Shaft drive

Abstract

14. The invention relates to an axle drive device for a vehicle, comprising: a drive shaft extending parallel to the longitudinal direction and configured to receive drive power from an electric motor at an input section and output drive power at an output section; a driven shaft extending parallel to the drive shaft and configured to receive drive power from the output section of the drive shaft at an input section and output drive power to the axle via a bevel gear arranged at a first end of the driven shaft; and a brake having a brake disc, in particular a parking brake, which is arranged at a second end of the driven shaft and is arranged between the input section of the drive shaft and the input section of the driven shaft relative to the longitudinal direction.

Description

Technical Field

[0001] The invention relates to an axle drive for a vehicle, comprising at least one drivable axle oriented transversely to the longitudinal direction of the vehicle. Background Art

[0002] Such an axle drive can be arranged, for example, on the front or rear axle of a vehicle to at least partially transmit the driving power received from the engine to a drivable vehicle axle and thereby move the vehicle. The axle drive can include at least one shaft that transmits the received driving power to the axle. To this end, the shaft can be rotationally coupled or capable of rotationally coupling to the axle, for example, via bevel gears. Furthermore, to be able to drive the axle at a desired speed or apply a required torque, the axle drive can include, for example, multiple shafts interconnected by at least one transmission stage. This allows the speed or torque generated by the engine to be transmitted in a manner adapted to the respective vehicle or operating situation.

[0003] However, a fundamental problem with axle drives is that the installation space in the axle area or under the vehicle is very limited, which requires a compact design of the axle drive. Accordingly, there is always an effort to limit the number of components of the axle drive and to arrange these components in a way that saves as much space as possible. However, it is necessary or desirable to construct an axle drive with a brake, in particular a parking brake, in order to be able to provide a parking function and ensure the safe stationary state of the vehicle, so that undesirable rolling can be ruled out as much as possible, for example when the vehicle is parked. In particular, in commercial vehicles, such as trucks, ground conveyors or hopper trucks, such brakes may be necessary to reliably prevent the vehicle from moving or rolling during loading. Such brakes can also fulfill an emergency braking function in addition to the vehicle's normal operating brakes, in particular when they are automatically engaged when the operating pressure drops.

[0004] However, the design of an axle drive with a brake often involves a corresponding increase in the installation space occupied by the axle drive. Such brakes can be constructed, in particular, with brake discs that typically have relatively large dimensions or a large diameter, in order to achieve a sufficient braking effect to stop a heavy vehicle, such as a commercial vehicle loaded or waiting to be loaded. However, due to the limited installation space in the axle area, this enlargement of the axle drive can make installation of such an axle drive with a brake more difficult or even impossible.

[0005] In addition to enlarging the axle drive by means of brake discs, the problem that arises when using electric motors to transmit the drive power is that the required, equally compact electric motors often generate very high rotational speeds, so that the brake discs can also be accelerated to high rotational speeds while the vehicle is in motion. This can lead to unwanted vibrations of the brake discs and the resulting noise, which negatively impacts driving comfort and can potentially cause instability in the axle drive or vehicle drivetrain, especially given the typically large diameter of such brake discs. Summary of the Invention

[0006] The object of the present invention is therefore to provide a shaft drive with a brake, in particular a parking brake, which can receive drive power from a rapidly rotating electric motor while improving the acoustic properties of the brake disc and having a very compact design.

[0007] The above-mentioned technical problem is solved by an axle drive, namely an axle drive for a vehicle, which has at least one drivable axle oriented transversely to the longitudinal direction of the vehicle, comprising:

[0008] a drive shaft extending parallel to the longitudinal direction of the vehicle and configured to receive drive power from the electric motor at an input section and to output the drive power at an output section,

[0009] a driven shaft, which extends parallel to the longitudinal direction of the vehicle, offset relative to the drive shaft between a first end and a second end opposite the first end, and is designed to receive drive power from the output section of the drive shaft at an input section and output it to the vehicle axle via a bevel gear arranged at the first end,

[0010] A brake having a brake disk which is arranged at the second end of the output shaft and, relative to the longitudinal direction of the vehicle, between the input section of the drive shaft and the input section of the output shaft.

[0011] In particular, the axle drive comprises a drive shaft extending parallel to the longitudinal direction of the vehicle and configured to receive drive power from the electric motor at an input section and to output drive power at an output section; the axle drive comprises an output shaft extending parallel to the longitudinal direction of the vehicle between a first end and a second end opposite the first end, offset relative to the drive shaft, and configured to receive drive power from the output section of the drive shaft at an input section and output drive power to the axle via a bevel gear arranged at the first end; and the axle drive comprises a brake, in particular a parking brake, having a brake disc, arranged at the second end of the output shaft and, relative to the longitudinal direction of the vehicle, between the input section of the drive shaft and the output section of the output shaft. The axle is transverse to the longitudinal direction of the vehicle, in particular, at least substantially perpendicular.

[0012] Firstly, since the drive and output shafts are arranged parallel to the longitudinal direction of the vehicle, the extent of the axle drive can also be concentrated in this longitudinal direction and therefore generally in the direction of the vehicle's largest dimension. Conversely, the extent of the axle drive parallel to the axle can be minimized, for example, so that the space between two wheels arranged at the ends of the axle remains as free as possible and the axle drive does not impair or restrict wheel deflection.

[0013] The input section of the drive shaft, which is provided for receiving the drive power, can in particular be an end section of the drive shaft. This end section can, for example, be formed by or connected to a flange to enable connection to the electric motor or its motor shaft. The drive shaft can be constructed in one piece so that the electric motor can be directly connected to the drive shaft at the input section, for example, via a flange, to transmit the drive power to the input section and the drive shaft. Furthermore, it is also possible for the drive shaft to include multiple sub-shafts, which can be connected to each other in a rotationally fixed manner, for example, via plug-in connections, so that rotation can be transmitted between the sub-shafts without changing the speed. The input section of such a multi-part drive shaft can also be formed by the section to which the electric motor is directly connected, or it can significantly deflect the drive power flow from a direction parallel to the longitudinal direction of the vehicle, in particular not due to production tolerances. Therefore, in general, a motor shaft extending from the electric motor and connected substantially coaxially to at least another sub-shaft of the drive shaft within the shaft drive can also be considered a sub-shaft of the drive shaft and have its input section.

[0014] Because the brake disc of the brake, which can be connected to the output shaft in a rotationally fixed manner, particularly at its second end, is arranged between the input section of the drive shaft and the input section of the output shaft, the brake disc is highly integrated into the shaft drive and does not significantly enlarge the shaft drive in the longitudinal direction. Furthermore, due to the parallel offset between the drive shaft and the output shaft, a brake disc having a radius at least approximately corresponding to the offset can be arranged on the output shaft. The additional installation space occupied by the shaft drive in the radial direction relative to the output shaft by the brake disc is only approximately equal to twice the radius of the brake disc. Consequently, even relatively large brake discs for holding heavy vehicles or for applying high torques can be arranged in a space-saving and compact manner. The brake disc can be mounted directly on the output shaft, for example, or can be connected to the output shaft via a bracket for rotational and / or braking purposes.

