Electric drive device for a vehicle

Abstract

The invention relates to an electric drive device (1) for a vehicle. The electric drive device (1) comprises a rotor with a rotor shaft (2); a transmission with a transmission input shaft (3) which is supported by means of a first rolling bearing (4) and a second rolling bearing (5), wherein an inner ring of the second rolling bearing (5) is mounted on the rotor shaft (2); wherein the rotor shaft (2) comprises a first end region (2a) and the transmission input shaft (3) comprises a second end region (3a), and the first end region (2a) forms a shaft-hub connection with the second end region (3a), wherein the rotor shaft (2) and the transmission input shaft (3) are arranged coaxially;wherein the first rolling bearing (4) is arranged and designed to support a first axial force (F1) acting on the rotor shaft (2) in a first axial direction, and wherein the second rolling bearing (5) is arranged and designed to support a second axial force (F2) acting on the rotor shaft (2) in a second axial direction opposite to the first axial direction.

Description

[0001] The present invention relates to an electric drive device for a vehicle. State of the art

[0002] Electric axles for vehicles, for example in passenger cars or light commercial vehicle applications, can usually be designed as a fully integrated unit consisting of an electric motor, power electronics and a gearbox.

[0003] A rotor shaft of the electric machine can usually be positively connected (e.g. via a splined connection) to the gearbox input shaft and a corresponding power transmission can be achieved.

[0004] An associated bearing system of a high-speed rotating shaft assembly in electric drive axles for electric and hybrid vehicles can consist of two, three or four bearings, which can be distributed between the electric motor and the transmission.

[0005] There can be three bearings, in particular two bearings in the gearbox, one bearing in the machine (B-bearing) and connections of the shafts for torque transmission (e.g. splined connection), whereby centering of the shafts via the splined connection or an additional centering surface is possible; or alternatively, it can be realized with a continuous shaft, or one bearing in the gearbox and two bearings in the machine (A- & B-bearing) and a connection of the shafts for torque transmission (e.g. splined connection) and centering of the shafts via the splined connection or an additional centering surface, whereby the radial force from the running gear can additionally be transmitted from the gearbox shaft to the EM shaft, which can also alternatively be realized with a continuous shaft.

[0006] In common e-axles, a shaft arrangement may be present, wherein a rotor shaft may be coupled to a gearbox input shaft to transmit torque, wherein the shaft arrangement may be supported by three or four rolling bearings, in particular by skewed, preloaded or by a fixed-floating bearing arrangement or by mixtures thereof.

[0007] For example, DE 10 2021 204 795 A1 describes a bearing arrangement of an e-axle module with an electric motor and a gearbox with a gearbox input shaft supported by multiple bearings. The bearing arrangement in the gearbox is designed as a first X-arrangement consisting of a bearing on the cover side and a bearing on the housing side. Starting from a bearing seat of the bearing on the cover side, the gearbox input shaft has essentially increasing functional diameters that extend towards the center of the gearbox input shaft. Furthermore, the invention relates to an e-axle module with a bearing arrangement for use in an electrically powered vehicle.DE 10 2022 202 914 A1 describes a transmission for a drive device of an at least partially electrically driven vehicle, comprising a transmission input shaft with a first gear, an intermediate shaft with a second gear and a third gear arranged axially adjacent thereto, and a differential input shaft of a differential with a fourth gear, wherein the first and second gears form a first transmission stage and the third and fourth gears form a second transmission stage, wherein the transmission input shaft or the intermediate shaft or the differential input shaft is axially fixed and the other two shafts are floating, wherein a first pressure ridge and a second pressure ridge are effectively formed between the gears of the first transmission stage, and wherein a third pressure ridge and a fourth pressure ridge are effectively formed between the gears of the second transmission stage. Disclosure of the invention

[0008] The invention provides an electric drive device for a vehicle with the features of claim 1.

