Multi-speed e-axle with integrated electric motor and shifting mechanism

Abstract

Configuration of an electric axle, including: a first clutch which is set up to lock a ring gear in a first planetary gear set; a second coupling that is set up for this purpose: to determine a carrier in a second planetary gear set; and to couple an input of the first planetary gear set with an output of the second planetary gear set in a drive-related manner, in order to bypass the first planetary gear set; one or more parking brakes designed to lock one or more shafts on an axle housing of the electric axle; and a control unit that is set up to: Engagement of the first clutch, the second clutch and one or more parking brakes in a hill start mode; and disengagement of the first clutch, the second clutch and one or more parking brakes in disconnect mode, the disconnect mode being a towing condition that enables towing.

Description

TECHNICAL AREA

[0001] The present description refers generally to an e-axle with integrated gearbox and electric motor, wherein the gearbox is a two-speed gearbox accommodating a multitude of planetary gear sets with gears selectable via wet clutches. BACKGROUND AND DETOUR

[0002] An electric vehicle, such as a fully electric vehicle (FEV) or a hybrid electric vehicle (HEV), has an electrified powertrain. HEVs can operate in various modes using different energy sources (e.g., hybrid drive, battery drive, and motor-only). An electric vehicle can be an off-road vehicle (OF) with off-road capabilities. Off-road vehicles, for example, can have either a central transmission or a single-speed transmission.

[0003] Central gearboxes and the drive shafts that connect them to one or more axles can occupy space (e.g., storage space) within a vehicle, such as the space enclosed within or surrounded by the vehicle. Heavy-duty off-road vehicle applications typically require high maximum tractive effort and a relatively high top speed. To achieve the maximum tractive effort and top speed required for heavy-duty off-road applications, the electric motor in a single-stage electric powertrain can be drastically oversized in terms of power consumption and torque output to generate sufficient torque to reach a first threshold of tractive effort and to rotate at a high speed to reach a second threshold of rotational speed.

[0004] Oversizing an electric machine can lead to increased material consumption and / or greater manufacturing time and labor, which can increase the machine's cost. Furthermore, oversizing can reduce energy efficiency (e.g., the conversion of electrical energy into rotational energy and other mechanical energy output via the electric machine). The oversized electric machine may exhibit a region of poor efficiency. Additionally, distributed multi-gear systems are often difficult to accommodate, for example, when searching for storage space and other volumes within a vehicle to house the components. Components such as gearboxes and clutches must be positioned between the wheels, where the desired track width and ground clearance can impose significant limitations.For example, e-axles with a T-shaped configuration may have a large bevel gear to achieve the desired torque and speed, but the large bevel gear can take up unwanted space and contribute to energy losses for the e-axle.

[0005] It may be desirable to have a vehicle with a narrower or less conventional storage space and other volumes to accommodate components of the distributed multi-gear systems. Furthermore, it may be desirable to have e-axles with an additional disconnect device that allows towing a trailer or other load at high speeds. It may also be desirable for the e-axles to provide a torque-free safe state achieved without the inverter (e.g., when the inverter is not used to establish the torque-free safe state) and without an additional disconnect device (e.g., a disconnect device such as a clutch that is separate from the transmission's disconnect devices). Additionally, it may be desirable to have an off-road vehicle with a T-shaped e-axle where a motor (e.g.,an electric machine) or other drive positioned perpendicular to the axis.

[0006] The inventors have recognized the aforementioned problems as well as the disadvantages of using a central gearbox or a single-speed gearbox for an electrified powertrain, as described above.The inventors have developed an electric axle configuration comprising: a first clutch configured to lock a ring gear in a first planetary gear set; a second clutch configured to: lock a carrier in a second planetary gear set; and drive-couple an input of the first planetary gear set to an output of the second planetary gear set to bypass the first planetary gear set; one or more parking brakes configured to connect one or more shafts to an axle housing of the electric axle; and a control unit configured to engage the first clutch, the second clutch, and the one or more parking brakes in a roll-back braking mode and to disengage the first clutch, the second clutch, and the one or more parking brakes in a disconnect mode, the disconnect mode being a towing condition that enables towing.

[0007] The integrated motor of the electric axle eliminates the need for a bevel gear, thus reducing the space required for the axle housing. A carrier for at least one planetary gear is connected to a differential of the electric axle, for example, to drive a differential carrier or similar component of the differential attached to the differential gears. The differential, in turn, can drive the sun gears of the hub drives via shafts, with each shaft being able to rigidly or selectively couple a sun gear of the hub drives. The hub drive is a standard hub drive, providing commonality between the e-axle and the conventional axle. Its ring gear is locked (attached to the axle housing), and the carrier drives the wheels. A service brake is provided on the sun gear.

[0008] In addition to the axle with integrated motor and shifting mechanism described above, the system can also include an electronic control unit for controlling and actuating the system, as well as a pump assembly that supplies oil for lubrication and actuation. Several variants can accommodate different packaging requirements and higher or lower ratios (speeds). For example, another configuration of an electric axle might have only a first clutch and a second clutch to selectively couple the first planetary gear set with other axle components, while the second planetary gear set is either absent or present but without clutches.In this example, at least one coupling of the first coupling or the second coupling is configured to selectively couple the first carrier of the first planetary gear set and to drive an input of the first planetary gear set to the differential carrier in order to drive the differential carrier via the input.

[0009] It should be noted that the foregoing summary serves to present, in simplified form, a selection of concepts that are further explained in the detailed description. It does not serve to identify essential features of the claimed subject matter, the scope of which is defined exclusively by the claims following the detailed description. Furthermore, the claimed subject matter is not limited to implementations that eliminate the disadvantages mentioned above or in any part of this disclosure. BRIEF DESCRIPTION OF THE FIGURES Fig. Figure 1 shows a schematic representation of an electric powertrain (E-drive) of a vehicle. Fig. Figure 2 shows a schematic representation of a first example of an electric drive that includes an electric axle. Fig. Figure 3 shows a schematic representation of a second example of an electric drive that includes an electric axle. Fig. Figure 4 shows a schematic representation of a third example of an electric drive that includes an electric axle. Fig. Figure 5 shows a schematic representation of a fourth example of an electric drive that includes an electric axle. Fig. Figure 6 shows a table of transmission states and vehicle modes that can be selected via one or more e-axes of the present disclosure. Fig. Figure 7 illustrates a procedure for switching between different operating modes for the e-axis. Fig. Figure 8 illustrates a procedure for selecting between different gear modes during a driving process. Fig. Figure 9 shows a transmission system and a pump arrangement, wherein the pump arrangement is fluidically coupled to a lubrication circuit and an actuation circuit. Fig. Figure 10A shows the multitude of valves of the transmission system and the pump arrangement, which are open in a first arrangement. Fig. Figure 10B shows the multitude of valves of the transmission system and the pump arrangement, which are open in a first arrangement. DETAILED DESCRIPTION

[0010] The following description refers to one or more configurations of an electrified axle, which may be referred to here as the electric axle or e-axle. An electrified drivetrain, referred to here as the e-drive, comprises the e-axle, with the drive components of the drivetrain attached to or housed within the e-axle. The electric machine may be an electric motor or an electric motor-generator capable of driving the e-axle. The e-axle comprises a variety of planetary gear sets. The transmission, in particular, comprises a variety of planetary gear sets. The e-axle also houses and integrates a differential and a differential gear. The e-axle may comprise two shafts, each driven by wheels.

[0011] Each of the two shafts can be coupled to the wheels via a final drive. For example, each of the two shafts can be selectively coupled to wheels via a final drive. With selective coupling via a final drive, an e-axle shaft can couple one or more wheels via a planetary gear set specific to the final drive. The final drives can be hub drives. The differential can drive the sun gears of the final drives via shafts, with each shaft being able to rigidly or selectively couple one sun gear of the final drives. The hub drive is a standard hub drive, providing commonality between the e-axle and the conventional axle. The components of the e-axle can be housed in a casing called the axle housing.

[0012] The electric motor can do without a bevel gear as an output. In other words, the e-axle can do without a set of bevel gears that connect the electric motor to the differential, allowing the electric motor to drive the differential. By eliminating at least one bevel gear, or several bevel gears, from a bevel gear set, the space required to mount the axle can be reduced. Instead, the electric motor couples to the differential via one or more planetary gear sets, enabling the electric motor to drive the differential. A coupling in which a first component or feature is coupled to a second component or feature to drive it, or vice versa, can be referred to here as a drive coupling.In other words, the coupling of the first component or feature with the second component or feature to mutually drive each other can be called driving coupling of the first component or feature with the second component or feature.

[0013] The electric motor and transmission can be driven by the differential and differential gears to transfer rotational energy, for example via torque, to the differential. For instance, the electric motor can drive the differential via the transmission. The transmission outputs can be coupled to the differential carrier, so that the carrier is driven and rotated by the rotational energy generated by the electric motor. The rotation of the differential carrier can then drive the differential gears and spur gears within it. The spur gears can be rigidly coupled to the axle shafts of the E-axle, thus driving the wheels via the axle.

[0014] The transmission is a two-speed gearbox with two gear speeds (e.g., gear ratios) containing a variety of planetary gear sets with gears selectable via clutches. The clutches can be wet clutches. A first transmission clutch can be engaged to select a first gear speed for the transmission. This first clutch selectively locks or disengages a first ring gear of a planetary gear set to the axle housing, allowing the planetary gear set to rotate freely from the axle housing. A second transmission clutch can be engaged to select a second gear speed for the transmission. The first transmission clutch and the second-gear clutch can also act as differential brakes, stopping power transmission and rotation of the differential gears when engaged.More precisely, the first transmission clutch can act as a brake for the differential carrier, stopping the rotation of the differential carrier.

[0015] The following description also shows a procedure for switching between different operating modes for the e-axle. These operating modes include a mode for engaging the e-axle in neutral, a driving mode, a mode for engaging a rollover feature, modes for engaging a safe state and / or a towing state, and a mode for engaging a parking brake. The towing state can be a disengaged mode in which no clutches are engaged and the wheels of an axle can rotate independently of the axle shafts, the differential gears, and the transmission gears. The procedure also includes selecting between different gear modes during a driving maneuver.

[0016] Fig. Figure 1 shows a schematic representation of an electric powertrain (E-drive) of a vehicle. Fig. Figure 2 shows a schematic representation of a first configuration of an e-axis with integrated e-drive. Fig. Figure 3 shows a schematic representation of a second configuration of an e-axis with integrated e-drive. Fig. Figure 4 shows a schematic representation of a third configuration of an e-axis with integrated e-drive. Fig. Figure 5 shows a schematic representation of a fourth configuration of an e-axis with an integrated electric drive. The electric drives of the Fig. 2-5 can comprise at least one electric machine and a gearbox, which are integrated into their respective configurations of e-axles and coupled to a differential of the axle to transfer rotational energy. More precisely, the electric machine is designed to generate rotational energy and transfer it, for example via torque, to the gearbox, which then transmits the rotational energy to the differential. Fig. Figure 6 shows a table of transmission states and vehicle modes that can be selected via one or more e-axes of the present disclosure. Fig. Figure 7 illustrates a procedure for switching between different operating modes for the e-axis. Fig. Figure 8 illustrates a procedure for selecting between different gear modes during a driving process.

[0017] Fig. Figure 9 shows a transmission system and a pump arrangement, wherein the pump arrangement is fluidically coupled to a lubrication circuit and an actuation circuit. The transmission system can include the transmission of the e-axle. The lubrication circuit can lubricate the clutches, brakes, bearings, shafts, and a variety of other components of the transmission and the e-axle. The actuation circuit can actuate the clutches and brakes of the transmission and the e-axle. Fig. Figure 10A shows the multiple valves of the transmission system and the pump arrangement, which are open in a first arrangement. The first arrangement can be used for lubrication operations at a desired rotational speed when the vehicle wheels are driven and / or when a transition between clutch states, braking states, hill-starting states, or other vehicle states is prevented. Fig. Figure 10B shows the multiple valves of the transmission system and the pump arrangement, which are open in a first configuration. The second configuration can be strategically adjusted to meet the flow requirements of the actuation circuit during transitional conditions (e.g., gear changes). During gear changes, one or more clutches and / or brakes may be actuated to engage or disengage (e.g., open or close). Gear changes can occur when the e-axle transitions to different gear speed states, different braking states, a hill start condition, or other vehicle conditions.

[0018] A set of reference axes 201 serves to compare between the ones in the Fig. 1-5 and Fig. The views shown in Figures 9-10B serve as a reference. The reference axes 201 indicate a y-axis, an x-axis, and a z-axis. In one example, the z-axis may be a vertical axis (e.g., parallel to a gravitational axis), the x-axis may be a transverse axis (e.g., a horizontal axis), and / or the y-axis may be a longitudinal axis. In other examples, however, the axes may have other orientations. The xy-plane may be parallel to a plane on which the E-axes of this disclosure, such as E-axis 104, may rest. When a direction is referenced, positive can refer to the direction of the arrow of the y-axis, x-axis, and z-axis, and negative can refer to the direction opposite to the arrow of the y-axis, x-axis, and z-axis. A filled circle may represent an arrow and an axis that are directed toward or positive to a viewing direction.An unfilled circle can represent an arrow and an axis that point away from a viewing direction or are negative to it.

