Axle of a vehicle

Abstract

The invention relates to an axle (30) of a vehicle, having a first axle tube (32) and a second axle tube (34), and having brake discs (18) of a vehicle brake that are associated with each of these tubes. The axle (30) comprises, as a supporting structure (54), a system housing (38) of an electric drive unit (36) which interconnects the first and the second axle tube (32, 34). The invention further relates to the use of the axle (30) as a drive axle in an electrically driven utility vehicle, in particular in a light electrically driven utility vehicle.

Description

[0001] axle of a vehicle

[0002] Technical area

[0003] The invention relates to a vehicle axle having a first axle tube and a second axle tube, each with associated brake discs of a vehicle brake. Furthermore, the invention relates to the use of the axle as a drive axle in an electrically powered commercial vehicle, in particular in a light electrically powered commercial vehicle.

[0004] State of the art

[0005] Commercial vehicles typically have driven rigid rear axles, which typically have a central differential. Banjo axles and funnel or trumpet axles are commonly used in commercial vehicles.

[0006] The banjo design of rigid rear axles offers the advantage that the entire axle head, including the differential, can be mounted and adjusted as an assembly outside the axle housing. In contrast, with trumpet or trumpet axles, which are typically used in light commercial vehicles such as vans, the axle head is split transversely into two halves in the area of ​​the differential. While this offers cost advantages over the banjo axle in terms of manufacturing, it entails very complex subsequent assembly and adjustment work. Description of the invention

[0007] The present invention is based on the object of providing an electric variant of a conventionally constructed rigid rear axle for a light commercial vehicle.

[0008] According to the invention, a vehicle axle is proposed, wherein the axle comprises a first axle tube and a second axle tube, and brake discs of a vehicle brake associated with each of these. The axle comprises, as a supporting structure, a system housing of an electric drive unit, which connects the first and second axle tubes to each other.

[0009] The solution proposed according to the invention makes it possible to integrate an electric drive unit including components such as a multi-stage transmission, a differential and an electric machine into a common system housing, wherein the system housing of the electric drive unit, when installed, forms an axle tube section of the axle of an electrically powered vehicle.

[0010] In an advantageous development of the axle proposed according to the invention, the electric drive unit comprises an electric machine with a rotor / stator assembly, furthermore a gearbox and a differential gear, all of which are accommodated in the system housing of the electric drive unit.

[0011] In an advantageous embodiment of the axle proposed according to the invention, the system housing further comprises a parking lock unit.

[0012] In the axle proposed according to the invention, the gearbox is closed within the system housing with a first cover, the rotor / stator assembly of the electric machine with a second cover, and finally the differential gear with a third cover. The arrangement of covers on the outside of the system housing, which is integrated into the axle as a supporting structure, enables easy access from the outside in the event of repairs or maintenance without having to dismantle the system housing. In an advantageous development of the axle proposed according to the invention, the system housing has an axle tube section having a first flange surface and a second flange surface. The flange surfaces arranged on the axle tube section form an interface for connection to the first axle tube and the second axle tube of the axle.

[0013] In an advantageous embodiment of the axle proposed according to the invention, the first axle tube and the second axle tube are connected to the axle tube section of the system housing at the flange surfaces via flange connections. The flange connections between the axle tubes on the one hand and the axle tube section in the system housing enable cost-effective fastening of the axle tubes on both sides of the axle tube section of the system housing.

[0014] Alternatively, the axle proposed according to the invention can be designed such that the first axle tube and the second axle tube are pressed into the axle tube section of the system housing. In this embodiment, the formation of flange surfaces and flange connections can be omitted; the pressing of the first axle tube and the second axle tube into the corresponding openings of the axle tube section can be carried out, for example, by shrinking. In an advantageous development of the axle proposed according to the invention, the differential gear, the transmission, and the rotor / stator assembly of the electric machine are accessible from the outside after the cover has been installed in the axle as a supporting structure. This makes repairs and maintenance operations considerably easier.

[0015] In a further highly advantageous development of the axle proposed according to the invention, the system housing of the electric drive unit includes connection points for trailing arms and / or additional internal trailing arms. This allows for the installation variability of the system housing to be accommodated, since different vehicle body geometries require different connection points.

