Electric axle drive and drive arrangement with such an axle drive

Abstract

The present invention relates to an electric axle drive (1) for a vehicle having a first axle (2) for attaching wheels (6) and an electric drive device (7; 7.1, 7.2) for driving the first axle (2). The electric axle drive (1) further comprises an output (14) for mechanically connecting a second axle (2; 50) for attaching wheels (6). The electric axle drive (1) is designed to also drive the second axle (2; 50) via the output (14) with the electric drive device (7; 7.1, 7.2) of the first axle (2).

Description

Technical FieldThe present invention relates to an electric final drive, to an electric drive arrangement with such an electric final drive and to a vehicle with such a drive arrangement.Prior ArtWithin the scope of electrification of drive arrangements for vehicles, electric axle drives have been developed, with which a vehicle axle can be driven. For providing all-wheel drive of vehicles, it is known to equip each of the vehicle axles with its own electric final drive, in order to be able to provide all-wheel functionality.SUMMARY OF THE INVENTIONThe present invention relates to an electric final drive for a vehicle. The vehicle can be a commercial vehicle, for example a truck. The vehicle may be an off-highway or an on-highway vehicle. For example, the vehicle is a military vehicle, such as a wheel armour. The electric final drive has a first axle for driving wheels. The wheels may be mechanically operatively connected to the first axle directly and alternatively or additionally via one or more transmission stages. A torque for propelling the vehicle can be supplied to the wheels via the first axle. The electric final drive further comprises a drive device for driving the first axle. The drive device can have one or more drive units, for example electric motors. The drive device can be designed to provide a torque with which the vehicle can be moved as intended. Thus, the torque of the drive device can be transmitted to the first axle and from there to the wheels for propulsion of the vehicle.The electric axle drive can be spatially and functionally assigned to the first axle. For example, the electric axle drive can be configured coaxially with respect to the first axle. In an alternative embodiment, the electric final drive is provided spaced apart axially parallel to the first axis, but is still spatially associated with the first axis. This can be, for example, such that the electric final drive is arranged closer to the first axle than to other axles of the vehicle. The wheels may be wheels directly engaged with the ground for traveling the vehicle. Alternatively, the wheels can also be wheels which are in engagement with an endless circulating element, for example a chain. The drive device can be arranged transversely to the vehicle direction, for example in such a way that an output of the drive device is arranged axially parallel or coaxial to the first axis.In addition, the electric final drive has an output for the mechanical connection of a second axle. The output can be, for example, a gearwheel which can be designed as a fixed wheel. For example, the gearwheel is designed as a bevel gear. Alternatively, the output can be designed as another machine element, via which a torque can be transmitted to a second axle. The second axis can be formed in connection with the first axis according to the above explanations. In one embodiment, the output drive can be designed to be linked to engine elements which are conventionally used in connection with all-wheel systems for internal combustion engines.The electric final drive of the present invention is designed to be able to drive not only the first axle but also the second axle via the output drive with the electric drive device. The electric final drive can in this case output a torque to the second axle via the output, which torque is configured alone or in cooperation with a torque of a further drive device for driving the second axle. In this case, the electric final drive can distribute the torque of the drive device to the first and the second axle in the same manner or in different ways. For example, a larger portion of the torque may be transmitted to the first axis and a smaller portion of the torque may be transmitted to the second axis. The electric final drive can have a switching device with which the second axle can be selectively switched on or off. The second axis may be an axis configured for operation in conjunction with an internal combustion engine. Thus, the second axis can be, for example, an axis designed for internal combustion engines. The output of the electric final drive can be connected to the second axle via a propeller shaft, for example via a propeller shaft designed for internal combustion engines.Within the scope of the present invention, an electric final drive is provided, with which an all-wheel drive of a vehicle, for example of a commercial vehicle, can be realized in a simple and cost-effective manner. If, for example, a conventional all-wheel drive designed for internal combustion engines is to be electrified, the electric final drive of the present invention can be provided on one of the axles of the vehicle and be mechanically linked to a further axle of the vehicle via its output. The connection to the further axle can be effected, for example, via already existing components. Thus, to electrifying the four-wheel drive vehicle, in one case, only the replacement of one axle with the electric