[0019] Fig. Figure 1 shows a schematic representation of an electrified vehicle 100 (e.g., an electric vehicle). The vehicle 100 can be a fully electric vehicle (FEV), which may be equipped with at least one single torque source from an electric machine (EM) (e.g., an electromagnetic device). The vehicle 100 can be a hybrid electric vehicle (HEV) with multiple torque sources that can be supplied to the wheels of a vehicle from more than one source, including one or more other electric machines, one or more hydraulic motors, one or more internal combustion engines (ICEs), one or more other internal combustion engines, and / or a combination thereof. The vehicle 100 can be a commercial vehicle, a light, medium, or heavy commercial vehicle, a passenger vehicle, a vehicle not intended for road use, or an off-road vehicle.Additionally or alternatively, the vehicle 100 and / or one or more of its components, such as one or more of a plurality of axles 104, may be intended for industrial, locomotive, military, agricultural and aerospace applications.

[0020] A schematic representation of a vehicle 100 is in Fig. Figure 1 shows wheelsets 102 connected to each other by axles 104 (e.g., wheel pairs are connected to each other by the axles 104). It is understood that the vehicle 100 is in Fig. Figure 1 is shown for illustrative purposes and represents a non-limiting example of how a housing of an electric vehicle 100 and an axle of the present disclosure may be configured when integrated into the electric vehicle 100. Other examples include various arrangements and positionings of vehicle components, which are described below, as well as additional components, which are described in Fig. 1 are not shown for the sake of brevity.

[0021] A drivetrain 106 of the vehicle 100 can include a transmission 108 (e.g., a transmission housing, a transmission train, etc.) coupled to one or more axles 104 of the vehicle 100. The transmission 108 can be coupled to a rear axle of the axles 104, as shown in Fig. Figure 1 is shown. Alternatively, the transmission 108 and / or another transmission of the present disclosure may be coupled to a front axle or to both axles of the axles 104 in other examples. For example, if transmissions of the present disclosure are coupled to both axles of the axles 104, a transmission of the present disclosure may be coupled to each axle of the axles 104.

[0022] The transmission 108 can be mechanically coupled to a first final drive 110 and a second final drive 111 of the drive train 106. In other words, the transmission 108 can drive the first final drive 110 and the second final drive 111. The transmission 108 and / or the first final drive 110 and the second final drive 111 can jointly transmit the rotational speed and torque from a rotating source to the vehicle wheels 102 to propel the vehicle 100. The present configuration includes at least one input to the transmission 108, for example, a first transmission input shaft 132, which couples at least one electric machine 114 and the transmission 108. Likewise, there can be a plurality of other electric machines with other inputs to the transmission 108. The present configuration can include a further input to the transmission, for example, a second transmission input shaft 134, which couples a motor 112 and the transmission 108.The second transmission input shaft 134 can couple the motor 112 to the transmission 108 and / or an axle of the axle 104. For example, the motor 112 can couple a drive axle of the axles 104 via a differential, so that the motor 112 can drive the differential and the drive axle via the differential. The differential can also be coupled to the transmission 108, so that one or more other drives can drive the differential via the transmission. The one or more other drives can include the electric machine 114. In off-road vehicle applications, a driveshaft (not shown) can be provided to mechanically connect the output of the transmission 108, for example via a driveshaft, to the input of an axle, for example one of the axles 104.

[0023] In the HEV configuration, the rotating sources of torque can include the electric machine 114 and the motor 112. The motor 112 can be an internal combustion engine or another element that supplies torque to the transmission shaft.

[0024] In some examples, and as described herein, the electric machine 114 can be an electric motor or an electric motor / generator capable of converting electrical energy into mechanical energy and vice versa. In this sense, the electric machines may also be referred to as motors and / or generators in the following. The electric machine 114 can be configured to operate in generator mode and / or motor mode. In generator mode, the drive system of the powertrain 106 receives part or all of the output from the electric machine 114, thereby reducing the drive output or braking torque transmitted to one or more drive wheels of the wheels 102. Operating the vehicle 100 in generator mode can be used, for example, to achieve energy efficiency gains through regenerative braking, increased motor efficiency (if applicable), and so on.

[0025] The electric machine 114 can be electrically coupled to one or more energy storage devices. The electric machine 114 can draw current from one or more energy storage devices or supply electrical energy for storage. For example, the electric machine 114 can be electrically coupled to a traction battery 120 of the vehicle 100. The electric machine 114 can draw current from the traction battery 120 and supply electrical energy that is stored in the traction battery 120. The traction battery 120 can be, for example, a high-voltage battery. In some embodiments, the traction battery 120 can be a general DC power supply, such as a fuel cell or another power source. The electric machines can be configured similarly, for example, as follows:with similar speed and torque ranges, which is referred to as symmetrical, or they may have different speed and torque outputs, which is referred to as asymmetrical.

[0026] The adjustment of the powertrain between the different operating modes, as well as the control of the operation within each operating mode, can be carried out on the basis of a vehicle control system 124, including a control unit 126, as described in Fig. Figure 1 illustrates the control unit 126. The control unit can be a microcomputer, including components such as a microprocessor unit, input / output connectors, an electronic storage medium for executable programs and calibration values ​​(e.g., a read-only memory chip), working memory, diagnostic memory, and a data bus. The storage medium can be programmed with computer-readable data representing instructions that can be executed by a processor to perform the procedures described below, as well as other variations that are expected but not explicitly listed. In one example, the control unit 126 can be a powertrain control module (PCM).

[0027] The control unit 126 can receive various signals from sensors 128, which are connected to different areas of the vehicle 100. For example, the sensors 128 can include sensors on the electric motor 114 for measuring motor speed and motor temperature, a pedal position sensor for detecting the actuation of a pedal operated by the driver, such as an accelerator or brake pedal, speed sensors on the vehicle wheels 102, etc. The vehicle acceleration is directly proportional to the position of the accelerator pedal, e.g., the degree of actuation. After receiving the signals from the various sensors 128, Fig. 1. The control unit 126 processes the received signals and uses various actuators 130 of the vehicle 100 to adjust the operation of the powertrain based on the received signals and the instructions stored in the memory of the control unit 126. The control unit 126 can actuate the various actuators 130 via a variety of command signals. For example, the control unit 126 can receive a signal indicating that the brake pedal has been pressed, signaling a desire to reduce the vehicle speed. In response, the control unit 126 can instruct at least one of the electric machines to operate as a generator to recharge the traction battery 120.

[0028] A pump arrangement (e.g., a pump system) 139 can provide fluid for lubricating and actuating components of the axle, referred to herein as the working fluid. The pump arrangement 139 can include at least one pump 140 that pumps the working fluid to the gear sets and couplings of the transmission. In other words, the pump 140 is a hydraulic pump. The pump 140 can also pump the working fluid to the electric machine 114. It is understood that the pump arrangement 139 can include a plurality of hydraulic pumps. The working fluid pumped by the pump 140 and / or other hydraulic pumps of the pump arrangement 139 can be a lubricant for lubrication and a hydraulic fluid for actuating components such as couplings, actuators, and / or gears. The working fluid can be, for example, oil. The pump arrangement is designed to pump working fluid (e.g., oil) to a lubrication circuit 154 and an actuation circuit 156 for the transmission 108.The lubrication circuit 154 and / or the actuation circuit 156 can be housed wholly or partially via the gearbox 108. Likewise, the entire pump assembly 139 or parts thereof can be housed via the gearbox 108.

[0029] The pump arrangement 139 can include a motor 158. The motor 158 can be an electric motor. Additionally or alternatively, the motor 158 can also be another type of electrical machine, for example, an electric motor or an electric motor generator. The motor 158 can be arranged to drive one or more pumps of the pump arrangement 139. For example, the motor 158 can be arranged to drive at least the pump 140. The pump arrangement 139 can include a plurality of pumps, which are referred to here as... Fig. 9, Fig. 10A and Fig. 10B is shown and explained in more detail. One or more hydraulic lines, consisting of a plurality of hydraulic lines and / or other suitable lines, represented by a plurality of dotted lines 144, establish a fluid connection between the pump assembly 139 and the lubrication circuit 154 and the actuation circuit 156.

[0030] It should be noted that in a different arrangement of the vehicle 100, one or more other motors may be used additionally or alternatively instead of the motor 158 to drive the one or more pumps of the pump arrangement 139. In another example of a different arrangement of the vehicle 100, the pump arrangement 139 may include the electric machine 114, wherein the electric machine 114 may be arranged to drive one or more pumps of the pump arrangement 139. In other words, the electric machine 114 may drive at least the pump 140 and generate a vacuum therein.

[0031] The lubrication circuit 154 comprises suitable components (e.g., lubricant lines, channels, nozzles, and the like) for supplying lubricant (e.g., oil) to components of the transmission system, such as bearings, shafts, gears, clutches, brakes (if the transmission uses a planetary gear set design), and the like of the transmission 108. The actuation circuit 156 supplies working fluid to transmission components such as clutches, brakes, shift rods, and the like of the transmission 108.

[0032] The lubricant can be directed from the pump 140 and the pump assembly 139 to at least one hydraulic valve block 160. The hydraulic valve block 160 comprises a plurality of valves that can be opened to direct working fluid, or opened and partially opened to increase the pressure to specific fluid channels or other suitable lines. The valves of the hydraulic valve block 160 can be closed to prevent fluid flow, or closed and partially closed to reduce the pressure of the working fluid in specific fluid channels or other suitable lines. The valves of the hydraulic valve block 160 can be opened or closed via the various actuators 130. The valves of the hydraulic valve block 160 can be opened or closed via command signals from the control unit 126.

[0033] The valves of the hydraulic valve block 160 can be configured to hydraulically control the first clutch, the second clutch, and one or more parking brakes. For example, valves of the hydraulic valve block 160 can open to increase the pressure in the fluid channels of the lubrication circuit. In this or another case, valves of the hydraulic valve block 160 can open to increase the pressure in the channels of the actuation circuit. More precisely, valves of the hydraulic valve block 160 can open to increase the pressure to specific channels of the actuation circuit and actuate certain fluidically connected components. The hydraulic valve block 160 can open and close valves to activate or deactivate (i.e., open or close) multiple clutches and one or more parking brakes of the transmission 108.Similarly, the hydraulic valve block 160 can open and close valves to activate or deactivate at least one brake and / or clutch of the first final drive 110 and the second final drive 111. The opening and closing of the valves of the hydraulic valve block 160 can be controlled via the control system 124 and / or the control unit 126.

[0034] A working fluid pumped by the pump can lubricate and / or actuate components of the axles 104, the gearbox 108, the first final drive 110, and the second final drive 111. For example, the pump can lubricate and actuate one or more wet clutches of the gearbox 108, the first final drive 110, and the second final drive 111. The pump assembly 139 and / or another pumping system can include a sump 142 or be fluidically coupled to it. The pump 140 can draw the working fluid from the sump 142. The flow of the working fluid can be represented by a plurality of dotted lines 144. The fluid flow represented by the dotted lines 144 can be transported via fluid lines, such as pipes, hoses, or fluid channels. The dotted lines 144 have arrows indicating the flow direction of the working fluid.The dotted lines 144 show that the working fluid can be returned to the sump 142 after lubrication and / or actuation of one or more components and features of the axle 104, the gearbox 108, the first final drive 110 and / or the second final drive 111.

[0035] A schematic example of a pump arrangement, which may be pump arrangement 139, is shown in Fig. 9 shown.

[0036] A schematic representation of an electric drive 200 according to Fig. 2, a schematic representation of an electric drive 300 according to Fig. 3, a schematic representation of an electric drive 400 according to Fig. 4 a schematic representation of an electric drive 500 according to Fig. 5 Exemplary arrangements of the drive train 106 and the axles 104 according to Fig. 1. To illustrate this in more detail. It is understood that components of the electric drive 200, the electric drive 300, the electric drive 400 and the electric drive 500, which have essentially a similar function to components of the drive train 106, may be marked with corresponding numbers.

[0037] In Fig. Figure 2 shows the circuit diagram of an electric drive 200. The electric drive 200 is a first configuration of an axle-mounted or enclosed electric drive of the present disclosure, comprising an electric axle 104a. The electric drive 200 can include a first wheel 102a and a second wheel 102b. The electric axle 104a can be coupled to the first wheel 102a and a second wheel 102b, such that the first wheel 102a and the second wheel 102b can be driven via the electric axle 104a. The wheels of the first wheel 102a and the second wheel 102b are located on opposite sides of the electric axle 104a.