[0015] Furthermore, the design of the shaft drive with two parallel, offset shafts also allows the use of the driven shaft as an intermediate shaft. This allows, in particular, a reduction stage to be provided between the output section of the drive shaft and the input section of the driven shaft, allowing the rotation of the drive shaft to be slowed down or decelerated and transmitted to the driven shaft. This also reduces the rotational speed of the brake disc relative to the drive shaft, enabling the use of a compact, fast-rotating electric motor to provide drive power without the brake disc being subjected to such rapid rotation. This prevents the generation of noise due to vibration of the brake disc at high rotational speeds and the resulting instability of the shaft drive, thereby improving the acoustic properties of the brake disc or shaft drive.

[0016] The brake can, in particular, function as a parking brake and can be configured to reliably secure the vehicle against rolling when stationary. For this purpose, the brake can, for example, include a brake caliper acting around a brake disc. The brake caliper can be configured to hold the brake disc when the vehicle is stationary, thereby preventing rotation of the brake disc, the output shaft connected thereto, and thereby also the axle coupled to the output shaft via the bevel gear. The brake caliper can engage, in particular, at a radially outer portion of the brake disc relative to the output shaft, in order to apply the greatest possible braking torque or to compensate for the greatest possible torque transmitted via the axle to the output shaft.

[0017] Alternatively or in addition to this type of brake functioning as a parking brake, provision can also be made for the axle drive to be equipped with an emergency brake function via the brake. For example, while the vehicle is moving, the brake caliper can actively disengage from the brake disc, allowing the disc to rotate along with the driven shaft. In the absence of necessary action or a signal for this purpose, the brake caliper can automatically engage the brake disc to brake the vehicle. For this purpose, the brake caliper can, in particular, include a piston that can be loaded or already loaded with pressure during driving, wherein the brake caliper automatically engages the brake disc when no pressure is applied to the piston. In this way, in the event of a possible failure in a vehicle system or an engine providing the energy for generating pressure, such as an electric motor driving an axle, the engagement of the brake caliper with the brake disc and the resulting braking of the vehicle can be automatically achieved, thereby reliably protecting the vehicle from such failures and allowing for rapid vehicle stopping in an emergency. This type of brake functioning as an emergency brake can also generally be used or understood as a parking brake, as it can also be intentionally prevented from releasing the brake caliper when the vehicle is stationary, thereby preventing the vehicle from rolling as part of the parking brake.

[0018] It can be provided that the drive shaft is configured to receive the drive power directly from the electric motor at the input section, for example via a flange. However, it can also be provided for indirect transmission, so that the drive power from the electric motor is transmitted to the input section of the drive shaft, for example via a transmission stage or a deflection device. Similarly, the output of the drive power at the output section, which can in particular be an end section of the drive shaft, to the input section of the driven shaft can be achieved directly or indirectly. For this purpose, for example, one or more spur gear transmission stages can be provided between the drive shaft and the driven shaft, by means of which an offset between the shafts can be achieved in particular. In this case, such a spur gear transmission stage can be configured to transmit the rotation of the drive shaft to the driven shaft in a decelerated or slowed manner.

[0019] Furthermore, it can be provided that the drive power received from the electric motor is only partially transmitted to the input section of the driven shaft at the output section, while the remaining portion of the drive power is transmitted to another location, for example, to a second, optionally drivable axle. Similarly, it is also possible to transmit only a portion of the drive power to the axle via a bevel gear disposed at the first end of the driven shaft, while the remaining portion is transmitted to another location. However, the shaft drive device disclosed herein is essentially configured such that the drive power received from the electric motor at the input section of the drive shaft is at least partially transmitted to the drivable axle via a bevel gear disposed at the first end of the driven shaft.

[0020] Possible implementations of the present invention can be obtained from the description and the drawings, including at least part of the following technical features:

[0021] The shaft drive device further comprises a housing in which the drive shaft and the driven shaft are accommodated, wherein the output section of the drive shaft and the input section of the driven shaft are arranged within the housing;

[0022] The housing has an integral, one-piece bearing section or is formed by an integral, one-piece bearing section, on which a bearing for supporting at least one of the drive shaft or the output shaft is supported;

[0023] The interior space of the housing defines a common oil chamber for the drive shaft and the driven shaft;

[0024] The shaft drive is configured such that a common oil chamber is in communication with a shaft chamber into which the bevel gear extends;

[0025] The brake disc is arranged outside the housing;

[0026] The housing extends around the brake disc so that the housing axially surrounds a peripheral area of ​​the brake disc on both sides;

[0027] A receiving recess for the brake disk is formed on the housing, the receiving recess having two side sections which point radially outward relative to the drive shaft and are connected to one another radially inwardly, wherein the circumferential region of the brake disk is arranged between the side sections;

[0028] The receiving recess is formed at least partially by a flange section of the housing, which is provided for fixing the electric motor to the housing;

[0029] The brake includes a brake caliper fixed at an outer side of the housing;

[0030] The brake caliper of the brake and the receiving recess of the housing are arranged diametrically opposite each other relative to the driven shaft;

[0031] The shaft drive is designed such that the brake disc can be removed without disassembling or opening the housing by first releasing the brake caliper from the housing and then removing it radially relative to the driven shaft, and by releasing the brake disc from the second end of the driven shaft and then removing it radially relative to the drive shaft from the receiving recess.

[0032] The spacing of the side sections of the receiving recess is dimensioned such that the brake disk can be completely removed from the output shaft or a support of the output shaft in the axial direction relative to the output shaft;

[0033] The output section of the drive shaft and the input section of the driven shaft are coupled to each other in terms of driving via at least one spur gear stage;

[0034] The drive shaft and the output shaft are connected in a rotationally fixed manner to corresponding gears of the spur gear transmission stage, wherein the housing has a mounting opening through which the output shaft can be introduced axially into the housing, and wherein the housing has an insertion opening through which the gears of the output shaft can be inserted into the housing radially relative to the output shaft;

[0035] The insertion opening is formed in the bottom of the fixing recess of the housing, and the bottom is offset radially inward relative to the outer circumference of the fixing recess and relative to the driven shaft;

[0036] The output section of the drive shaft and the input section of the output shaft are coupled to one another in terms of driving force such that a reduction in speed is achieved when transmitting driving power from the drive shaft to the output shaft;

[0037] The shaft drive is designed to be installed in a vehicle such that the drive shaft is arranged vertically offset relative to the output shaft;

[0038] The shaft drive also includes a ring gear meshing with the bevel gear;

[0039] The ring gear is coupled in a rotationally fixed manner to the half-shafts of the axle or to a differential which serves to distribute at least a corresponding portion of the drive power to the two half-shafts of the axle.