final drive of the present invention may be required. Accordingly, an all-wheel drive of a vehicle can be electrified in a simple and cost-effective manner. Subsequent electrification of an all-wheel drive of a vehicle is also possible with the electric final drive of the present invention, for example, within the scope of a retrofit solution.Within the scope of an embodiment, the first axle has a first axle section for attaching a first wheel and a second axle section for attaching a second wheel. The axle sections can each be components which can be formed from one or more components connected to one another in a rotationally fixed manner. To each of the axle sections, a wheel may be connected in the manner described above. Within the scope of the embodiment, the electric final drive can furthermore have a transverse differential, which is mechanically operatively connected to the first and second axle sections, for the purpose of compensating for rotational speed between the axle sections. The transverse differential can be a differential of a bevel gear construction. Alternatively or additionally, the transverse differential can be a differential of planetary gear design. The transverse differential may be provided coaxial with the first and second axle portions. If the transverse differential is a bevel gear differential, it can have a differential cage which can be operatively connected mechanically to the electric drive device for driving the axle sections and thus the wheels connected thereto. Two bevel gears arranged parallel to one another can be mounted in the differential cage, which are each connected to the axle sections in a rotationally fixed manner. The bevel gears can each mesh with an intermediate gear in order to enable a speed compensation between the axle sections. The axle can furthermore have a differential lock, by means of which, for example, at least one of the axle sections can be selectively connected to the differential cage in a rotationally fixed manner.Within the scope of one embodiment, the electric final drive has a transmission with a plurality of gears for driving the first and second axles. The transmission can be provided in the torque transmission path between the electric drive device and the output. The gear can be formed coaxially with the first axis. The transmission can be a transmission of planetary and alternatively or additionally of spur gear construction. The transmission can have a shifting device, for example one or more shifting elements, with which different transmission ratios, i.e. different gears, can be shifted. The transmission may provide one or more gears in both forward and reverse directions. The drive device, the transmission and the transverse differential described above can all be provided in an electric final drive of the present invention and be arranged one behind the other in this or another sequence in the direction of the first axis. By providing the transmission, an electric final drive with a particularly compact construction can be provided, since the rotational speed spectrum to be provided by the electric drive device can be reduced. The electric axle drive can be designed in such a way that the first axle and the second axle are driven with the same or with different transmission ratios.Within the scope of one embodiment, the electric drive device has a single electric motor. The single electric motor may include a rotor and a stator, both of which may be disposed coaxially with the first axis. Within the scope of this embodiment, a particularly compact electric final drive can be provided. In an alternative embodiment, the electric drive device has a plurality of electric drive motors, for example two electric drive motors, which can each have a rotor and a stator. The plurality of drive motors, for example the two electric drive motors, can each be configured coaxially with respect to the first axis. For example, the plurality of electric drive motors have the same outer diameter in order to thus provide an electric final drive with a uniform outer contour and thus good integrability in the vehicle. The single electric drive motor or the plurality of electric drive motors can each be designed to drive both the first axle and the second axle via the output drive.If the electric final drive has a single electric drive motor, then this can be arranged in the direction of the first axis in front of or behind a transmission of the electric final drive. As a result, an electric final drive with a relatively small radial extent can be provided in this way. If, on the other hand, the electric final drive has an electric drive device with a plurality of electric drive motors, these can be arranged radially outside a transmission of the electric final drive, but overlap with this transmission in the axial direction of the first axis. As a result, an electric final drive with a particularly compact axial structural length can be provided in this way.Within the scope of one embodiment, the final drive has a further output for mechanically connecting a third axle for attaching wheels.With regard to the design of the further output drive and of the third axle, reference is made to the above explanations in connection with the output drive and the first axle. 