Modular system for a plurality of construction variants of an electric drive axle for a utility vehicle

Abstract

The invention relates to a modular system for a plurality of construction variants of an electric drive axle (14) for a utility vehicle (10), the system having: a cross-construction variant axle housing (32) of the drive axle (14), which can be connected at least indirectly to a frame (26) of the utility vehicle (10); a cross-construction variant basic gearbox mechanism (36), which can be fastened to the axle housing (32); and a plurality of electric machines (38, 40), which are specific to the construction variant and can be optionally coupled to the basic gearbox mechanism (36), so that vehicle wheels (22) of the drive axle (14) can be driven by means of each electric machine (38, 40) via the basic gearbox mechanism (36).

Description

[0001] Modular system for several construction variants of an electric drive axle for a commercial vehicle

[0002] The invention relates to a modular system for several construction variants of an electric drive axle for a commercial vehicle.

[0003] DE 11 2019 004 130 T5 discloses a drive arrangement for an electric axle assembly of a vehicle. Furthermore, DE 10 2020 000 195 A1 discloses an electric axle drive device for a motor vehicle.

[0004] The object of the present invention is to create a modular system by means of which several different construction variants of an electric drive axle for a commercial vehicle can be realized in a particularly cost-effective manner.

[0005] This object is achieved by a modular system having the features of patent claim 1. Advantageous embodiments with expedient further developments of the invention are specified in the remaining claims.

[0006] The invention relates to a modular system, also referred to as a modular system, for several different construction variants of an electric drive axle for a commercial vehicle, also referred to simply as a vehicle, in particular a truck. The modular system has an axle housing for an axle of the commercial vehicle that is universally applicable to all construction variants. The axle housing can be connected at least indirectly to a frame of the commercial vehicle, which is designed in particular as a ladder frame. In particular, it can be provided that the axle housing and thus, for example, the axle as a whole can be connected or are connected to the frame in a movable manner via a suspension.In its fully manufactured state, the axle has, for example, at least or exactly two vehicle wheels, also simply referred to as wheels, wherein, for example, the vehicle wheels of the axle are arranged on opposite sides of the commercial vehicle and thus of the frame in the transverse direction of the commercial vehicle. The vehicle wheels are ground contact elements by means of which the commercial vehicle can be or is supported downwards on a ground in the vertical direction of the commercial vehicle. If the commercial vehicle is driven along the ground while the commercial vehicle is supported downwards on the ground via the ground contact elements in the vertical direction of the commercial vehicle, the ground contact elements roll, in particular directly, on the ground.Because the axle can be or is movably connected to the frame, for example via the suspension, compression and rebound movements of the vehicle wheels relative to the frame are permitted. The suspension thus comprises, for example, at least one spring and / or damper element, via which the axle and thus the vehicle wheels can be or are connected to the frame in a sprung and / or damped manner. In particular, it is conceivable that a differential gear, also simply referred to as a differential, is arranged in the axle housing, via which the vehicle wheels can be driven. As is already sufficiently known from the general prior art, the differential gear allows different speeds of the vehicle wheels, for example when the commercial vehicle is cornering, in particular such that the vehicle wheel on the outside of the curve rotates or can rotate at a higher speed than the vehicle wheel on the inside of the curve.The differential gear allows for the different speeds of the vehicle wheels, particularly while the vehicle wheels are connected to at least one drive motor via the differential, transmitting torque, and are thus drivable or driven by the drive motor. The feature that the axle housing is universal across design variants means that the same axle housing can be used for the different design variants, so that the design variants have the same, i.e., identical, axle housing.