[0009] According to a first aspect of the invention, an electric drive device for a vehicle is provided. The electric drive device comprises a rotor with a rotor shaft and a gearbox with a gearbox input shaft. The gearbox input shaft is supported by means of a first rolling bearing and a second rolling bearing, wherein an inner ring of the second rolling bearing is mounted on the rotor shaft. The rotor shaft comprises a first end section and the gearbox input shaft comprises a second end section. The first end section forms a shaft-hub connection with the second end section, wherein the rotor shaft and the gearbox input shaft are arranged coaxially. The first rolling bearing is arranged and configured to support a first axial force acting on the rotor shaft in a first axial direction.Furthermore, the second rolling bearing is arranged and designed to support a second axial force which acts on the rotor shaft in a second axial direction opposite to the first axial direction.

[0010] One of the underlying ideas of the present invention is that the first rolling bearing, together with the second rolling bearing, restricts the axial movement of the rotor shaft. This allows for an adjustable bearing arrangement for the transmission input shaft while simultaneously fixing the rotor shaft axially. The present invention thus provides a two-part concept for the rotor shaft and the transmission input shaft of an integrated electric drive system. In particular, a vehicle that is at least partially electrically powered can incorporate an electric drive device according to the invention.

[0011] An advantage of the present invention is that it eliminates the need for double-sided fixing of an outer ring of the second rolling bearing.

[0012] A further advantage of the invention is that oil passages through the transmission input shaft and the rotor shaft can be provided by eliminating a bolt commonly used in the prior art. Furthermore, a simple standard bearing without an extended inner ring can be used for the second rolling bearing.

[0013] Advantageous designs and further developments result from the further sub-claims as well as from the description with reference to the figures in the drawing.

[0014] According to a further development of the invention, the inner ring of the second rolling bearing is mounted in the area of ​​the shaft-hub connection. In other words, the second rolling bearing can be positioned at a transition between the rotor shaft and the transmission input shaft. Furthermore, the transmission input shaft and the rotor shaft can each be fixed and supported radially and / or axially in at least one direction by means of the second rolling bearing on a radial outer side.

[0015] According to a further embodiment of the invention, the second rolling bearing is axially fixed by means of a retaining ring, the retaining ring transmitting the second axial force from the rotor shaft to the second rolling bearing. In this way, the rotor shaft can be axially fixed to withstand the second axial force by the second rolling bearing. An outer ring of the second rolling bearing can, for example, be mounted on or supported by a housing. The axial fixation of the second rolling bearing on the rotor shaft can be provided, for example, by a shaft shoulder and the retaining ring.

[0016] According to a further embodiment of the invention, the second end region at least partially surrounds the retaining ring radially on the outside, so that the retaining ring is secured against opening due to centrifugal forces. Thus, the retaining ring can be radially secured via a component geometry of the transmission input shaft.

[0017] Optionally, the shaft-hub connection can have an interface for transmitting the first axial force. For example, the interface can be designed as an end-face contact between the first end region and the second end region. Alternatively, the interface can be formed by an inner ring of the second rolling bearing, with a first end face of the second rolling bearing in contact with the first end region and a second end face opposite the first end face of the second rolling bearing in contact with the second end region. In this way, the first axial force can be transmitted from the rotor shaft to the gearbox input shaft via the inner ring of the second rolling bearing.

[0018] According to a further embodiment of the invention, the shaft-hub connection is formed by positive locking, friction locking, or a combination of positive and friction locking, in particular by spline teeth. This allows high torques to be transmitted.

[0019] According to a further embodiment of the invention, the first end region comprises a first splined connection and the second end region a second splined connection, and the shaft-hub connection is formed by the first splined connection in conjunction with the second splined connection. A torque can be transmitted between the shafts by the interlocking of the two splined connections.

[0020] According to a further embodiment of the invention, the first splined connection is formed on a radial inside of the first end region, i.e., on a radial inside of the rotor shaft, and the second splined connection is formed on a radial outside of the second end region, i.e., on a radial outside of the gearbox input shaft.