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 drive and the further output drive. Within the scope of this embodiment, the electric final drive can be designed to also drive the third axle via the further output by means of the electric drive device of the first axle. Thus, the electric drive device can be designed to drive both the first, the second and the third axis. The first axle can be, for example, a rear axle and the second axle can be a front axle of a vehicle. The third axle can be, for example, a second rear axle. Alternative embodiments are also conceivable.Within the scope of one embodiment, the electric final drive has a longitudinal differential for the speed compensation between the first axle and the second axle. The longitudinal differential may be configured to allow the first axis and the second axis to rotate at different speeds. In addition, the longitudinal differential can be designed to transmit a torque of the electric drive device to the first and the second axle, for example to split it between the first and the second axle. As described above, by means of the longitudinal differential, a division into identical or different parts can be effected between the first and the second axle. The longitudinal differential may be coaxial with the electric drive means and alternatively or additionally with the first axle. If a torque of the electric drive device is to be distributed to the first and the second axle with different proportions, the longitudinal differential can be a planetary gear differential. The planetary gear differential can be designed as a minus or plus planetary gear set. The planetary gear differential may include one or more planetary gear sets. In one embodiment, the planetary gear differential includes a single planetary gear set configured as a minus planetary gear set. The planetary gear differential can have a stationary transmission ratio which makes it possible to distribute a torque of the electric drive device with different proportions to the first and the second axle.For example, the electric final drive can be designed as a rear axle drive, while a front axle can be mechanically linked to the output drive. By means of the longitudinal differential designed as a planetary gear differential, a torque of the electric drive device can now be divided into the rear or front axle in such a way that, for example, a greater proportion is dispensed with for the rear axle and a smaller proportion for the front axle. Alternatively or additionally, the longitudinal differential can have a bevel gear differential, which can divide a torque of the electric drive device to equal parts between the first and the second axle. The bevel gear differential of the longitudinal differential may be arranged coaxially with the first axis. An electric final drive with a particularly compact design can thus be provided.The present invention further relates to an electric drive arrangement with an electric final drive according to one of the embodiments described above. The electric drive arrangement further comprises a second axle, wherein the second axle is drivable via the electric drive device of the first axle and the output. Like the first axle, the second axle may also have a transverse differential according to the above embodiments. If the electric final drive of the first axle has a longitudinal differential, the second axle can be connected rigidly, for example in a non-switchable manner, to the output of the electric final drive of the first axle. If, on the other hand, the electric final 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 in order to enable a selective connection or disconnection of the second axle.In one embodiment, an electric drive arrangement has two electric final drives according to one of the embodiments described above. The electric final drives can be designs which each have no longitudinal differential. The outputs of the two electric axle drives can be brought into a torque transmission state in which a torque can be transmitted from one output to the other or vice versa. For this purpose, a switching device can be provided in order to selectively establish or release a mechanical operative connection between the outputs of the electric axle drives. The electric drive arrangement of this embodiment can be designed in such a way that any rotational speed differences between the first and the second axle can be compensated by the own electric drive devices of the respective axles. Moreover, the present invention relates to a vehicle having an electric drive arrangement according to one of the embodiments described above. With regard to the embodiments and advantages of the individual features, reference is made to the above explanations in connection with the electric final drive.Brief Description of the FiguresFIGS. 1A through 1C show electric final drives for a vehicle having a single electric drive motor according to embodiments of the present invention. FIGS. 2A to 2C show electric final drives with two electric drive motors according to embodiments of the present invention. FIGS. 3A through 3C show dual-axis electric drive assemblies and at least one electric final drive of FIGS. 1A through 2C, in accordance with embodiments of the present invention. FIGS. 4A through 4D show three-axis electric drive assemblies and at least one electric final drive of FIGS. 1A through 2C, in accordance with embodiments of the present invention. FIGS. 5A through 5C show electric drive assemblies having two rear axles and at least one electric final drive of FIGS. 1A through 2C, in accordance with embodiments of the present invention.Detailed Description of EmbodimentsFIG. 