[0038] The E-axis 104a may be an E-axis of the present disclosure and may be an axis 104 from Fig. 1. More precisely, the E-axle 104a can be the axle housing or the gearbox 108, the first final drive 110 and the second final drive 111. Fig. The E-axle 104a can accommodate the electric machine 114. The E-axle 104a can be driven by a first wheel 102a and a second wheel 102b. The transmission 108 is at least a two-speed transmission and can include at least one first planetary gear set (PGS) 212 and one second planetary gear set (PGS) 214. The E-axle 104a includes an axle housing 208. The axle housing 208 can accommodate the electric machine 114 and the transmission 108. The axle housing 208 can be a composite housing comprising several axle housing components for one or more examples. In other words, the axle housing 208 can be an axle housing assembly comprising multiple axle housings. Alternatively, the axle housing 208 can also be a single, unified structure.

[0039] The transmission 108 comprises a transmission housing 218. The transmission housing 218 can be a single, unified structure in one or more cases. The transmission housing 218 can be a composite housing comprising a variety of axle housing components, for other examples. In other words, the transmission housing 218 can be a transmission housing assembly comprising multiple transmission housings.

[0040] The E-axle 104a can integrate and accommodate the first final drive 110 and the second final drive 111. The E-axle 104a can also include a differential 216. The first wheel 102a can be driven via the first final drive 110 and connected to other rotating elements of the E-axle 104a, such as the differential 216. The second wheel 102b can be driven via the second final drive 111 and connected to other rotating elements of the E-axle 104a, such as the differential 216.

[0041] The E-axle 104a can comprise at least one first axle shaft 220 and one second axle shaft 222, which can be housed in the axle housing 208. The first axle shaft 220 can drive the first wheel 102a to the differential 216. Likewise, the second axle shaft 222 can drive the second wheel 102b to the differential 216. The first axle shaft 220 can be arranged to drive the first final drive 110 and the differential 216. The first final drive 110 can be arranged to drive the first axle shaft 220 to the first wheel 102a. For example, the first axle shaft 220 can be rigidly connected to one or more components of the first final drive 110 and one or more components of the differential 216. The second axle shaft 222 can be arranged in such a way that it couples the second final drive 111 and the differential 216 in a drive-related manner.The second final drive 111 can be arranged such that it couples the second axle shaft 222 to the second wheel 102b. In this or another example, the second axle shaft 222 can be rigidly connected to one or more components of the second final drive 111 and one or more components of the differential 216.

[0042] As mentioned previously, the electric machine 114 and the gearbox 108 are integrated into the E-axis 104a, allowing the electric machine to be coupled to the rotating elements of the E-axis 104a via the gearbox 108 to drive these elements. In other words, the electric machine 114 can transmit rotational energy, such as torque, to the E-axis 104a via the gearbox 108. The electric machine 114 can also be coupled to the differential 216 via the gearbox 108 to drive the differential 216 and transfer rotational energy to it. The electric machine 114 can drive the first and second wheels 102a and 102b.

[0043] According to the in Fig. The exemplary embodiment shown in Figure 2 comprises a drive system for a vehicle, represented as the electric drive 200, the transmission 108, and the electric machine 114. The electric machine 114 can also be referred to as an electromagnetic device or EM. As the first of one or more electric machines, the electric machine 114 can be a first electromagnetic device (EM1) that outputs a torque to the electric drive 200. Other electric machines or electromagnetic devices can be designated as EM and their sequential number (e.g., a second electric machine can be EM2, a third electric machine EM3, etc.).

[0044] The electric drive 200 can be centered about an axis 206, so that the components of the electric drive 200, with the exception of the components of the power machines, can be centered about the axis 206 and arranged radially to it. The rotating elements of the electric drive 104a, the transmission 108, the electric machine 114, the differential 216, the first wheel 102a, and the second wheel 102b can be centered radially about an axis 206. The axis 206 can serve as the central axis for the electric drive 200. The transmission 108 can be the transmission 108, with respect to Fig. 1. The components of the gearbox 108 can be enclosed by a rectangle of dashed lines.

[0045] As in Fig. As shown in Figure 2, the transmission 108 comprises a first power transmission device, referred to as the first PGS 212. The transmission also comprises a second power transmission device or gear set, shown as the second PGS 214. As shown in Figure 2, the transmission 108 comprises a first power transmission device, referred to as the first PGS 212. The transmission also comprises a second power transmission device or gear set, referred to as the second PGS 214. Fig. As shown in Figure 2, the first PGS 212 and the second PGS 214 are arranged between (e.g., clamped between, etc.) the electric machine 114 and the differential 216.

[0046] The first final drive 110 and the second final drive 111 can be planetary gear sets such as the first and second PGS 212, 214. More precisely, the first final drive 110 and the second final drive 111 can each have a hub drive configuration comprising at least one planetary gear set. In other words, the first final drive 110 and / or the second final drive 111 can be hub drives. The first brake 221 can be arranged around the first axle shaft 220. A second brake 223 can be arranged around the second axle shaft 222. The first brake 221 and the second brake 223 can be actuated (e.g., closed) to exert a counter-torque on the first axle shaft 220 and the second axle shaft 222, respectively, via friction. The first brake 221 and the second brake 223 can slow down the rotational speed of the first axle shaft 220 and / or the second axle shaft 222 respectively and stop their rotation.

[0047] The first final drive 110 can be connected to the first wheel 102a in a rotationally fixed manner via a first output 225. The second final drive 111 can be connected to the second wheel 102b in a rotationally fixed manner via a second output 227. More precisely, the first final drive 110 and the second final drive 111 can be rigidly coupled to the first wheel 102a and the second wheel 102b, respectively, via the first output 225 and the second output 227. One or more of a plurality of first bearings 224 can be arranged around the first output 225. Likewise, one or more of a plurality of second bearings 226 can be arranged around the second output 227. One or more of the first bearings 224 can support the first output 225 in such a way that the first output 225 can rotate independently (e.g., freely) of the axle housing 208. One or more of the second bearings 226 can support the second output 227 in such a way that the second output 227 can rotate independently of the axle housing 208.

[0048] The gearbox 108 includes a first input 231, which can be mentioned herein and functions as the output of the electric machine 114. The first input 231 can be a shaft, more precisely a connecting shaft, that couples the electric machine 114 to the gearbox 108, so that the electric machine 114 can drive the rotating elements of the gearbox 108. The first input 231 can be an example configuration of the first gearbox input shaft 132 from Fig. The first input 231 can be a hollow rotating element, for example, a hollow shaft, so that the first input 231 can be positioned around one or more other rotating elements. The first input 231 can be positioned around the first axle shaft 220. The first input 231 can rotate around one or more other rotating elements around which the first input 231 is positioned. In other words, the first input element 231 can rotate around one or more other rotating elements arranged concentrically to it.

[0049] The first input 231 can be driven by the first PGS 212 to transmit, for example, rotational force, such as torque, to it. The first input 231 can be driven by the first PGS 212 to transmit torque to the first PGS 212. The first input 231 can drive the electric machine 114 by the first PGS 212, so that the electric machine 114 can drive rotating elements of the first PGS 212. A rotating element 233 can be positioned around the first input 231, the rotating element 233 being hollow. The first input 231 and the rotating element 233 can be centered, for example, approximately radially around the axis 206. The first input 231 can be rigidly coupled to a first sun gear 232 of the first PGS 212. The first input 231 can be positioned around the first axle shaft 220.The first input 231 can couple the electric machine 114 to the first PGS 212, enabling the electric machine 114 to drive rotating elements of the first PGS 212. The electric machine 114 can generate rotational force, for example, torque, and transmit this force to the first PGS 212 via the first input 231. Additionally, the electric machine 114 can generate rotational force and transmit it to the second PGS 214 via the first or second input and one or more components of the first PGS 212.

[0050] The first PGS 212 can be formed from the first sun gear 232, a plurality of first planet gears 234 (e.g., first planetary gears), and a first ring gear 236. The first PGS 212 can also include a first carrier 238, wherein the first carrier 238 is a gear carrier that can support one or more of the first planet gears 234. The first sun gear 232 can mesh with the first planet gears 234. The first planet gears 234 can mesh with the second ring gear 236.

[0051] One or more of a plurality of third bearings 228 can be arranged around the first support 238 or around at least one component that is rigidly connected to the support 238. The one or more third bearings 228 can support the first support 238 and / or a component rigidly connected to it, allowing the first support 238 and the component to rotate independently of the gearbox housing 218 and the axle housing 208. For example, one or the plurality of third bearings 228 can be arranged around and support the rotating element 233. The first support 238 can encompass, be connected to, or be rigidly coupled to the rotating element 233.

[0052] One or more fourth bearings 230 can be arranged around an axle shaft, such as the second axle shaft 222. One or more of the fourth bearings 230 can support the second axle shaft 222 and / or components rigidly coupled to it, allowing the second axle shaft 222 and the components to rotate independently of the gearbox housing 218 and the axle housing 208.

[0053] The first planet gears 234 can rotate with the first carrier 238 and rotate about features of the first carrier 238. The first planet gears 234 can be supported by a plurality of bearings, with at least one bearing provided for each of the first planet gears 234, each bearing being arranged around a feature of the first carrier 238 and positioned between the feature and a gear train of the first planet gears 234. The first ring gear 236 can be rigidly connected to, connected with, or formed from a second carrier 240. The first input 231 can be driven by, connected to, or inserted into the first sun gear 232.

[0054] A second transmission clutch 239 can selectively couple the first ring gear 236 to the transmission housing 218. Additionally or alternatively, the second transmission clutch 239 can selectively couple the first ring gear 236 to the axle housing 208. A second clutch input can be rigidly connected to or formed from the first ring gear 236, and a second clutch output can be rigidly connected to or formed from the transmission housing 218 and / or the axle housing 208. In the closed position, the second transmission clutch 239 selectively couples the second clutch input and the second clutch output. The second transmission clutch 239 can be a wet clutch, more precisely a friction clutch comprising a plurality of plates that can be opened or closed to engage or disengage the second transmission clutch 239.However, it should be noted that for the second transmission clutch 239, in addition to wet clutches, other clutch types and / or friction clutches can also be used. For example, if a power transmission for the electric drive 200 or other electric drives of the present disclosure (e.g., 300, 400 and 500 in the . Fig. 3, Fig. 4 and Fig. 5) is undesirable, the second transmission clutch 239 or other second transmission clutches can be dog clutches.

[0055] The second transmission clutch 239 can be engaged to selectively couple the first ring gear 236 to the transmission housing 218 and / or the axle housing 208, and can be disengaged to decouple the first ring gear 236 from the transmission housing 218 and / or the axle housing 208. When selectively engaged, the second transmission clutch 239 can be rigidly coupled to the transmission housing 218 and / or the axle housing 208. The second transmission clutch 239 acts as a brake for the first ring gear 236 of the first PGS 212 by selectively fixing the first ring gear 236 to the transmission housing 218 and / or axle housing 208 when engaged, or by allowing free rotation of the first ring gear 236 relative to the transmission housing 218 and / or axle housing 208 when disengaged. A first component of the second transmission clutch 239, for example a drum, can be rigidly connected to a first clutch 241.The second transmission clutch 239 can close and selectively couple the component to the first ring gear 236. The first clutch 241 can secure the first component to the transmission housing 218 and / or the axle housing 208. When secured to the transmission housing 218 and / or axle housing 208, the first component is rigidly coupled therein. The first clutch 241 can be a fastening system or part of a fastening system comprising at least one fastening element or multiple fastening elements.

[0056] The second PGS 214 can be formed from a second sun gear 242, a plurality of second planet gears 244 (e.g., planetary gears), and a second ring gear 246. The second sun gear 242 can be rigidly connected to, connected with, or formed from a second carrier 240. The plurality of second planet gears 244 can be supported by a third carrier 248. The second sun gear 242 can mesh with the second planet gears 244. The second planet gears 244 can mesh with the second ring gear 246.

[0057] The second planet gears 244 can rotate with the third carrier 248 and rotate around features of the third carrier 248. The second planet gears 244 can be supported by a plurality of bearings, with at least one bearing provided for each of the second planet gears 244, each bearing being arranged around a feature of the third carrier 248 and positioned between the feature and a gear of the second planet gears 244. The second ring gear 246 can be drivenly coupled to a fourth carrier 250. The fourth carrier 250 can be drivenly coupled to the differential 216, for example, to transmit and drive rotational force, such as torque.

[0058] A first transmission clutch 249 can selectively couple the third carrier 248 to the transmission housing 218. Additionally or alternatively, the first transmission clutch 249 can selectively couple the third carrier 248 to the axle housing 208. A first clutch input can be rigidly coupled to or formed from the third carrier 248, and a first clutch output can be rigidly coupled to or formed from the transmission housing 218 and / or the axle housing 208. In the closed state, the first transmission clutch 249 selectively couples the first clutch input and the first clutch output. The first transmission clutch 249 can be a wet clutch, more precisely a friction clutch comprising a plurality of plates that can be opened or closed to engage or disengage the first transmission clutch 249.However, it should be noted that other types of clutches, other than wet or friction clutches, can also be used for the first transmission clutch 249. For example, if a power transmission for the electric drive 200 or other electric drives of the present disclosure (e.g., 300, 400, 500 in the . Fig. 3, Fig. 4, Fig. 5) is undesirable, the first transmission clutch 249 and other first transmission clutches can be dog clutches.