[0021] According to a further embodiment of the invention, the first splined connection is formed on a radial outside of the first end region, i.e., on a radial outside of the rotor shaft, and the second splined connection is formed on a radial inside of the second end region, i.e., on a radial inside of the gearbox input shaft.

[0022] According to a further embodiment of the invention, the rotor shaft has a surface section in its first end region for radially centering the transmission input shaft with respect to the rotor shaft. This surface section can be arranged on a radial inner or outer surface of the rotor shaft.

[0023] If the surface section is located on the radial inside, a parking lock and parking lock wheel can be used or integrated.

[0024] If the surface section is located on the radial outer surface, it can correspond to a surface on which an inner ring of the second rolling bearing sits. This means that the centering of the transmission input shaft relative to the rotor shaft can occur on the same surface where the inner ring of the second rolling bearing sits. Thus, the number of surfaces with tolerances for the radial guidance of the transmission input shaft can be reduced. Furthermore, centering the transmission input shaft on the radial outer surface can provide the smallest possible coaxial offset to the bearing point.

[0025] Optionally, the second rolling bearing can be a radial groove ball bearing. Alternatively, the second rolling bearing can be a tapered roller bearing or an angular contact ball bearing. Furthermore, the transmission input shaft can be a hollow shaft. The first rolling bearing can be identical to the second rolling bearing or different from it.

[0026] For example, the first and second rolling bearings can be axially preloaded relative to each other. This preload can be achieved, for instance, by means of an adjusting shim device, which is located on the first rolling bearing. The adjusting shim device can be positioned between an outer ring of the first rolling bearing and a housing, or between an inner ring of the first rolling bearing and the transmission input shaft. Thus, the arrangement and orientation of the first and second rolling bearings corresponds to a rolling bearing X-arrangement.

[0027] The first rolling bearing can correspond to a gearbox bearing. The second rolling bearing can correspond to an A-bearing. The X-arrangement, or angled mounting of the second and first rolling bearings, can provide high axial and radial bearing stiffness for the gearbox input shaft and the rotor shaft.

[0028] According to a further embodiment of the invention, the electric drive device also comprises a third rolling bearing that supports the rotor shaft, wherein the third rolling bearing can be adjusted by means of an adjusting spring device. For example, the adjusting spring device can support an outer ring of the third rolling bearing against a housing. Thus, the third rolling bearing can be adjusted in the direction of the transmission input shaft. Furthermore, the rotor shaft can be preloaded into a specific axial position and direction by means of the adjusting spring device.

[0029] A three-bearing concept can be implemented for the shafts, including the rotor shaft and the gearbox input shaft. Brief description of the drawings

[0030] The invention will now be explained with reference to the figures in the drawings. The figures show: Fig. 1 a schematic side view of an electric drive device for a vehicle according to an embodiment of the invention, wherein a first axial force acts on a rotor shaft; Fig. 2 a schematic side view of an electric drive device for a vehicle according to an embodiment of the invention, wherein a second axial force acts on a rotor shaft; Fig. 3 a schematic sectional view of a section of an electric drive device according to a further embodiment of the invention; Fig. 4 a schematic sectional view of a section of an electric drive device according to a further embodiment of the invention with a parking lock wheel; and Fig. 5 a schematic sectional view of a section of an electric drive device according to a further embodiment of the invention.

[0031] In the figures, the same reference symbols denote identical or functionally equivalent components, unless otherwise stated. The numbering of process steps is for clarity and generally does not imply a specific chronological order. In particular, several process steps can be performed simultaneously. Description of the exemplary implementations

[0032] Further advantages, features and details of the invention will become apparent from the following description, in which various embodiments are described in detail with reference to the drawing.

[0033] Fig. Figure 1 shows a schematic side view of an electric drive device 1 for a vehicle according to an embodiment of the invention, wherein a first axial force F1 acts on a rotor shaft 2. In particular, in Fig. 1 an axial force flow under the influence of the first axial force F1 is shown by the dashed line, wherein the first axial force F1 acts on the rotor shaft 2 in a first axial direction.