1A shows an electric final drive 1 for a vehicle according to an embodiment of the present invention. The final drive 1 comprises an axle 2 with a first axle section 3, a second axle section 4 and a transverse differential 5. The transverse differential 5 is designed to be able to compensate for rotational speed differences 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 can have a differential lock 17, by means of which a differential cage 11 of the transverse differential 5 can be selectively connected to the second axle section 4 in a rotationally fixed manner.In addition, the electric final drive 1 has an electric drive device 7, which in the present case has a single electric motor. The electric drive device 7 is provided coaxial to the axle 2 and, in the present embodiment, radially outside the first axle section 3. The electric drive device 7 is electrically connected to a battery, not shown, to provide a drive torque for driving the axle 2. In the present embodiment, the electric drive device 7 is mechanically operatively connected, in the present case connected in a rotationally fixed manner, to a transmission 8, which has an input 9 and an output 10. The transmission input 9 is connected to the electric drive device 7 in a rotationally fixed manner. The transmission output 10 is connected in a rotationally fixed manner to the transverse differential 5, more precisely to the differential cage 11 of the transverse differential 5. Accordingly, a torque provided via the transmission output 10 is transmitted to the differential cage 11 of the transverse differential 5. The differential cage 11 now transmits the torque to the axle sections 3, 4 and thereby to the wheels 6 for propulsion of the vehicle. In the differential cage 11, a plurality of bevel gears are mounted in engagement with one another, by means of which a rotational speed compensation between the first axle section 3 and the second axle section 4 is possible.In the present embodiment, the transmission 8 is designed as a planetary transmission with three planetary gear sets 12 and a shifting device 13 with several shifting elements for shifting different gears. The three planetary gear sets 12 and the shifting device 13 are mechanically connected to one another in such a way that different gears with mutually different transmission ratios can be shifted between the transmission input 9 and the transmission output 10 via the shifting device 13. For example, three different gears can be shifted with the transmission 8. The transmission 8 is provided coaxial to the axle 2 and between the electric drive device 7 and the lateral differential 5 in the axial direction of the axle 2 in the present embodiment.In addition, the electric final drive 1 comprises an output 14 for mechanically connecting a second axle, not shown in FIG. 1A. The second axle can be designed analogously to the first axle 2 and accordingly likewise have a first axle section 3, a second axle section 4 and a transverse differential 5 mechanically operatively connected thereto. In the present embodiment, the output drive 14 is designed as a fixed wheel which is provided on the differential cage 11 of the transverse differential 5 in a permanently rotationally fixed manner. In the present embodiment, the fixed wheel 14 is designed as a ring wheel. A bevel pinion 15 can engage mechanically with the ring gear 14 in order to be able to transmit a torque of the electric drive device 7 to the second axis, not shown. In this case, a switching device 16 can be provided, which has to be actuated in order to produce the mechanical operative connection between the ring gear 14 and the second axle, not shown. If the switching device 16 is inserted, for example, a mechanical operative connection can be established between the ring gear 14 and the second axle, not shown. If, on the other hand, the shifting device 16 is open, then no torque can be transmitted from the ring gear 14 to the second axle, not shown.The electric final drive 1 of the embodiment shown in FIG. 1A is accordingly designed to transmit a torque of the electric drive device 7 via the transmission 8 with different transmission ratios both to the first axle 2 and via the output drive 14 to a second axle, not shown. Accordingly, with the electric final drive 1 of the present embodiment, for example, an electrified all-wheel drive for a vehicle can be provided in a simple and cost-effective manner.FIG. 1B shows an electric final drive 1 for a vehicle according to a further embodiment of the present invention. The final drive 1 of the embodiment of FIG. 1B corresponds to the final drive 1 of the embodiment of FIG. 1A, except for the differences described below. The same reference numerals designate corresponding components. In contrast to the embodiment of FIG. 1A, the electric final drive 1 of the embodiment of FIG. 1B has a longitudinal differential 20 which is mechanically operatively connected to the transmission output 10, the transverse differential 5 and the output 14 of the electric final drive 1. The longitudinal differential 20 is provided coaxially to the axle 2 and is designed as a planetary gear differential. The longitudinal differential 20 of the present embodiment is further designed to split a torque of the transmission output 10 onto the first axle 2 and the further axle, which is mechanically coupled to the output drive 14 and is not shown. In this case, the planetary gear differential 20 of the present embodiment is designed to divide the torque at the transmission output 10 unequally between the first axle 2 and the further axle, not shown. In