[0016] In a further development of the axle proposed according to the invention, the system housing already includes integrated dome-shaped trailing arm connections. If the trailing arm connections are formed directly on the system housing, no additional separate components or assembly steps are required.

[0017] In a further advantageous embodiment of the axle proposed according to the invention, a first adapter bracket and a second adapter bracket are arranged as separate components on both sides of the axle tube section of the system housing. In this embodiment of the connection points for the trailing arms, i.e., as separate components in the form of adapter brackets, the variance can be shifted from the system housing to the adapter brackets. This means that the system housing can be designed and produced as standard, while the different installation geometries of the axle, i.e., its adaptation to different vehicle bodies or vehicle body geometries, are manufactured via the respective body of the adapter brackets.

[0018] In an advantageous embodiment of this solution, the adapter brackets can each have bore patterns that correspond to those of the first flange surface and the second flange surface on the end faces of the axle tube section of the system housing. This allows for a modular design in which as many identical components as possible are used, in particular, the same geometry of the interfaces between the adapter brackets, the first and second axle tubes, and the axle tube section of the system housing.

[0019] In an advantageous development of the axle proposed according to the invention, instead of flange connections, the first axle tube and the second axle tube can be pressed, preferably shrink-fitted, into openings on the end faces of the axle tube section of the system housing. This eliminates the need for flange connections and screw connections by creating a shrink-fit connection between the first and second axle tubes and the axle tube section, which can be produced without fastening components.

[0020] Alternatively, it is also possible to connect the first and second axle tubes of the axle proposed according to the invention by means of integral connections, preferably formed as welded joints, to steel bushings cast into opposite openings of the system housing. Furthermore, the invention relates to the use of the axle as a drive axle of an electrically powered commercial vehicle, in particular a lightweight electrically powered commercial vehicle.

[0021] Advantages of the invention

[0022] The solution proposed by the invention enables simple integration of an electric drive unit, including the components provided therein, such as the differential gear and the electric motor itself, into a rigid, multi-part, electrically driven axle of a commercial vehicle. The solution proposed by the invention enables the system housing of the electric drive unit, including the components accommodated therein, to form a supporting structure within the axle, to which a first axle tube and a second axle tube can be fastened using flange connections. Advantageously, the system housing of the electric drive unit has an axle tube section having flange surfaces on each of its two end faces, to which flange connections can be fastened, preferably as simple screw connections, to the corresponding ends of the first axle tube and the second axle tube.

[0023] Alternatively, it is possible to shrink or press the first axle tube and the second axle tube into the axle tube section of the system housing so that a positive and non-positive connection can be created between the axle tube section and the two axle tubes.

[0024] Advantageously, the system housing of the electric drive unit is designed such that components joined into the common system housing, such as the rotor / stator assembly, transmission components of a single- or multi-stage transmission, and the components of the differential gear, are mounted in the joining direction. The installation openings are then closed by covers. The entire structure, i.e., the pre-assembled system housing of the electric drive unit, is an integral part of an electric axle in the final assembly state, with the individual components, i.e., the differential gear, transmission, and rotor / stator assembly of the electric machine, being accessible from the outside after removing the corresponding cover.

[0025] This requires neither disassembly of the drive unit, as a supporting structure, from the axle itself, nor any further pre-assembly preparations. After removing the covers from the corresponding openings in the system housing, the aforementioned components are accessible from the outside. This significantly simplifies maintenance and repair work.

[0026] With the solution proposed according to the invention, variance with regard to the connection points of the system housing of the electric drive unit during its integration into the axle can be improved by, for example, arranging adapter brackets laterally on the end faces of the axle tube section of the system housing. The adapter brackets can be designed as separate components provided with a receiving fork into which, for example, further internally arranged trailing arms are embedded. These enable the axle to be connected to the different vehicle body geometries and provide axle guidance. The trailing arm connection points can, on the one hand, be designed as separate components in the form of adapter brackets; furthermore, it is also possible to design the connection points for the trailing arms as dome-shaped elevations integrated into the system housing.In this case too, the design of the trailing arm connection points can take into account different installation configurations among vehicle manufacturers and the variance can be shifted from the system housing of the electric drive unit to the design of the trailing arm connections.

