Electric axle drive and drive arrangement for a vehicle

Abstract

An electric axle drive (1) is provided for a vehicle. The electric axle drive comprises a first axle (2) for mounting wheels (6), an electric drive unit (7) which includes an electric motor and a drive output element (10) for driving the first axle (2), and a driven element (14) for mechanically connecting a second axle (2; 50) for mounting wheels (6). The electric axle drive (1) is designed to drive the second axle (2; 50) via the driven element (14) in addition to the first axle (2). The electric motor and the drive output element (10) are arranged offset from the first axle (2).

Description

Technical field

[0001] The present invention relates to an electric axle drive, to an electric drive arrangement with such an electric axle drive, and to a vehicle with such a drive arrangement. State of the art

[0002] As part of the electrification of vehicle drive systems, electric axle drives have been developed to power a single vehicle axle. To provide a multi-axle drive for vehicles, it is known to equip each drive axle with its own electric axle drive, thus enabling the functionality of a multi-axle drive. Description of the invention

[0003] It is an object of the present invention to provide an improved electric axle drive which has a small installation space.

[0004] The problem is solved by an electric axle drive having the features of claim 1. Advantageous further developments are the subject of the dependent claims.

[0005] In a first aspect, an electric axle drive is provided for a vehicle. The vehicle can be a commercial vehicle, such as a truck. It can be an off-highway or on-highway vehicle. For example, the vehicle could be a military vehicle, such as an armored personnel carrier. The electric axle drive has a first axle for driving the wheels. The wheels can be directly, or alternatively or additionally, mechanically connected to the first axle via one or more gear stages. Torque can be supplied to the wheels via the first axle to propel the vehicle. The electric axle drive also includes a drive unit for driving the first axle. The drive unit has at least one electric motor. The drive unit can be configured to provide torque with which the vehicle can be moved as intended.This allows the torque of the drive unit to be transferred to the first axle and from there to the wheels to propel the vehicle.

[0006] The drive unit includes a drive output element. The drive output element can be configured to output the torque, power, or driving force of the electric motor. The drive output element can be configured as an output shaft. The drive output element can have a shaft-hub profile, for example, a splined shaft profile or toothed shaft profile, for example, for transmitting torque. The drive output element can have a bolted flange. The drive output element can be rotationally fixed to an input element of an intermediate gearbox. The drive output element can form the input element of the intermediate gearbox. The electric axle drive can include the intermediate gearbox. The intermediate gearbox can have an input element, for example, a spur gear or bevel gear. The intermediate gearbox can have an output element, for example, a spur gear or bevel gear.The input element can be mechanically connected to the output element, for example via a gear mesh. The intermediate gear can have at least one spur gear stage and one bevel gear stage. The intermediate gear can be designed as a spur gear stage or a bevel gear stage.

[0007] The electric axle drive can be spatially and functionally assigned to the first axle. The electric motor and the drive output element are arranged offset from the first axle. For example, the electric motor and the drive output element can be arranged parallel to the first axle. In this case, the electric motor and the drive output element can be oriented transversely to a vehicle direction. The vehicle direction can be defined by the direction in which the vehicle is intended to travel straight ahead. The electric motor and the drive output element can also be arranged inclined or obliquely, for example, perpendicularly, to the first axle. In this case, the electric motor and the drive output element can be oriented longitudinally to the vehicle direction. The electric axle drive can then be spatially assigned to the first axle.This can be achieved, for example, by positioning the electric axle drive closer to the first axle than to the other axles of the vehicle. The wheels can be directly engaged with the ground to propel the vehicle. Alternatively, the wheels can be engaged with a continuous recirculating element, such as a chain.

[0008] Furthermore, the electric axle drive has an output for mechanically connecting a second axle. This output can be, for example, a gear, which may be a fixed gear. For instance, the gear could be a bevel gear or a bevel pinion. Alternatively, the output can be another machine element through which torque can be transmitted to a second axle. The second axle can be configured in relation to the first axle as described above. In one embodiment, the output can be designed to connect to machine elements that are conventionally used in multi-axle drives, such as all-wheel drive systems, for example, for internal combustion engines.

[0009] The electric axle drive of the present invention is designed to drive not only the first axle but also the second axle via the output shaft. The electric axle drive can transmit torque to the second axle via the output shaft, either alone or in combination with torque from another drive unit. The electric axle drive can distribute the torque of the drive unit equally or differently to the first and second axles. For example, a larger portion of the torque can be transmitted to the first axle and a smaller portion to the second axle. The electric axle drive can include a switching device with which the second axle can be selectively engaged or disengaged.The second axle can be an axle designed for operation in conjunction with an internal combustion engine. For example, the second axle could be an axle designed for internal combustion engines. The output of the electric axle drive can be connected to the second axle via a driveshaft, such as one designed for internal combustion engines.

[0010] This provides an electric axle drive that enables the simple and cost-effective implementation of a multi-axle drive, such as all-wheel drive, in a vehicle, for example, a commercial vehicle. If, for instance, a conventional multi-axle drive designed for combustion engines is to be electrified, the electric axle drive of the present invention can be installed on one of the vehicle's axles and mechanically connected to another axle of the vehicle via its output shaft. This connection to the other axle can be achieved, for example, using existing components. Therefore, in some cases, electrifying the vehicle may only require replacing one axle with the electric axle drive of the present invention. Thus, a multi-axle drive in a vehicle can be electrified in a simple and cost-effective manner.Subsequent electrification of a vehicle's multi-axle drive is also possible with the present electric axle drive, for example as part of a retrofit solution.