other words, the torque of the transmission output 10 is split via the planetary gear differential 20 of this embodiment so that one of the axles receives a higher torque than the other of the axles.The longitudinal differential 20 of planetary construction has a single planetary gear set with a sun gear 21, a planet carrier 22 with planetary gears 23 rotatably mounted thereon and a ring gear 24. The sun gear 21 of the longitudinal differential 20 is permanently connected in a rotationally fixed manner to the output 14 designed as a ring gear. The ring gear 24 of the longitudinal differential 20 is permanently connected in a rotationally fixed manner to the differential cage 11 of the transverse differential 5 of the first axle 2. Furthermore, the planet carrier 22 of the longitudinal differential 20 is permanently connected in a rotationally fixed manner to the transmission output 10 of the transmission 8. A torque of the transmission output 10 introduced into the longitudinal differential 20 via the planetary carrier 22 is divided by the longitudinal differential 20 between the sun gear 21 and the ring gear 24, and thus between the transverse differential 5 and the output 14. The torque is divided between these two components in the light of the stationary transmission provided by the longitudinal differential 20. Furthermore, the longitudinal differential 20 is designed to be able to compensate for rotational speed differences between the first axle 2 and a second axle, not shown, which is mechanically operatively connected to the output 14. The longitudinal differential 20 further comprises a differential lock 25, by means of which the planet carrier 22 can be selectively connected to the sun gear 21 of the longitudinal differential 20 in a rotationally fixed manner in order to block the planetary gear set.FIG. 1C shows an electric final drive 1 according to a further embodiment of the present invention. The electric final drive 1 according to the embodiment of FIG. 1C corresponds to the electric final drive from FIG. 1B, except for the differences described below. The same reference numerals designate corresponding components. In contrast to the final drive 1 from FIG. 1B, the final drive 1 from FIG. 1C has a longitudinal differential 20' which is designed as a bevel gear differential. The bevel gear differential 20' is designed to divide a torque of the transmission output 10 onto the first axle 2 and via the output 14 onto a further second axle, not shown. In this case, the torque of the transmission output 10 is divided by the longitudinal differential 20' designed as a bevel gear differential substantially in equal parts between the first axle 2 and the second axle.The bevel gear differential 20' comprises a differential cage 26' which is permanently connected in a rotationally fixed manner to the transmission output 10 of the transmission 8. Furthermore, the bevel gear differential 20' comprises a first bevel gear 27', which is arranged coaxially to the first axis 2 and is permanently connected in a rotationally fixed manner to the differential cage 11 of the transverse differential 5. A further bevel gear 28' arranged coaxially to the axle 2 is permanently connected in a rotationally fixed manner to the output 14 designed as a ring gear. The bevel gears 27' and 28' are operatively connected mechanically via an intermediate gear 29' designed as a bevel gear. Accordingly, a rotational 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, the longitudinal differential 20' of the embodiment of Fig. 1C includes a differential lock 25'.The differential lock 25' can selectively connect the output 14 to the differential cage 11 of the transverse differential 5 in a rotationally fixed manner.FIG. 2A shows an electric final drive 1 with two electric motors 7.1 and 7.2 according to an embodiment of the present invention. The electric final drive 1 of the embodiment of FIG. 2A is configured in accordance with the electric final drive 1 of the embodiment of FIG. 1A, except for the differences described below. The same reference numerals designate corresponding components. In contrast to the embodiment of FIG. 1A, the embodiment of FIG. 2A has an electric drive device with two electric motors 7.1 and 7.2. The transmission 8' of the embodiment of FIG. 2A has two transmission inputs 9.1 and 9.2, to which one of the electric motors 7.1 and 7.2 is mechanically connected in each case.Moreover, the transmission 8' of the embodiment of FIG. 2A has a different configuration than the transmission 8 of the embodiment of FIG. 1A. Like the transmission of the embodiment of FIG. 1A, however, the transmission 8' of the embodiment of FIG. 2A also has a plurality of planetary gear sets, in the present case two planetary gear sets 12', as well as a shifting device 13' with a plurality of shifting elements, all of which are formed coaxially to the first axis 2. By means of the shift elements of the shifting device 13', different transmission ratios can be shifted between the transmission inputs 9.1 and 9.2 and the transmission output 10, as is also possible in the transmission 8 of the embodiment of FIG. 1A. The electric final drive 1 of the embodiment of FIG. 2A has a higher power level, which is provided primarily by the provision of two electric motors 7.1 and 7.2. In addition, the electric final drive 1 of the embodiment of FIG. 2A comprises a planetary stage 26 between the axle sections 2 and 4 and the wheels 6 in each case for providing an additional transmission ratio.The electric