[0040] In some embodiments, the shaft drive device may further include a housing, in which the drive shaft and the driven shaft are accommodated, wherein the output section of the drive shaft and the input section of the driven shaft are arranged within the housing. The drive shaft and the driven shaft may thus partially protrude from the housing, but at least the transmission of drive power from the output section of the drive shaft to the input section of the driven shaft occurs within the housing. In particular, the bevel gear arranged at the first end of the driven shaft may be arranged within the housing. The bevel gear may also at least partially protrude from the housing to transmit drive power to the axle. Alternatively, the bevel gear may be arranged completely outside the housing, with the driven shaft protruding from the housing at its first end.

[0041] In particular, the driven shaft can extend through its second end portion out of the housing, allowing the brake disk to be arranged outside the housing. The input section of the drive shaft can also be arranged outside the housing to enable connection to an electric motor. Furthermore, the drive shaft can extend substantially beyond the output section, for example, so that the drive power received at the input section is only partially transmitted via the output section to the input section of the driven shaft, while a further portion of the drive power is withdrawn from the housing.

[0042] Furthermore, in some embodiments, the housing can have an integral, one-piece bearing section or be formed by an integral, one-piece bearing section, on which bearings for supporting the drive shaft and / or the driven shaft are supported. In particular, all bearings for supporting the drive shaft and / or the driven shaft can be supported on the integral, one-piece bearing section.

[0043] By means of an integrally formed, one-piece bearing section, which can be constructed, in particular, as a single materially connected component, the bearing locations for supporting the drive shaft and the driven shaft can be precisely aligned with one another, thereby preventing potential inaccuracies or imbalances, particularly when using fast-rotating electric motors, and enabling the handling of high rotational speeds. In this case, the bearings can be supported directly or directly on the bearing section. However, it can also be provided that at least some of the bearings are supported on another housing portion that is precisely aligned with the bearing section. These bearings are also supported at least indirectly on the integrally formed, one-piece bearing section, ensuring accurate positioning of the bearings even when the other housing portion is precisely aligned with the bearing section. In this indirect support of at least some of the bearings, the bearings are preferably supported radially relative to the rotational axis of the corresponding supported shaft on the integrally formed, one-piece bearing section. The additional housing portion for achieving the indirect support is arranged radially between the corresponding bearing and the integrally formed, one-piece bearing section within the axial extension of the bearing.

[0044] For example, it can be provided that the flange section for connecting the electric motor is centered with its outer diameter in the opening of the bearing section in which the drive shaft is arranged, and precisely aligned with the bearing section by suitable fit or tolerance selection. The drive shaft bearing can thereby be supported at least partially on the bearing section by this precisely aligned flange section, so that bearings directly supported on the flange section and bearings indirectly supported on the bearing section can still be precisely aligned with each other or with other bearings of the drive shaft directly supported on the bearing section. Furthermore, due to the precise matching of the flange section to the bearing section, the electric motor connected to the flange section can be precisely aligned with the drive shaft, so that no stress is transmitted to the drive shaft in the radial direction by the coupling of the drive shaft to the electric motor, and precise alignment of the drive shaft parallel to the longitudinal direction of the vehicle can be ensured.

[0045] It can be provided that the interior of the housing defines a common oil chamber for the drive shaft and the driven shaft. This common oil chamber provides the largest possible radiation surface for the waste heat generated by the drive shaft within the housing, particularly when connected to a rapidly rotating electric motor. To this end, a reduction stage can be provided between the drive shaft and the driven shaft, so that the driven shaft rotates more slowly than the drive shaft and correspondingly generates less heat. Furthermore, this common oil chamber allows lubrication, particularly of the shaft bearings, to be achieved without a pump, for example by means of a wheel drive and a scraper in a reservoir.

[0046] Furthermore, in some embodiments, the shaft drive can be configured such that a common oil chamber communicates with a shaft chamber, which is particularly configured as the interior of a shaft housing or a shaft chamber housing segment, and into which the bevel gear at least projects. Thus, the oil chamber can extend beyond the shaft drive to further improve waste heat removal. Furthermore, lubrication devices can be arranged at or in the shaft chamber without requiring additional structural space in the shaft drive.

[0047] In some embodiments, the brake disc can be arranged outside the housing. In particular, the brake disc can be arranged completely outside the housing and, therefore, also outside the oil chamber, allowing the brake to be designed to be completely dry. To this end, the output shaft can extend, in particular, through its second end, out of the housing, allowing the brake disc, which is connected to the output shaft in a rotationally fixed manner at its second end, to be arranged outside the housing. This makes it possible to install or remove the brake disc, for example, to replace a worn brake disc, without having to open the housing and access its interior. Furthermore, the design of a brake with a dry-running brake disc achieves the highest possible efficiency, which is particularly higher than that of a wet-running multi-plate brake.

[0048] Provision can be made for the housing to extend around the brake disc, axially enclosing the peripheral area of ​​the brake disc on both sides. The housing can, in particular, include a flange section for connecting the electric motor, which axially covers the peripheral area of ​​the brake disc on at least one side, while the peripheral area is covered on the axially opposite side, for example, by the support section. This nested design of the housing allows for a compact design of the shaft drive, allowing the brake disc, which operates outside the housing and therefore runs dry, to be integrated into the shaft drive in a space-saving manner. The flange section, which is already required for connecting the electric motor, can be mounted with only a slight axial offset, allowing the flat peripheral section of the brake disc to be inserted into the resulting free space axially relative to the driven shaft, thereby optimizing the radial space between the drive shaft and the driven shaft.

[0049] A receiving recess for the brake disc can be formed in the housing, the receiving recess having two side sections that face radially outward relative to the drive shaft and are connected to one another radially inwardly, the peripheral region of the brake disc being arranged between the side sections. The receiving recess can in particular be formed by the corresponding outer side or outer surface of the housing, so that the receiving recess and therefore also the brake disc do not protrude into the interior of the housing, but are arranged completely outside the housing despite being arranged between the side sections of the receiving recess.

[0050] The side segments formed by the housing can also be of linear design, but it is also possible for at least one side segment to have a non-linear, for example stepped, structure. With such non-linear side segments, the spacing of the side segments from the brake disc in the axial direction relative to the driven shaft can therefore vary radially relative to the driven shaft. The receiving recess can thus be approximately U-shaped, with the radially outwardly extending side segments not necessarily forming the linear arms of this approximately U-shaped receiving recess. The receiving recess can be radially open on the outside, for example to allow the brake disc to be inserted into the receiving recess, while being closed radially on the inside by the axial connection of the side segments.

[0051] The receiving recess can be formed at least partially by a flange section of the housing that is provided for fastening the electric motor to the housing. In particular, such a flange section can form one of the side sections and be separate or detachable from the integrally formed, one-piece support section. Side sections not formed by flange sections can, for example, be formed by support sections. By using a flange section to form one of the side sections of the receiving recess, a design that is as compact as possible for the shaft drive can be achieved, since the flange section, which is already required for connecting the electric motor, can also be used to nest the housing and achieve a space-saving arrangement of the brake disc.

[0052] In some embodiments, the brake can include a brake caliper that is fastened to the outside of the housing, in particular in a floating manner. Fastening the brake to the outside of the housing allows, in particular, simple and rapid mounting of the brake on the axle drive, which can then be connected to or installed in the axle housing as a complete unit for transmitting drive power to the axle.