[0011] In one embodiment, the first axle comprises a first axle section for mounting a first wheel and a second axle section for mounting a second wheel. Each axle section can be a component formed from one or more parts connected to each other in a rotationally fixed manner. A wheel can be connected to each axle section in the manner described above. In this embodiment, the electric axle drive can further comprise a transverse differential, mechanically connected to the first and second axle sections, for compensating for speed differences between the axle sections. The transverse differential can be a bevel gear differential. Alternatively or additionally, the transverse differential can be a planetary gear differential. The transverse differential can include an input element.The output element of the intermediate gear can be rotationally fixed to the input element of the transverse differential. The input element of the transverse differential can also form the output element of the intermediate gear. In a planetary gear design, the input element of the transverse differential can be designed as a gear set element, for example, a planet carrier. In a bevel gear design, the input element of the transverse differential can be designed as a differential carrier. The transverse differential can incorporate a differential lock.

[0012] The transverse differential can be arranged coaxially with the first and second axle sections. If the transverse differential is a bevel gear differential, it can have a differential housing that can be mechanically connected to the electrical drive unit to drive the axle sections and thus the wheels connected to them. Two bevel gears arranged parallel to each other can be mounted in the differential housing, each of which is rotationally fixed to the axle sections. The bevel gears can mesh with an intermediate gear to allow for speed compensation between the axle sections. The axle can also have a differential lock, which, for example, allows at least one of the axle sections to be selectively and rotationally fixed to the differential housing.

[0013] The drive unit can include a multi-gear transmission for driving the first and second axles. A drive shaft of the electric motor can be mechanically connected to the drive output element via the transmission. The transmission can be a planetary gear transmission and, alternatively or additionally, a spur gear transmission. The transmission can include a switching device, for example, one or more switching elements, with which different gear ratios, i.e., different gears, can be selected. The transmission can provide one or more gears in both the forward and reverse directions. The drive unit, the intermediate transmission, and the transverse differential described above can all be incorporated into an electric axle drive according to the present invention.By incorporating the gearbox, a particularly compact electric axle drive can be provided, as the speed range required by the electric drive unit can be reduced. The electric axle drive can be configured so that the first and second axles are driven with the same or different gear ratios.

[0014] The electric drive unit can comprise a single electric motor. This single electric motor can have a rotor and a stator, both of which can be arranged offset from the first axis. The rotor can form the drive shaft of the electric motor. This embodiment allows for a particularly compact electric axle drive. In an alternative embodiment, the electric drive unit can comprise multiple electric motors, for example, two electric motors, each of which can have a rotor and a stator. The multiple electric motors can each be arranged offset from the first axis. For example, the multiple electric motors can have the same outer diameter to provide an electric axle drive with a uniform outer contour and thus good integration into the vehicle.The single electric motor or the multiple electric motors can each be designed to drive both the first axis and the second axis via the output.

[0015] If the electric axle drive has a single electric motor, this motor can be positioned in front of or behind the drive's gearbox in the direction of the first axle. This results in an electric axle drive with a relatively small radial footprint. Conversely, if the electric axle drive has multiple electric drive motors, these motors can be positioned radially outside the gearbox, but overlap with it in the axial direction of the first axle. This results in an electric axle drive with a particularly compact axial length.

[0016] In one embodiment, the axle drive has a further output for mechanically connecting a third axle for attaching wheels. The electric axle drive can include a switching device with which the third axle can be selectively engaged or disengaged. Regarding the design of the further output and the third axle, reference is made to the above descriptions in connection with the output and the first and second axles, respectively. In one embodiment, the output and the further output are provided by two separate elements. Alternatively, however, a single element can also form both the output and the further output. In this embodiment, the electric axle drive can be designed to drive the third axle via the further output using the electric drive unit of the first axle.The electric drive unit can be designed to power the first, second, and third axles. The first axle could be, for example, a rear axle, and the second axle a front axle of a vehicle. The third axle could be, for example, a second rear axle. Alternative configurations are also possible.

[0017] In one embodiment, the electric axle drive includes a longitudinal differential for speed compensation between the first and second axles. The longitudinal differential can be configured to allow the first and second axles to rotate at different speeds. Furthermore, the longitudinal differential can be configured to transmit torque from the electric drive unit to the first and second axles, for example, to distribute it between them. As described above, the longitudinal differential can be used to distribute the torque into equal or unequal portions between the first and second axles. The longitudinal differential can be arranged coaxially with the electric drive unit or the drive output element and, alternatively or additionally, with the first axle. The longitudinal differential can include a differential lock.The electric axle drive can have a longitudinal differential to equalize speeds between the first axle and the third axle.

[0018] In one embodiment, the longitudinal differential can be configured as at least one planetary gear differential and one bevel gear differential. If the torque from the electric drive unit is to be distributed to the first and second axles with different proportions, the longitudinal differential can be a planetary gear differential. The planetary gear differential can be configured as a negative or positive planetary gear set. The planetary gear differential can have one or more planetary gear sets. In one embodiment, the planetary gear differential has a single planetary gear set configured as a negative planetary gear set. The planetary gear differential can have a fixed gear ratio that makes it possible to distribute the torque from the electric drive unit with different proportions to the first and second axles.

[0019] For example, the electric axle drive can be configured as a rear axle drive, while the front axle can be mechanically connected to the output. The longitudinal differential, designed as a planetary gear differential, can then distribute the torque from the electric drive unit to the rear and front axles in such a way that, for example, a larger proportion goes to the rear axle and a smaller proportion to the front axle. Alternatively or additionally, the longitudinal differential can incorporate a bevel gear differential, which can distribute the torque from the electric drive unit equally between the first and second axles. The bevel gear differential of the longitudinal differential can be arranged coaxially with the first axle. This allows for a particularly compact electric axle drive design.

[0020] In one embodiment, each of the wheels can be connected to the respective axle, for example, one of the first, second, and third axles, via a planetary gear stage. The planetary gear stage can comprise a sun gear, a planet carrier, and a ring gear. The sun gear can be non-rotatably connected to the respective axle or to one of the first and second axle elements of the respective axle. The planet carrier can be mechanically connected to the respective wheel, for example, non-rotatably.