[0007] The modular system also includes several different and variant-specific electrical machines, also referred to as electric motors or electric machines. The electrical machines differ from one another, for example, in their respective maximum available torque and / or their respective maximum available power and / or their respective rated power and / or their respective rated torque.The feature that the electrical machines are specific to a particular design variant is to be understood as meaning that, for example, a first of the electrical machines is used to form or manufacture a first of the design variants, and that a second of the electrical machines is used to form or manufacture a second of the design variants, so that, for example, the first design variant has the first electrical machine but not the second electrical machine, and so that, for example, the second design variant has the second electrical machine but not the first electrical machine. The electrical machines can be selectively coupled to the basic transmission, so that the vehicle wheels of the axle, and thus the motor vehicle, can be driven, in particular purely electrically, by means of the respective electrical machine via the basic transmission.This means, for example, that either the first electric machine or the second electric machine, or both simultaneously (to avoid interrupted traction), can be coupled to the base transmission in a torque-transmitting manner. For this purpose, the base transmission, for example, has a first coupling device, and the respective electric machine, for example, has a second coupling device. The first electric machine and / or the second electric machine can be coupled to the base transmission in a torque-transmitting manner by means of the respective second coupling device of the respective electric machine and by means of the first coupling device of the base transmission.In order to produce the first design variant, for example, the basic transmission is fastened at least indirectly, in particular directly, to the axle housing, and the first electric machine is coupled to the basic transmission in a torque-transmitting manner by means of the second coupling device of the first electric machine and by means of the first coupling device of the basic transmission. Thus, in the fully manufactured state of the commercial vehicle having the first design variant of the electric drive axle, the first electric machine can drive the vehicle wheels of the commercial vehicle and thus the commercial vehicle, in particular purely electrically, via the basic transmission. In the fully manufactured state of the commercial vehicle having the respective design variant, the axle housing is held at least indirectly and preferably movably on the frame.For example, to produce the second design variant, the base transmission is attached at least indirectly, in particular directly, to the axle housing, and the second electric machine is coupled to the base transmission in a torque-transmitting and at least indirectly manner by means of the second coupling device of the second electric machine. Thus, in the fully manufactured state of the commercial vehicle having the second design variant of the electric drive axle, the second electric machine can drive the vehicle wheels of the commercial vehicle, in particular purely electrically, via the base transmission, whereby the commercial vehicle can be driven, in particular purely electrically. By producing the different design variants of the drive axle and by equipping the commercial vehicle with the respective design variant, different design variants of the commercial vehicle can be realized in a simple, time-efficient and cost-effective manner.When reference is made above and below to the design variants, this refers, unless otherwise stated, to the design variants of the electric drive axle. The invention thus enables particularly cost-effective electrification of commercial vehicles, specifically using the modular and scalable modular system. For example, the modular system has design-specific transmission elements, also referred to as transmission sets, provided in addition to the basic transmission. These elements can be optionally coupled to the basic transmission, for example, to implement different numbers of gears in the design variants.Because the modular system according to the invention allows for the time- and cost-effective production of various drive axle variants, the drive axle can be adapted to different vehicle masses and / or power requirements of commercial vehicles, particularly with regard to the number of electric motors and, for example, the number of selectable gears. A high number of identical parts can be achieved, thus keeping costs particularly low.For example, if it is desired to implement multiple driven axles for the same commercial vehicle, the same electric drive axle design can be installed and used in the same commercial vehicle. Alternatively, several, and thus at least two, different electric drive axle designs can be installed and used for the same commercial vehicle. This creates a particularly comprehensive, scalable modularity, allowing different commercial vehicle designs to be implemented in a particularly cost-effective manner.In principle, it is conceivable that the electrical machines can be optionally fastened at least indirectly, in particular directly, to the basic transmission, in particular to a housing of the basic transmission, so that, for example, the respective electrical machine can be connected to the axle housing via the basic transmission and via this to the frame. Thus, for example, the respective electrical machine, the basic transmission and the axle housing can form a structural unit, also simply referred to as a unit or module, which can be manufactured and handled in a time- and cost-effective manner and can thus be mounted, in particular, on the frame. It is conceivable that the electrical machines can be varied, in particular with regard to their length, and can thus differ from one another in terms of their length. Thus, the respective electrical machine can be the aforementioned drive motor.However, to achieve particularly simple and thus time- and cost-effective production of the different variants of the electric drive axle, it has proven particularly advantageous if the modular system comprises a carrier that is provided in addition to the axle housing and can be connected to the frame at least indirectly and preferably independently of the axle housing. This carrier is designed, for example, as a carrier plate. In particular, the carrier can be connected to the frame in such a way that relative movements between the carrier and the frame are avoided, so that the carrier can preferably be connected to the frame in a frame-fixed manner and is thus fixed to the frame.This means, for example, that in the fully manufactured state of the commercial vehicle, the carrier is independent of the axle housing and thus not only or preferably not at all connected to the frame via the axle housing, and is therefore fastened to the frame, in particular in such a way that relative movements between the carrier and the frame are prevented, so that the carrier is fixed to the frame. The electrical machines can be optionally fastened to the carrier and thus connected to the frame via the carrier. For this purpose, the carrier has, for example, a first fastening device, and the respective electrical machine has, for example, a second fastening device. The respective electrical machine can thus be fastened to the carrier by means of the respective second fastening device of the respective electrical machine and by means of the first fastening device of the carrier.Thus, in the fully manufactured state of the first design variant, for example, the first electric machine is fastened to the carrier via the second fastening device of the first electric machine and by means of the first fastening device of the carrier. In the fully manufactured state of the second design variant, for example, the second electric machine is connected to the carrier by means of the second fastening device of the second electric machine and by means of the first fastening device of the carrier, and is therefore held, in particular fastened, to the carrier. Since the basic transmission, also simply referred to as the gearbox, can be fastened or is fastened at least indirectly, in particular directly, to the axle housing, the basic transmission is, so to speak, combined with the axle housing of the axle, which is designed, for example, as a rear axle. In particular, it is conceivable for the basic transmission to have or provide a standardization gear ratio.Based on the standardization ratio, different gear ratios can be created, for example, using the aforementioned gear elements, which can be optionally coupled to the base transmission to transmit torque. This can be used to create a complete transmission comprising the base transmission and the respective gear element of the respective design variant. This allows the design variants to be adapted to different requirements as needed. The standardization ratio creates a standardization that makes it possible, for example, to use different electrical machines (electric motors). The carrier, or its use, enables the respective electrical machine to be connected to the frame quickly and cost-effectively. Furthermore, this allows the base transmission to be connected to the axle drive in a particularly advantageous manner.