[0034] The electric drive device 1 includes, by way of example, a rotor with a rotor shaft 2, a gearbox with a gearbox input shaft 3, a first rolling bearing 4, a second rolling bearing 5, a retaining ring 6, a parking lock wheel 8, an adjusting disc device 9, a third rolling bearing 10 and an adjusting spring device 11.

[0035] The transmission input shaft 3 is supported by a first rolling bearing 4 and a second rolling bearing 5. An inner ring of the second rolling bearing 5 can, for example, be mounted on the rotor shaft 2. The second rolling bearing 5, in particular its inner ring, can be axially fixed by means of a retaining ring 6.

[0036] The rotor shaft 2 comprises a first end section 2a and the transmission input shaft 3 a second end section 3a. The first end section 2a forms a shaft-hub connection with the second end section 3a, wherein the rotor shaft 2 and the transmission input shaft 3 are arranged coaxially. The shaft-hub connection 2a, 3a can be positively engaged and / or frictionally engaged.

[0037] As in Fig. As illustrated by example in Figure 1, the inner ring of the second rolling bearing 5 can be mounted in the area of ​​the shaft-hub connection 2a, 3a. In other words, the second rolling bearing 5 can be positioned at a transition between the rotor shaft 2 and the transmission input shaft 3. Furthermore, the transmission input shaft 3 and the rotor shaft 2 can each be fixed and supported radially and / or at least axially in one direction by means of the second rolling bearing 5 on a radial outer side.

[0038] The first rolling bearing 4 is arranged and designed to support the first axial force F1, which acts on the rotor shaft 2 in the first axial direction. Furthermore, the second rolling bearing 5 is arranged and designed to support a second axial force F2, which acts on the rotor shaft 2 in a second axial direction opposite to the first axial direction.

[0039] Optionally, the shaft-hub connection can have an interface 12 for transmitting the first axial force F1. For example, the interface 12 can be designed as an end-face contact between the first end region 2a and the second end region 3a. Furthermore, the first end region 2a can include a first splined connection and the second end region 3a a second splined connection. The shaft-hub connection 2a, 3a can, for example, be formed by the first splined connection in conjunction with the second splined connection. By interlocking the two splined connections, a torque can be transmitted between the shafts 2, 3.

[0040] Here, the first splined connection is shown as an example on a radial inside of the first end region 2a and the second splined connection on a radial outside of the second end region 3a.

[0041] Furthermore, the rotor shaft 2 can have a surface section 7 in the first end region 2a for radially centering the transmission input shaft 3 with respect to the rotor shaft 2. As shown in Fig. As shown in Figure 1, the surface section 7 can be arranged on a radial inner side of the rotor shaft 2. In this embodiment, the parking lock wheel 8 can be used in particular.

[0042] Optionally, the second rolling bearing 5 can be designed as a radial deep groove ball bearing, a tapered roller bearing, or an angular contact ball bearing. Regardless of this, the first rolling bearing 4 can be designed as a radial deep groove ball bearing, a tapered roller bearing, or an angular contact ball bearing. The first rolling bearing 4 can preferably be identical to the second rolling bearing 5.

[0043] For example, the first rolling bearing 4 and the second rolling bearing 5 can be axially preloaded relative to each other. For example, the first rolling bearing 4 and the second rolling bearing 5 can be axially preloaded relative to each other by means of an adjusting disc device 9, the adjusting disc device 9 being arranged on the first rolling bearing 4. The adjusting disc device 9 can be inserted between an outer ring of the first rolling bearing 4 and a housing G or between an inner ring of the first rolling bearing 4 and the transmission input shaft 3. Thus, the arrangement and orientation of the first and second rolling bearings 4, 5 corresponds to a rolling bearing X arrangement. The first rolling bearing 4 can correspond to a transmission bearing. The second rolling bearing 5 can correspond to an A-bearing.