[0059] When engaged, the first transmission clutch 249 can select a first gear (e.g., a first gear ratio or a first speed) for the transmission 108, allowing the transmission 108 to output rotational energy, for example, via torque, in first gear. In other words, the first speed of the transmission 108 can be selected by engaging the first transmission clutch 249. The first gear has a different gear ratio than the second gear, which is selected by the second transmission clutch 239. For example, the first gear of the transmission 108 can be a gear state that has a lower gear ratio and converts the rotational energy into less torque than the second gear state of the transmission 108.

[0060] The first transmission clutch 249 can be engaged to selectively couple the third carrier 248 to the transmission housing 218 and / or the axle housing 208, and can be disengaged to decouple the third carrier 248 from the transmission housing 218 and / or the axle housing 208. When selectively engaged, the first transmission clutch 249 can be rigidly coupled to the transmission housing 218 and / or the axle housing 208. The first transmission clutch 249 can act as a brake for at least one carrier of the second PGS 214. For example, when engaged, the first transmission clutch 249 can selectively fix the third carrier 248 to the transmission housing 218 and / or axle housing 208, or when disengaged, allow free rotation of the third carrier 248 relative to the transmission housing 218 and / or axle housing 208. A first component of the second transmission clutch 249, for example a hub or a drum, can be rigidly connected to a first clutch 251.When fixed to the gearbox housing 218 and / or axle housing 208, the second component is rigidly coupled therein. A second coupling 251 can rigidly connect the second component to the gearbox housing 218 and / or the axle housing. The second coupling 251 can be a fastening system or part of a fastening system comprising at least one fastening element or multiple fastening elements.

[0061] The first transmission clutch 249 and the second transmission clutch 239 can be spring-operated hydraulic release clutches (SAHR clutches). The first transmission clutch 249 and the second transmission clutch 239 can be actuated by changes in the hydraulic pressure of a hydraulic fluid from a pump, for example, the working fluid and the pump 140, which are controlled with respect to and / or based on Fig. 1 are explained and / or illustrated. For example, the first transmission clutch 249 and the second transmission clutch 239 can disengage (e.g., open) when the hydraulic pressure rises above a first pressure threshold. Likewise, the first transmission clutch 249 and the second transmission clutch 239 can engage (e.g., close) when the hydraulic pressure drops to or below a second pressure threshold. The first and second pressure thresholds can have the same pressure value.

[0062] The differential 216 can comprise a differential carrier 252, at least one first differential gear 254 and one second differential gear 256, as well as at least one first lateral gear 258 and one second lateral gear 260. The first lateral gear 258 can be rigidly coupled to the first axle shaft 220. The second lateral gear 260 can be rigidly coupled to the second axle shaft 222. The first differential gear 254 and the second differential gear 256 can be supported by the differential carrier 252 so that they rotate with the differential carrier 248, but rotate freely from the differential carrier 252. Both the first differential gear 254 and the second differential gear 256 can engage with the first lateral gear 258 and the second lateral gear 260 and transmit rotational force to them.Unequal torque values ​​can be transmitted from the differential carrier 252 via the first differential gear 254 and the second differential gear 256 to the first lateral gear 258 and the second lateral gear 260.

[0063] As a PGS, the first final drive 110 can comprise at least one third sun gear 262, a plurality of third planet gears 264 (e.g., planetary gears), and a third ring gear 266. The first final drive 110 can also comprise a fifth carrier 268, wherein the fifth carrier 268 is a gear carrier that can support one or more of the third planet gears 264. The third sun gear 262 can mesh with the third planet gears 264, and the third planet gears 264 can mesh with the third ring gear 266.

[0064] One or more of the first bearings 224 can be arranged around the fifth support 268 or around at least one component that is rigidly connected to the fifth support 268, for example the first output 225. The one or more of the first bearings 224 can support the fifth support 268 and / or the first output 225, allowing the fifth support 268 and the first output 225 to rotate independently of the axle housing 208.

[0065] The third planet gears 264 can rotate with the third carrier 268 and rotate about features of the third carrier 268. The third planet gears 264 can be supported by a plurality of bearings, with at least one bearing provided for each of the third planet gears 264, each bearing being arranged around a feature of the fifth carrier 268 and positioned between the feature and a gear of the third planet gears 264. The third ring gear 266 can be rigidly connected to the axle housing 208 via a third coupling 270. The third coupling 270 can be a fastening system or part of a fastening system comprising at least one fastening element or multiple fastening elements. The rotation of the third planet gears 264 can drive the rotation of the fifth carrier 268 about the axis 206.

[0066] As a PGS, the second final drive 111 can comprise at least one fourth sun gear 272, a plurality of fourth planet gears 274 (e.g., planetary gears), and a fourth ring gear 276. The second final drive 111 can also comprise a sixth carrier 278, wherein the sixth carrier 278 is a gear carrier that can support one or more of the fourth planet gears 274. The fourth sun gear 272 can mesh with the fourth planet gears 274, and the fourth planet gears 274 can mesh with the fourth ring gear 276.

[0067] One or more of the second bearings 226 can be arranged around the sixth support 278 or around at least one component that is rigidly connected to the sixth support 278, for example the second output 227. The one or more second bearings 226 can support the sixth support 278 and / or the second output 227, allowing the sixth support 278 and the second output 227 to rotate independently of the axle housing 208.

[0068] The fourth planet gears 274 can rotate with the sixth carrier 278 and rotate about features of the sixth carrier 278. The fourth planet gears 274 can be supported by a plurality of bearings, with at least one bearing provided for each of the fourth planet gears 274, each bearing being arranged around a feature of the sixth carrier 278 and positioned between the feature and a gear of the fourth planet gears 274. The fourth ring gear 276 can be rigidly connected to the axle housing 208 via a fourth coupling 280. The fourth coupling 280 can be a fastening system or part of a fastening system comprising at least one fastening element or multiple fastening elements. The rotation of the fourth planet gears 274 can drive the rotation of the sixth carrier 278 about the axis 206.

[0069] A fifth coupling 282 can secure the first brake 221 to the axle housing 208. Additionally, the fifth coupling 282 can connect the first brake 221 to one or more components of the first final drive 110. When the first brake 221 is secured to a component or fixture, it can be rigidly coupled to that component or fixture. A sixth coupling 284 can connect the second brake 223 to the axle housing 208. Additionally, the sixth coupling 284 can connect the second brake 223 to one or more components of the second final drive 111. The fifth coupling 282 and the sixth coupling 284 can each be a fastening system or part of a fastening system comprising at least one fastener or a plurality of fasteners. When secured to another component or feature, the second brake 223 can be rigidly coupled to that component or feature.

[0070] Optionally, a parking brake function can be provided, wherein the e-axle 104a or another axle of the present disclosure can comprise at least one parking brake component or several parking brake components that prevent rotation of the wheels 102a, 102b. The parking brake function can be implemented by at least one or a combination of three different arrangements. The arrangements that enable the parking brake function are considered variants of the basic structure of an axle and a drive train of the present disclosure, such as that shown in Fig. 2 shown E-axis 104a and the E-drive.

[0071] There may be one or more brakes on the E-axle 104a or other E-axles of the present disclosure that are parking brakes. For example, an axle of the present disclosure may have a special parking brake on the carrier of the central planetary gear set. In other words, the parking brake may be implemented with a simple pawl or another technology.

[0072] Another example would be a parking brake that operates on the conventional principle of a spring-operated hydraulic release (SAHR). A third example is the possibility of a variety of parking brakes that are a first and second transmission clutch, such as the first transmission clutch 249 and the second transmission clutch 239, respectively. The first and second clutches are SAHR clutches (negative clutches). Additionally or alternatively, the first brake 221 and the second brake 223 can be parking brakes that engage (close) when a vehicle is parked with the axle in place. The first brake 221 and the second brake 223 can also be SAHR clutches.

[0073] The one or more parking brakes can connect one or more shafts to an axle housing and / or gearbox housing of the E-axle 104a or any other axle of the present disclosure.

[0074] E-Drive 200 shows a first power flow, represented by a multitude of dashed lines 292 with arrows indicating the direction. E-Drive 200 also shows a second power flow, represented by a multitude of dotted lines 294. The rotational force generated by the electric machine 114, such as torque, can follow the first power flow when the first transmission clutch 249 is engaged and the second transmission clutch 239 is disengaged. The rotational force generated by the electric machine 114, such as torque, can follow the second power flow when the second transmission clutch 239 is engaged and the first transmission clutch 249 is disengaged.

[0075] The first power flow shows that the torque generated by the electric machine 114 can drive and rotate the input 231. The input 231 drives and rotates the first sun gear 232. When the first sun gear 232 engages with the first planet gears 234, it rotates and drives the first planet gears 234 around the axis 206. The second gear clutch 239 is open, allowing the first ring gear 236 to be rotated by the first sun gear 232, the first planet gears 234, and the input 231. The first ring gear 236 can rotate as a unit together with the first sun gear 232, the first planet gears 234, and the input 231. When the first sun gear 232, the first planet gears 234, and the ring gear 236 rotate as a unit, torque and / or other rotational energy bypass the first sun gear 232.The first transmission clutch 249 is closed to prevent the rotation or turning of the third carrier 248 about the axis 206 and to prevent the second planet gears 244 from rotating about the axis 206. When engaged with the second ring gear 246, the second planet gears 244 rotate, and the second ring gear 246 rotates about the axis 206. The fourth carrier 250 rotates with the second ring gear 246, and the fourth carrier 250 drives the differential 216. More precisely, the differential carrier 252 rotates with the fourth carrier 250.

[0076] The second power flow shows that the torque generated by the electric machine 114 can drive and rotate the input 231. The input 231 drives and rotates the first sun gear 232. When the first sun gear 232 engages with the first planet gears 234, it rotates and drives the first planet gears 234 around the axis 206. The second gear clutch 239 is closed, which locks the first ring gear 236 to the gear housing 218 and / or the axle housing 208 and prevents the first ring gear 236 from rotating with the first sun gear 232 and the first planet gears 234. The first gear clutch 249 is open, allowing the third carrier 248 to rotate or turn around the axis 206. The first carrier 238 is driven by the rotation and turning of the first planet gears 234, with the first carrier 238 rotating about the axis 206.The first carrier 238 and / or an input rigidly coupled, connected, or formed from it can drive the differential 216. More precisely, the differential carrier 252 rotates with the first carrier 238 and / or the input.

[0077] The disclosure relates to a configuration of an electric axle comprising an electrified drivetrain, referred to herein as the e-drive. The electric axle includes at least one gearbox and an electric machine, wherein the gearbox and the electric machine are integrated into the e-axle. The e-axle, and in particular the gearbox integrated therein, comprises at least two planetary gear sets. Additionally, the e-axle may include another pair of planetary gear sets, with a final drive being able to include one planetary gear set of the other pair of planetary gear sets. The e-axle also houses and integrates a differential and a differential gear. The e-axle may include two shafts, each of which is driven by wheels. Each of the two shafts may be selectively coupled to wheels via a final drive.With selective coupling via a final drive, an e-axle shaft can couple one or more wheels via a planetary gear set specific to the final drive. The e-axle components can be housed in a casing called an axle housing.

[0078] The electric motor and transmission can be driven by the differential and differential gears to transfer rotational energy, for example via torque, to the differential. For instance, the electric motor can drive the differential via the transmission. The transmission outputs can be coupled to the differential carrier, so that the carrier is driven and rotated by the rotational energy generated by the electric motor. The rotation of the differential carrier can then drive the differential gears and spur gears within it. The spur gears can be rigidly coupled to the axle shafts of the E-axle, thus driving the wheels via the axle.

[0079] The transmission is a two-speed gearbox with two gear speeds (e.g., gear ratios) containing a variety of planetary gear sets with gears selectable via clutches. The clutches can be wet clutches. A first transmission clutch can be engaged to select a first gear speed for the transmission. This first clutch selectively locks or disengages a first ring gear of a planetary gear set to the axle housing, allowing the planetary gear set to rotate freely from the axle housing. A second transmission clutch can be engaged to select a second gear speed for the transmission. The first and second transmission clutches can also act as differential brakes, stopping power transmission and rotation of the differential gears when engaged.More precisely, the first transmission clutch can act as a brake for the differential carrier, stopping the rotation of the differential carrier.

[0080] Additional configurations of an electric drive and an electric axle of the present disclosure may be provided for applications with a lower overall drivetrain ratio, wherein the alternative configurations have a single planetary gear set for the transmission. Examples of electric drives and electric axles of the present disclosure with a transmission having a single planetary gear set are provided in the Fig. 3-4 shown.

