposing second end, wherein the first end of the drive shaft may point toward a first side of the shaft drive, and wherein the brake disc may be disposed on the second end of the drive shaft. The motor, drive shaft, and brake disc may be arranged, in particular, coaxially with each other. Furthermore, the drive shaft may extend beyond the second end of the driven shaft at its second end, such that the brake disc may extend at least to be flush with the driven shaft. Also due to this axial protrusion of the driven shaft, the brake disc disposed on the second end of the drive shaft can be designed to have a relatively larger radius, and particularly larger than the amount of misalignment between the drive shaft and the driven shaft, in order to generate sufficiently large braking force. The drive shaft may extend, in particular, as a drive shaft through the housing of the shaft drive, wherein the brake disc may be connected to the second end of the drive shaft outside the housing.

[0029] Even if the brake disc is arranged on the second end of the drive shaft as described, it can be specified that the drive shaft extends beyond the brake disc so that, for example, a portion of the drive power generated by the electric motor is transmitted to another drivable axle. Therefore, in this case, referring to a shaft drive for driving an axle, the brake disc marks the second end of the drive shaft, so that all components for driving this axle are arranged between the electric motor and the brake disc, while the portion of the drive shaft and any components possibly arranged thereon or connected to it extending beyond the brake disc can be designed to drive another axle. Here, the drive shaft extending beyond the brake disc is designed, in particular, as a multi-piece design, but also as a single piece.

[0030] In some embodiments, the drive shaft may include at least one first branch shaft and at least one second branch shaft coaxial with the first branch shaft, the first and second branch shafts being effectively coupled by a reducer arranged between them. In particular, it may be specified that the brake disc is connected to a second end of the drive shaft, which may be arranged on the second branch shaft to slow down the rotation of the brake disc during operation.

[0031] In this multi-part drive shaft configuration, the first sub-shaft can specifically have an input section for the drive shaft, to which drive power is transmitted from the motor. On the other hand, the second sub-shaft can have an output section for the drive shaft, allowing the reduced speed at the output section to be transmitted to the input section of the driven shaft. The reducer can thus convert the speed of the first sub-shaft to a slower speed and transmit it to the second sub-shaft. In addition to speed reduction via the reducer, it can also be specified that the speed of the second sub-shaft is further reduced at the output section of the drive shaft and transmitted to the input section of the driven shaft; for this purpose, for example, the drive shaft and driven shaft can be coupled via a spur gear series. The reducer can, for example, be designed as a planetary gear transmission.

[0032] Furthermore, in some embodiments, the reducer can be designed to be switchable so that different gear ratios can be selected for the transfer of speed from the first gear shaft to the second gear shaft. In particular, it can also be specified that in one gear ratio, the speed of the first gear shaft is continuously transmitted to the second gear shaft, while in at least one of multiple gear ratios, a transition to slower speed or deceleration is achieved. Thus, the torque that can be transmitted to the driven shaft and, through the driven shaft, to the axle can be adjusted as needed.

[0033] Such a switchable reducer can be designed, for example, as a planetary gear transmission with a fixed ring gear, wherein the second sub-shaft can be torsionally coupled to a planet carrier on which planetary gears revolving around a sun gear are arranged. The first sub-shaft can optionally be connected to the planet carrier or the sun gear, for example by means of a claw clutch, to transmit the rotation of the first sub-shaft either unchanged or at a slower or reduced speed to the second sub-shaft. Alternatively, the reducer can be designed as a planetary gear transmission with a fixed planet carrier, and the second sub-shaft is connected to the ring gear, while the first sub-shaft can optionally be connected to either the ring gear or the sun gear. Multiple such reducers can also be switched sequentially to selectively slow down the rotational speed of the first sub-shaft and transmit it to the second sub-shaft.

[0034] In some embodiments, the shaft drive can be configured to be mounted in a vehicle such that the drive shaft is vertically offset relative to the driven shaft, particularly above the driven shaft and across the axle.

[0035] This configuration allows for a compact arrangement of the axle drive, where the drive energy flow is first guided through the axle and then returned to the axle via the driven axle. Thus, the motor and brake disc can be positioned on opposite sides of the axle. Furthermore, the motor, coaxially arranged with respect to the drive axle, and the drive axle itself, are positioned at a significant distance from the ground due to their intersection with the axle, ensuring sufficient ground clearance and maximizing protection of components from damage during vehicle operation.