[0027] By forming a first flange connection and a second flange connection between the first axle tube, the second axle tube, and the axle tube section of the system housing of the electric drive unit, a standardized interface can be created in the area of ​​the end faces of the axle tube section of the system housing, on the one hand, and the first and second axle tubes. Flange connections allow the first axle tube and the second axle tube to be pressed into the openings of the axle tube section of the system housing, preferably by means of a shrink fit. This offers the advantage of eliminating the need for separate screw connections, the creation of drilling patterns in the flange surfaces, and the like, as well as complex assembly steps.Another possible way of forming a connection between the first and second axle tubes and the axle tube section of the system housing is by, for example, casting steel bushings into the system housing. Between the inner circumferential surfaces of these steel bushings, cast into the system housing at opposite openings, and the outer circumferences of the axle tubes, material-to-material joints in the form of welds can be provided, for example. In this way, a supporting structure can also be created between the system housing and the axle tubes of the axle proposed according to the invention.

[0028] Short description of the drawings

[0029] The invention is described in more detail below with reference to the drawings.

[0030] They show:

[0031] Figure 1 shows a conventional rigid axle of a light commercial vehicle with a differential gear mounted centrally in it,

[0032] Figure 2 is a perspective top view of an axle proposed according to the invention with an electric drive unit integrated as a supporting structure between a first axle tube and a second axle tube,

[0033] Figure 3 is a sectional view of the axle according to Figure 2, with the section plane passing through the axle tubes and partly through the system housing,

[0034] Figure 4 is a perspective top view of the electric drive unit,

[0035] Figure 5 is an exploded view of the electric drive unit with the components that are mounted in the system housing in joining directions and finally shielded from the outside by appropriate covers,

[0036] Figure 6 is a cutaway view of the differential gear,

[0037] Figure 7 is a plan view of a system housing of an electric drive unit with adapter brackets arranged on the side,

[0038] Figure 8 shows a side view of an adapter console mounted on the side of the system housing,

[0039] Figure 9 an electric drive unit as a supporting structure between two axle tubes including control arm connections for further, internally arranged longitudinal control arms,

[0040] Figure 10 is a perspective view of a steel bush cast into the system housing, with which a first axle tube is integrally connected, and

[0041] Figure 11 shows the system housing with the power electronics housed therein.

[0042] Figure 1 shows a view of a rigid axle 10 of a light commercial vehicle. The rigid axle 10, as shown in the perspective illustration in Figure 1, comprises a differential gear 12 and several axle connections 14, via which the rigid axle 10 is connected to a body of a light commercial vehicle (not shown in detail here).

[0043] The differential gear 12 of the rigid axle 10 has an input 16 for a drive shaft driven by a drive unit of the vehicle.

[0044] Brake discs 18 of a vehicle brake are provided at both ends of the rigid axle 10; furthermore, at the respective ends of the rigid axle 10, there are a first and a second wheel hub 20, 22, which have a number of wheel bolts 24 to which the wheels driven by the rigid axle 10 (not shown here) are attached. Embodiments of the invention

[0045] In the following description of the embodiments of the invention, identical or similar elements are designated by the same reference numerals, whereby a repeated description of these elements is omitted in individual cases. The figures only schematically illustrate the subject matter of the invention.

[0046] Figure 2 shows a perspective view of an axle 30 assembly proposed according to the invention for an electrically powered light commercial vehicle.

[0047] The illustration in Figure 2 shows that an axle 30 comprises axle tubes accommodating the first and second wheel hubs 20, 22, namely a first axle tube 32 and a second axle tube 34. An electric drive unit 36 ​​is located between the two axle tubes 32, 34 of the axle 30, as shown in the perspective view in Figure 2. In addition to an electric motor, the electric drive unit 36 ​​includes a multi-stage transmission 40 and a differential 42, also referred to as a differential. The components of the electric drive unit 36, namely the electric motor, the multi-stage transmission 40 and the differential 42, are all housed in a system housing 38 common to all of these components. Located on the system housing 38 is an axle tube section 82, from which, as shown in Figure 2, trailing arm connections 45 extend.A pair of further, inwardly arranged longitudinal arms 102 are mounted in the ends of the longitudinal arm connections 45.