[0081] For specific packaging requirements, an e-drive and an e-axle of the present disclosure can use an alternative arrangement of the couplings (e.g., a first gear coupling and a second gear coupling) for the transmission, wherein the couplings are arranged to couple rotating elements of a single planetary gear set and comprise a plurality of planetary gear sets. An example of a configuration with two planetary gear sets, with a first gear coupling and a second gear coupling specific to a single planetary gear set, is shown in Fig. depicted.

[0082] Furthermore, for the in the Fig. In the example configurations of e-drives and e-axles shown in Figures 2-5, the overall transmission ratio of the drivetrain can be increased by arranging final drives (e.g., hub drives) to have a second stage or a larger number of stages of planetary gear sets. This option is also applied to conventional axles and can be combined with an additional central planetary gear set or a variety of additional planetary gear sets (e.g., one or more planetary gear sets of gearbox 108), as described above.

[0083] For applications where a power shift for a vehicle, for example a vehicle 100, is undesirable, the wet clutches of the e-drives and e-axles of the present disclosure can be replaced by jaw clutches.

[0084] In Fig. Figure 3 shows the circuit diagram of an electric drive 300. The electric drive 300 is a third example of an electric drive configuration for an electric axis 104b. The gearbox 108 of the electric axis 104b and the second drive configuration of the present disclosure can only have one planetary gear set and a first input from the electric machine 114 to drive the planetary gear set. For example, the electric drive 300 can include a configuration of the first planetary gear set 212 with the first input 231, which can drive the electric machine 114 to the first planetary gear set 212. The first input 231 is rigidly coupled to the first sun gear 232.

[0085] The first PGS 212 of the E-drive 300 and the E-axle 104b comprises a first support 338 for supporting the first planet gears 234. More precisely, the first planet gears 234 can be supported by a plurality of bearings, with at least one bearing provided for each of the first planet gears 234, each bearing arranged around a feature of the first support 338 and positioned between the feature and a gear of the first planet gears 234. The first support 338 can be rigidly connected to, attached to, or formed from the differential support 252.

[0086] The first transmission clutch 342 can be an alternative example of a transmission clutch 249 made of Fig. The first transmission clutch 342 can be a SAHR clutch. When engaged (i.e., closed), the first transmission clutch 342 can select the first gear speed of the transmission 108. The first transmission clutch 342 can selectively couple the first ring gear 236 and the second carrier 240 to the transmission housing 218 and / or the axle housing 208. More precisely, the first transmission clutch 342 selectively couples the second carrier 240 to a first hub 346, the first hub being rigidly connected to the transmission housing 218 and / or the axle housing 208. The first transmission clutch 342 can have a first clutch input and a first clutch output. Either the first ring gear 236 or the second carrier 240 can be rigidly connected to or form the first clutch input. In the closed state, the first transmission clutch 342 selectively couples the first clutch input and the first clutch output.The first clutch output can be rigidly connected to a first clutch 362.

[0087] Similarly, the gearbox 108 of the e-axle 104a can include a second gearbox coupling 344. The second gearbox coupling 344 can be an alternative example of a second gearbox coupling 239 made of Fig. The second gear coupling 344 can be a SAHR. When engaged, the second gear coupling 344 selects the second gear speed of the gearbox 108. The second gear coupling 344 can selectively couple the first sun gear 232 and the first input 231 to the first carrier 338. More precisely, the second gear coupling 344 can selectively couple a second hub 348 to the first carrier 338. The second gear coupling 344 can have a second coupling input and a second coupling output. The second hub 348 can be rigidly coupled to the second coupling input or form it. The first carrier 338 can be rigidly coupled to the second coupling output or form it. In the closed state, the second gear coupling 344 selectively couples the second coupling input and the second coupling output. The first support 338 of the electric drive 300 can be rigidly connected to the differential support 252.

[0088] The first clutch 362 can lock the first hub 346 to the gearbox housing 218 and / or the axle housing 208. When locked to the gearbox housing 218 and / or the axle housing 208, the first hub 346 can rigidly couple the gearbox housing 218 and / or the axle housing 208. A second clutch 372 can lock the first brake 221 to the gearbox housing 218 and / or the axle housing 208. A third clutch 374 can connect the second brake 223 to the gearbox housing 218 and / or the axle housing 208. When locked to the gearbox housing 218 and / or the axle housing 208, the first brake 221 and the second brake 223 can be rigidly coupled within it.

[0089] The second transmission clutch 344 can selectively couple the first sun gear 232 and the first input 231 with the first carrier 338. The first carrier 338 of the electric drive 300 can be rigidly connected to the differential carrier 252.

[0090] The electric machine 114 can comprise a rotor 382 and a stator 384. The rotor 382 can be rigidly coupled to, connected with, or form the first input 231. The electric machine 114 can supply rotational energy in the form of torque to the first input 231 to drive the second power take-off shaft.

[0091] The electric drive 300 shows a first power flow, represented by several dashed lines 392 with arrows indicating the direction. Likewise, the electric drive 300 shows a second power flow, represented by a multitude of dotted lines 394. The rotational force generated by the electric machine 114, such as torque, can follow the first power flow when the first transmission clutch 342 is engaged and the second transmission clutch 344 is disengaged. The rotational force generated by the electric machine 114, such as torque, can follow the second power flow when the second transmission clutch 344 is engaged and the first transmission clutch 342 is disengaged.

[0092] The first power flow shows that the torque generated by the electric machine 114 can drive and rotate the input 231. The input 231 drives and rotates the first sun gear 232. When the first sun gear 232 engages with the first planet gears 234, it rotates and drives the first planet gears 234 around the axis 206. The first gear clutch 342 is closed, locking the first ring gear 236 and the second carrier 240, thus preventing their rotation. The second gear clutch 344 is open, allowing the first carrier 338 to rotate independently of the first ring gear 236 and the input 231. More precisely, the open second gear clutch 344 allows the first carrier 338 to rotate independently of the second hub 348. The first carrier 338 drives the differential.More precisely, the differential carrier 252 rotates with the first carrier 338.

[0093] The second power flow shows that the torque generated by the electric machine 114 can drive and rotate the input 231. The input 231 drives and rotates the first sun gear 232. When the first sun gear 232 engages with the first planet gears 234, it rotates and drives the first planet gears 234 around the axis 206. The first gear coupling 342 is open, allowing the first ring gear 236 and the second carrier 240 to rotate. The second gear coupling 344 is closed and selectively couples the first carrier 338 to the input 231 and the first sun gear 232. The first sun gear 232, the first planet gears 234, the first ring gear 236, the first carrier 338, and the second carrier 240 can rotate as a unit, with torque and / or other rotational energy bypassing the first sun gear 232. The first support 338 drives the differential. More precisely, the differential support 252 rotates with the first support 338.

[0094] Fig. Figure 4 shows a schematic representation of an E-drive 400, which represents a third example of a configuration of an E-drive with an axis of the present disclosure: an E-axis 104c. The third example of the E-drive 400 has only one planetary gear set and only one first input from the electric machine 114 to couple the planetary gear set for driving. For example, the E-drive 400 can include a configuration of the first PGS 212 with the first input 231, which can couple the electric machine 114 to the first PGS 212 for driving.

[0095] The first transmission clutch 442 is an alternative example of a first transmission clutch, starting from the first transmission clutch 249 in Fig. 2 and the first transmission clutch 342 in Fig. 3. The first input 231 can selectively couple the first sun gear 232 via a first transmission clutch 442. The first transmission clutch 442 can engage (close) to selectively couple the first sun gear 232 to the first input 231, with the first sun gear 232 and the first input 231 being rigidly connected. The first transmission clutch 442 can disengage (open) to decouple the first sun gear 232 from the first input 231. When the first transmission clutch 442 is closed and the first sun gear 232 is selectively coupled to the first input 231, a first gear speed can be selected for the transmission 108. In other words, the transmission 108 can deliver rotational energy, such as torque, in first gear when the first transmission clutch 442 is engaged. The first transmission clutch 442 can have a first clutch input and a first clutch output.The first input 231 can be rigidly coupled to the first coupling input or form it. The first sun gear 232 can be rigidly coupled to the first coupling output or form it. In the closed state, the first sun gear 232 selectively couples the first coupling input and the first coupling output.

[0096] The E-Drive 400 shows the first power flow, represented by the dashed lines 392 with arrows indicating the direction. The E-Drive 400 also shows a second power flow, represented by a multitude of dotted lines 494. The rotational force generated by the electric machine 114, such as torque, can follow the first power flow when the first transmission clutch 442 is engaged and the second transmission clutch 344 is disengaged. The rotational force generated by the electric machine 114, such as torque, can follow the second power flow when the second transmission clutch 344 is engaged and the first transmission clutch 442 is disengaged.

[0097] The first power flow of the E-drive 400 is essentially similar to the first power flow of the E-drive 300. The first ring gear 236 is prevented from rotating with the first power flow of the E-drive 400.

[0098] The second power flow shows that the torque generated by the electric machine 114 can drive and rotate the input 231. The first gear coupling 442 is open to allow the input 231 to rotate independently of the first sun gear 232. The second gear coupling 344 is closed to allow the first carrier 338 to rotate with the input 231. The first carrier 338 rotates and drives the first planet gears 234 about the axis 206. The second gear coupling 344 is closed and selectively couples the first carrier 338 to the input 231 and the first sun gear 232. The first sun gear 232, the first planet gears 234, and the first carrier 338 can rotate as a unit. When the first sun gear 232, the first planet gears 234 and the first carrier 338 rotate as a unit, torque and / or other rotational energy bypass the first sun gear 232. The first carrier 338 drives the differential.More precisely, the differential carrier 252 rotates with the first carrier 338.

[0099] In Fig. Figure 5 shows the circuit diagram of an electric drive 500. The electric drive 500 is a fourth example of a configuration of an electric drive with one axis of the present disclosure: an electric axis 104d. The gearbox 108 of the electric drive 500 is two-stage, has two planetary gear sets, and only one first input from the electric machine 114 to drive the planetary gear set. However, a single planetary gear set of the gearbox 108 of the electric drive 500 with couplings may also be present.

[0100] For example, the E-Drive 500 can contain the first PGS 212. The first PGS 212 is similar to the one described for the E-Drive 300 in [reference missing]. Fig. 3 arranged, wherein the first PGS 212 comprises the first gear coupling 342 and the second gear coupling 344. The first input 231 can couple the electric machine 114 to the first PGS 212 in a driving manner. The first gear coupling 342 can engage (close) to selectively couple the first ring gear 236 and the second carrier 240 to the gear housing 218 and / or the axle housing 208. The first gear coupling 342 can disengage (open) to decouple the first ring gear 236 and the second carrier 240 from the gear housing 218 and / or the axle housing 208. The second gear coupling 344 can engage (close) to selectively couple the first sun gear 232 and the first input 231 to the first carrier 338. The second transmission clutch 344 can disengage (open) to decouple the first sun gear 232 and the first input 231 from the transmission housing 218 and / or the axle housing 208.

[0101] However, it should be noted that an alternative example for the electric drive may involve a different arrangement of the first PGS 212. For example, the first PGS 212 may be arranged similarly to that in electric drive 400 in Fig. 4 arranged, wherein the first PGS 212 is the first transmission clutch 442 Fig. 4 instead of the first gear coupling 342. The first input 231 can selectively couple the first sun gear 232 via a first gear coupling 442. The first gear coupling 442 can engage (close) to selectively couple the first sun gear 232 to the first input 231, with the first sun gear 232 and the first input 231 being rigidly connected. The first gear coupling 442 can disengage (open) to decouple the first sun gear 232 from the first input 231.

[0102] The gearbox 108 can include a second planetary gear set 514 (PGS). The second PGS 514 has no couplings that can selectively couple the gears it contains with other components and features of the electric drive 500. The second PGS 514 can be formed from a second sun gear 542, a plurality of second planet gears 544 (e.g., planetary gears), and a second ring gear 546. The second ring gear 546 can be fixed and rigidly coupled to the gearbox housing 218 and / or the axle housing 208 via a fourth coupling 550. The plurality of second planet gears 544 can be supported by a third carrier 548. The second sun gear 542 can mesh with the second planet gears 544. The second planet gears 544 can mesh with the second ring gear 546. The third support 548 can be rigidly connected to the differential support 252.

[0103] For example, the E-axis 104d can have a first power flow and a second power flow through the first PGS 212, which is in Fig. The paths shown by the dashed lines 392 and the dotted lines 394 are followed. The first carrier 238 can, however, rotate the second sun gear 542 and thus drive the second PGS 514. Driving the second PGS 514 rotates the second planet gears 544, which in turn rotate the third carrier 548. The third carrier 548 can rotate about the axis 206. The differential carrier 252 can rotate with the third carrier 548 and drive the differential 216.

[0104] Similarly, for example, the E-axis 104d can have a first power flow and a second power flow through the first PGS 212, which in Fig. The paths shown by the dashed lines 392 and the dotted lines 494 are followed. The first support 238, however, can rotate the second sun wheel 542 and thus drive the second PGS 514.