[0021] In a second aspect, an electric drive arrangement with an electric axle drive according to one of the previously described embodiments is provided. Further features, effects, and advantages for the second aspect can be derived from the first aspect. Furthermore, features, effects, and advantages of the second aspect also represent features, effects, and advantages for the first aspect. The electric drive arrangement further comprises a second axle, wherein the second axle can be driven via the electric drive unit of the first axle and the output shaft. Like the first axle, the second axle can also have a transverse differential according to the above descriptions.

[0022] In one embodiment, at least one of the second and third axles can be driven via the longitudinal differential. If the electric axle drive of the first axle has a longitudinal differential, the second axle can be rigidly connected to the output of the electric axle drive of the first axle, for example, not switchable. If, on the other hand, the electric axle drive of the first axle does not have a longitudinal differential, the second axle can be connected to the output by means of a switching device to allow selective engagement or disengagement of the second axle.

[0023] In one embodiment, an electric drive arrangement comprises two electric axle drives according to one of the previously described embodiments. These electric axle drives can be of a design that does not include a longitudinal differential. The outputs of the two electric axle drives can be brought into a torque transmission state in which torque can be transferred from one output to the other, or vice versa. A switching device can be provided for this purpose to selectively establish or disengage a mechanical connection between the outputs of the electric axle drives. The electric drive arrangement of this embodiment can be designed such that any speed differences between the first and second axles can be compensated for by the respective axles' own electric drive units.

[0024] In one embodiment, the electric drive arrangement has a third axis which can be driven via the electric drive device and the further output of the first axis.

[0025] A third aspect involves a vehicle with an electric drive arrangement according to one of the previously described embodiments. Further features, effects, and advantages for the second aspect can be derived from the first aspect. Furthermore, features, effects, and advantages of the second aspect also represent features, effects, and advantages for the first aspect. Regarding the configurations and advantages of the individual features, reference is made to the above explanations in connection with the electric axle drive. Brief description of the characters Fig. Figures 1A to 1C each show a schematic representation of an embodiment of an electric axle drive for a vehicle. Fig. Figures 2A to 2C each show a schematic representation of an embodiment of the electric axle drive with two planetary stages. Fig. Figures 3A to 3C each show a schematic representation of an embodiment of the electric axle drive. Fig. Figure 4 shows a schematic representation of an embodiment of an electric drive arrangement for a vehicle. Fig. Figures 5A to 5C each show a schematic representation of an embodiment of the electric drive arrangement with two axes and at least one electric axle drive. Fig. 1A to 3C. Fig. Figures 6A to 6D each show a schematic representation of an embodiment of the electric drive arrangement with three axes and at least one electric axle drive. Fig. 1A to 3C. Fig. Figures 7A to 7C each show a schematic representation of an embodiment of the electric drive arrangement with two rear axles and at least one electric axle drive. Fig. 1A to 3C. Fig. Figures 8A to 8C each show a schematic representation of an embodiment of the electric axle drive with a longitudinally arranged drive unit. Fig. Figures 9A to 9C each show a schematic representation of an embodiment of the electric axle drive. Fig. Figure 10 shows a schematic representation of an embodiment of the electric drive arrangement. Fig. Figures 11A to 11C each show a schematic representation of an embodiment of the electric drive arrangement with two axes and at least one electric axle drive. Fig. 8A to 9C. Fig. Figures 12A to 12D each show a schematic representation of an embodiment of the electric drive arrangement with three axes and at least one electric axle drive. Fig. 8A to 9C. Fig. Figures 13A to 13C each show a schematic representation of an embodiment of the electric drive arrangement with two rear axles and at least one electric axle drive. Fig. 8A to 8C. Detailed description of embodiments

[0026] Fig. Figure 1A shows a schematic diagram of an embodiment of an electric axle drive 1 for a vehicle. The axle drive 1 comprises an axle 2 with a first axle section 3, a second axle section 4, and a transverse differential 5. A wheel 6 is fixedly mounted to each of the first axle section 3 and the second axle section 4. The transverse differential 5 is designed to compensate for differences in rotational speed between the first axle section 3 and the second axle section 4. In the present embodiment, the transverse differential 5 is designed as a bevel gear differential. The transverse differential 5 has a differential lock 17 by means of which an input element of the transverse differential 5, in this case a differential basket 11 of the transverse differential 5, can be selectively and non-rotatably connected to the second axle section 4.

[0027] Furthermore, the electric axle drive 1 includes an electric drive unit 7, which in this case comprises a single electric motor and a drive output element 10. The electric drive unit 7 is offset from the axle 2, in this case parallel to the axle and in front of the axle 2 in the direction of travel, and radially outside the first axle section 3. The drive output element 10 is offset from the axle 2, in this case parallel to the axle and in front of the axle 2 in the direction of travel. The electric drive unit 7 is electrically connected to a battery (not shown) to provide a drive torque for driving the axle 2. The drive output element 10 is mechanically connected to the transverse differential 5, more precisely to the differential housing 11 of the transverse differential 5, via an intermediate gear 30.

[0028] The intermediate gear 30 has an input element 31, in this case an input gear, and an output element 32, in this case an output gear. The intermediate gear 30 is arranged axially in the same plane as the transverse differential 5. The input element 31 and the output element 32 mesh with each other. The intermediate gear 30 is designed as a spur gear set. The drive output element 10 is rotationally fixed to the input element 31 of the intermediate gear 30. The output element 32 of the intermediate gear 30 is rotationally fixed to the input element 11 of the transverse differential 5. Thus, a torque supplied via output element 32 of the intermediate gear 30 is transmitted to the differential housing 11 of the transverse differential 5. The differential housing 11 then transmits the torque to the axle sections 3 and 4, and from there to the wheels 6 for propulsion of the vehicle.In the differential basket 11 several bevel gears are mounted in meshing with each other, via which a speed compensation between the first axle section 3 and the second axle section 4 is possible.