[0048] The axle 30, shown in perspective view in Figure 2, further comprises a wishbone 46, which is hinged to the first axle tube 32 and the second axle tube 34. Figure 2 further shows that the system housing 38 of the electric drive unit 36 ​​forms the supporting structure 54, which, together with the first axle tube 32 and the second axle tube 34, forms the axle 30. Extending parallel to the spring elements 48, 50 are shock absorbers 52, with which the axle 30 is connected to a body (not shown in detail here) of an electrically powered vehicle.

[0049] Figure 3 shows a section through the axis 30, wherein the section runs through the axis of symmetry of the output shafts 68, 70.

[0050] Figure 3 shows that the system housing 38 of the electric drive unit 36 ​​forms the supporting structure 54 between the first axle tube 32 and the second axle tube 34. The hollow axle tubes 32, 34 accommodate the first output shaft 68 and the second output shaft 70. Their pinions 72, 74 are driven via the differential gear 42. This is also shown in section in the illustration according to Figure 3. From the sectional view according to Figure 3, it can be seen that a differential cage 64 of the differential gear 42 is driven via a differential gear 66. The pinions 72, 74, via which the first output shaft 68 and the second output shaft 70 opposite it are driven, are part of the differential gear 42.

[0051] The output shafts 68, 70, driven by the pinions 72, 74, extend through the axle tube section 82 of the system housing 38. The axle tube section 82 includes flange surfaces 84, 86 at its ends (see illustration in Figure 4). There, the first axle tube 32 and the second axle tube 34 are bolted, for example, to the axle tube section 82 of the system housing 38 via a first flange connection 60 and a second flange connection 62. Thus, the axle tubes 32, 34, bolted to one another at the flange surfaces 84, 86 (see illustration in Figure 4) with the axle tube section 82, form the axle 30, with the system housing 38 of the electric drive unit 36, forming the supporting structure 54, being integrated into the axle 30 as shown in Figures 2 and 3.

[0052] Figure 4 shows a perspective view of the electric drive unit 36.

[0053] From the illustration in Figure 4, it can be seen that the system housing 38 of the electric drive unit 36 ​​comprises the axle tube section 82. On its end faces are said first flange surfaces 84 and said second flange surfaces 86, as already mentioned above in connection with Figures 2 and 3. The first and second flange surfaces 84, 86 of the axle tube section 82 are provided, for example, with a number of bores so that the first axle tubes 32 and second axle tubes 34 (not shown in Figure 4) can be screwed onto the first flange surface 84 and the second flange surface 86. Starting from the likewise hollow axle tube section 82 of the system housing 38, the trailing arm connections 45 extend vertically upwards from the top of the axle tube section 82, as seen from the top side.

[0054] From the illustration in Figure 4, it can further be seen that, for example, a first cover 76 is provided on the transmission side of the system housing 38. The first cover 76 closes an opening through which the multi-stage transmission 40 is installed in the system housing 38 of the electric drive unit 36. On the side of the system housing 38 opposite the multi-stage transmission 40 is a second cover 78. The second cover 78 closes an opening in the system housing 38 of the electric drive unit 36, through which an electric machine or its rotor / stator assembly 90 (cf. exploded view in Figure 5) is installed in the system housing 38. Finally, Figure 4 shows a third cover 80, which closes an opening in the system housing 38 in which the differential gear 42 is housed.

[0055] The electric drive unit 36, shown in perspective view in Figure 4 and provided with removable covers 76, 78, 80, is extremely compact and can optionally be provided with a parking lock unit in addition to the components already listed above, which can also be integrated into the system housing 38 of the electric drive unit 36.

[0056] Figure 5 shows the electric drive unit 36 ​​as shown in Figure 4 as an exploded view. From the illustration according to Figure 5, it can be seen that in this exploded view of the electric drive unit 36, the first cover 76, the second cover 78 and the third cover 80 each close corresponding openings in the system housing 38. After removing the said covers 76, 78, 80, the components of the electric drive unit 36 ​​can be installed in the system housing 38. After removing the first cover 76 on the gear side of the system housing 38, gear components 88 of the multi-stage gear 40 are installed there in the joining direction 96 in the system housing 38.After removing the second cover 78 opposite the first cover 76 and releasing the corresponding opening of the system housing 38, a rotor / stator assembly 90 of an electrical machine is inserted there in the joining direction 96, also in the joining direction 96, into the system housing 38 of the electrical drive unit 36.