[0105] E-axis assemblies of the present disclosure, such as E-axis 104a, E-axis 104b, E-axis 104c, and E-axis 104d, can be rigid axis configurations, such as a rigid planetary axis™ of type 37R. An electric machine of an E-axis of the present disclosure, such as electric machine 114, can have a torque output of at least 180 hp. In other words, electric machine 114 can be at least a 180 hp electric motor or an electric motor generator. One or more of the couplings used by the E-axles of the present disclosure, such as the second gear coupling 239 and / or the first gear coupling 249, may be used. Fig. 2, the second transmission clutch 344 from Fig. 3-5, the first gearbox clutch 342 from the Fig. 3 and Fig. 5 and / or the first transmission clutch 442 from Fig. 4, can be eSV604 couplings. A differential of the present disclosure, such as differential 216, can be a differential with configurations compatible with a rigid planetary shaft 37R, such as no-spin differentials, limited-slip differentials, Posi-Torque™ differentials, Hydra-Lok™ differentials, and the like. The hub drives of the present disclosure, such as first final drive 110 and second final drive 111, can be or include 17D wheel ends.

[0106] The transmission 108 of the e-axles of the present disclosure comprises at least two drive-mode clutches that enable drive modes for the e-axle 104a or other e-axles of the present disclosure. In other words, the two drive-mode clutches can activate two different gears (e.g., speeds) for the transmission. The transmission clutches used in the exemplary embodiments of the transmission 108 are the drive-mode clutches. For example, the first transmission clutch 249, the first transmission clutch 342, the first transmission clutch 442, and other examples of first transmission clutches for the transmission 108 can each be a first drive-mode clutch. Likewise, the second transmission clutch 239, the second transmission clutch 344, and other examples of second transmission clutches 108 can each be a clutch for the second drive mode.

[0107] Fig. Figure 6 shows a table 600 with a variety of transmission states and vehicle modes that can be selected and executed via a transmission by engaging various clutches or brakes of the present disclosure. The transmission can select the transmission 108 from the Fig. 1-5. The clutches comprise a first transmission clutch and a second transmission clutch. The first transmission clutch can be the first transmission clutch 249 from Fig. 2 or the first transmission clutch 342 from Fig. 3 and Fig. 5 or the first transmission clutch 442 from Fig. 4. The second transmission clutch can be the second transmission clutch 239 from Fig. 2 or the second transmission clutch 344 from Fig. 3-5. The brakes can be the first brake 221 and / or the second brake 223 from the Fig. 2-5.

[0108] A first column, 612, lists the clutches or brakes specific to each row, with each row designated by the first column, 612, indicating states for the clutch or brake that are characteristic of a particular axle setting. The second column, 614, indicates whether a clutch or brake listed in the first column, 612, is engaged during a safe / towing condition for the transmission. During the safe / towing condition, the e-axle and a vehicle comprising the axle can be towed while preventing damage to e-axle components, such as the gears and rotating elements of an electric machine, the transmission, the differential, and / or the e-axle clutches. The third column, 616, indicates whether a clutch or brake listed in the first column, 612, is engaged to provide a first gear state for the transmission.In first gear, the transmission can output torque at a first gear speed. Column 618 indicates whether a clutch or brake listed in column 612 is engaged to provide a second gear. In second gear, the transmission can output torque at a second gear speed. Column 620 indicates whether a clutch or brake listed in column 612 is engaged to establish a parking brake state for the transmission. There can be one or more brakes that act as parking brakes. Column 6 indicates whether a clutch or brake listed in column 612 is engaged to provide a hill hold state for the transmission.

[0109] As shown in the first column 612, the first row 632 shows the states of a first clutch (e.g., a first transmission clutch) for the vehicle under various settings, with the first clutch engaging first gear. As shown in the first column 612, the second row 634 shows the states of a second clutch (e.g., a second transmission clutch) for the vehicle under various settings, with the second clutch enabling second gear. As shown in the first column 612, the third row 636 shows the states of the vehicle's brakes and parking brakes under various settings.

[0110] During the safe / towing state (column 614), the first clutch, second clutch, and brakes / parking brakes are disengaged. In first gear mode (column 616), the first clutch is engaged, but the second clutch and brakes / parking brakes are disengaged. In second gear mode (column 618), the second clutch is engaged, but the first clutch and brakes / parking brakes are disengaged. In parking brake mode (column 620), the brakes / parking brakes are applied, but the first and second clutches are disengaged. During the coasting brake mode (column 622), the first clutch, second clutch, and brakes / parking brakes are engaged.

[0111] In Fig. Figure 7 is a flowchart of a method 800 for switching between different operating modes or settings for an electric drive and an electric axis contained therein, as described in this disclosure. The method 700 can be used for and executed on the electric drives and electric axes of this disclosure, for example, electric drives 200, 300, 400, and 500, or axes 104a, 104b, 104c, and 104d. The steps of the method 700 can be executed by one or more control units, for example, control unit 126. Fig. 1 or one or more other control units, for example a control unit 921 from Fig. 9, which is described below. The one or more control units can make decisions based on sensor signals or user input signals, the sensor signals being received from one or more of a variety of sensors, such as the sensors 128 from Fig. 1. The control unit can send one or more command signals to activate various modes of Procedure 700, such as gear states, brake states, hill start hold states, safety states, and other modes and / or settings. More specifically, various modes of Procedure 700 can be activated via one or more command signals to actuate actuators to activate or deactivate the modes, such as the actuators 130 in Fig. 1.

[0112] The brakes can select the first brake 221 and the second brake 223 from the Fig. 2-5 include. The brakes can also include examples of the first gear clutches and the second gear clutches of the e-axles. The one or more pumps can be the pump 140 from Fig. 1. The motor(s) can / can power the motor 158 and / or the electric machine 114. Fig. 1. The valve block can include the valve block 160 from Fig. 1 be or include. Additionally or alternatively, the gearbox and pump arrangement according to method 700 can be part of a gearbox system 900 and a pump arrangement 902 according to Fig. 9. Likewise, the actuators and pumps, the motor and the valves that are actuated via the actuators for the process 700 can be part of the transmission system 900 and the pump arrangement 902.

[0113] Procedure 700 can be started and continue with 702, where the operating conditions for the e-axis are determined. Procedure 700 continues with 704, where the e-axis is put into a neutral state, which can be referred to here as neutral mode.

[0114] Procedure 700 continues with 706, where procedure 700 determines whether a vehicle key has been turned to deactivate the electric drive of the e-axle (e.g., key removed). Deactivation can be detected by a signal received from a control unit to turn off the ignition. The signal to turn off the ignition can be generated from digital or analog signals received from the manual input via the ignition key. Additionally or alternatively, the signal to turn off the ignition can be a digital signal from a key fob and / or a digital or manual signal triggered by pressing an on / off button or other input / off device in the vehicle.A command signal to switch off the ignition can additionally or alternatively denote an initial command signal sent by the control unit to switch off the electric machine of the e-axle after the control unit has determined conditions for switching off.

[0115] If the key is switched off or another signal to switch off the ignition has been generated (e.g., 706 is YES), procedure 700 continues with 708. At 708, procedure 700 activates a parking mode in which the e-axle, and thus the vehicle including the axle, is parked. In parking mode, one or more parking brakes of the electric drive and the e-axle are applied. The parking brake blocks an output of the electric motor and an input to the differential of the electric drive and the e-axle, thus preventing rotation of the differential components and the rigidly connected axle shafts. Additionally or alternatively, several parking brakes can be wheel-side brakes that block the axle shafts of the e-axle, thus preventing rotation of the axle shafts within them.

[0116] In addition to the key-off command signal, there can be an initial set of command signals from a control unit to one or more pumps, one or more motors driving the pump, and a valve block. The ignition-off signal and / or the initial set of command signals increase or decrease the pressure of one or more pumps, the speed of one or more motors, and open or close one or more valves of a valve block to actuate the vehicle's brakes, including one or more parking brakes.

[0117] The first set of initial command signals increases or decreases the pressure of the pump(s) and the speed of the motor(s), and opens or closes valves in the valve block to actuate (close) the brakes. For example, the first set of command signals can be sent to actuators of the pumps, motor, and valves to change a variety of initial hydraulic pressures and actuate the brakes. In one set of examples, the initial hydraulic pressures can be reduced below a threshold to close the brakes. In a second set of examples, the initial hydraulic pressures can be increased above another threshold to close the brakes.

[0118] Procedure 700 continues with 710, where the electric drive and the electric axis are switched off. During the shutdown process, the electric machine is de-energized, thus preventing the rotor from rotating and generating rotational force, such as torque. After 710, procedure 700 is completed.

[0119] Returning to 706: If the key is not turned off or the generation of a signal to turn off the ignition has been prevented (for example, if 706 is NO), procedure 700 continues to 712, where procedure 700 determines whether a safety event has occurred. A safety event can be determined from one or more sensors, referred to here as safety event signals, indicating a safety event for the vehicle. A safety event can also be determined from a user input signal, also referred to here as a safety event signal, for a safety mode, such as a tow condition. The safety mode that enables a tow condition allows the axle and a vehicle containing the axle to be towed while preventing damage.A control unit can detect that a safety event has occurred and that a sensor signal is a safety event signal if one or more sensor signals are outside the permissible range. For example, a sensor signal may exceed one or more first thresholds. Upon reaching or exceeding one or more first thresholds, the sensor signal is evaluated by the control unit as a safety event signal. Another example: The sensor signal may exceed one or more second thresholds. Upon reaching or exceeding one or more of these thresholds, the sensor signal is evaluated by the control unit as a safety event signal.In response to one or more safety event signals, the control unit sends a second command signal to activate a safe state, the second command signal being referred to as the safety state command signal.

[0120] If a safety event occurs (712 is YES), procedure 700 continues to 714. At 714, procedure 700 puts the E-axle into the safe state. In the safe state, the E-axle's transmission clutches disengage, preventing the transmission of rotational force through the first and second planetary gear sets to the differential. In the safe state, the first transmission clutch, the second transmission clutch, and the brakes, including one or more parking brakes, are released. After 714, the procedure can return to 806 and determine whether the key has been turned to disengage the E-axle's electric drive.

[0121] In addition to the safety status command signal, the control unit can send a second set of command signals to one or more pumps, one or more motors driving the pumps, and a valve block. The safety status command signal and / or the second set of command signals increase or decrease the pump pressure, the motor speed, and open or close valves in the valve block to disengage (open) the first transmission clutch, the second transmission clutch, and the brakes of the e-axle. For example, the second set of command signals can be sent to actuators of the pumps, motor, and valves, which change a variety of hydraulic pressures to disengage the first transmission clutch, the second transmission clutch, and the brakes.In a first set of examples, the initial hydraulic pressures can be increased above at least a first threshold to release the brakes, and above a second threshold to release the first and second transmission clutches. In a second set of examples, the initial hydraulic pressures can be decreased above at least a first threshold to release the brakes, and above a second threshold to release the first and second transmission clutches.

[0122] Returning to 712: If no safety event occurs (712 is NO), procedure 700 proceeds to 722. At 722, procedure 700 determines whether a driver and / or another vehicle occupant selects a drive mode. The driver and / or occupant can select the drive mode via an input device such as a lever and / or pedal, or another input device such as a set of buttons or knobs. For example, the drive mode selection can be sent as an input signal to the control unit. In response to the input signal, the control unit sends a third command signal to activate the drive mode. Another example: The drive mode selection can be an analog signal from the input. The third command signal, or the analog signal, can be referred to here as the drive mode signal. The drive mode signal switches the axle to drive mode. If no drive mode is selected (for example,If 722 is NO), procedure 700 returns to 704. If a drive mode is selected (e.g., 722 is YES), procedure 700 continues to 724, where the drive operations begin, selecting and operating specific drive operations and gears of the e-axle's transmission. After and during the drive operations of 724, procedure 700 continues to 726.

[0123] At step 726, procedure 700 determines whether a safety event occurred during the driving operations of step 724. If a safety event occurred (e.g., 726 is YES), procedure 700 continues with step 714, where the e-axle is brought into a safe state. If no safety event occurred (e.g., 726 is NO), procedure 700 continues with step 728.

[0124] At 728, procedure 700 determines whether a hill start event has occurred. A hill start event can be triggered by detection from sensors or other inputs. Likewise, a hill start event can occur when an operator or other vehicle occupant sends a manual signal to activate the hill start function and vehicle mode provided via the e-axle. An input signal transmits the detection to the control unit. The control unit determines that the input signal is for the hill start event and sends a fourth hill start command signal. Alternatively, the input signal can be an analog signal separate from the control unit. The fourth command signal, or the analog signal, can be referred to here as the hill start command signal. If no hill start event has occurred (e.g., 728 is NO), procedure 700 returns to 724, and driving continues.If a hill start event has occurred (e.g., 730 is YES), procedure 700 continues with 730.