[0036] In some embodiments, the shaft drive may include a housing in which the drive shaft and driven shaft are at least partially housed, wherein preferably at least the output section of the drive shaft and the input section of the driven shaft are arranged inside the housing. Here, the drive shaft may be entirely housed within the housing or extend from the housing at most with a first end or output section for coupling to the output of a motor. Here, the brake disc may be coupled to a second end of the driven shaft, which may extend from the housing at the second end, such that the brake disc is arranged outside the housing and can rotate particularly dry there. Similarly, particularly when the brake disc is arranged on the drive shaft, the driven shaft may be entirely housed within the housing, while the drive shaft may extend from the housing, so that the brake disc can be connected to the drive shaft outside the housing.

[0037] In some embodiments, the internal space of the housing may define a shared oil chamber for the drive shaft and the driven shaft. This shared oil chamber can, in particular, increase the heat dissipation surface through which waste heat generated by the rapid rotation of the drive shaft can be dissipated.

[0038] Furthermore, the shaft drive can be configured such that the common oil chamber connects to the shaft chamber, in which a disc gear meshing with a bevel gear is arranged. This, in particular, widens the so-called radiating surface, and lubrication of the drive and driven shafts can be achieved through a gear transmission and a scraper in the storage container, without the need for a pump.

[0039] In some embodiments, the housing may have an integrated, one-piece construction of a support section on which bearings for supporting the drive shaft and / or driven shaft are supported. The housing may have a shaft housing section connected to the support section, into which the bevel gear extends, and / or within which a disc gear meshing with the bevel gear is accommodated. The disc gear herein may particularly be the aforementioned disc gear arranged within the shaft housing.

[0040] Bearings can be supported, in particular, on an integrated, one-piece construction of a support section, which is arranged longitudinally along the vehicle on both sides of the output section of the drive shaft and / or on both sides of the input section of the driven shaft. The support section can be integrated, one-piece, and designed as a single material-jointed component, whereby the support positions can be precisely aligned and flush with each other, so that the drive shaft, which rotates particularly rapidly, is precisely parallel to the longitudinal direction of the vehicle and can be supported. Here, the bearings can be particularly designed as roller bearings. The axle housing section can also be constructed as a component independent of the support section, which can be connected to the support section, for example, by bolts, and a disc gear can be arranged in this component for transmitting drive power to the axle.

[0041] Furthermore, the output section of the drive shaft and the input section of the driven shaft can be arranged inside the support section. Therefore, the transmission of drive power from the drive shaft to the driven shaft can be achieved within the support section. The drive shaft and driven shaft can, in particular, be supported on the support section along the longitudinal direction of the vehicle by corresponding bearings on both sides of the output section of the drive shaft or on both sides of the input section of the driven shaft.

[0042] The input section of the drive shaft can be arranged within or on the shaft housing section. The shaft housing section may form a connection for the electric motor, allowing drive power generated by the motor to be transmitted to the input section of the drive shaft arranged within or on the shaft housing section. The shaft housing section may also support at least one bearing to support the drive shaft, aligning the input section of the drive shaft with the electric motor adjacent to the shaft housing section.

[0043] Furthermore, the drive shaft traverses the axle housing section. The axle housing section can thus particularly have a connecting section for fixing the electric motor, wherein the input section of the drive shaft can be located within or on the axle housing section to receive drive power generated by the electric motor. Here, the electric motor can be arranged coaxially with the drive shaft, and the output end of the electric motor can be directly connected to the input section of the drive shaft. The drive shaft can traverse the axle housing section and, for example, an axle, so that drive power is transmitted via the output section to the input section of the driven shaft on the second side of the shaft drive. The output section of the input shaft and the input section of the driven shaft can be arranged within the aforementioned support section, within which drive power can thus be transmitted to the driven shaft.

[0044] In some embodiments, at least one bearing for supporting the drive shaft may be supported on the shaft housing section. This allows for precise alignment with the motor fixed to the shaft housing section.

[0045] In some embodiments, the housing has a connecting section for securing the electric motor. This connecting section can be particularly located on the shaft housing section. Thus, the electric motor can be directly mounted on the first side of the shaft drive via this connecting section to transmit drive power to the input section of the drive shaft.