[0057] Finally, after removing the third cover 80, components 94 of the differential gear 42 are inserted into the system housing 38. The components 94 of the differential gear 42 are joined by means of bearing half-shells 92, also in the joining direction 96, in the corresponding opening and the corresponding cavity of the common system housing 38 of the electric drive unit 36. After joining the aforementioned components in the system housing 38, the openings in the system housing 38 are closed again by the first cover 76, the second cover 78, and the third cover 80.

[0058] Such an electric drive unit 36, for example, is pre-assembled as shown in Figure 5 and integrated as a supporting structure 54 into the axle 30 according to the illustrations in Figures 2 and 3. The integration of the electric drive unit 36 ​​as a supporting structure 54 into the axle 30 takes place by means of the first flange surface 84 and the second flange surface 86 on the end faces of the axle tube section 82 of the system housing 38. Depending on the dimensioning, the flange surfaces 84, 86 are designed with a number of openings for creating the first and second flange connections 60, 62.

[0059] On the upper side of the axle tube section 82, which is also integrated into the system housing 38, said trailing arm connections 45 extend essentially upward in an inclined vertical direction. Additional inner trailing arms 102, shown in Figure 2, are pivoted to these in order to accommodate different variants of the electric drive unit 36 ​​with regard to the connection of trailing arms 44 or additional inner trailing arms 102. Figure 6 shows a cutaway view of the differential gear 42.

[0060] Figure 6 shows that a differential gear 42 is installed as a subassembly in the system housing 38. The differential body, with its main bearings, is mounted in the system housing 38 along the vehicle's axis. The two bearing seats of the main bearings are split, with one half of the split bearing seats located in the system housing 38, and their counterparts formed by the two bearing half-shells 92 already shown in Figure 5. These are screwed to their counterparts within the system housing 38. The advantage of this type of assembly is that the system housing 38 can be designed as a one-piece supporting structure 54. Alternatively, it is possible to divide the system housing 38 approximately centrally into two halves in the vehicle's longitudinal direction, see illustrations in Figures 7 and 11.

[0061] The illustration in Figure 7 shows a top view of the system housing 38. In the illustration in Figure 7, the system housing 38 of the electric drive unit 36 ​​is divided along a parting plane 108; furthermore, a first adapter bracket 98 and a second adapter bracket 100 are located on the end faces of the system housing 38. The adapter brackets 98, 100 can be formed on the axle tube section 82 of the system housing 38 as an alternative to the longitudinal control arm connections 45 shown in Figures 4 and 5. In the illustration in Figure 7, the adapter brackets 98, 100 represent separate components that have lateral plate-like surfaces provided with a bore pattern 106 complementary to the first flange surface 84 and the second flange surface 86 with respect to bores.In the upper area of ​​the first adapter bracket 98 and the second adapter bracket 100 there are receiving forks 104 to which the further inner longitudinal control arms 102 are articulated.

[0062] Depending on the configuration of the adapter brackets 98, 100, different installation variants or mounting variants of the additional inner trailing arms 102 can be accommodated, so that the installation variability of the electric drive unit 36 ​​or its connection to a chassis of a light electrically powered commercial vehicle can be significantly expanded. The configuration of the mounting forks 104 formed in the upper area of ​​the first adapter bracket 98 and the second adapter bracket 100 can also be adapted to different installation requirements. While the trailing arm connections 45 shown in Figures 4 and 5 are directly connected to the system housing 38 of the electric drive unit 36, the first adapter bracket 98 and the second adapter bracket 100 represent separate components that can be mounted laterally on the end faces of the system housing 38.

[0063] Figure 8 shows a side view of the system housing 38. In the illustration according to Figure 8, the second adapter bracket 100 is arranged laterally on the system housing 38 and, with its bore pattern 106, covers the second flange surface 86 formed on the system housing 38. The bore pattern 106 of the second adapter bracket 100 and the second flange surface 86 of the axle tube section 82 are designed to be complementary to one another.