[0044] Additionally, the electric drive device 1 can include a third rolling bearing 10 that supports the rotor shaft 2. The third rolling bearing 10 can be adjustable by means of an adjusting spring device 11. For example, the adjusting spring device 11 can support an outer ring of the third rolling bearing 10 against a housing G. Thus, the third rolling bearing 10 can be adjusted in the direction of the transmission input shaft 3. Furthermore, the rotor shaft 2 can be preloaded into a specific axial position and direction by means of the adjusting spring device 11.

[0045] For example, the gearbox input shaft here has a toothed section 13.

[0046] Thus, a three-bearing concept can be implemented for shafts 2 and 3, with the rotor shaft 2 and the gearbox input shaft 3.

[0047] Fig. Figure 2 shows a schematic side view of an electric drive device 1 for a vehicle according to an embodiment of the invention, wherein a second axial force F2 acts on a rotor shaft 2.

[0048] The electric drive device 1 shown here essentially comprises the features of the electric drive device 1 according to Fig. 1, where an axial force flow under the influence of the second axial force F2 is shown by means of the dashed line, wherein the second axial force F2 acts in a second axial direction opposite to the first axial direction (as in Fig. 1 illustrated) acts on the rotor shaft 2.

[0049] The second rolling bearing 5 is axially fixed by means of the retaining ring 6, which transmits the second axial force F2 from the rotor shaft 2 to the second rolling bearing 5. In this way, the rotor shaft 2 can be axially fixed by the second rolling bearing 5 with respect to the second axial force F2. An outer ring of the second rolling bearing 5 can, for example, be mounted on or supported by a housing G. The axial fixation of the second rolling bearing 5 on the rotor shaft 2 can be achieved, for example, via a shoulder on the rotor shaft 2 and the retaining ring 6.

[0050] Fig. Figure 3 shows a schematic sectional view of a section of an electric drive device 1 according to a further embodiment of the invention.

[0051] The electric drive device 1 includes, for example, a rotor with a rotor shaft 2, a gearbox with a gearbox input shaft 3, a first rolling bearing 4, a second rolling bearing 5, a retaining ring 6 and an adjusting disc device 9.

[0052] The transmission input shaft 3 is supported by a first rolling bearing 4 and a second rolling bearing 5. An inner ring of the second rolling bearing 5 can, for example, be mounted on the rotor shaft 2. The second rolling bearing 5, in particular its inner ring, can be axially fixed by means of a retaining ring 6.

[0053] The rotor shaft 2 comprises a first end section 2a and the transmission input shaft 3 a second end section 3a. The first end section 2a forms a shaft-hub connection with the second end section 3a, wherein the rotor shaft 2 and the transmission input shaft 3 are arranged coaxially. The shaft-hub connection 2a, 3a can be positively engaged and / or frictionally engaged.

[0054] The second end region 3a can at least partially circumscribe the retaining ring 6 radially on the outside, as shown in Fig. Figure 3 shows that the retaining ring 6 is secured against opening due to centrifugal forces. Thus, the retaining ring 6 can be radially secured via a component geometry of the transmission input shaft 3.

[0055] As in Fig. As illustrated by example in Figure 3, the inner ring of the second rolling bearing 5 can be mounted in the area of ​​the shaft-hub connection 2a, 3a. In other words, the second rolling bearing 5 can be positioned at a transition between the rotor shaft 2 and the transmission input shaft 3. Furthermore, the transmission input shaft 3 and the rotor shaft 2 can each be fixed and supported radially and / or at least axially in one direction by means of the second rolling bearing 5 on a radial outer side.

[0056] The first rolling bearing 4 is arranged and designed to support a first axial force F1 acting on the rotor shaft 2 in a first axial direction. Furthermore, the second rolling bearing 5 is arranged and designed to support a second axial force F2 acting on the rotor shaft 2 in a second axial direction opposite to the first axial direction.