[0046] In some embodiments, the axle drive further includes a differential for distributing at least a corresponding portion of the drive power to the two half-shafts of the axle, wherein the disc gear is torsionally coupled to the differential. The differential can be particularly designed as a conical differential, wherein the disc gear is torsionally connected to the differential housing and is constructed, in particular, as a single piece with the differential housing. Such a differential allows drive power to be transmitted to the two half-shafts of the axle as needed, for example, to enable rapid rotation of the wheel connected to one of the half-shafts and located on the outside when cornering.

[0047] In some embodiments, the brake disc may be disposed outside the housing. Therefore, the brake disc can rotate dry, and the brake is thus designed as a dry and wear-resistant brake, which also achieves higher efficiency, particularly compared to wet-operating disc brakes. Furthermore, the brake disc can be connected or connectable to the drive shaft or driven shaft outside the housing, allowing for maintenance work, for example, without opening or disassembling the housing. Replacement of worn brake discs can also be achieved without opening the housing. Accordingly, the drive shaft or driven shaft in which the drive disc is disposed can extend from the housing. The brake disc can be connected to the drive shaft or driven shaft directly or via a retainer.

[0048] In some embodiments, the brake may include a brake caliper fixed to the outside of the housing. The brake caliper is also accessible from the outside of the housing for brake maintenance. In particular, shaft drives may be designed to mount the brake caliper vertically above the brake disc. This allows the brake disc to be removed from the corresponding drive or driven shaft from below the vehicle and, for example, replaced if worn.

[0049] In particular, a brake may include a single brake disc surrounded by a brake caliper. This allows for a simple and space-saving brake structure.

[0050] In some embodiments, the brake caliper may be floatingly supported on the housing. This allows for expansion of the brake disc during operation, particularly due to heat, and prevents undesirable blockage or friction of the brake disc during operation.

[0051] Furthermore, the shaft drive may include a disc gear meshing with a bevel gear. Here, the shaft drive may include at least one half-shaft of the axle, wherein the disc gear may be torsionally coupled to said half-shaft. Therefore, driving power can be directly transmitted to the relevant half-shaft of the axle via the bevel gear and the disc gear, wherein a second shaft drive may be specifically provided for driving a second half-shaft of the axle. Here, for example, different speeds can also be transmitted to the wheels when driving through curves by controlling the corresponding electric motor of the shaft drive as needed. Attached Figure Description

[0052] The invention is described below by way of example only, with reference to the accompanying drawings.

[0053] In the attached diagram:

[0054] Figure 1 A view is shown of a shaft drive for driving an axle, the axle including a brake.

[0055] Figure 2A and 2B A corresponding schematic diagram showing an embodiment of the shaft drive and the connection between the shaft drive and the axle is illustrated.

[0056] Figure 3A and 3B Schematic diagrams illustrating alternative embodiments of the shaft drive and the connection between the shaft drive and the axle are shown.

[0057] Figure 4A and 4B A corresponding schematic diagram of another embodiment of the shaft drive is shown, as well as the connection between the shaft drive and the axle. Detailed Implementation

[0058] Figure 1A shaft drive 11 for driving an axle 13 of a vehicle is shown. The shaft drive 11 here has a drive shaft 15 extending along the longitudinal direction L of the vehicle, the drive shaft 15 being oriented transversely to and in particular perpendicular to the axle 13, the drive shaft extending from a first side 17 of the shaft drive 11 through the axle 13 to a second side 19 of the shaft drive 11.

[0059] The drive shaft 15 is designed to receive drive power from the motor 23 arranged on the first side 17 of the shaft driver 11 at its input section 21. Here, the motor 23 is arranged coaxially with respect to the drive shaft 15, and the drive shaft 15 or its input end 21 can be directly connected, in particular, to the driven shaft of the motor 23 (not shown). Thus, the input section 21 of the drive shaft 15 can rotate at the output speed of the motor 23 during operation.

[0060] Drive shaft 15 extends from the first side 17 or the first end 26 of shaft driver 11 to the second side 19 of shaft driver 11 and the second end 28 of drive shaft 15. Drive shaft 15 has an output section 25 at the second end 28 to transmit the drive power received at the second side 19 of shaft driver 11 to the input section 30 of driven shaft 27. Driven shaft 27 is connected to drive shaft 15 for this purpose via a spur gear stage 39 and extends longitudinally L in a parallel offset relative to drive shaft 15.