final drive 1 of the embodiment of FIG. 2B corresponds to the electric final drive 1 of the embodiment of FIG. 2A, except for the differences described below. The same reference numerals designate corresponding components. In contrast to the embodiment of FIG. 2A, the transmission output 10 in the embodiment of FIG. 2B is not connected in a rotationally fixed manner to the differential carrier 11 of the transverse differential 5, but rather to a longitudinal differential 20 designed as a planetary gear differential. Thus, it has also been described in connection with the embodiment of FIG. 1B. The planetary gear differential 20 for longitudinal compensation of the embodiment of FIG. 2B is mechanically linked to the transmission output 10, the transverse differential 5 and the output 14, corresponding to the embodiment of FIG. 1B. In this regard, reference is made to the explanations in connection with the embodiment of FIG. 1B.In the embodiments of FIGS. 1B and 2B, the longitudinal differential 20, the output 14 and the transverse differential 5, which is configured as a planetary gear differential, are arranged one behind the other in this order in the direction of the first axle 2 from the left axle section 3 to the right axle section 4. In the embodiment of FIG. 2C, the transverse differential 5 is provided in front of the longitudinal differential 20 designed as a planetary differential in the same direction, which in turn is arranged in front of the output 14. Incidentally, the embodiment of FIG. 2C is configured according to the embodiment of FIG. 2B.FIG. 3A shows an electric drive assembly 100 according to an embodiment of the present invention. The electric drive arrangement 100 comprises an electric final drive 1 according to the embodiment of FIG. 1B or the embodiment of FIG. 2B with a longitudinal differential 20 designed as a planetary differential. However, the transmission output 10 is shown, which is permanently connected in a rotationally fixed manner to the longitudinal differential 20 designed as a planetary gear differential. The electric final drive 1 comprises a first axle 2, which is designed as a rear axle in the present case. In addition, the electric drive arrangement 100 comprises a second axle 50, which is designed in the present case as a front axle. The front axle 50 is formed, corresponding to the rear axle 2, with a first axle section 51, a second axle section 52 and a transverse differential 53. Rotational speed differences between the first and second axle sections 51, 52 can be compensated for via the transverse differential 53. On the differential cage 54 of the transverse differential 53, a fixed wheel 55, which is designed as a ring gear and is operatively connected mechanically to the output 14 of the electric final drive 1. In the present embodiment, a shaft 56 is provided for this purpose, at the ends of which bevel gears 15 are attached in a rotationally fixed manner, which engage with the fixed gears 14 and 55. By means of the longitudinal differential 20 designed as a planetary gear differential, a rotational speed compensation can be carried out between the rear axle 2 and the front axle 50.FIG. 3B shows an embodiment of a drive arrangement 100 formed according to the drive arrangement 100 of the embodiment of FIG. 3A, except for the difference described below. In contrast to the drive arrangement 100 of the embodiment of FIG. 3A, the first axle 2 of the electric final drive 1 is designed as a front axle. The second axle 50 is designed as a rear axle. Otherwise, the drive arrangement 100 of the embodiment of FIG. 3B is configured in accordance with the drive arrangement 100 of the embodiment of FIG. 3A.FIG. 3C shows a drive assembly 100 according to an embodiment of the present invention. The drive arrangement 100 comprises a first electric final drive 1 having a first electric axis 2, which is formed according to one of the embodiments of FIGS. 1A and 2A. Consequently, the transmission output 10 is permanently connected in a rotationally fixed manner to the differential cage 11 of the transverse differential 5. A longitudinal differential is not provided in the first electric final drive 1 of the embodiment of FIG. 3C. The axle 2 of the first electric final drive 1 is designed as a front axle in the present embodiment. In addition, the electric drive arrangement 100 of the embodiment of FIG. 3C comprises a second electric final drive 1 having a second axle 2, which in the present embodiment is designed as a rear axle. The second electric final drive 1 is designed according to the first electric final drive 1 for the front axle 2. The outputs 14, each designed as a fixed wheel, of the electric final drives 1 for the front and rear axles can be mechanically operatively connected in the present embodiment. For this purpose, a switching device 16 is provided, as was described in connection with the embodiment of FIG. 1A. Two bevel pinions 15 respectively meshing with the outputs 14 can be connected to one another in a rotationally fixed manner via the switching device 16 via a shaft 56. Thus, a torque can be transmitted from the final drive 1 for the front axle 2 to the final drive 1 for the rear axle and vice versa. The embodiment of the drive device 100 from FIG. 3C has just no longitudinal differential, since rotational speed differences between the front and rear axles can be compensated for by the respective drive devices of the final drives 1.FIG. 4A shows an electric drive arrangement 100 with an electric final drive 1 