[0125] At step 730, procedure 700 puts the electric drive and the electric axle into a roll-back braking mode. In roll-back braking mode, the first transmission clutch, the second transmission clutch, and the brakes, including one or more parking brakes, of the electric axle and the electric drive located therein are engaged. After step 730, the process continues from step 700 to step 732.

[0126] In addition to the hill-hold command signal, a third set of command signals can be sent from the control unit to one or more pumps, one or more motors driving the pump, and a valve block. The hill-hold command signal and / or the third set of command signals increase or decrease the pump pressure, the motor speed, and open or close valves in the valve block to actuate (engage) the first transmission clutch, the second transmission clutch, and the brakes of the e-axle. For example, the third set of command signals can be sent to actuators of the pumps, motor, and valves that modify the hydraulic pressures to actuate the first transmission clutch, the second transmission clutch, and the brakes.In a first set of examples, the initial hydraulic pressures can be reduced beyond at least a first threshold to close the brakes, and beyond a fourth threshold to open the first and second transmission clutches. In a second set of examples, the initial hydraulic pressures can be increased beyond at least a first threshold to close the brakes, and beyond a second threshold to open the first and second transmission clutches.

[0127] In procedure 732, process 700 determines whether a safety event occurred during hill start mode and the operations of 732. If a safety event occurred (e.g., 732 is YES), process 700 continues with 714, where the e-axle is brought to a safe state. If no safety event occurred (e.g., 732 is NO), process 700 continues with 734.

[0128] At 734, procedure 700 determines whether a further command signal, for example, a fifth command signal from the control unit and / or from a driver or another occupant of the vehicle, is present to resume the drive operations of 724. If the drive operations have been resumed (e.g., 734 is YES), procedure 700 returns to 724. If the resumption of drive operation has been prevented (e.g., if 734 is NO), procedure 700 continues with 736.

[0129] At 736, procedure 700 determines whether a sixth command signal was sent by the control unit and / or the driver or another vehicle occupant to select neutral mode for the e-axle. If neutral mode is selected (e.g., 736 is YES), procedure 700 continues and returns to 704. If neutral mode is not selected (e.g., 736 is NO), procedure 700 continues and returns to 730, where the e-axle remains in roll-back braking mode.

[0130] In Fig. Figure 8 is a flowchart of a method 800 for switching between different operating modes of the drive mode for an electric drive and an electric axis contained therein, as disclosed in the present disclosure. The method 800 can be used for the electric drives 200, 300, 400 and 500, or the axes 104a, 104b, 104c and 104d.

[0131] Procedure 800 begins at 708 in Fig. 7 and continues to 802, where a starting gear is selected. At 802, the procedure selects between shifting a transmission of the electric drive to select a first gear (e.g., first engine speed) or a second gear (e.g., second engine speed). If a first gear is selected, the procedure can continue from 800 to 804, where the first gear is selected by the transmission. At least one initial command signal from the control unit and / or from a driver or other vehicle occupant can select the transmission setting for first gear. The initial command signal can be referred to here as the first gear signal. The first gear signal causes a first transmission clutch of the electric drive axle to engage (close) and a second transmission clutch of the electric drive axle to disengage (open).

[0132] In addition to the first gear signal, there can be an initial set of command signals from a control unit to one or more pumps, one or more motors driving the pump, and a valve block. The initial command signal or group of command signals increases or decreases the pressure of the pump(s) and the speed of the motor(s), and opens or closes valves in the valve block to engage the first clutch and disengage the second clutch. The one or more pumps can drive the pump 140. Fig. 1. The motor(s) can / can power the motor 158 and / or the electric machine 114. Fig. 1. The valve block can include the valve block 160 from Fig. 1 be or include. A variety of actuators used to operate the pumps, motor, and valves may include some of the 130 actuators. Fig. 1. Likewise, the actuators and pumps, the motor and the valves actuated by the actuators for procedure 800 can be part of the transmission system 900 and the pump assembly 902. The first set of initial command signals increases or decreases the pressure of the pump(s), the speed of the motor(s), and opens or closes valves of the valve block to engage the first clutch and disengage the second clutch. For example, the first set of signals can be sent to actuators of the pumps, motor, and valves to change a first hydraulic pressure to engage the first clutch and a second hydraulic pressure to disengage the second clutch.In a first set of examples, the first and second hydraulic pressures can be reduced below a first pressure threshold to close the first clutch, and increased above a second pressure threshold to open the first clutch and close the second clutch. In a second set of examples, the first and second hydraulic pressures can be reduced below a third pressure threshold to close the first clutch, and increased above a second pressure threshold to open the first clutch and close the second clutch.

[0133] If second gear is selected (e.g., "Second Gear"), procedure 800 can be continued with 806, where second gear is selected by the transmission. A second command signal from the control unit and / or from a driver or other vehicle occupant can set the gear selector switch so that the transmission is operating in second gear. This second command signal can be referred to here as the second gear signal.

[0134] The signal for second gear causes a first transmission clutch of the e-axle to disengage (open) and a second transmission clutch of the e-axle to engage (close).

[0135] In addition to the signal for second gear, the control unit can send a second set of command signals to the one or more pumps, the one or more motors driving the pumps, and the valve block. This second set of command signals increases or decreases the pump pressure, the motor speed, and opens or closes valves in the valve block to engage the first clutch and disengage the second clutch. For example, the second set of command signals can be sent to the actuators of the pumps, motors, and valves to change the hydraulic pressure of the first clutch to disengage the first clutch and the hydraulic pressure of the second clutch to disengage the second clutch.

[0136] From 804, procedure 800 continues to 812, where a gear change event from first gear is determined. In other words, procedure 800 evaluates whether there is a desire to shift out of first gear. The desire to shift out of first gear can be determined by receiving the signal for second gear. If there is a desire to shift out of first gear (e.g., YES), procedure 800 continues to 806, where the transmission shifts the E-axle into second gear. If there is no desire to shift out of first gear (e.g., 812 is NO), the E-axle remains in first gear, and procedure 800 ends.

[0137] From 806, procedure 800 continues to 814, where a gear change event from second gear is determined. In other words, procedure 800 evaluates whether there is a desire to shift out of second gear. The desire to shift out of second gear can be determined by receiving the signal for first gear. If there is a desire to shift out of second gear (e.g., YES), procedure 800 continues to 804, where the transmission shifts the E-axle into first gear. If there is no desire to shift out of second gear (e.g., 814 is NO), the E-axle remains in second gear, and procedure 800 ends.

[0138] The disclosure provides a method for switching between different operating modes for the e-axle. These operating modes include a mode for engaging the e-axle in a neutral state, a driving mode, a mode for engaging a rollover feature, modes for engaging a safe state and / or a towing state, and a mode for engaging a parking brake. The towing state can be a disengaged mode in which no clutches are engaged and the wheels of an axle can rotate independently of the axle shafts, the differential gears, and the transmission gears. The method also includes the selection of different gear modes during a driving maneuver.

[0139] In other words, the disclosure provides a method for switching between different operating modes for an electric axle, comprising: setting an axle to a neutral mode; switching an electric axle to drive mode by engaging a first clutch or a second clutch, wherein the first clutch and the second clutch are clutches of at least one planetary gear set, the engagement of the first clutch enabling a first speed and the engagement of the second clutch enabling a second speed for a transmission that is rigidly coupled to and outputs to the electric axle; switching the electric axle to a hill-start mode when a hill-start command signal or event is detected by engaging the first clutch, the second clutch, and one or more brakes; and transitioning the electric axle to park mode.When a signal or event to switch off the ignition is detected by engaging one or more brakes, a control unit sends a first set of command signals to a hydraulic pump and valve block to engage the first clutch, the second clutch, and the one or more brakes, and sends a second set of command signals from the control unit to the hydraulic pump and valve block to disengage the first clutch, the second clutch, and the one or more brakes. In a first example of the procedure, during drive mode, the procedure includes engaging the first clutch and disengaging the second clutch in response to a first command signal for a first gear mode, and engaging the second clutch and disengaging the first clutch in response to a second command signal for a second gear mode.

[0140] In Fig. Figure 9 shows an example of a pump arrangement 902, which can be included in a transmission system 900. The transmission system 900 and the pump arrangement 902 can be used in a vehicle, for example, the vehicle 100. Fig. 1, be included. In other words, the pump arrangement 902 can be an example of the pump arrangement 139 of Fig. 1. Likewise, the transmission system 900 can comprise or be a transmission of the vehicle 100, for example the transmission 108 from the Fig. 1-5. The working fluid in the system can be oil, as previously shown in relation to the pump arrangement 139 and the dotted lines 144, which represent the fluid flow in Fig. 1. The transmission system 900 and the pump arrangement 902 can be represented with a variety of flow paths, which are explained in the Fig. 10A-10B are represented by solid lines with arrows, where the flow paths can indicate the flow direction of the working fluid, for example, oil. Furthermore, the control system 124 can consist of Fig. 1. Used to adjust the controllable components in the transmission system, as described in Fig. 9-10B shown.

[0141] In Fig. Figure 10A is an example of the pump arrangement 902 and the gear system 900 shown in a first state in which the components of the pump arrangement 902 are arranged such that a working fluid can flow over a first flow path 1000 and a second flow path 1002.

[0142] In Fig. Figure 10B is an example of the pump arrangement 902 and the gear system 900 shown in a second state in which the components of the pump arrangement 902 are arranged so that a working fluid can flow over a third flow path 1004 and a fourth flow path 1006.

[0143] The Fig. 9-10B can be used synonymously in the following.

[0144] The pump arrangement 902 includes an electric motor 158, which drives a first pump 906, a second pump 908, a third pump 910, and a drive shaft 912. The first, second, and third pumps 906, 908, and 910 are each hydraulic pumps. The first, second, and third pumps 906, 908, and 910 can each be positive displacement pumps. In such an example, the displacement volume of the individual pumps can differ. For example, the first pump 906 can have a larger displacement than the second pump 908, and the second pump 908 can have a larger displacement than the third pump 910. In this way, the size of the pumps can be selected to meet the requirements for the flow rate of a lubrication circuit and an actuation circuit, such as the lubrication circuit 154 and the actuation circuit 156.As previously explained, the lubrication circuit 154 supplies moving components such as bearings, gears, clutches, and the like with oil or another working fluid suitable as a lubricant, the working fluid lubricating the moving components. Likewise, the actuation circuit 156 supplies adjustable components in the transmission, such as clutches, brakes, shift rods, and the like, with oil or another suitable working fluid, which is used as a hydraulic fluid. The pressure change of the working fluid in pressure chambers and other fluid volumes within the actuation circuit 156, which is specific to one or more adjustable components, can actuate the one or more adjustable components therein.For example, the clutches of a transmission, such as the 108 transmission or another example of a transmission in the 900 transmission system, can be wet friction clutches designed to shift the transmission between discrete gears. It should be noted that wet friction clutches contain friction plates that allow for modulation of the torque transmission through the clutch.

[0145] Among the types of constant-displacement pumps that can be used for pumps 906, 908, and 910 are external gear pumps, which use two gears to increase the pressure of the fluid flowing through them. Due to the simplicity of external gear pumps, the design of the pump assembly is simplified, as the effort required to integrate the pumps into the system is less compared to variable-displacement pumps. This extends the applicability of the pump assembly to a wider range of vehicles, increasing its appeal to customers.

[0146] The motor 158 can receive electrical energy from an energy storage device 918 via an inverter 920. For example, the energy storage device 918 can store the energy contained in Fig. The drive battery 120 shown is shown. The inverter 920 can receive control commands from the control unit, which adjust the speed of the drive shaft 912 and thus the flow rate of the pumps. The inverter 920 can contain a control unit 921, which communicates electronically with another control unit, e.g., a TCU. The controller 921 includes circuits such as a processor, memory, input / output terminals, and the like. The controller 921 can control the control unit 126 or another control unit of the Fig. The control system shown in example 124 will be used. In other examples, however, the inverters 920 can be omitted.

[0147] As an example of a different arrangement, the electric machine 114 can be taken from the Fig. 1-5 can be used instead of the motor 158. The drive shaft 912 can be an output of the electric machine 114, for example, the rotating element 233. In other words, the drive shaft 912 can be a hollow shaft or another shaft configuration rigidly connected to the rotor 382 from the Fig. 3-5 is coupled and / or is driven by the electric machine 114.

[0148] The 158 motor can be designed to run at a selected speed. Examples of applications include 1,000 revolutions per minute (rpm), 1,200 rpm, and 1,500 rpm. The operating speed can be selected so that the pumps can meet the flow requirements of the lubrication circuit even when no shifting is taking place. Therefore, the operating speed can be chosen based on factors such as the pump displacement, the lubrication requirements of the transmission components, the lubrication system design, and so on. The 158 motor can also be designed for operation at higher speeds. More specifically, the 158 motor can be operated at a higher speed (e.g., peak speed) for a relatively short duration during shifting operations to meet the flow requirements of the actuating circuit during the shifting process.The motor peak loads account for a comparatively small percentage of the gearbox system's operating time. The gearbox system, and especially the pump drive, operates for a significantly longer period.