[0061] Driven shaft 27 extends between a first end 29 and a second end 31, wherein a bevel gear 33 is arranged on the first end 29, which meshes with a disc gear 63 to transmit drive power to axle 13. An input section 30 of driven shaft 27 is arranged between the first end 29 and the second end 31, and a spur gear stage 39 is designed to transmit drive power to the input section 30 of driven shaft 27 such that the rotational speed of drive shaft 15 is reduced or converted to a slower speed transmitted to driven shaft 27. Especially when using a fast-rotating and compact electric motor 23, this reduction allows sufficiently large torque for driving heavily loaded trucks to be transmitted to axle 13 via the bevel gear 33 arranged on the first end 29 of driven shaft 27. Furthermore, the spur gear stage 39 enables the transmission of drive power from drive shaft 15 to driven shaft 27 in a particularly simple and compact manner without significant power loss.

[0062] A brake disc 37 of a brake 35 is also arranged on the second end 31 of the driven shaft 27. The brake disc 37 is thus arranged on the second side 19 of the shaft drive 11 and is positioned opposite the motor 23 in terms of the longitudinal direction L of the vehicle, wherein the shaft drive 11 is constructed such that the drive shaft 15 traverses the axle 13 in the installed state. Here, the drive energy flow through the shaft drive 11 is reversed at the spur gear stage 39, such that the drive energy flow extends from the input section 30 of the driven shaft 27 to the bevel gear 33 from the input section 21 of the drive shaft 15 to the output section 25 of the drive shaft in a non-parallel manner with respect to the drive energy flow.

[0063] Brake 35 serves as a parking brake and is therefore designed to reliably prevent the vehicle from rolling away in a parked state by engaging brake caliper 79 into brake disc 37. Additionally, brake 35 also provides an emergency braking function. For this purpose, brake caliper 79 actively disengages from brake disc 37 during driving, wherein the brake caliper is designed to automatically engage brake disc 37 and brake the vehicle in the event of a failure or breakdown of the pressure required for this purpose.

[0064] The drive energy flow is first guided via the drive shaft 15 through the axle 13, thereby allowing the motor 23 and brake disc 37 to be arranged on different sides of the axle 13. The components of the axle drive 11 can thus be distributed on both sides of the axle 13, whereas the axle drive 11 requires a significant amount of structural space on one side of the axle 13 (see also...). Figures 2A to 4B The thinner brake disc 37 can be positioned, for example, between the front and rear axles of the vehicle, while the electric motor 23 can be positioned in front of the front axle or behind the rear axle and accordingly does not occupy the structural space in front of the axle.

[0065] Furthermore, since the brake disc is arranged on the second end 31 of the driven shaft 27, the brake disc 37 rotates at a slower speed relative to the drive shaft 15. This minimizes the vibration of the brake disc 37 during the operation of the shaft drive 11, thereby preventing interference noise or possible damage to the shaft drive 11 caused by such vibration.

[0066] The shaft drive 11 also includes a housing 55, within which the output section 25 of the drive shaft 15 and the input section 30 of the driven shaft 27 are specifically arranged. Here, the housing 55 has an integrated, one-piece support section 65, on which bearings 67 are supported. The bearings 67 support the output section 25 of the drive shaft 15 and the input section 30 of the driven shaft 27 on both sides relative to the longitudinal direction L. Since the support section 65 is constructed as a separate material-jointed component, the bearings 67 can be precisely aligned flush with each other, so that the drive shaft 15 and the driven shaft 27 can be precisely parallel relative to the longitudinal direction L. Furthermore, the internal space 57 of the housing 55 or the support section 65 forms an oil chamber 59 shared by the drive shaft 15 and the driven shaft 27, thereby increasing the surface area for dissipating waste heat, especially due to the rapid rotation of the drive shaft 15.