[0029] Furthermore, the electric axle drive 1 includes an output 14 for mechanically connecting a second one in Fig. 1A not shown. In the present embodiment, the output 14 is designed as a fixed gear that is permanently and rotationally fixed to the differential carrier 11 of the transverse differential 5. This means that the output element 32 of the intermediate gear 30 is rotationally fixed to the output 14. In the present embodiment, the fixed gear 14 is designed as a ring gear. A bevel pinion 15 can mechanically engage with the ring gear 14 to transmit torque from the electric drive unit 7 to the second axle (not shown). A switching device 16 is provided, which must be actuated to establish the mechanical connection between the ring gear 14 or the bevel pinion 15 and the second axle (not shown). For example, if the switching device 16 is engaged, a mechanical connection between the ring gear 14 and the second axle (not shown) can be established.If, however, the switching device 16 is open, no torque can be transmitted from the ring gear 14 to the second axis not shown.

[0030] The electric axle drive 1 of the in Fig. The embodiment shown in Figure 1A is therefore designed to transmit torque from the electric drive unit 7 to both the first axle 2 and, via the output 14, to a second axle (not shown). Thus, the electric axle drive 1 of the present embodiment can, for example, provide a simple and cost-effective electrified multi-axle drive, such as an all-wheel drive, with two driven axles for a vehicle.

[0031] Fig. Figure 1B shows a schematic representation of another embodiment of the electric axle drive 1. The axle drive 1 of the present embodiment corresponds to the one in Fig. The embodiment of the axle drive 1 shown in Figure 1A is identical, with the exception of the differences described below. Reference numerals denote corresponding components.

[0032] In contrast to the embodiment of Fig. 1A the electric axle drive 1 of the embodiment of Fig. Figure 1B shows a longitudinal differential 20, which is mechanically connected via the intermediate gear 30 to the drive output element 10, the transverse differential 5, and the output 14 of the electric axle drive 1. The longitudinal differential 20 is coaxial to the axle 2 and is designed as a planetary gear differential. The intermediate gear 30 is arranged in the same plane axially as the longitudinal differential 20. The longitudinal differential 20 of the present embodiment is further configured to distribute a torque from the output element 32 of the intermediate gear 30 to the first axle 2 and the second axle, which is mechanically coupled to the output 14 and is not shown. The planetary gear differential 20 of the present embodiment is configured to distribute the torque at the output element 32 of the intermediate gear 30 unequally between the first axle 2 and the second axle (not shown).In other words, the torque of the output element 32 of the intermediate gear is distributed via the planetary gear differential 20 of this embodiment such that one of the axles receives a higher torque than the other. The longitudinal differential 20, the output 14, and the transverse differential 5 are arranged in this order in the direction of the first axle 2, from the left axle section 3 to the right axle section 4.

[0033] The planetary geared longitudinal differential 20 comprises a single planetary gear set with a sun gear 21, a planet carrier 22 with planet gears 23 rotatably mounted thereon, and a ring gear 24. The sun gear 21 of the longitudinal differential 20 is permanently and rotationally fixed to the output 14, which is designed as a ring gear. The ring gear 24 of the longitudinal differential 20 is permanently and rotationally fixed to the differential housing 11 of the transverse differential 5 of the first axle 2. Furthermore, the planet carrier 22 of the longitudinal differential 20 is permanently and rotationally fixed to the output element 32 of the intermediate gear 30. A torque from the output element 32 of the intermediate gear 30, introduced into the longitudinal differential 20 via the planet carrier 22, is distributed by the longitudinal differential 20 to the sun gear 21 and the ring gear 24, and thus to the transverse differential 5 and the output 14.The distribution of torque between these two components is determined by the stationary gear ratio provided by the longitudinal differential 20. Furthermore, the longitudinal differential 20 is designed to compensate for speed differences between the first axle 2 and a second axle (not shown) mechanically connected to the output 14. The longitudinal differential 20 also features a differential lock 25, which allows the planet carrier 22 to be selectively and rotationally fixed to the sun gear 21 of the longitudinal differential 20, thus locking the planetary gear set.

[0034] Fig. Figure 1C shows a schematic representation of an embodiment of the electric axle drive 1. The electric axle drive 1 according to the embodiment of Fig. 1C corresponds to the embodiment of the electric axle drive from Fig. 1B with the exception of the differences described below. Identical reference numerals denote corresponding components.

[0035] Unlike axle drive 1 from Fig. 1B indicates axle drive 1 Fig. Figure 1C shows a longitudinal differential 20', which is designed as a bevel gear differential. The bevel gear differential 20' is designed to distribute a torque from the output element 32 of the intermediate gear 30 to the first axle 2 and, via the output 14, to a second axle (not shown). The torque from the output element 32 of the intermediate gear 30 is distributed essentially equally between the first axle 2 and the second axle by the longitudinal differential 20', which is designed as a bevel gear differential.

[0036] The bevel gear differential 20' comprises a differential carrier 26' which is permanently and rotationally fixedly connected to the output element 32 of the intermediate gear 30. Furthermore, the bevel gear differential 20' comprises a first differential bevel gear 27' arranged coaxially to the first axle 2, which is permanently and rotationally fixedly connected to the differential carrier 11 of the transverse differential 5. A further differential bevel gear 28', also arranged coaxially to the axle 2, is permanently and rotationally fixedly connected to the output 14, which is designed as a ring gear. The differential bevel gears 27' and 28' are mechanically operatively connected via an intermediate gear 29', which is also designed as a differential bevel gear. Thus, a speed difference between the first axle 2 and the second axle (not shown) can be compensated for via the bevel gear differential 20'. According to the embodiment of Fig. 1B comprises the longitudinal differential 20' of the embodiment of Fig. 1C a differential lock 25'. Via the differential lock 25', the output 14 can be selectively connected to the differential basket 11 of the transverse differential 5 in a rotationally fixed manner.

[0037] Fig. Figure 2A shows a schematic representation of an embodiment of the electric axle drive 1 with two planetary stages 26. The electric axle drive 1 of the embodiment of Fig. 2A is according to the electric axle drive 1 of the embodiment of Fig. 1A, with the exception of the differences described below. Identical reference numerals denote corresponding components.