[0053] The brake caliper and the receiving recess of the housing of the brake can be arranged diametrically opposite one another relative to the driven shaft. The shaft drive can be designed for installation in a vehicle such that the brake caliper is arranged below the driven shaft and the receiving section is arranged above the driven shaft. In particular, the brake caliper can be arranged in a substantially straight line below the receiving section when the shaft drive is installed. This also allows for easy access to the brake caliper or brake from below when the shaft drive is installed, for example, to perform brake maintenance or, if necessary, replace components, in particular brake discs.

[0054] In some embodiments, the shaft drive can be configured such that the brake disc can be removed without disassembling or opening the housing by first releasing the brake caliper from the housing and then removing it radially relative to the driven shaft, and releasing the brake disc from the second end of the driven shaft and then removing it radially relative to the driven shaft from the receiving recess. In such an embodiment, the brake disc can be removed, for example, to replace a worn brake disc without having to dismantle a closure element or flange section of the housing or remove the housing from the shaft housing to which the shaft drive can be connected in the installed state.

[0055] The brake caliper can be fixed to the outside of the housing. In particular, the brake caliper can be arranged vertically below the shaft drive in the installed state, allowing easy access and removal from the housing radially relative to the driven shaft. In particular, the brake caliper can be arranged vertically below the driven shaft. Alternatively, the brake caliper can be rotated laterally by up to 90°, preferably up to 45°, relative to its perpendicular arrangement relative to the driven shaft. The brake caliper can also encompass a radially outer section of the brake disc and be easily accessible from the outside, allowing removal radially relative to the driven shaft. In the installed state, the brake caliper can somewhat block the receiving recess radially from the drive shaft or the driven shaft. This simple removal of the brake caliper allows access to the brake disc and, if necessary, after slight axial displacement within the receiving recess, the brake disc can be easily removed radially or vertically downward from the receiving recess relative to the drive shaft. Similarly, for example, a replaced brake disc can then be reconnected to the drive shaft, after which the brake caliper can be reattached to the housing.

[0056] In some embodiments, the spacing of the side sections of the receiving recess can be dimensioned so that the brake disc can be completely removed from the driven shaft or its support in the axial direction relative to the driven shaft. This spacing of the side sections makes it possible, for example, to remove the fastening means by which the brake disc is fixed to the driven shaft support or to the driven shaft itself for a rotationally fixed connection thereto, so that the brake disc can be axially removed from the driven shaft or its support and subsequently freely removed radially from the receiving recess. This makes it possible, in particular, to easily and quickly install and remove the brake disc when the shaft drive is completely assembled and connected, for example, to a vehicle's axle housing.

[0057] In some embodiments, the output section of the drive shaft and the input section of the driven shaft are coupled to each other in terms of drive power via at least one spur gear stage. The spur gear stage can be arranged, in particular, within the housing of the shaft drive. Such a spur gear stage allows for the most compact and direct possible transmission of drive power from the drive shaft to the driven shaft. Suitable selection of the gears of the spur gear stage can, in particular, allow for a reduction or slowing down of the rotational speed from the drive shaft to the driven shaft.

[0058] It can be provided that the drive shaft and the output shaft are connected to the corresponding gears of the spur gear stage in a rotationally fixed manner, wherein the housing can have an installation opening through which the output shaft can be inserted axially into the housing, and wherein the housing can have an insertion opening through which the gears of the output shaft can be inserted into the housing radially relative to the output shaft. The gears can be designed as separate components. However, it is also possible that at least one gear, in particular the gear connected to the drive shaft, is integrally formed on the drive shaft or the output shaft.

[0059] The driven shaft, which is designed only with relatively small radial dimensions, is inserted through the installation opening. The installation opening can thus be designed with a diameter that is as small as possible and at most slightly larger than the diameter of the driven shaft for axial insertion of the driven shaft, so that the driven shaft can be arranged and supported as accurately as possible in the interior space of the housing and, in particular, in the integrally designed, one-piece bearing section. In contrast, the gear of the driven shaft, which has relatively large radial dimensions, can be introduced radially into the interior space of the housing through the insertion opening, in particular before the driven shaft is introduced. The driven shaft can then be guided axially through the opening in the gear center section and connected to the gear in a rotationally fixed manner within the housing, for example, by shrink fit or cold expansion or expansion installation. It can also be provided that the gear is coupled to the driven shaft in a rotationally fixed manner by a form fit and / or friction fit, for which purpose the gear can be connected to the driven shaft in particular by a splined shaft connection. The insertion opening can, in particular, be arranged vertically at the bottom when the shaft drive is in the fully installed state.

[0060] Introducing the gearwheel radially through the insertion opening allows, in particular, the installation of a gearwheel with a relatively large diameter into the interior of the housing without having to provide an opening with similarly large radial dimensions for axial insertion of the gearwheel. Instead, the insertion opening can be formed, for example, as a flat slot, and the mounting opening can be formed with a small diameter, allowing for simple installation through these openings without weakening the housing in any relevant way. Furthermore, gearwheels with a relatively large diameter can also be introduced through such an insertion opening, allowing the formation of a spur gear stage as a reduction stage and achieving a reduction in speed or speed from the drive shaft to the driven shaft.

[0061] The housing can also have a fixing recess, wherein the insertion opening is constructed in the bottom of the fixing recess, and the bottom is radially offset inwardly relative to the outer periphery of the fixing recess and relative to the driven shaft. A cover can also be provided for closing the insertion opening, which cover can be mounted at the insertion opening and therefore at the bottom of the fixing recess. The cover can be constructed in particular so that when the cover closes the insertion opening, the cover is arranged radially inwardly offset relative to the periphery of the insertion opening. The cover preferably does not extend radially outwardly beyond the periphery of the fixing recess. The cover can therefore be supported radially inwardly by other parts of the housing, in particular the support section, and can be arranged accordingly without being exposed, so that the cover can be protected from external influences and possible damage during driving, which is particularly important for the insertion opening that is located below in the installed state.

[0062] This radially inwardly offset cover thus allows a very compact design and simple installation of a shaft drive comprising two shafts oriented parallel to one another, which are connected to one another via a spur gear stage, without weakening the housing due to the openings required for installation.

[0063] Here, independently of an axle drive with a brake, in particular a parking brake, the present invention also relates to an axle drive for a vehicle, which has at least one drivable axle oriented transversely to the longitudinal direction of the vehicle, the axle drive comprising a drive shaft extending parallel to the longitudinal direction and being configured to receive drive power from a motor, in particular an electric motor, at an input section and to output drive power at an output section, the axle drive comprising a driven shaft extending parallel to the longitudinal direction, offset between a first end and a second end opposite thereto, relative to the drive shaft and being configured to receive drive power from an output section of the drive shaft at the input section and to output drive power to the axle at a bevel gear arranged at the first end. The cam is connected to the drive shaft by a toothed gear, and the toothed gear is connected to the drive shaft by a toothed gear. The cam is connected to the drive shaft by a toothed gear. The cam is connected to the drive shaft by a toothed gear.