[0067] In addition to the support section 65, the housing 55 has a shaft chamber housing section 69 on the first side 17 of the shaft drive 11. This shaft chamber housing section is connected to the support section 65 and a disc gear 63 that meshes with the bevel gear 33 is arranged within the shaft chamber housing section. The shaft chamber housing section 69 here defines the boundary of the shaft chamber 61 through which the axle 13 extends. The shaft chamber 61 communicates with a common oil chamber 59 formed by the internal space 57 of the support section 65, so that the shaft chamber 61 has an additional area for dissipating waste heat generated by the rotation of the drive shaft 15 and the driven shaft 27.

[0068] The axle housing section 69 also has a connecting section 71 for connecting the motor 23 to the housing 55, so that the motor 23 can be precisely coaxially oriented with the drive shaft 15 and connected to the housing 55. Here, the drive shaft 15 is supported on a bearing 68 via an input section 21, which is supported on the axle housing section 69. The input section 21 is therefore arranged within or on the axle housing section 69 and the drive shaft 15 traverses the axle housing section 69 or the axle housing 61 so that the received drive power is transmitted within the support section 65 to the input section 30 of the driven shaft 27 via an output section 25. Here, the drive shaft 15 traverses the axle 13.

[0069] Driven shaft 27 extends from housing 55 at a second end 31, such that brake disc 37, connected to the second end 31 of driven shaft 27, is disposed outside housing 55. Brake 35 can thus be designed as a dry brake, and brake disc 37 rotates completely dry. Brake caliper 79, connected to and floatingly supported on the outer side 81 of housing 55, is also disposed outside housing 55. Brake caliper 79 grips brake disc 37 here so that, when parked, blocking brake disc 37 reliably prevents vehicle from slipping.

[0070] Therefore, the brake 35 is completely located outside the housing 55, allowing maintenance work to be performed on the brake 35 without opening or removing the housing 55. Furthermore, a worn brake disc 37 can be easily replaced with a new one, with the brake caliper 79 positioned vertically above the brake disc 37 so that the brake disc 37 can be removed from the underside of the vehicle. However, in principle, the brake caliper 79 can be arranged arbitrarily around the brake disc 37, where a position allowing the brake disc 37 to be removed downwards or from below simplifies maintenance and repair work. The configuration of the brake 37 with a dry-rotating brake disc 37 also achieves higher efficiency, particularly compared to wet-operating diaphragm parking brakes.

[0071] like Figure 1 It is also shown that the driven shaft 27 extends beyond the drive shaft 15 along the longitudinal direction L of the vehicle with its second end 31, such that the brake disc 37 can extend radially, at least flush with the driven shaft 15, with respect to the driven shaft 27. Therefore, the radius of the brake disc 37 can be greater than the amount of misalignment between the drive shaft 15 and the driven shaft 27 by the axial protrusion of the drive shaft 15, without the brake disc 37 being blocked by the drive shaft 15. Thus, the brake disc 37 can be constructed with a relatively large radius to generate the largest possible braking force to reliably hold the vehicle in a parked position by means of the brake caliper 79.

[0072] Figure 2A Showing according to Figure 1 A schematic diagram of the shaft drive 11 shows that the disc gear 63 can be torsionally connected to the differential cover 74 of the differential 73. Here, the differential 73 may have multiple balance wheels 83 and two axle wheels 84, wherein the axle wheels 84 are connected to corresponding half-shafts 75 and 77 of the axle 13. Through the coupling of the disc gear 63 to the differential 73, drive power can be transmitted to the half-shafts 75 and 77 of the axle 13 as needed, so that the wheels positioned on the corresponding half-shafts 75 or 77 can rotate more quickly, for example, when driving through a curve.

[0073] like Figure 2B As shown, the shaft drive 11 can be connected as a compact unit to the axle housing 98, with the axle 13 extending inside the axle housing. In the illustrated embodiment, the axle 13 is designed as an external planetary gear shaft and has a corresponding planetary gear transmission 85 on its wheel side 97, by means of which the rotation of the axle 13 is reduced or can be converted to a slower transmission to the corresponding wheel hub 95. This reduction also allows the required torque to be transmitted to the wheel when using a rapidly rotating electric motor 23.