[0038] In contrast to the embodiment of Fig. 1A shows the embodiment of Fig. 2A provides an electric drive unit with two planetary stages 26. One of the planetary stages 26 is positioned between each of the axle sections 3 and 4 and the respective wheel 6 to provide an additional gear ratio between these elements.

[0039] Fig. Figure 2B shows a schematic representation of an embodiment of the electric axle drive 1 with two planetary stages 26. The electric axle drive 1 of the embodiment of Fig. 2B corresponds to the electric axle drive 1 of the embodiment of Fig. 2A with the exception of the differences described below. Identical reference numerals denote corresponding components.

[0040] In contrast to the embodiment of Fig. 2A is the output element 32 of the intermediate gear 30 in the embodiment of Fig. 2B is not rotationally fixed to the differential basket 11 of the transverse differential 5, but rather to a longitudinal differential 20 designed as a planetary gear differential. This was also the case in connection with the embodiment of Fig. 1B described. The planetary gear differential 20 for longitudinal compensation of the embodiment of Fig. 2B is, according to the design of the embodiment of Fig. 1B is mechanically connected to the output element 32 of the intermediate gear 30, the transverse differential 5, and the output shaft 14. Reference is made in this regard to the explanations in connection with the embodiment of Fig. referred to 1B.

[0041] Fig. Figure 2C shows a schematic representation of an embodiment of the electric axle drive 1 with two planetary stages 26. The electric axle drive 1 of the embodiment of Fig. 2C corresponds to the electric axle drive 1 of the embodiment of Fig. 2A with the exception of the differences described below. Identical reference numerals denote corresponding components.

[0042] In contrast to the embodiment of Fig. 2A is the output element 32 of the intermediate gear 30 in the embodiment of Fig. 2C is not rotationally fixed to the differential basket 11 of the transverse differential 5, but rather to a longitudinal differential 20' designed as a bevel gear differential. This was also the case in connection with the embodiment of Fig. 1C described. The bevel gear differential 20' for longitudinal compensation of the embodiment of Fig. 2C is, according to the design of the embodiment of Fig. 1C is mechanically connected to the output element 32 of the intermediate gear 30, the transverse differential 5, and the output shaft 14. Reference is made in this regard to the explanations in connection with the embodiment of Fig. 1C referred.

[0043] Fig. Figure 3A shows a schematic representation of an embodiment of the electric axle drive 1. The electric axle drive 1 of the embodiment of Fig. 3A corresponds to the electric axle drive 1 of the embodiment of Fig. 1A with the exception of the differences described below. Identical reference numerals denote corresponding components. In the present embodiment, the drive device 7 is arranged behind the axle 2 in the vehicle direction. The output 14 is rotationally fixed to the drive output element 10.

[0044] Fig. Figure 3B shows a schematic representation of an embodiment of the electric axle drive 1. The electric axle drive 1 of the embodiment of Fig. 3B corresponds to the electric axle drive 1 of the embodiment of Fig. 1B with the exception of the differences described below. Identical reference numerals denote corresponding components. In the present embodiment, the drive device 7 is arranged behind the axle 2 in the vehicle direction. The output 14 is rotationally fixed to the sun gear 21 of the longitudinal differential 20 via a switching element 16. The longitudinal differential 20 is arranged coaxially to the drive output element 10. The planet carrier 22 of the longitudinal differential 20 forms the input element 31 of the intermediate gear 30. The ring gear 24 of the longitudinal differential 20 has external teeth and thus forms a ring gear with internal and external teeth. The external teeth mesh with the output element 32 of the intermediate gear 30. The output element 32 of the intermediate gear 30 is designed as a spur gear and is rotationally fixed to the differential housing 11 of the transverse differential 5.The intermediate gear 30 thus comprises the longitudinal gear 20 with the ring gear and the output element 32 designed as a spur gear.

[0045] Fig. Figure 3C shows a schematic representation of an embodiment of the electric axle drive 1. The electric axle drive 1 of the embodiment of Fig. 3C corresponds to the electric axle drive 1 of the embodiment of Fig. 1C with the exception of the differences described below. Identical reference numerals denote corresponding components. In the present embodiment, the drive device 7 is arranged behind the axle 2 in the vehicle direction. The output 14 is rotationally fixed to the differential bevel gear 28' via a switching device 16. The drive output element 10 is rotationally fixed to the differential housing 26'. The longitudinal differential 20' is arranged coaxially with the drive output element 10. The input element 31 of the intermediate gear 30 is rotationally fixed to the differential bevel gear 27'. The output element 32 of the intermediate gear 30 is rotationally fixed to the differential housing 11 of the transverse differential 5.

[0046] Fig. Figure 4 shows a schematic representation of an embodiment of the electric drive arrangement 100 for a vehicle. In the present embodiment, the drive unit 100 comprises an electric axle drive 1 according to one of the embodiments of Fig. 1A to 3C. The drive unit 100 has at least a second axis 50, which is mechanically connected to the first axis via a shaft 56. In one embodiment, the electric drive unit 100 can have a third axis 50, which is mechanically connected to the first axis via a shaft 56.

[0047] Fig. Figure 5A shows a schematic representation of an embodiment of the electric drive arrangement 100 according to an embodiment of the present invention. The electric drive arrangement 100 comprises an electric axle drive 1 according to the embodiment of Fig. 1B with a longitudinal differential 20 designed as a planetary differential. The electric axle drive 1 comprises a first axle 2, which in this case is configured as a rear axle. Furthermore, the electric drive arrangement 100 comprises a second axle 50, which in this case is configured as a front axle. The front axle 50, like the rear axle 2, is configured with a first axle section 51, a second axle section 52, and a transverse differential 53. The transverse differential 53 allows for the compensation of speed differences between the first and second axle sections 51 and 52. A fixed gear 55, configured as a ring gear, is provided on the differential housing 54 of the transverse differential 53 and is mechanically connected to the output 14 of the electric axle drive 1. In the present embodiment, a shaft 56 is provided for this purpose, at the ends of which bevel pinions 15 are fixedly mounted and mesh with the fixed gears 14 and 55.The longitudinal differential 20, designed as a planetary gear differential, allows for speed compensation between the rear axle 2 and the front axle 50.