[0008] In order to be able to create, i.e. manufacture, the different construction variants in a particularly time- and cost-effective manner, a further embodiment of the invention provides that the modular system has a sideshaft that is universal across construction variants and via which the respective electric machine can be coupled to the basic transmission in a torque-transmitting manner. The feature that the carrier is universal across construction variants means that the construction variants have the same, i.e. structurally identical, carrier. Accordingly, the feature that the sideshaft is universal across construction variants means that the construction variants have the same sideshaft. In order to produce the respective construction variant, the respective electric machine can be advantageously connected to the frame via the carrier on the one hand and particularly advantageously coupled to the basic transmission in a torque-transmitting manner on the other.

[0009] The basic transmission preferably has exactly one gear, i.e. a single gear, which can be shiftable or non-shiftable and thus fixed, for example. By using the transmission elements which can be selectively coupled to the basic transmission, in particular to transmit torque, it is possible to create at least one additional gear or a plurality of additional gears, so that, for example, the aforementioned overall transmission can selectively have exactly one gear or exactly two gears or more than two gears. In particular, when the overall transmission, which has the basic transmission and at least or exactly one of the transmission elements or a plurality of the transmission elements, has exactly two gears or more than two gears in the fully manufactured state of the respective construction variant, it is preferably provided that the respective gear can be engaged and disengaged, and thus shifted.In particular, it is provided that the gears of the overall transmission differ from one another in their respective gear ratios, also referred to as gear ratios. Thus, for example, the basic transmission is an input variant which can be supplemented by means of the transmission elements and in particular by selectively coupling the transmission elements to the basic transmission, in particular by means of a torque-transmitting coupling, to form a multi-speed variant, for example a two-speed variant, a three-speed variant or a variant with more than three gears. In particular, for example, the respective transmission element, also referred to as a gear set, can be coupled to the basic transmission in a backpack-like manner and in this case, for example, be placed on the basic transmission in order to supplement, and thus expand, the basic transmission designed as an input variant, for example to form a two-speed variant or a variant with more than two gears.In particular, it is conceivable for the transmission elements to be of identical construction. Thus, by installing multiple transmission elements, different numbers of gears can be created, so that, for example, the entire transmission can be designed as a single-speed variant, a two-speed variant, a three-speed variant, or a four-speed variant. In particular, the invention provides particularly extensive flexibility with regard to new electric motor developments. By using the standardization ratio, different electric motors can be used and coupled to the basic transmission and thus to the entire transmission in a torque-transmitting manner, without, for example, having to change the remaining electric drive axle. The modularity allows for advantageous functionality and installability based on the multiple use of identical parts, while keeping costs low.Furthermore, extensive modularity can be created with regard to the gears or number of gears, so that an application for or on different vehicles can be carried out in a time- and cost-effective manner.

[0010] A further embodiment is characterized by a transmission device that is provided in addition to the basic transmission and is applicable to all construction variants. The electric motors can be selectively coupled to the transmission device and coupled to the basic transmission via the transmission device. For example, the basic transmission and the transmission device, particularly when considered together, provide a particularly advantageous transmission ratio, so that the different motors can be selectively and easily connected to the remaining drive axle.

[0011] It has proven particularly advantageous if the transmission unit can be coupled or is coupled to the base transmission via the sideshaft. This allows the respective electric motor and, for example, the transmission unit to be advantageously connected to the frame via the carrier, and the base transmission can be advantageously connected to the axle housing, allowing the various design variants to be manufactured quickly and cost-effectively.

[0012] In a further, particularly advantageous embodiment of the invention, the basic transmission comprises, in particular precisely, a planetary gear set with a sun gear, a planet carrier, a ring gear, and planetary gears rotatably mounted on the planet carrier. The respective planetary gear meshes, for example, simultaneously with the sun gear and the ring gear. This makes it possible to create a particularly advantageous gear ratio, in particular a basic gear ratio, in a space-saving, weight-saving, and cost-effective manner, so that, for example, particularly advantageous drivability, in particular starting, of the commercial vehicle can be achieved. For example, the planetary gear set enables the realization of a starting gear, for example to be able to advantageously start the commercial vehicle on a steep incline and / or when the commercial vehicle is heavily loaded, in particular when fully loaded.