which is formed according to one of the embodiments of FIGS. 1A and 2A. The axle 2 of the electric final 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, which are each formed according to the front axle 50 of the embodiment of FIG. 3A. The fixed wheels 55 of the transverse differentials 54 of the front axle 50 and the second rear axle 50 mesh in each case with bevel pinions 15, which can be connected in each case via a shift device 16, as described above, in a rotationally fixed manner via a shaft 56. The bevel pinions 15 mesh with the output drive 14. The output drive 14 is accordingly designed to drive a second axle, in the present case the front axle 50. In addition, the output drive 14 forms a further output drive for driving a third axle 50, in the present case the second rear axle.FIG. 4B shows a drive arrangement 100 according to a further embodiment of the present invention. The drive arrangement 100 according to FIG. 4B is configured in the same way as the drive arrangement 100 from FIG. 4A, except for the differences described below. In contrast to the drive arrangement 100 of FIG. 4A, the electric final drive 1 of the first rear axle 2 in the embodiment of FIG. 4B is configured with a longitudinal differential 20 configured as a planetary gear differential. The formation takes place in accordance with the embodiment of FIG. 1B or the embodiment of FIG. 2B. In this case, the output 14 of the electric final drive 1 is mechanically operatively connected to the transverse differential 53 of the second axle 50, in the present case the front axle, via the bevel pinions 15 and the shaft 56 without a switching device. The transverse differential 5 of the first rear axle 2 forms a further output 14.1 in the form of a fixed wheel provided on the latter. The third axle 50, in the present case the second rear axle, can be operatively connected mechanically to the further output 14.1, by means of a shifting device 16, in accordance with the configuration described in connection with the embodiment of FIG. 4A. Consequently, within the scope of this embodiment, the second rear axle 50 can be connected via the shifting device 16, wherein a rotational speed compensation between the first and second rear axles 2, 50 cannot take place. On account of the longitudinal differential 20, on the other hand, a rotational speed compensation can take place between the front axle 50 and the first rear axle 2. Within the scope of this embodiment, however, the electric final drive 1 of the first rear axle 2 can transmit a torque to both rear axles 2, 50 and also to the front axle 50.FIG. 4C shows a drive arrangement 100 according to a further embodiment of the present invention. The drive arrangement 100 is configured in accordance with the drive arrangement 100 from FIG. 4B, except for the differences described below. In contrast to the drive arrangement 100 from FIG. 4B, the electric final drive 1 of the first rear axle 2 in the embodiment of FIG. 4C is configured according to one of the embodiments of FIGS. 1C and 2C. Accordingly, the electric final drive 1 of the embodiment of FIG. 4C comprises a longitudinal differential 20' designed as a bevel gear differential for the speed compensation between the first axle 2 designed as a first rear axle and the second axle 50 designed as a front axle. On the transmission output 10 there is furthermore formed a further output 14.1 provided as a fixed wheel, via which, according to the embodiments in connection with the embodiment of FIG. 4B, a third axle 50, in the present case the second rear axle, can be selectively connected via a shifting device 16.FIG. 4D shows another embodiment of an electric drive assembly 100 according to an embodiment of the present invention. The drive assembly 100 of the embodiment of FIG. 4D is similar to the drive assembly 100 of the embodiment of FIG. 4C, except for the differences described below. In contrast to the drive arrangement 100 of FIG. 4C, in the drive arrangement 100 of FIG. 4D, the third axle, in the present case the second rear axle 2, is formed with its own electric final drive 1. In the present embodiment, the electric final drive 1 of the second rear axle 2 is designed according to the embodiment of FIG. 1A or the embodiment of FIG. 2A and accordingly does not have a longitudinal differential 20 or 20'. The transmission output 10 of the electric final drive 1 of the second rear axle 2 can be operatively connected mechanically to the further output 14.1 of the electric final drive 1 of the first rear axle 2 via the shifting device 16 according to the embodiments in connection with the embodiment of FIG. 4C.FIG. 5A shows an electric drive assembly 100 according to another embodiment of the present invention. The drive arrangement 100 shown in FIG. 5A is a rear wheel drive arrangement having a first rear axle 2 and a second rear axle 2. A front axle, not shown, can be connected to the electric final drive 1 of the first rear axle 2 via the output 14. The second rear axle 2 has its own electric final drive 1, which in the present embodiment is formed according to the embodiment of FIG. 1A or 2A. The output 14 of the electric final drive 1 of the second rear axle 2 can be mechanically linked to the electric final drive 1 of the first rear axle 2 via a switching device 16, according to the embodiments in connection with the embodiments of FIG. 3C or 4D. In the present embodiment, a further output 14.1 is provided at the transmission output 10 of the electric final drive 1 of the first rear axle 2. A