[0048] Fig. Figure 5B shows a schematic representation of an embodiment of the drive arrangement 100. The drive arrangement 100 comprises a first electric axle drive 1 with a first electric axle 2, which according to the embodiment of Fig. 1A is designed. Consequently, the output element 32 of the intermediate gear 30 is permanently and rotationally fixed to the differential basket 11 of the transverse differential 5. A longitudinal differential is included in the first electric axle drive 1 of the embodiment of Fig. 5B is not provided. In the present embodiment, axle 2 of the first electric axle drive 1 is configured as a front axle. Furthermore, the electric drive arrangement 100 of the embodiment comprises Fig. 5B a second electric axle drive 1 with a second axle 2, which in the present embodiment is configured as a rear axle. The second electric axle drive 1 is configured according to the first electric axle drive 1 for the front axle 2. The outputs 14 of the electric axle drives 1 for the front and rear axles, each configured as a fixed gear, are mechanically interconnected in the present embodiment. A switching device 16 is provided for this purpose, as is used in conjunction with the embodiment of Fig. As described in Figure 1A. Two bevel pinions 15, each meshing with the outputs 14, can be connected to each other via a shaft 56 in a rotationally fixed manner using the switching device 16. This allows torque to be transmitted from the axle drive 1 for the front axle 2 to the axle drive 1 for the rear axle and vice versa. The embodiment of the drive device 100 from Fig. 5B does not have a longitudinal differential, as speed differences between the front and rear axles can be compensated for by the respective drive units of the axle drives 1.

[0049] Fig. Figure 5C shows an embodiment of the electric drive arrangement 100. The drive arrangement 100 comprises a first electric axle drive 1 with a first electric axle 2. The first electric axle drive 1 is, according to the embodiments of Fig. 1B designed, however, with reference to a longitudinal axis of the vehicle or the drive arrangement 100 compared to the embodiment of Fig. 1B arranged in a mirrored configuration. In this case, the electric axle drive 1 is configured as a front axle. Furthermore, the electric drive arrangement 100 comprises a second axle 50, which in this case is configured as a rear axle. For further details of the second axle 50, reference is made to the descriptions in connection with the embodiment of Fig. 5A referred to, wherein the second axis 50 is compared to the embodiment of Fig. 5A is arranged in a mirrored position relative to the longitudinal axis.

[0050] Fig. Figure 6A shows a schematic representation of an embodiment of the electric drive arrangement 100 with an electric axle drive 1, which according to the embodiment of Fig. 1A is designed. The axle 2 of the electric axle drive 1 is a first rear axle. In addition, the electric drive arrangement 100 comprises a second rear axle 50 and a front axle 50, each configured according to the front axle 50 of the embodiment of Fig. The fixed gears 55 of the transverse differentials 53 of the front axle 50 and the second rear axle 50 each mesh with bevel gears 15, which can each be connected in a rotationally fixed manner via a shaft 56 using a switching device 16 as described above. The bevel gears 15 mesh with the output 14. Accordingly, torque from the electric axle drive 1 can be transmitted via the output 14 to both the second rear axle 50 and the front axle 50, in addition to the first rear axle 2. The output 14 is therefore designed to drive a second axle, in this case the front axle 50. Furthermore, the output 14 provides a further output for driving a third axle 50, in this case the second rear axle.

[0051] Fig. Figure 6B shows a schematic representation of an embodiment of the electric drive arrangement 100 according to a further embodiment of the present invention. The drive arrangement 100 according to the present embodiment is analogous to the drive arrangement 100 of Fig. 6A, with the exception of the differences described below. Unlike drive arrangement 100 of Fig. 6A is the electric axle drive 1 of the first rear axle 2 in the embodiment of Fig. 6B is configured with a longitudinal differential 20 designed as a planetary gear differential. The configuration is carried out according to the embodiment of Fig. 1B. The output 14 of the electric axle drive 1 is mechanically connected to the transverse differential 53 of the second axle 50, in this case the front axle, via the bevel pinion 15 and the shaft 56 without a switching device 16. The differential housing 11 of the transverse differential 5 of the first rear axle 2 forms a further output 14.1 in the form of a fixed gear provided on it. The third axle 50, in this case the second rear axle, is connected to the further output 14.1, in accordance with the embodiment of Fig. The embodiment described in 6A can be mechanically connected via a switching device 16. Consequently, in this embodiment, the second rear axle 50 can be engaged via the switching device 16, although speed compensation between the first and second rear axles 2, 50 is not possible. However, due to the longitudinal differential 20, speed compensation between the front axle 50 and the first rear axle 2 is possible. In this embodiment, the electric axle drive 1 of the first rear axle 2 can transmit torque to both rear axles 2, 50 and also to the front axle 50.

[0052] Fig. Figure 6C shows a schematic representation of an embodiment of the electric drive arrangement 100. The electric drive arrangement 100 is, according to the electric drive arrangement 100, made of Fig. 6B with the exception of the differences described below. In contrast to the electric drive arrangement 100 made of Fig. 6B is the electric axle drive 1 of the first rear axle 2 in the present embodiment according to the embodiment of Fig. 1C. Accordingly, the electric axle drive 1 of the present embodiment comprises a longitudinal differential 20' designed as a bevel gear differential for speed compensation between the first axle 2, designed as the first rear axle, and the second axle 50, designed as the front axle. On the output element 32 of the intermediate gear 30 or the differential carrier 26' of the longitudinal differential 20', a further output 14.1, designed as a fixed gear, is also formed, via which, according to the explanations in connection with the embodiment of Fig. 6B a third axle 50, in this case the second rear axle, can be selectively engaged via a switching device 16.