[0064] The embodiments of the shaft drive disclosed here with a brake can also be used for essentially independent shaft drives which have a cover arranged radially inwards for closing the insertion opening.

[0065] In some embodiments, essentially in contrast to the disclosed axle drive with a brake, the output section of the drive shaft and the input section of the driven shaft can be coupled to each other in terms of drive power so that a reduction in speed is achieved when transmitting drive power from the drive shaft to the driven shaft. This allows the rotation of the drive shaft to be transmitted to the driven shaft at a reduced speed, particularly enabling the use of fast-rotating electric motors. This reduction in speed allows the torque required to drive the axle to be applied, while also minimizing or preventing brake disc vibrations and the associated noise generation, as the brake disc rotates at a reduced speed.

[0066] For this purpose, the shaft drive can be designed for installation in a vehicle such that the drive shaft is arranged vertically offset relative to the driven shaft. In particular, the shaft drive can first be completely preassembled or assembled and then installed as a unit in the axle housing or fastened to the axle housing. In particular, the drive shaft can extend vertically above the driven shaft to provide access from below to a brake disk arranged on the driven shaft.

[0067] In some embodiments, the axle drive may further comprise a ring gear (or differential gear) meshing with the bevel gear. This ring gear can, in particular, enable the bevel gear to be rotated around a driven shaft oriented parallel to the longitudinal direction of the vehicle to be converted into a rotation around an axle oriented transversely thereto, in order to drive the axle.

[0068] The shaft drive can also include at least one axle half-shaft, with the ring gear being torque-proof coupled to the half-shaft. This coupling allows the rotation transmitted from the bevel gear to the ring gear to be directly transmitted to the axle. In principle, both axle half-shafts can be torque-proof connected to the ring gear, allowing the wheels at the respective ends of the half-shafts to be driven uniformly by the shaft drive. Alternatively, the shaft drive can drive only one axle half-shaft, while a further shaft drive with a further electric motor can be provided to drive the other axle half-shaft. By appropriately controlling the electric motor, different rotational speeds can be generated for the wheels at the ends of the half-shafts, for example, to facilitate cornering. The half-shafts can be constructed in multiple or at least two parts, with a first part being directly connected to the ring gear and a second part being torque-proof connected to the first part, for example, via a flange. The first part can also extend into a housing section of the shaft drive housing.

[0069] Alternatively, the axle drive can also include a differential for distributing at least a corresponding portion of the drive power to the two half-shafts of the axle, wherein the ring gear can be coupled to the differential in a rotationally fixed manner. However, the output shaft of the differential can be connected to the corresponding half-shaft of the axle in a rotationally fixed manner, for example, via a flange, or can correspond to the half-shaft. Furthermore, the differential can be arranged in a housing section encompassed by the housing of the axle drive or can be connected to such a housing. This differential can distribute the drive power proportionally to the half-shafts and the wheels connected thereto, for example, to enable the outer wheels to rotate faster when negotiating a bend. BRIEF DESCRIPTION OF THE DRAWINGS

[0070] The invention will be described below purely by way of example with reference to the accompanying drawings, based on exemplary embodiments.

[0071] in:

[0072] Figure 1 A view showing a shaft drive with a brake,

[0073] Figure 2A and 2B A schematic diagram showing an embodiment of a shaft drive and a schematic diagram of such a shaft drive in conjunction with an axle driven by the shaft drive,

[0074] Figure 3A and3B A schematic diagram shows a further embodiment of an axle drive and a schematic diagram of two such axle drives in each case in conjunction with a corresponding half-shaft of an axle which is driven individually by the respective axle drive. DETAILED DESCRIPTION

[0075] The figures each show an axle drive 11 for driving an axle 13 oriented transversely to the longitudinal direction L of a vehicle (not shown). The axle drive 11 comprises a drive shaft 19 oriented parallel to the longitudinal direction L, which is coupled via a spur gear stage 69 to an output shaft 27, which also extends parallel to the longitudinal direction L and offset from the drive shaft 19 (see Figure 1 and especially Figure 2A and 3A Schematic diagram of ).

[0076] The drive shaft 19 comprises an input section 21 which forms an end section of the drive shaft 19 and is configured to receive drive power from an electric motor 23 (see in particular Figure 2A and 3A The electric motor 23 (with stator and rotor) is oriented coaxially with the drive shaft 19. The drive shaft 19 also has an output section 25, on which a gear 71 is arranged, which is connected to the drive shaft 19 in a rotationally fixed manner. This gear 71 meshes with a gear 73 arranged on the input section 33 of the output shaft 27 and, together with this gear 73, forms the spur gear stage 69 for transmitting the drive power from the drive shaft 19 to the output shaft 27.

[0077] A bevel gear 35 is also arranged on the first end 29 of the output shaft 27 and meshes with the ring gear 87 to transmit the drive power to the axle 13 and redirect it there. Figure 2A and 2B As can be seen in or 3A and 3B and as explained in more detail below, the ring gear 87 can be connected in a rotationally fixed manner to the half-shaft 15 or 17 of the axle 13 so as to transmit the driving power directly to the wheels arranged on the corresponding half-shaft 15 or 17, or the ring gear 87 can be coupled in a rotationally fixed manner to the differential case 91 of the differential 89, through which the driving power transmitted to the ring gear 87 can be distributed in proportion to the two half-shafts 15 and 17.

[0078] The drive shaft 19 and the output shaft 27 are at least partially arranged inside the housing 41, wherein in particular the output section 25 of the drive shaft 19 and the input section 33 of the output shaft 27 and the corresponding spur gear stage 69 are arranged in the interior 49 of the housing 41 (see Figure 1Here, the housing 41 has an integral, one-piece bearing section 43, which is manufactured as a single integral component and on which bearings 45, 46, and 47 for the drive shaft 19 or the output shaft 27 are supported. The bearings 45, 46, and 47 are supported on the integral, one-piece bearing section 43, so that the corresponding bearings 45 and 46 of the drive shaft 19 or the bearing 47 of the output shaft 27 can be precisely aligned with each other, in order to be able to handle the high rotational speeds of the drive shaft 19, which are generated by the rapidly rotating electric motor 23, and to enable the use of such a compact electric motor 23.

[0079] The bearing 47 of the driven shaft 27 and the bearing 46 of the drive shaft 19 are supported directly on the bearing section 43, while the bearing 45 of the drive shaft 19 arranged in the region of the input section 21 is supported directly on the flange section 63 and indirectly on the bearing section 43 via the flange section 63. The flange section 63 is used in particular for connecting the electric motor 23 (see Figures 2A to 3B ) and can be centered at the outer diameter in the bearing section 43. The flange section 63 is inserted into the opening of the bearing section 43 so that it is radially arranged relative to the drive shaft 27 between the bearing 45 and the bearing section 43 and, in this case, directly radially abuts the bearing 45 on the one hand and the bearing section 43 on the other. The flange section 63 and the bearing section 43 can also be precisely aligned with one another by selecting suitable fits or tolerances. The flange section 63 can be fastened to the bearing section 43 by a plurality of fastening means 113, in particular screws. Although the bearing 45 is only indirectly supported on the bearing section 43, the bearings 45 and 46 can thus be precisely aligned with one another to ensure precise alignment of the drive shaft 19 parallel to the longitudinal direction L of the vehicle. Furthermore, the precise orientation and centering of the flange section 63 in the bearing section 43 ensures precise alignment of the electric motor 23 via the flange section 63 for connection to the input section 21 of the drive shaft 19.