bevel gear 15 meshes with the further output 14.1, which can be connected to the further bevel gear 15 in a rotationally fixed manner via the switching device 16 and the shaft 56. The further bevel gear 15 in turn meshes with the output 14 of the electric final drive 1 of the second rear axle 2.FIG. 5B shows a drive arrangement 100 according to a further embodiment of the present invention. The drive arrangement 100 according to the embodiment of FIG. 5B is designed as a rear wheel drive arrangement corresponding to the drive arrangement 100 of the embodiment of FIG. 5A. The first electric rear axle 2 and the second electric rear axle 2 each have their own electric drive device. In this case, the electric final drive 1 for the first rear axle 2 and the electric final drive 1 for the second rear axle 2 are designed in accordance with the final drives 1 for the first and second rear axles from the embodiment of FIG. 4D. Reference is made to the corresponding explanations in connection with this embodiment. According to the embodiment of FIG. 4D, a front axle can furthermore be mechanically connected to the output 14 of the electric final drive 1 of the first rear axle 2.FIG. 5C shows an electric drive assembly 100 according to another embodiment of the present invention. The drive arrangement 100 of the embodiment of FIG. 5C is a rear wheel drive arrangement and comprises a first axle 2 with its own electric final drive 1. The electric final drive 1 for the first rear axle 2 and the second rear axle 50 are designed in accordance with the embodiments in connection with the embodiment of FIG. 4B and can be mechanically coupled to one another via a switching device 16. Reference is made to the corresponding explanations in connection with this embodiment. Furthermore, a front axle, not shown, can be operatively mechanically connected to the output 14 of the electric final drive 1 of the first rear axle 2 via a bevel gear 15.Reference numerals denote reference numerals1 Electric final drive 2 axle 3, 4 axle section 5 transverse differential 6 wheel 7 electric drive device 7.1, 7.2 electric motor 8, 8' transmission 9, 9.1, 9.2 transmission input 10 transmission output 11, 26' differential cage 12, 12' planetary gear set 13, 13' switching device 14, 14.1 output 15 bevel pinion 16 switching device 17, 25, 25' differential lock 20, 20' longitudinal differential 21 sun wheel 22 planetary carrier 23 planetary wheel 24 ring wheel 26 planetary stage 27', 28', 29' differential bevel wheel 50 second, third axle 51, 52 axle section second, third axle 53 transverse differential second, third axle 54 differential cage second, third axle 55 ring wheel second, third axle 56 shaft 100 electric drive arrangement

Claims

An electric final drive (1) for a vehicle, having a first axle (2) for attaching wheels (6), an electric drive device (7; 7.1, 7.2) for driving the first axle (2) and an output drive (14) for mechanically connecting a second axle (2; 50) for attaching wheels (6), wherein the electric final drive (1) is designed to also drive the second axle (2; 50) via the output drive (14) by means of the electric drive device (7; 7.1, 7.2) in addition to the first axle (2).Electric final drive (1) according to Claim 1, characterized in that the first axle (2) has a first axle section (3) for mounting a first wheel (6), a second axle section (4) for mounting a second wheel (6) and a transverse differential (5) which is mechanically operatively connected to the first and second axle sections (3, 4) for the purpose of compensating for rotational speed between the axle sections (3, 4).Electric final drive (1) according to Claim 1 or 2, characterized in that the electric final drive (1) has a transmission (8; 8') with a plurality of gears for driving the first (2) and second axles (2; 50) with different transmission ratios.Electric final drive (1) according to one of the preceding claims, characterized in that the electric drive device has a single (7) or a plurality of electric motors (7.1, 7.2) for driving the first and second axles (2, 2; 50).Electric final drive (1) according to one of the preceding claims, characterized in that the final drive (1) has a further output (14.1) for mechanically connecting a third axle (2; 50) for attaching wheels (6), wherein the electric final drive (1) is designed to also drive the third axle (2; 50) via the further output (14.1) with the electric drive device (7; 7.1, 7.2) of the first axle (2).Electric final drive (1) according to one of the preceding claims, characterized in that the electric final drive (1) has a longitudinal differential (20; 20') for the speed compensation between the first axle (2) and the second axle (2; 50).Electric final drive (1) according to Claim 6, characterized in that the longitudinal differential is designed as at least one of a planetary wheel differential (20) and a bevel wheel differential (20').Electric drive arrangement (100) having an electric final drive (1) according to Claim 6 or 7 and a second axle (2; 50), wherein the second axle (2; 50) can be driven via the electric drive device (7; 7.1, 7.2), the longitudinal differential (20; 20') and the output (14) of the first axle (2).Electric drive arrangement (100) having two electric final drives (1) according to one of Claims 1 to 5, it being possible for a torque to be transmitted between outputs (14) of the final drives (1).Vehicle comprising an electric drive arrangement (100) according to any of claims 8 and 9.

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