[0074] The planetary gear transmission 85 here has a sun gear 89, through which the axle 13 or its individual half-shafts 75 or 77 are connected. The sun gear 89 is surrounded by a ring gear 87 that is fixedly and coaxially arranged relative to the sun gear 85. Furthermore, the planetary gear transmission 85 has a plurality of planet gears 91 that rotate about the axle supported on a planet carrier 93 by the rotation of the sun gear 89. Here, the planet carrier 93 is also configured to rotate and be connected to a hub 95, wherein the planet carrier 93 rotates at a reduced speed relative to the sun gear 89 connected to the axle 13, so that the rotational speed of the axle 13 can be transmitted to the hub 95 at a slower speed.

[0075] Figure 3A and 3B Another embodiment of the shaft drive 11 is schematically shown. Here, a drive shaft 15 extending longitudinally L along the vehicle is provided, which receives drive power from an electric motor 23 at an input section 21 and transmits this drive power to the input section 30 of a driven shaft 27 via a spur gear stage 39 at an output section 25. A bevel gear 33 is also arranged at the first end of the driven shaft 27, which meshes with a disc gear 63 to transmit drive power to a differential 73 and, through the differential, to the respective half-shafts 75 and 77 of the axle 13. Furthermore, the shaft drive 11 also includes a brake 35, which has a brake disc 37 and a brake caliper 79.

[0076] But with Figure 1 , 2A Unlike the implementation in 2B, the brake disc 37 is not arranged on the driven shaft 27. Instead, the drive shaft 15 extends from the first side 17 or first end 26 of the shaft actuator 11 out of the housing 55, and the brake disc 37 is arranged outside the housing 55 on the second end 28 of the drive shaft 15. Thus, the brake 35 can also be arranged outside the housing 55, so that the brake 35 is implemented as a dry brake and allows for easy maintenance of the brake 35. Furthermore, the drive shaft 15 protrudes from the driven shaft 27 at the second end 28, such that the brake disc 37 arranged at the second end 28 is designed to have a radius larger than the offset between the drive shaft 15 and the driven shaft 27. Here, the shaft actuator 11 can be connected to the axle housing 98 as a compact unit, wherein the shaft actuator 11 can also be designed such that the drive shaft 15 traverses the axle 13 (see...). Figure 3B ).

[0077] For example Figure 4A and 4BAs shown, the drive shaft 15, unlike the other embodiments shown, can also be designed as a multi-piece structure, having a first branch shaft 41 and a second branch shaft 43, which are connected to each other via a reducer 45. The first branch shaft 41 may have an input section 21 for receiving drive power from the motor 23, while the second branch shaft 43 has an output section 25 and can transmit drive power to the driven shaft 27 or its input section 30. Here, the rotational speed of the first branch shaft 41 can be reduced by the reducer 45 or converted to a slower transmission speed to the second branch shaft 43, thereby allowing for better control of the rotational speed generated by the compact and rapidly rotating motor 23.

[0078] The reducer 45 is configured with a transmission device 85 as described above, with a wheel flank 97, serving as a planetary gear transmission device, wherein the first split shaft 41 is torsionally coupled to the sun gear 49. The reducer 45 also has a plurality of planet gears 51, which rotate about an axle arranged on a planet carrier 53. However, the planet carrier 53 is fixed here, so that the ring gear 47, which is coaxially arranged with the sun gear 49, can be rotated, and the second split shaft 43 is connected to the ring gear. Here, the ring gear 47 and the second split shaft 43 rotate at a reduced speed relative to the sun gear 49 and the first split shaft 41 connected thereto, so that the rotational speed of the first split shaft 41 can be transmitted to the second split shaft 43 at a reduced speed.

[0079] The drive shaft 15 extends to the second side 19 of the shaft drive 11 and protrudes from the housing 55, and the brake disc 37 is disposed on the second end 28 of the drive shaft 15. The drive power generated by the electric motor 23 is first transmitted to the first branch shaft 41, and then decelerated to the second branch shaft 43, thereby slowing the rotation of the brake disc 37 relative to the rapidly rotating electric motor 23. This, in particular, avoids vibration and undesirable noise of the brake disc 37, or damage to the shaft drive 11. Furthermore, sufficiently large torque can be transmitted to the axle 13 by deceleration at the reducer 45 and further deceleration at the spur gear stage 39.

[0080] like Figure 4B As shown, this shaft drive 11 can also be connected to the shaft housing 98 for mounting the shaft drive 11. In principle, even a multi-part drive shaft 15 can have two branch shafts 41 and 43 connected by a reducer 45, such as... Figure 1 , 2A As shown in 2B, the brake disc 37 is arranged on the second end 31 of the driven shaft 27 extending from the housing 55.