[0064] Figure 9 shows the axle 30, which, apart from the geometry of the system housing 38 of the electric drive unit 36, is constructed similarly to the axle 30 shown in Figures 2 and 3. The perspective view according to Figure 9 also shows that the electric drive unit 36 ​​represents a supporting structure 54 of the axle 30. The first and second flange connections 60, 62 (cf. view according to Figure 3) are formed on the first and second flange surfaces 84, 86, so that the assemblies first axle tube 32, electric drive unit 36, and second axle tube 34 represent the essential components of the axle 30. Figure 9 further shows that the axle 30 comprises a first wheel hub 20 and a second wheel hub 22 at the ends of the first axle tube 32 and the second axle tube 34. The first axle tube 32 and the second axle tube 34 are connected to each other via a wishbone 46.Each of the two axle tubes 32, 34 comprises the trailing arm 44, with which the axle 30, in the assembled state, is connected to the body of a commercial vehicle, in particular an electrically powered light commercial vehicle. The first and second spring elements 48, 50 are representative of possible connections of the axle 30 to the body of a light commercial vehicle or an electrically powered light commercial vehicle. The spring elements 48, 50 are representative of leaf springs, coil springs, or air bellows and thus require different configurations of the trailing arms 44 or additional inner trailing arms 102 for guiding the axle 30. Currently, there is a high degree of variance in the connection of conventional axles, in particular rigid axles 10 (see illustration in Figure 1), due to the different vehicle types and chassis geometries.The different first and second spring elements 48, 50 can be leaf springs, coil springs, air bellows and the like and require different longitudinal control arms 44 or further inward longitudinal control arms 102 to guide the axle 30. In the axle 30 proposed according to the invention, this variance should not be represented in the system housing 38 of the electric drive unit 36, but rather in the axle tubes 32, 34 flanged to the system housing 38 or in the longitudinal control arm connections 45 or on the separate adapter brackets 98, 100 as described in connection with Figures 7 and 8.

[0065] For the sake of completeness, it should be mentioned that the axle 30 shown in perspective view in Figure 9 comprises the shock absorbers 52 and partially shown longitudinal control arms 44 for guiding and connecting the axle 30 to the body of the vehicle.

[0066] Although the integration of the system housing 38 of the electric drive unit 36 ​​via the first and second flange connections 60, 62 to the first axle tube 32 and the second axle tube 34 is illustrated in the above context, another connection option is to press the first axle tube 32 and the second axle tube 34 into the axle tube section 82 or its end-face openings, for example, by means of a shrink connection. In this case, the formation of the first and second flange surfaces 84, 86 on the end faces of the axle tube section 82 could be omitted.

[0067] Figure 10 shows one possible embodiment of a connection between the first axle tube 32 and the system housing 38. For this purpose, a steel bushing 110 is cast into the system housing 38 of the electric drive unit 36, which is not shown here. The steel bushing 110 extends completely around the first axle tube 32 and is connected to its outer casing by a material-to-material connection 112. The material-to-material connection 112 according to the illustration in Figure 9 between the steel bushing 110 and the first axle tube 32 can preferably be represented by a welded connection. Analogous to the above illustrations, in particular to the sectional illustration according to Figure 3, in this case the first output shaft 68 extends through the hollow first axle tube 32 to a wheel (not shown in detail here) of a light commercial vehicle, in particular an electrically powered light commercial vehicle.

[0068] The solution proposed according to the invention makes it possible to accommodate the high degree of variance with regard to the installation of the axle 30 on differently designed vehicle types and chassis geometries. For example, the trailing arm connections 45 can be designed as components integrated into the axle tube section 82 of the system housing 38; furthermore, it is possible to design the trailing arm connections 45 such that they can be designed as first and second adapter brackets 98, 100 and thus exist as separate components. The axle 30 proposed according to the invention is further characterized in that, when the electric drive unit 36 ​​is installed, i.e., with the flange connections 60, 62 with the first axle tube 32 or with the second axle tube 34, respectively, accessibility of the system housing 38 for maintenance and repair purposes is maintained.After mounting the corresponding covers 76, 78, 80 as described above, even when the electric drive unit 36 ​​is installed in the axle 30, there is external access for carrying out maintenance and repair work without the need to remove the system housing 38 of the electric drive unit 36 ​​from the axle 30.