[0053] Fig. Figure 6D shows a schematic representation of another embodiment of the electric drive arrangement 100. The electric drive arrangement 100 of the present embodiment corresponds to the electric drive arrangement 100 of the embodiment of Fig. 6C with the exception of the differences described below. Unlike drive arrangement 100 of Fig. In the present electric drive arrangement 100, 6C is the third axle, in this case the second rear axle 2, equipped with its own electric axle drive 1. In the present embodiment, the electric axle drive 1 of the second rear axle 2 is configured according to the embodiment of Fig. 1A is designed and therefore does not have a longitudinal differential 20 or 20'. The output element 32 of the intermediate gearbox 30 of the electric axle drive 1 of the second rear axle 2 is controlled via the switching device 16 according to the descriptions in connection with the embodiment of Fig. 6C mechanically connectable with the further output 14.1 of the electric axle drive 1 of the first rear axle 2.

[0054] Fig. Figure 7A shows a schematic representation of an embodiment of the electric drive arrangement 100. The in Fig. The drive arrangement 100 shown in Figure 7A is a rear-wheel drive arrangement with a first rear axle 2 and a second rear axle 2. The electric axle drive 1 of the first rear axle 2 is, according to the embodiment of Fig. 1B. A front axle (not shown) can be connected to the electric axle drive 1 of the first rear axle 2 via the output shaft 14. The second rear axle 2 has its own electric axle drive 1, which in the present embodiment is designed according to the embodiment of Fig. 1A is designed. The output 14 of the electric axle drive 1 of the second rear axle 2 is designed according to the descriptions in conjunction with the embodiments of Fig. 5B or Fig. 6D can be mechanically connected to the electric axle drive 1 of the first rear axle 2 via a switching device 16. In the present embodiment, a further output 14.1 is provided on the output element 32 of the intermediate gearbox 30 of the electric axle drive 1 of the first rear axle 2. A bevel pinion 15 meshes with the further output 14.1 and can be rotationally fixed to the further bevel pinion 15 via the switching device 16 and the shaft 56. The further bevel pinion 15 in turn meshes with the output 14 of the electric axle drive 1 of the second rear axle 2.

[0055] Fig. Figure 7B shows a schematic representation of an embodiment of the electric drive arrangement 100. The present embodiment of the electric drive arrangement 100 corresponds to the embodiment of the electric drive arrangement 100 of Fig. 7A is configured as a rear-wheel drive arrangement. The first electric rear axle 2 and the second electric rear axle 2 each have their own electric drive unit 7. The electric axle drive 1 for the first rear axle 2 and the electric axle drive 1 for the second rear axle 2 correspond to the axle drives 1 for the first and second rear axles from the embodiment of Fig. 6D designed. Reference is made to the corresponding explanations in connection with this embodiment. According to the embodiment of Fig. Furthermore, 6D can be mechanically connected to the output 14 of the electric axle drive 1 of the first rear axle 2, a front axle.

[0056] Fig. Figure 7C shows a schematic representation of an embodiment of the electric drive arrangement 100. The present embodiment of the electric drive arrangement 100 is a rear-wheel drive arrangement and comprises a first axle 2 with its own electric axle drive 1. The electric axle drive 1 is configured to drive a second rear axle 50. The electric axle drive 1 for the first rear axle 2 and the second rear axle 50 is configured according to the descriptions in connection with the embodiment of Fig. 6B and mechanically coupled to each other via a switching device 16. However, the electrical drive arrangement 100 of the present embodiment is mirrored with respect to the vehicle direction, compared to the one with respect to Fig. The embodiment described in Figure 6B is described. Reference is made to the corresponding descriptions in connection with this embodiment. Furthermore, a front axle (not shown) can be mechanically connected to the output 14 of the electric axle drive 1 of the first rear axle 2 via a bevel pinion 15.

[0057] Fig. Figures 8A to 9C each show a schematic representation of an embodiment of the electric axle drive 1 with longitudinally arranged drive unit 7 with the drive output element 10. Fig. Figures 10 to 13C each show a schematic representation of an embodiment of the electric drive arrangement 100 with a longitudinally arranged drive unit 7 and the drive output element 10. Further details of the embodiments are described below. In alternative embodiments, the electric axle drive 12 with longitudinally arranged drive unit 7 can also include planetary stages 26, as shown in the figures in Fig. 2A to 2C show embodiments.

[0058] The embodiment of the electric axle drive 1 of Fig. 8A corresponds to the one in Fig. The embodiment of the axle drive 1 shown in Figure 1A is identical, except for the further differences described below. Reference numerals denote corresponding components. In the present embodiment, the intermediate gear 30 is designed as a bevel gear set. The input element 31 of the intermediate gear 30 is designed as a bevel pinion and is arranged longitudinally to the axis 2. The output element 32 of the intermediate gear 30 is designed as a ring gear and is arranged coaxially to the axis 2.

[0059] The embodiment of the electric axle drive 1 of Fig. 8B corresponds to the one in Fig. The embodiment of the axle drive 1 shown in Figure 1B is identical, except for the further differences described below. The same reference numerals denote corresponding components. In the present embodiment, the intermediate gear 30 is a bevel gear set according to the embodiment of [reference missing]. Fig. 8A trained.

[0060] The embodiment of the electric axle drive 1 of Fig. 8C corresponds to the one in Fig. The embodiment of the axle drive 1 shown in Figure 1C differs from the embodiment shown in Figure 1C, except for the other differences described below. The same reference numerals denote corresponding components. In the present embodiment, the intermediate gear 30 is a bevel gear set according to the embodiment of Figure 1C. Fig. 8A trained.

[0061] The embodiment of the electric axle drive 1 of Fig. 9A corresponds to the one in Fig. The embodiment of the axle drive 1 shown in Figure 3A is identical, except for the other differences described below. The same reference numerals denote corresponding components. In the present embodiment, the intermediate gear 30 is a bevel gear set according to the embodiment of [reference missing]. Fig. 8A. Instead of the output 14 designed as a bevel gear or pinion, an output 14' designed as a spur gear is provided. Instead of the pinion 15, a spur gear 15' is provided. The output 14' is in mesh with the spur gear 15'.