[0057] Optionally, the shaft-hub connection can have an interface 12 for transmitting the first axial force F1. For example, the interface 12 can be formed by the inner ring of the second rolling bearing 5, with a first end face of the second rolling bearing 5 in contact with the first end region 2a and a second end face opposite the first end face of the second rolling bearing 5 in contact with the second end region 3a. In this way, the first axial force F1 can be transmitted from the rotor shaft 2 via the inner ring of the second rolling bearing 5 to the transmission input shaft 3.

[0058] Furthermore, the first end region 2a can comprise a first splined connection and the second end region 3a a second splined connection. The shaft-hub connection 2a, 3a can, for example, be formed by the first splined connection in conjunction with the second splined connection. By interlocking the two splined connections, a torque can be transmitted between the shafts 2, 3.

[0059] Here, the first splined connection is shown as an example on a radial inner surface of the first end region 2a, and the second splined connection on a radial outer surface of the second end region 3a. For example, the second end region 3a can partially define the first end region 2a radially inside and radially outside. That is, the first end region 2a can, for example, extend into a groove arranged on the end face of the transmission input shaft 3 in the second end region 3a.

[0060] Furthermore, the rotor shaft 2 can have a surface section 7 in the first end region 2a for radially centering the transmission input shaft 3 with respect to the rotor shaft 2. As shown in Fig. As shown in Figure 3, surface section 7 can be arranged on a radial outer surface of the rotor shaft 2. When surface section 7 is located on the radial outer surface, it can correspond to a surface on which an inner ring of the second rolling bearing 5 sits. This means that the centering of the transmission input shaft 3 with respect to the rotor shaft 2 can occur on the same surface on which the inner ring of the second rolling bearing 5 sits. Thus, the number of surfaces with tolerances for the radial guidance of the transmission input shaft 3 can be reduced. Furthermore, centering the transmission input shaft 3 on the radial outer surface can provide the smallest possible coaxial offset to the bearing location.

[0061] In particular, the second rolling bearing 5 can be designed as a radial deep groove ball bearing, but is not limited to this. Independently of this, the first rolling bearing 4 can be designed as a radial deep groove ball bearing, a tapered roller bearing, or an angular contact ball bearing. The first rolling bearing 4 can preferably be identical to the second rolling bearing 5.

[0062] Fig. Figure 4 shows a schematic sectional view of a section of an electric drive device 1 according to a further embodiment of the invention with a parking lock wheel 8.

[0063] The electric drive device 1 shown here essentially comprises the features of the electric drive device 1 according to Fig. 3, where the surface section 7 is arranged by way of example on a radial inner side of the rotor shaft 2. Thus, a parking lock and a parking lock wheel 8 can be used or integrated.

[0064] Here, the interface 12 can, for example, be formed by an inner ring of the second rolling bearing 5, wherein a first end face of the second rolling bearing 5 is in contact with the first end region 2a and a second end face opposite the first of the second rolling bearing 5 is in contact with the parking lock wheel 8. In this way, the first axial force F1 can be transmitted from the rotor shaft 2 via the inner ring of the second rolling bearing 5 to the parking lock wheel 8 and consequently to the transmission input shaft 3.

[0065] The parking lock wheel 8 can at least partially circumscribe the retaining ring 6 radially on the outside, as shown in Fig. As shown in Figure 4, the retaining ring 6 is secured against opening due to centrifugal forces. Thus, the retaining ring 6 can be radially secured via a component geometry of the parking lock wheel 8.

[0066] Fig. Figure 5 shows a schematic sectional view of a section of an electric drive device 1 according to a further embodiment of the invention.

[0067] The electric drive device 1 shown here essentially comprises the features of the electric drive device 1 according to Fig. 3, wherein the first splined connection is formed on a radial outside of the first end region 2a, i.e. on a radial outside of the rotor shaft 2, and the second splined connection is formed on a radial inside of the second end region 3a, i.e. on a radial inside of the gearbox input shaft 3.