[0081] Therefore, the axle drive 11, according to the invention, can be configured in various ways to integrate the brake 35 with parking brake function in a compact manner within the axle drive 11, and the axle drive 11 is connected to the axle 13. Thus, the axle drive 11 can be used smoothly within the small structural space of the axle 13 region, so as to transmit drive power to the axle 13 on the one hand, and provide a reliable brake 35 on the other hand, to hold the vehicle in a parked state, such as a cargo truck when loaded.

[0082] List of reference numerals

[0083] 11-axis drive

[0084] 13 axles

[0085] 15 drive shafts

[0086] The first side of the 17-axis drive

[0087] The second side of the 19-axis drive

[0088] 21 Input Segments

[0089] 23 electric motors

[0090] 25 output segments

[0091] 26 First end of drive shaft

[0092] 27 Driven Shaft

[0093] 28 The second end of the drive shaft

[0094] 29 The first end of the driven shaft

[0095] 30 Input section of driven shaft

[0096] 31 The second end of the driven shaft

[0097] 33 bevel gears

[0098] 35 brakes

[0099] 37 brake disc

[0100] 39 spur gear stage

[0101] 41 drive shaft first sub-shaft

[0102] 43 drive shaft second sub-shaft

[0103] 45 reducer

[0104] 47 gear ring

[0105] 49 Sun Wheel

[0106] 51 Planetary Wheels

[0107] 53 planetary frames

[0108] 55 housing

[0109] 57 Internal space of the shell

[0110] 59 shared oil chamber

[0111] 61 Axis Chamber

[0112] 63 disc gears

[0113] 65 support section

[0114] 67 bearing

[0115] 69 shaft chamber shell section

[0116] 71 connecting section

[0117] 73 differential

[0118] 74 Differential Cover

[0119] The first half-shaft of the 75 axle

[0120] The second half-shaft of the 77 axle

[0121] 79 Brake Caliper

[0122] 81 The outer side of the shell

[0123] 83 balance wheel

[0124] 84 axle wheels

[0125] 85 Planetary Gear Transmission

[0126] 87 gear ring

[0127] 89 Sun Gear

[0128] 91 Planetary Wheels

[0129] 93 Planetary Carrier

[0130] 95 wheels

[0131] 97 wheel side

[0132] 98 axle housing

[0133] L longitudinal

Claims

1. An axle drive (11) for a vehicle, the vehicle having at least one driveable axle (13) oriented transversely to the longitudinal direction (L) of the vehicle, the axle drive comprising: - A drive shaft (15) extending along the longitudinal direction (L) of the vehicle from a first side (17) of the shaft drive (11) via an axle (13) to a second side (19) of the shaft drive (11), wherein, The drive shaft (15) is configured to receive drive power from a motor (23) arranged on a first side (17) of the shaft driver (11) on an input section (21), and to output the drive power through an output section (25) on a second side (19) of the shaft driver (11). - A driven shaft (27) extending offset relative to the drive shaft (15) and parallel to the longitudinal direction (L) of the vehicle on a second side (19) of the shaft drive (11) between a first end (29) of the driven shaft (27) and an opposing second end (31) of the driven shaft (27), wherein the first end of the driven shaft (27) points toward the first side (17) of the shaft drive (11), and wherein the driven shaft (27) is configured to receive drive power from the output section (25) of the drive shaft (15) at an input section (30) of the driven shaft (27), and to output the drive power to the axle (13) via a bevel gear (33) arranged on the first end (29) of the driven shaft (27); and - A brake (35) having a brake disc (37) that is rotatable parallel to the longitudinal (L) axis and is arranged on the drive shaft (15) or driven shaft (27) on the second side (19) of the shaft drive (11) away from the first side (17) of the shaft drive (11), wherein the shaft drive (11) is configured to be installed in a vehicle such that the drive shaft (15) is arranged vertically offset relative to the driven shaft (27) and traverses the axle (13).