[0069] Figure 11 shows the system housing 38 with the power electronics 114 accommodated therein.

[0070] The perspective view of Figure 11 shows that power electronics 114 can be arranged above or to the side of the system housing 38. In the illustration according to Figure 11, the housing of the power electronics 114 is integrated into the system housing 38. However, an electrical connection between the system housing 38 for the electrical machine and the power electronics 114 can also be provided with an electrical connection in the form of a cable. The power electronics 114 can be integrated with its housing into the system housing 38 and be electrically connected to the electrical machine within the system housing 38. In this case, the provision of an external electrical connection in the form of an electrical cable can be dispensed with.

[0071] The invention is not limited to the embodiments described here and the aspects highlighted therein. Rather, within the scope of the

[0072] A large number of modifications are possible within the scope of the claims specified, which are within the scope of expert action.

Claims

Claims 1. Axle (30) of a vehicle with a first axle tube (32) and a second axle tube (34), with brake discs (18) of a vehicle brake assigned to these, characterized in that the axle (30) comprises as a supporting structure (54) a system housing (38) of an electric drive unit (36) which connects the first and the second axle tube (32, 34) together.

2. Axle (30) according to claim 1, characterized in that the electric drive unit (36) comprises an electric machine with rotor / stator assembly (90), a multi-stage gearbox (40) and a differential gearbox (42) which are housed in the system housing (38).

3. Axle (30) according to claims 1 to 2, characterized in that the system housing (38) comprises a parking lock unit.

4. Axle (30) according to claims 1 to 3, characterized in that the multi-stage gearbox (40) is enclosed in the system housing (38) with a first cover (76), the rotor / stator assembly (90) of the electric machine with a second cover (78) and the differential gearbox (42) with a third cover (80).

5. Axle (30) according to claims 1 to 4, characterized in that the system housing (38) comprises an axle tube section (82) having a first flange surface (84) and a second flange surface (86).

6. Axle (30) according to claim 5, characterized in that the first axle tube (32) and the second axle tube (34) are connected to the axle tube section (82) of the system housing (38) at the flange surfaces (84, 86) via flange connections (60, 62). Axle (30) according to claims 1 to 4, characterized in that the first axle tube (32) and the second axle tube (34) are pressed into the axle tube section (82) of the system housing (38). Axle (30) according to claims 1 to 7, characterized in that the differential gear (42), the multi-stage gear unit (40), and the rotor / stator assembly (90) of the electric machine are accessible from the outside in the state of the system housing (38) installed in the axle (30) as a supporting structure (54), after removal of the covers (76, 78, 80). Axle (30) according to claims 1 to 8, characterized in that the system housing (38) comprises connection points (45; 98, 100) for longitudinal control arms (44) and / or further inner longitudinal control arms (102). Axle (30) according to claim 9, characterized in that the system housing (38) has dome-shaped longitudinal link connections (45) integrated into it.Axle (30) according to claim 9, characterized in that a first adapter bracket (98) and a second adapter bracket (100) are arranged as separate components on both sides of the axle tube section (82) of the system housing (38). Axle (30) according to claim 11, characterized in that the adapter brackets (98, 100) each have bore patterns (106) that correspond to those of the first flange surface (84) and the second flange surface (86) on end faces of the axle tube section (82), and the adapter brackets (98, 100) have receiving forks (104) for fastening the further inner longitudinal control arms (102). Axle (30) according to claims 1 to 4, characterized in that the first and second axle tubes (32, 34) are pressed, preferably shrink-fitted, into end faces of the axle tube section (82) of the system housing (38). Axle (30) according to claims 1 to 4, characterized in that the first and second axle tubes (32, 34) are connected by means of metallurgical connections (112), preferably welded connections, to steel bushings (110) which are cast into opposing openings of the system housing (38). Use of the axle (30) according to any one of claims 1 to 14 in a light commercial vehicle, in particular an electrically powered light commercial vehicle.

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