[0068] Furthermore, surface section 7 can be arranged on a radial outer surface of the rotor shaft 2. If surface section 7 is arranged on the radial outer surface, it can correspond to a surface on which an inner ring of the second rolling bearing 5 sits. This means that the centering of the transmission input shaft 3 with respect to the rotor shaft 2 can occur on the same surface on which the inner ring of the second rolling bearing 5 sits. Thus, the number of surfaces with tolerances for the radial guidance of the transmission input shaft 3 can be reduced. In addition, centering the transmission input shaft 3 on the radial outer surface can provide the smallest possible coaxial offset to the bearing location.

[0069] Although the present invention has been explained above by way of example embodiments, it is not limited to these, but can be modified in many ways. In particular, combinations of the preceding embodiments are also conceivable. QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] DE 10 2021 204 795 A1

[0007] DE 10 2022 202 914 A1

[0007]

Claims

[1] Electric propulsion device (1) for a vehicle, comprising: a rotor with a rotor shaft (2); a gearbox with a gearbox input shaft (3) which is supported by means of a first rolling bearing (4) and a second rolling bearing (5), wherein an inner ring of the second rolling bearing (5) is mounted on the rotor shaft (2); wherein the rotor shaft (2) comprises a first end section (2a) and the transmission input shaft (3) comprises a second end section (3a), and the first end section (2a) forms a shaft-hub connection with the second end section (3a), wherein the rotor shaft (2) and the transmission input shaft (3) are arranged coaxially; wherein the first rolling bearing (4) is arranged and designed to support a first axial force (F1) which acts on the rotor shaft (2) in a first axial direction, and wherein the second rolling bearing (5) is arranged and designed to support a second axial force (F2) which acts on the rotor shaft (2) in a second axial direction opposite to the first axial direction. [2] Electric drive device (1) according to claim 1, wherein the inner ring of the second rolling bearing (5) is mounted in the area of ​​the shaft-hub connection (2a, 3a). [3] Electric drive device (1) according to claim 1 or 2, wherein the second rolling bearing (5) is axially fixed by means of a retaining ring (6), wherein the retaining ring (6) transmits the second axial force (F2) from the rotor shaft (2) to the second rolling bearing (5). [4] Electric drive device (1) according to claim 3, wherein the second end region (3a) at least partially radially surrounds the retaining ring (6) so that the retaining ring (6) is secured against opening due to centrifugal forces. [5] Electric drive device (1) according to one of the preceding claims, wherein the shaft-hub connection (2a, 3a) is formed by positive locking and / or friction locking, in particular by a spline toothing. [6] Electric drive device (1) according to one of the preceding claims, wherein the first end region (2a) comprises a first splined connection and the second end region (3a) comprises a second splined connection, and the shaft-hub connection (2a, 3a) can be formed by the first splined connection in conjunction with the second splined connection. [7] Electric drive device (1) according to claim 6, wherein the first plug-in toothing is formed on a radial inside of the first end region (2a) and the second plug-in toothing is formed on a radial outside of the second end region (3a). [8] Electric drive device (1) according to claim 6, wherein the first plug-in toothing is formed on a radial outside of the first end region (2a) and the second plug-in toothing is formed on a radial inside of the second end region (3a). [9] Electric drive device (1) according to one of the preceding claims, wherein the rotor shaft (2) has a surface section (7) in the first end region (2a) for radially centering the transmission input shaft (3) in relation to the rotor shaft (2). [10] Electric drive device (1) according to one of the preceding claims, further comprising a third rolling bearing (10) that supports the rotor shaft (2), wherein the third rolling bearing (10) is adjustable by means of an adjusting spring device (11). [For example, the adjusting spring device 11 can support an outer ring of the third rolling bearing 10 against a housing G. Thus, the third rolling bearing 10 can be adjusted in the direction of the transmission input shaft 3. Furthermore, the rotor shaft 2 can be preloaded into a specific axial position and direction by means of the adjusting spring device 11.]

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