2. The shaft drive (11) according to claim 1, wherein, The shaft drive (11) also includes an electric motor (23).

3. The shaft drive (11) according to claim 1 or 2, wherein, The output section (25) of the drive shaft (15) and / or the input section (30) of the driven shaft (27) are arranged longitudinally (L) between the first end (29) of the driven shaft (27) and the brake disc (37).

4. The shaft drive (11) according to claim 1, wherein, The output section (25) of the drive shaft (15) and the input section (30) of the driven shaft (27) are coupled together in the driving state, so that deceleration occurs when the driving power is transmitted from the drive shaft (15) to the driven shaft (27).

5. The shaft drive (11) according to claim 1, wherein, The output section (25) of the drive shaft (15) and the input section (30) of the driven shaft (27) are coupled to each other in the driving state through at least one spur gear stage (39).

6. The shaft drive (11) according to claim 1, wherein, The brake disc (37) is arranged on the second end (31) of the driven shaft (27).

7. The shaft drive (11) according to claim 6, wherein, The second end of the driven shaft (27) extends beyond the drive shaft (15) along the longitudinal (L) axis of the vehicle, wherein the brake disc (37) extends radially at least to be flush with the drive shaft (15).

8. The shaft drive (11) according to claim 1, wherein, The drive shaft (15) extends along the longitudinal direction (L) of the vehicle between a first end (26) and an opposite second end (28), wherein the first end (26) of the drive shaft (15) points toward the first side (17) of the shaft drive (11), and wherein the brake disc (37) is arranged on the second end (28) of the drive shaft (15).

9. The shaft drive (11) according to claim 1, wherein, The drive shaft (15) includes at least one first sub-shaft (41) and at least one second sub-shaft (43) coaxial with the first sub-shaft, the first and second sub-shafts being effectively coupled by a reducer (45) arranged between them.

10. The shaft drive (11) according to claim 1, wherein, The shaft driver (11) includes a housing (55) in which the drive shaft (15) and the driven shaft (27) are housed, wherein the output section (25) of the drive shaft (15) and the input section (30) of the driven shaft (27) are arranged inside the housing (55).

11. The shaft drive (11) according to claim 10, wherein, The internal space (57) of the housing (55) defines a common oil chamber (59) for the drive shaft (15) and the driven shaft (27).

12. The shaft drive (11) according to claim 11, wherein, The shaft drive (11) is configured such that the common oil chamber (59) connects to the shaft chamber (61), and a disc gear (63) that meshes with a bevel gear (33) is arranged in the shaft chamber.

13. The shaft drive (11) according to any one of claims 10 to 12, wherein, The housing (55) has an integrated, one-piece construction of a support section (65) on which a bearing (67) for supporting a drive shaft (15) and / or a driven shaft (27) is supported, and wherein the housing (55) has a shaft housing section (69) connected to the support section (65), the bevel gear (33) extending into the shaft housing section, and / or a disc gear (63) meshing with the bevel gear (33) is accommodated in the shaft housing section.

14. The shaft drive (11) according to claim 13, wherein, The output section (25) of the drive shaft (15) and the input section (30) of the driven shaft (27) are arranged inside the support section (65).

15. The shaft drive (11) according to claim 13, wherein, The input section (21) of the drive shaft (15) is arranged inside or on the shaft housing section (69).

16. The shaft drive (11) according to claim 13, wherein, The drive shaft (15) traverses the shaft housing section (69).

17. The shaft drive (11) according to claim 13, wherein, At least one bearing (67) for supporting the drive shaft (15) is supported on the shaft housing section (69).

18. The shaft drive (11) according to claim 13, wherein, The housing (55) has a connecting section (71) for fixing the motor (23).

19. The shaft drive (11) according to claim 1, wherein, The shaft drive (11) further includes a differential (73) for distributing at least a corresponding portion of the drive power to the two half-shafts (75, 77) of the axle (13), wherein a disc gear (63) is torsionally coupled to the differential (73).

20. The shaft drive (11) according to claim 10, wherein, The brake disc (37) is located outside the housing (55).

21. The shaft drive (11) according to claim 1, wherein, The brake (35) includes a brake caliper (79) which is fixed to the outside (81) of the housing (55).

22. The shaft drive (11) according to claim 21, wherein, The brake caliper (79) is floatingly supported on the housing (55).

23. The shaft drive (11) according to claim 1, wherein, The brake (35) is a parking brake.

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