[0080] The gears 71 and 73 of the drive shaft 19 and the output shaft 27 are designed in such a way that a reduction or deceleration of the rotational speed of the drive shaft 19 is achieved at the spur gear stage 29, and the output shaft 27 rotates slower relative to the drive shaft 19. In particular, when a rapidly rotating electric motor 23 is used to transmit drive power to the input section 21 of the drive shaft 19, the necessary torque for driving the axle 13 can be achieved via such a reduction stage.

[0081] Furthermore, the interior space 49 of the housing 41 forms a common oil chamber 51. This allows lubrication of the bearings 45, 46, and 47 without a pump, while also providing a larger surface for dissipating the waste heat generated by the rapidly rotating drive shaft 19. Consequently, the waste heat generated by the drive shaft 19 can also be dissipated in the area of ​​the output shaft 27, where less waste heat is generated due to the slower rotation of the output shaft. The common oil chamber 51 can also communicate with the shaft chamber 117, particularly via the first end 29 of the output shaft 27, at which the bevel gear 35 is disposed and extends into the shaft chamber. This further increases the surface area for dissipating waste heat and allows lubrication of the shaft drive 11 via the gear mechanism and scrapers in the reservoir, without the need for a pump. The shaft chamber 117 can be surrounded, in particular, by a shaft chamber housing section 115, which is connected to the bearing section 43 via corresponding fastening means 113. The axle housing section 115 can thus be part of the housing 41 of the axle drive 11, so that the entire axle drive 11 or its housing 41 can be preassembled and connected to the axle housing 53 of the axle 13 as a complete unit (see also Figure 2B and 3B ).

[0082] like Figure 1 As further shown, the housing 41 has an installation opening 75 formed in the bearing section 43, through which the output shaft 27 can be inserted axially into the interior of the housing 41. To enable the gear 73, which is designed with a relatively large diameter, to be installed in the interior of the housing 41 and connected to the output shaft 27, the housing 41 has an insertion opening 77 on its underside when the shaft drive 11 is installed. Through the insertion opening 77, the gear 73 can be inserted radially relative to the output shaft 27 into the interior 49 of the housing 41. This allows, during installation of the shaft drive 11, the gear 73 to be first inserted radially through the insertion opening 77 into the interior 49, and then the output shaft 27 to be precisely inserted axially through the installation opening 75 into the interior 49 and precisely positioned between the bearings 47. The output shaft 27 can then be connected to the gear 73 in a rotationally fixed manner, for example, by shrinkage or cold expansion or expansion. A form-fitting and / or friction-fitting connection, particularly a splined shaft connection, may also be provided. In particular, the bevel gear 35 can be connected to the output shaft 27 before the output shaft 27 is inserted into the interior of the housing 41 or can be formed integrally with the output shaft 27 .

[0083] To close the insertion opening 77 after the gear 73 is inserted, the housing 41 includes a cover 79, which is secured to the bottom 85 of the mounting recess 81 via a plurality of securing means 113. The cover 79 is installed in the mounting recess 81 so that it is radially offset inward relative to the outer circumference 83 of the mounting recess 81 and relative to the output shaft 27, and does not extend radially outward beyond the circumference 83. This protects the cover 79 from external influences and damage, particularly during vehicle travel. The installation opening 75 and the insertion opening 77, which can be closed by the cover 79, thus enable simple and convenient installation of the shaft drive 11. The two-sided insertion of the output shaft 27 and the gear 73 allows for a very compact design of the shaft drive 11. The radial inward offset of the cover 79 reliably prevents any weakening of the housing 41 by the insertion opening 77 arranged on the underside of the housing 41 or by the cover 79 positioned in another exposed position.

[0084] The aforementioned common oil chamber 51 communicates with the shaft chamber 117 via the first end 29 of the output shaft 27, which protrudes from the housing 41, and the bevel gear 35 arranged thereon. The output shaft 27 protrudes from the housing 41 via a second end 31, opposite the first end 29, sealed by a seal 111. At the second end 31, the brake disk 39 of the brake 37 is connected to the output shaft 27 in a rotationally fixed manner via a bracket 67. The seal 111 ensures that the brake disk 39 operates completely dry, making the brake 37 a dry brake. The brake disk 39 is also arranged relative to the longitudinal direction L between the input section 21 of the drive shaft 19 and the input section 33 of the output shaft 27 (and therefore axially between the electric motor 23 and the spur gear 69), so that the shaft drive 11 does not experience any corresponding extension in the longitudinal direction L due to the configuration of the brake disk 39. As shown, a portion of the drive shaft 19 extends radially offset relative to the brake disk 69.

[0085] The brake 37 further comprises a brake caliper 65 which is fastened in a floating manner to the outside of the housing 41 by being screwed to the housing 41 parallel to the longitudinal direction L. The brake caliper 65 is arranged on the underside of the housing 41, in particular in the installed state of the shaft drive 11, so that after being unscrewed, the brake caliper 65 can be easily removed in the radial direction relative to the output shaft 27 in order to provide access to the brake disk 39.

[0086] Brake 37 functions as a parking brake and is intended to reliably prevent the vehicle from rolling when stationary by engaging brake caliper 65 in brake disc 39. Brake 37 also serves to provide an emergency braking function. To this end, brake caliper 65 can be actively disengaged from brake disc 39 while driving. The brake caliper is designed to automatically engage brake disc 39 and brake the vehicle in the event of a malfunction or a disruption in the pressure required for this purpose.

[0087] The brake disk 39 is arranged completely outside the housing 41 or its interior 49. The housing 41 forms a receiving recess 57, which is axially bounded by two side segments 59 and 61 and surrounds a circumferential region 55 of the brake disk 39, depending on the respective rotational position of the brake disk 39. These side segments 59 and 61 extend radially outward relative to the drive shaft 19 and are axially connected to one another radially inward. Side segment 59 is formed by a flange segment 63 connected to the support segment 43, while side segment 61 is formed by the support segment 43 itself. Side segment 59 extends radially outward relative to the drive shaft 19 in a substantially straight line, while side segment 61 is structured, and the axial spacing between side segment 61 and the brake disk 39 varies radially. Accordingly, the receiving recess 57 is substantially U-shaped, with the side segments 59 and 61 not necessarily forming the straight arms of the U-shaped receiving recess 57.