[0149] It is understood that the motor 158 has a certain heat capacity above a heat capacity threshold, which allows the motor 158 to generate more torque and power for a certain period before reaching an overtemperature condition at or above a temperature threshold (e.g., overheating). Therefore, the electric motor driving the pumps, along with the inverter 920, can be miniaturized to reduce the weight and complexity of the system while simultaneously increasing system efficiency. However, while the motor operates at these higher speeds and with sustained / higher torque (i.e., higher power), the motor temperature can be monitored to mitigate the risk of thermal damage to the motor. For example, the speed of the motor 158 can be reduced if the motor temperature (e.g., the temperature of the motor 158) exceeds a temperature threshold.The temperature threshold (e.g., a temperature threshold value) is an indicator of the deterioration of the motor components of engine 158. In other words, at or above the temperature threshold, the components of engine 158 can experience faster and undesirable chronic wear and / or undesirable acute wear compared to temperatures below the temperature threshold. In this way, engine 158 can be downsized but controlled in such a way that deterioration at peak loads is reduced by shortening the periods during which the engine operates at or above the temperature threshold.

[0150] A fluid reservoir 922 (e.g., sump) is also included in the pump arrangement 902. Fluid lines 924 establish a fluid connection between the fluid reservoir 922 and the pumps 906, 908, and 910, which extend between them. More precisely, the lines 924 are connected to the inlets 926, 928, and 930 of the first, second, and third pumps 906, 908, and 910, respectively. A filter 932 may be included in the line extending into the reservoir. However, the filter may be omitted from the system in other arrangements, configurations, or embodiments of the pump arrangement 902 or any other pump arrangement of this disclosure. Additionally, there is a return line 934, which may be in fluid communication with the lubricated components and the adjustable components that correspond to the lubrication circuit 154 and the actuation circuit 156. In this way, oil or other working fluid can circulate through the system.

[0151] Pumps 906, 908 and 910 each include outlets 936, 938 and 940. The outlet 936 of the first pump 906 is connected to the lubrication circuit 154 via a line 942, and the outlet 940 of the third pump 910 is connected to the actuation circuit 156 via a line 944.

[0152] A valve 946 is located in a transverse line 948 that connects the outlet 936 of the first pump 906 with the outlet 938 of the second pump 908. The valve 946 contains an electromagnet 950 designed to change the state of the valve 946. In an open state, as shown in Fig. 9 and Fig. As shown in Figure 10A, the valve allows fluid flow between the outlet 938 of the second pump 908 and the line 942, which connects the outlet 936 of the first pump 906 and the lubrication circuit 154. Conversely, in a closed state, as shown in Figure 10A, the valve prevents fluid flow between the outlet 938 of the second pump 908 and the line 942, which connects the outlet 936 of the first pump 906 and the lubrication circuit 154. Fig. Figure 10B shows the fluid flow between the outlet 938 of the second pump 908 and the line 944, which connects the outlet 936 of the first pump 906 to the lubrication circuit 154.

[0153] In the illustrated examples of Fig. In embodiment 9-10B, the valve 946 can be in an open position when the electromagnet 950 is not energized, and conversely, in a closed position when the electromagnet 950 is energized. A spring 952 ensures that the valve returns to the open position when the electromagnet is de-energized. However, other valve actuation schemes are also possible. For example, in alternative embodiments, the valve can be moved into the open position by energizing the electromagnet.

[0154] A check valve 954 is located in a cross-line 956 that connects the outlet 938 of the first pump 908 with the outlet 940 of the third pump 910. The check valve 954 is designed to allow fluid flow between the outlet 938 of the second pump 908 and the line 944, which connects the outlet 940 of the third pump 910 to the actuating circuit 156, when the pressure in the cross-line 956 exceeds a pressure threshold (e.g., a pressure limit). For example, the pressure threshold could be 1 bar. Another example would be a pressure threshold of 3 bar. A further example would be a pressure threshold of 5 bar. The check valve can be designed with a relatively low opening pressure to reduce losses.

[0155] In the example shown, a temperature sensor 958 is connected to the fluid reservoir 922 and a current sensor 960 is connected to the inverter 920. There can be multiple temperature sensors 958. There can be multiple current sensors 960. At least one temperature sensor 962 can also be connected to the motor 158. There can be multiple temperature sensors 962. The temperature sensors 962 can send signals to the control unit 126. Fig. 1 and / or the control unit 921 send. The temperature sensors 958, the current sensors 960 and / or the temperature sensors 962 can send signals from sensors 128. Fig. It should be 1. In other examples, different sensor arrangements can be used in the system.

[0156] Fig. 10A and Fig. Figure 10B shows the gear system 900 and the pump arrangement 902 with the valve in different configurations, providing different flow rates for the lubrication circuit 154 and the actuation circuit 156.

[0157] In Fig. Figure 10A shows the first flow path 1000 between the reservoir 922 and the lubrication circuit 154 together with the second flow path 1002 between the reservoir and the actuation circuit 156. Fig. At 10A, the inverter 920 is operated to drive the motor 158 at an operating speed (e.g., at or above a speed threshold to achieve a desired flow regime of the working fluid from the pumps 906, 928, and 930). The valve 946 is in an open configuration, allowing oil flow in the crossover line 948, and the check valve 954 is closed. As shown, fluid from the outlets of the first pump 906 and the second pump 908 is directed to the lubrication circuit 154. Likewise, fluid from the outlet of the third pump 910 is directed to the actuation circuit 156. In this way, the valve 946 is actuated so that a desired quantity of oil flows into the lubrication circuit 154, while a smaller quantity flows into the actuation circuit 156. In the Fig. In the arrangement shown in Figure 10A, both the first pump 906 and the second pump 908 work together and supply the required flow rate to lubrication circuit 154. In the arrangement shown in Fig. In the arrangement shown in Figure 10A, the third pump 910 functions as an independent pump and supplies the actuating circuit 156 with fluid at a flow rate that compensates for the losses in the actuating circuit 156. The pump arrangement 902 can be dimensioned such that the lubrication circuit 154 and the actuating circuit 156 receive a specific quantity of oil at the selected speed, thereby reducing losses in the system.

[0158] In Fig. Figure 10B shows the third flow path 1004 between the reservoir 922 and the lubrication circuit 154, together with the fourth flow path 1006 between the reservoir and the actuation circuit 156. Furthermore, in Fig. 10B of the inverter 920 is activated to run the motor 158 at a higher speed than in Fig. to drive 10B, wherein the valve 946 is in a closed configuration preventing oil flow in the crossover line 948, and the check valve 954 opens to allow oil flow through the crossover line 956.

[0159] As in Fig. As shown in Figure 10B, the fluid from the outlet of the first pump 906 is directed into the lubrication circuit 154, while the fluid from the outlets of the second pump 908 and the third pump 910 is directed into the actuation circuit 156, since the pressure increase in the cross-line causes the check valve 954 to open. In this way, the valve 946 can be strategically adjusted to meet the flow requirements of the actuation circuit 156 during transitional conditions (e.g., switching operations).

[0160] During gear changes, one or more clutches and / or brakes may be engaged. Examples include the second transmission clutch 239 and / or the first transmission clutch 249. Fig. 2, the second transmission clutch 344 from Fig. 3-5, the first gearbox clutch 342 from the Fig. 3 and Fig. 5 and / or the first transmission clutch 442 from Fig. Four of these can be actuated during gear changes to engage or disengage (i.e., to open or close). Additionally or alternatively, for example, the first brake 221 and / or the second brake 223 can be actuated to engage or disengage during gear changes.

[0161] For example, a first group of command signals can be sent from a control unit, such as control unit 126. Fig. 1 and / or the control unit 921, a plurality of first valves and a plurality of second valves of a valve block, such as the valve block 160 made of Fig. 1. Open. Changing the hydraulic pressure by opening the first valves and closing the second valves can engage a first clutch and open a second clutch to engage a transmission, such as the 108 transmission from the Fig. 1-5, to shift into a first gear (e.g., a first engine speed). Another example: A second set of command signals from the control unit can close the first valves and open the second valves of the valve block. The change in hydraulic pressure from the opening of the first valves and the closing of the second valves can disengage the first clutch and engage the second clutch to shift the transmission into a second gear (e.g., a second engine speed). In these examples, the first clutch can disengage the first transmission clutch 249. Fig. 2, the first transmission clutch 342 from Fig. 3 and Fig. 5 or the first transmission clutch 442 from Fig. 4. In these examples, the second clutch can be the second transmission clutch 239. Fig. 2 or the second transmission clutch 344 from Fig. 3-5.

[0162] Fig. 1-5 and Fig.Figures 9-10B show example configurations with the relative positioning of the various components. If these elements are shown to be directly touching or directly coupled, they can be described as directly touching or directly coupled, respectively, in at least one example. Similarly, elements shown side by side or adjacent to each other can be described as being adjacent to each other or adjacent to each other, respectively, in at least one example. For instance, components that are in planar contact with each other can be described as being in planar contact. As another example, elements that are separated from each other, with only a gap between them and that have no other components, can be described as such in at least one case.In yet another example, elements that are displayed above / below each other, on opposite sides, or to the left / right of each other can be described as such, relative to one another. Furthermore, in at least one example, as shown in the figures, a topmost element or the highest point of an element can be referred to as the "top" of the component, and a bottommost element or the lowest point of the element can be referred to as the "bottom" of the component. The terms top / bottom, upper / lower, and above / below used here can refer to a vertical axis of the figures and be used to describe the positioning of elements within the figures relative to each other. Thus, in one example, elements displayed above other elements are arranged vertically above the other elements.As a further example, the shapes of the elements depicted in the figures can be described as such (e.g., circular, straight, flat, curved, rounded, beveled, angled, etc.). Furthermore, the depicted elements that intersect each other can be described as intersecting elements or as mutually intersecting elements in at least one example. In addition, an element that is depicted inside or outside another element can be described as such.

[0163] It is understood that the configurations and routines disclosed herein are exemplary and that these specific embodiments are not to be considered limiting, as numerous variations are possible. Unless expressly stated otherwise, the terms "first," "second," "third," etc., do not denote any order, position, quantity, or significance, but serve only to distinguish the individual elements. The subject matter of this disclosure includes all novel and non-obvious combinations and sub-combinations of the various systems and configurations, as well as other features, functions, and / or properties disclosed herein.

[0164] Unless otherwise stated, the term "approximately" means plus or minus five percent of the range.

[0165] The following claims specifically indicate certain combinations and subcombinations that are considered novel and not obvious. These claims may refer to "one" element, "a first" element, or the equivalent thereof. Such claims are to be understood as including one or more such elements, with two or more such elements neither required nor excluded. Other combinations and subcombinations of the disclosed features, functions, elements, and / or properties may be claimed by amending the present claims or by filing new claims in this or a related application. Such claims, whether they have a broader, narrower, the same, or different scope than the original claims, are also considered to be included in the subject matter of the present disclosure.

Claims

[1] Configuration of an electric axle, comprising: a first clutch which is set up to lock a ring gear in a first planetary gear set; a second coupling that is set up for this purpose: to determine a carrier in a second planetary gear set; and to couple an input of the first planetary gear set with an output of the second planetary gear set in a drive-related manner, in order to bypass the first planetary gear set; one or more parking brakes designed to lock one or more shafts on an axle housing of the electric axle; and a control unit that is set up to: Engagement of the first clutch, the second clutch and one or more parking brakes in a hill start mode; and disengagement of the first clutch, the second clutch and one or more parking brakes in disconnect mode, the disconnect mode being a towing condition that enables towing. [2] Electric axle according to claim 1, wherein the electric axle comprises only two drive mode couplings. [3] Electric axle according to claim 2, wherein the electric axle further comprises a hydraulic valve block configured to hydraulically control the first clutch, the second clutch and the one or more parking brakes. [4] Electric axle according to one of the preceding claims, wherein the electric axle is integrated into an electrified vehicle. [5] Electric axle according to claim 4, wherein the electric axle is integrated into a fully electric vehicle. [6] Electric axle according to one of the preceding claims, wherein a gearbox is integrated therein and the gearbox comprises the first planetary gear set and the second planetary gear set. [7] Electric axle according to one of the preceding claims, wherein an electric machine is rigidly coupled to the input of the first planetary gear set. [8] Electric axle according to claim 7, wherein the input is rigidly coupled to a second carrier of the first planetary gear set. [9] Electric axle according to claim 7 or 8, wherein the electric machine is integrated into the electric axle, such that the electric machine is attached to the electric axle and rigidly connected to it. [10] Electric axle according to one of the preceding claims, wherein a gearbox is integrated therein and the gearbox comprises the first planetary gear set and the second planetary gear set, and wherein an electric machine is rigidly coupled to the input of the first planetary gear set.

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