[0062] The embodiment of the electric axle drive 1 of Fig. 9B corresponds to the one in Fig. The embodiment of the axle drive 1 shown in Figure 3B is identical, except for the further differences described below. The same reference numerals denote corresponding components. In the present embodiment, the intermediate gear 30 is a bevel gear set according to the embodiment of [Figure 3B]. Fig. 8A. Instead of the output 14 designed as a ring gear or bevel pinion, an output 14' designed as a spur gear is provided. Instead of the bevel pinion 15, a spur gear 15' is provided. The output 14' is in mesh with the spur gear 15'. The longitudinal differential 20 is arranged coaxially to the drive output element 10 and transversely to the axis 2. The output 14' is mechanically permanently connected to the second axis (not shown) without a switching device 16. The external teeth of the ring gear are designed as a ring gear.

[0063] The embodiment of the electric axle drive 1 of Fig. 9C corresponds to the one in Fig. The embodiment of the axle drive 1 shown in Figure 3C differs from the embodiment shown in Figure 3C, except for the other differences described below. The same reference numerals denote corresponding components. In the present embodiment, the intermediate gear 30 is a bevel gear set according to the embodiment of Figure 3C. Fig. 8A. Instead of the output 14 designed as a ring gear or bevel gear, an output 14' designed as a spur gear is provided. Instead of the bevel gear 15, a spur gear 15' is provided. The output 14' is in mesh with the spur gear 15'. The longitudinal differential 20' is arranged coaxially to the drive output element 10 and transversely to the axis 2. The output 14' is mechanically permanently connected to the second axis (not shown) without a switching device 16.

[0064] Fig. Figure 10 shows a schematic representation of an embodiment of the electric drive arrangement 100. The following embodiment corresponds to the one in Figure 10. Fig. The embodiment of the electric drive arrangement 100 shown in Figure 4 differs from the one described below. Reference numerals denote corresponding components. As mentioned above, in the present embodiment the electric drive unit 7 is arranged longitudinally.

[0065] The embodiment of the electric axle drive 1 of Fig. 11A to 13C each correspond to the one in Fig. The embodiment of the axle drive 1 shown in Figures 5A to 7C is identical, with the exception of the further differences described below. The same reference numerals denote corresponding components. In the present embodiment, the intermediate gear 30 is a bevel gear set according to the embodiment of Fig. 8A trained. Reference sign 1 electric axle drive 2-axis 3, 4 axle section 5 Transverse differential 6 wheels 7 electric drive unit 10 Drive output element 11.26' Differential basket 13, 13' Switching device 14, 14.1 Downforce 14' downforce 15 conical pinions 15' Spur gear 16 Switching device 17, 25, 25' differential lock 37, 38, 39 differential bevel gear 30, 30' Intermediate gearbox 31, 31' Entrance element 32, 32' starting element 20, 20' longitudinal differential 21 Sun wheel 22 planetary carriers 23 planetary gear 24 ring gear 26th planetary stage 27', 28', 29' differential bevel gear 50 second, third axis 51, 52 Axle section second, third axle 53 Transverse differential second, third axle 54 Differential basket second, third axle 55 Ring gear second, third axle 56 wave 100 electric drive arrangement

Claims

[1] Electric axle drive (1) for a vehicle with a first axle (2) for attaching wheels (6), an electric drive unit (7) comprising an electric motor and a drive output element (10) for driving the first axle (2), and an output (14) for mechanically connecting a second axle (2; 50) for attaching wheels (6), wherein the electric axle drive (1) is designed to drive the second axle (2; 50) via the output (14) in addition to the first axle (2), wherein the electric motor and the drive output element (10) are arranged offset from the first axle (2). [2] Electric axle drive (1) according to claim 1, characterized by, that the first axle (2) has a first axle section (3) for attaching a first wheel (6), a second axle section (4) for attaching a second wheel (6) and a transverse differential (5) mechanically connected to the first and second axle sections (3, 4) for compensating for speed differences between the axle sections (3, 4). [3] Electric axle drive (1) according to one of the preceding claims, characterized by , that the axle drive (1) has a further output (14.1) for mechanically connecting a third axle (2; 50) for attaching wheels (6), wherein the electric axle drive (1) is designed to drive the third axle (2; 50) via the further output (14.1) in conjunction with the electric drive unit (7) of the first axle (2). [4] Electric axle drive (1) according to one of the preceding claims, characterized by, that the electric axle drive (1) has a longitudinal differential (20; 20') for speed compensation between the first axle (2) and the second axle (2; 50). [5] Electric axle drive (1) according to claim 4, characterized by , that the longitudinal differential is designed as at least one of a planetary gear differential (20) and a bevel gear differential (20'). [6] Electric axle drive (1) according to one of the preceding claims, characterized by , that each of the wheels (6) is connected to the respective axle (2; 50) via a planetary stage (26). [7] Electric drive arrangement (100) with an electric axle drive (1) according to one of claims 1 to 6 and a second axle (2; 50), wherein the second axle (2; 50) can be driven via the electric drive device (7) and the output (14) of the first axle (2). [8] Electric drive arrangement (100) according to claim 7, characterized by, that the second axle (2; 50) can be driven via the longitudinal differential (20; 20'). [9] Electric drive arrangement (100) with two electric axle drives (1) according to one of claims 1 to 6, wherein a torque can be transmitted between outputs (14) of the axle drives (1). [10] Electric drive arrangement (100) according to one of claims 7 to 9, characterized in that the electric drive arrangement (100) has a third axis (2; 50) which can be driven via the electric drive device (7) and the further output (14.1) of the first axis (2). [11] Vehicle with an electric drive arrangement (100) according to any one of claims 7 to 10.

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