[0088] The receiving recess 57 allows for a high degree of integration of the brake 37 or its brake disk 39 in the shaft drive. The nested design of the housing 41 allows the peripheral region 55 of the brake disk 39 to be arranged in a section of the shaft drive 11 that, due to the spur gear stage 69 and the flange section 63, already requires a certain radial dimension of the shaft drive 11 relative to the drive shaft 19 or the output shaft 27. The radial dimension of the peripheral section 55 surrounded by the side sections 59 and 61 is at least approximately the radius of the brake disk 39. Consequently, the design of the shaft drive 11 with the brake 37 or brake disk 39 requires only minimal additional radial dimension of the shaft drive 11, which is at most approximately the radius of the brake disk 39. This radial installation space is also already occupied by the gear 73 of the output shaft 27, so that the design of the shaft drive 11 with the brake disk 39 does not result in any additional radial dimensioning of the shaft drive 11. The shaft drive 11 can thus be equipped with a parking brake function and / or an emergency brake function, in particular in a very space-saving manner.

[0089] In the longitudinal direction L, the flange section 63 required for connecting the electric motor 23 is arranged only slightly axially offset in order to create free space or the receiving recess 57 for the brake disk 39. The construction of the shaft drive 11 with the brake disk 39 therefore also requires only very small additional dimensions of the shaft drive 11 in the longitudinal direction L, so that this nested design of the shaft drive 11 or its housing 41 allows a shaft drive 11 of the desired compact design.

[0090] Furthermore, the axial spacing between the side sections 59 and 61 can be determined such that the brake disc 39 can be completely detached axially from the holder 67. For example, to replace the brake disc 39, the brake caliper 65 can first be detached from the housing 41 and removed radially. The securing means 113 for securing the brake disc 39 to the holder 76 can then be detached and removed, and the brake disc 39 can then be axially removed from the holder 76 or the driven shaft 27 and radially removed from the receiving recess 57. The shaft drive 11 is thus designed so that the brake disc 39 can be removed without disassembling or opening the housing 41 or removing individual housing components.

[0091] Furthermore, due to the speed reduction from the drive shaft 19 to the output shaft 27 achieved at the spur gear stage 69, the brake disk 39 rotates at a lower speed during vehicle travel relative to the drive element 19. This reduced speed can, in particular, prevent the brake disk 39 from developing strong vibrations, thereby avoiding noise generation or possible instability of the shaft drive 11 when using a rapidly rotating electric motor 23 to drive the drive shaft 19.

[0092] Figure 2A and 2B A schematic diagram illustrates an embodiment of a shaft drive and its connection to a shaft housing 53. An electric motor 23 is connected to a flange section 63. The motor 23 outputs drive power to the input section 21 of the drive shaft 19. The drive shaft 19 transmits drive power to the input section 33 of the output shaft 27 at the output section 25. The drive shaft 19 and the output shaft 27 are connected to each other via a spur gear stage 69. Gears 71 and 73 provide a speed reduction from the drive shaft 19 to the output shaft 27. A brake disk 39 is arranged at the second end of the output shaft 27. Brake disk 39 is accommodated outside the housing 41 of the shaft drive 11 in a receiving recess 57 formed by the housing 41 and is part of the brake 37. A bevel gear 35, meshing with a ring gear 87, is arranged at the first end 29 of the output shaft 27, opposite the second end 31.

[0093] In this embodiment, the ring gear 87 is connected in a rotationally fixed manner to the differential case 91 of the differential 89, the output shaft of which is connected in a rotationally fixed manner to the corresponding axle shaft 15 or 17 of the axle 13. The differential gear 93 of the differential 89 ensures that the drive power received via the bevel gear 35 and the ring gear 87 is transmitted to the axle shafts 15 and 17 in a proportional manner.

[0094] like Figure 2BAs shown, the housing 41 of the shaft drive 11 can be connected to the shaft housing 53, wherein the shaft drive 11 can in particular first be preassembled and then inserted as a complete unit into the shaft housing 53. The axle 13 is designed here as an outer planetary shaft 107 and has corresponding planetary gears 97 at the ends of the half shafts 15 and 17, via which the rotational speed of the half shafts 15 and 17 is transmitted to the corresponding wheel hubs 95 in a stepped-down or reduced manner in order to drive the wheels.

[0095] Speed ​​reduction is achieved here by connecting the half-shafts 15 and 17 to the respective sun gear 101 in a rotationally fixed manner, which is surrounded by a plurality of planetary gears 103. The ring gear 99, which is arranged concentrically with and surrounds the sun gear 101, is held in a rotationally fixed manner, while the planetary gears 103 rotate about an axis supported on a planetary carrier 105 that revolves around the sun gear 101. The planetary carrier 105 is connected to the hub 95 in a rotationally fixed manner, causing the hub to rotate at the speed of the planetary carrier 105, which is reduced compared to the sun gear 101 or the corresponding half-shafts 13 and 15. Such outer planetary shafts 107 can also be provided, particularly when using a rapidly rotating electric motor 23, to further reduce the speed and increase the torque.

[0096] exist Figure 3A and 3B In the embodiment shown, only one ring gear 87 is provided instead of the differential 89, which meshes with the bevel gear 35 arranged at the second end of the output shaft 27 and is connected in a rotationally fixed manner to at least one half shaft 15 or 17. Figure 3A As shown, the ring gear 87 can be connected in a rotationally fixed manner to the two half-shafts 15 and 17 in order to directly drive the entire axle 13 .

[0097] Alternatively, Figure 3B As shown, it is also possible to provide a separate axle drive 11 with a separate electric motor 23 for each axle 15, 17 to drive the axles 15 and 17. Each axle 15 and 17 is connected to the ring gear 87 in a rotationally fixed manner, so that the electric motor 23 can drive the axles 15 and 17 individually or independently of each other. Drive power can also be distributed to the two axles 15 and 17 in proportion to each other, for example, to accelerate the outer-rotating wheel when negotiating a bend. The axle 13 is again provided as an outer planetary shaft 107 with a corresponding planetary gear 97 as a reduction gear to transmit the rotation to the wheels. The axle drive 11 disclosed herein can essentially be used to drive any type of axle 13.

[0098] The shaft drive 11 disclosed herein thus enables a very compact design, with the brake 37, in particular the parking brake, and the brake disk 39 being highly integrated into the shaft drive 11. Furthermore, the reduction in speed from the drive shaft 19 to the output shaft 27 and the brake disk 39, which is rotationally fixedly connected thereto, allows the use of a fast-rotating and compact electric motor 23 without causing strong vibrations of the brake disk 39 due to the fast rotation, which could damage the shaft drive 11 and cause excessive noise generation. The design of the shaft drive 11 with a housing 41 having an integrated, one-piece bearing section 43 also allows for precise alignment of the bearings 45, 46, and 47 of the drive shaft 19 and the output shaft 27 in order to handle the high speeds of the fast-rotating electric motor 23.

[0099] List of reference numerals:

[0100] 11-axis drive unit

[0101] 13 axles

[0102] 15 first semi-axis

[0103] 17 Second half shaft

[0104] 19 drive shaft

[0105] 21 Input section of drive shaft

[0106] 23 electric motors

[0107] 25 Output section of the drive shaft

[0108] 27 driven shaft

[0109] 29 first end

[0110] 31 Second end

[0111] 33 Input section of driven shaft

[0112] 35 bevel gear

[0113] 37 brakes

[0114] 39 brake disc

[0115] 41 shell

[0116] 43 support section

[0117] 45 Bearing on the drive side of the drive shaft

[0118] 46 Bearing on the driven side of the drive shaft

[0119] 47 driven shaft bearing

[0120] 49 The internal space of the shell

[0121] 51 Common oil room

[0122] 53 shaft housing

[0123] 55 Peripheral area of ​​the brake disc

[0124] 57 Accommodating recess

[0125] 59 side section

[0126] 61 side section

[0127] 63 flange section

[0128] 65 brake caliper

[0129] 67 bracket

[0130] 69 spur gear transmission stage

[0131] 71 drive shaft gear

[0132] 73 driven shaft gear

[0133] 75 installation opening

[0134] 77 Insert opening

[0135] 79 lid

[0136] 81 fixed recess

[0137] 83 Fix the outer peripheral edge of the recess

[0138] 85 fixes the bottom of the recess

[0139] 87 ring gear

[0140] 89 differential

[0141] 91 differential case

[0142] 93 differential gear

[0143] 95 wheels

[0144] 97 planetary gear transmission

[0145] 99 internal gear

[0146] 101 sun gear

[0147] 103 planetary gear

[0148] 105 planetary carrier

[0149] 107 outer planetary axis

[0150] 111 sealing device

[0151] 113 fixed device

[0152] 115 shaft housing section

[0153] 117 axis room

[0154] L Longitudinal direction of the vehicle

Claims

1. An axle drive (11) for a vehicle, comprising at least one drivable axle (13) oriented transversely to the longitudinal direction (L) of the vehicle, the axle drive comprising: a drive shaft (19) extending parallel to the longitudinal direction (L) of the vehicle and configured to receive drive power from the electric motor (23) at an input section (21) and to output drive power at an output section (25), - an output shaft (27) extending between a first end (29) and a second end (31) opposite the first end, offset relative to the drive shaft (19) and parallel to the longitudinal direction (L) of the vehicle and configured to receive drive power from the output section (25) of the drive shaft (19) at an input section (33) and output it to the axle (13) via a bevel gear (35) arranged at the first end (29), a brake (37) having a brake disc (39) which is arranged at the second end (31) of the driven shaft (27) and between the input section (21) of the drive shaft (19) and the input section (33) of the driven shaft (27) relative to the longitudinal direction (L) of the vehicle.

2. The shaft drive (11) according to claim 1, in, The shaft drive (11) further comprises a housing (41) in which the drive shaft (19) and the driven shaft (27) are accommodated, wherein the output section (25) of the drive shaft (19) and the input section (33) of the driven shaft (27) are arranged in the housing (41).

3. The shaft drive (11) according to claim 2, in, The housing (41) has or is formed by an integral, one-piece bearing section (43), on which a bearing (45, 46, 47) for supporting at least one of a drive shaft (19) or a driven shaft (27) is supported.

4. The shaft drive (11) according to claim 2, in, The interior space (49) of the housing (41) defines a common oil chamber (51) for the drive shaft (19) and the output shaft (27).

5. The shaft drive (11) according to claim 4, in, The shaft drive (11) is designed such that a common oil chamber (51) is connected to a shaft chamber (117) into which the bevel gear (35) projects.

6. The shaft drive (11) according to claim 2, in, The brake disc (39) is arranged outside the housing (41).

7. The shaft drive (11) according to claim 6, in, The housing (41) extends around the brake disk (39) so that the housing axially surrounds a peripheral region (55) of the brake disk (39) on both sides.

8. The shaft drive (11) according to claim 7, in, A receiving recess (57) for a brake disc (39) is formed on the housing (41), the receiving recess having two side sections (59, 61) which point radially outward relative to the drive shaft (19) and are connected to one another radially inwardly, wherein the peripheral region (55) of the brake disc (39) is arranged between the side sections (59, 61).

9. The shaft drive (11) according to claim 8, in, The receiving recess (57) is formed at least partially by a flange section (63) of the housing (41), which is provided for fastening the electric motor (23) to the housing (41).

10. The shaft drive (11) according to claim 2, in, The brake (37) comprises a brake caliper (65) which is fixed to the outside of the housing (41).

11. The shaft drive (11) according to claim 10, in, The brake caliper (65) of the brake (37) and the receiving recess (57) of the housing (41) are arranged diametrically opposite one another with respect to the output shaft (27).

12. The shaft drive (11) according to claim 10, in, The shaft drive (11) is designed so that the brake disc (39) can be removed without disassembling or opening the housing (41) by firstly releasing the brake caliper (65) from the housing (41) and then removing it radially from the housing (41) relative to the driven shaft (27), and the brake disc (39) is released from the second end (31) of the driven shaft (27) and then removed radially from the receiving recess (57) relative to the drive shaft (19).

13. The shaft drive (11) according to claim 8, in, The distance between the side sections (59, 61) of the receiving recess (57) is dimensioned such that the brake disk (39) can be completely removed from the output shaft (27) or a support (67) of the output shaft (27) in the axial direction relative to the output shaft (27).

14. The shaft drive (11) according to claim 1, in, An output section (25) of a drive shaft (19) and an input section (33) of a driven shaft (27) are coupled to each other in terms of drive via at least one spur gear stage (69).

15. The shaft drive (11) according to claim 14, in, The drive shaft (19) and the driven shaft (27) are connected to the corresponding gears (71, 73) of the spur gear transmission stage (69) in a rotationally fixed manner, wherein the housing (41) has a mounting opening (75) through which the driven shaft (27) can be introduced axially into the housing (41), and wherein the housing (41) has an insertion opening (77) through which the gear (71) of the driven shaft (27) can be inserted into the housing (41) radially relative to the driven shaft (27).

16. The shaft drive (11) according to claim 15, in, The insertion opening (77) is formed in a bottom (85) of a fixing recess (81) of the housing (41), which is offset radially inward relative to an outer circumference (83) of the fixing recess (81) and relative to the driven shaft (27).

17. The shaft drive (11) according to claim 1, in, The output section (25) of the drive shaft (19) and the input section (21) of the output shaft (27) are coupled to each other in terms of drive so that a reduction in speed is achieved when transmitting drive power from the drive shaft (19) to the output shaft (27).

18. The shaft drive (11) according to claim 1, in, The shaft drive (11) is designed to be installed in a vehicle such that a drive shaft (19) is arranged vertically offset relative to an output shaft (27).

19. The shaft drive (11) according to claim 1, in, The shaft drive device (11) further comprises a ring gear (87) meshing with the bevel gear (35).

20. The shaft drive (11) according to claim 19, in, The ring gear (87) is coupled in a rotationally fixed manner to the half shafts (15, 17) of the axle (13) or to a differential (89) for distributing at least a corresponding portion of the drive power to the two half shafts (15, 17) of the axle (13).

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