[0013] A further embodiment is characterized in that the basic transmission, in particular precisely, has a spur gear stage with two meshing spur gears. The spur gear stage is also referred to as the first spur gear stage, and the spur gears are also referred to as the first spur gears. This allows for a particularly advantageous gear ratio, particularly in the form of the standard gear ratio of the basic transmission.

[0014] In a further embodiment of the invention, the modular system has a switching unit that is universally applicable, by means of which one of the spur gears of the first spur gear stage can be selectively connected in a rotationally fixed manner to a shaft of the basic transmission or decoupled from the shaft. This is understood in particular as follows: The basic transmission has, for example, the shaft, which is rotatable, for example, about a shaft rotation axis relative to the aforementioned housing of the basic transmission. One spur gear of the first spur gear stage is, for example, designed as a loose gear and is thus arranged on the shaft so that it can rotate, in particular about the shaft rotation axis. The switching unit can now be switched, in particular moved, between a coupled state and an uncoupled state, for example. In the coupled state, one spur gear is connected in a rotationally fixed manner to the shaft by means of the switching unit, so that, for example, a gear formed by the first spur gear stage is engaged.In the decoupled state, the shifting unit allows relative rotations between one spur gear and the shaft, particularly around the shaft rotation axis, so that, for example, the aforementioned gear is disengaged. This creates a basis from which at least one shiftable gear or, preferably, several different shiftable gears of the drive axle can be represented.

[0015] In order to be able to realize very extensive modularity, particularly with regard to the number of gears of the electric drive axle, a further embodiment of the invention provides that the modular system has at least one variant-specific second spur gear stage, provided in addition to the first spur gear stage, which second spur gear stage has further, intermeshing spur gears. The further spur gear stage can be coupled to the basic transmission, in particular for transmitting torque. For example, the further spur gear stage is one of the aforementioned transmission elements, so that, for example, several, in particular switchable, gears of the electric drive axle can be realized cost-effectively using the further spur gear stage.

[0016] It has proven particularly advantageous if the spur gear stages are identical in design. This allows costs to be kept particularly low.

[0017] In order to be able to achieve particularly advantageous drivability of the vehicle in a particularly cost-effective manner, a further embodiment of the invention provides that the switching unit is designed to selectively connect one of the further spur gears to the shaft of the basic transmission in a rotationally fixed manner or to decouple it from the shaft. This means in particular the following: The switching unit can, for example, be switched, in particular moved, between a second coupling state and a second decoupling state. In the second coupling state, the one further spur gear is connected to the shaft in a rotationally fixed manner by means of the switching unit. In the second decoupling state, the switching unit releases the one further spur gear for relative rotation to the shaft, in particular about the shaft axis of rotation. Thus, for example, the one further spur gear is a further loose gear which is arranged on the shaft, in particular rotatable about the shaft axis of rotation.If, for example, one further spur gear is coupled to the shaft in a rotationally fixed manner, then a second gear is engaged. If, for example, the switching unit is in the second decoupling state, then the second gear is disengaged. In this case, it is preferably provided that the first coupling state is the second decoupling state or is accompanied by the second decoupling state, and it is preferably provided that the second coupling state is the first decoupling state or is accompanied by the first decoupling state. Thus, preferably and very preferably always when the first gear is engaged, the second gear is disengaged, and preferably when and always when the second gear is engaged, the first gear is disengaged.In other words, preferably and very preferably whenever one spur gear of the first spur gear stage is rotationally connected to the shaft by means of the switching unit, another spur gear of the second spur gear stage is rotatable about the shaft rotation axis relative to the shaft. Furthermore, it is preferably provided that whenever one further spur gear of the second spur gear stage is rotationally connected to the shaft by means of the switching unit, one spur gear of the first spur gear stage is rotatable about the shaft rotation axis relative to the shaft. It can be seen that this makes it possible to implement a plurality of, in particular switchable, gears in a particularly cost-effective manner, so that a particularly high level of modularity with regard to the number of gears of the electric drive axle can be achieved.

[0018] If, thanks to the modular system, two electric motors are combined with two sub-transmissions on one axle, both sub-transmissions, which may be different, can be operated simultaneously. This places the electric motors at different operating points, which also results in different switching times. Due to the different operating points and switching times of the motors and sub-transmissions, the axle, and thus the vehicle, can be operated without the traditional interruption of traction.

[0019] Further advantages, features, and details of the invention will become apparent from the following description of a preferred embodiment and from the drawings. The features and combinations of features mentioned above in the description, as well as the features and combinations of features mentioned below in the description of the figures and / or shown alone in the figures, can be used not only in the respective specified combinations, but also in other combinations or on their own, without departing from the scope of the invention.

[0020] The drawing shows:

[0021] Fig. 1 is a schematic representation of a commercial vehicle; Fig. 2 is a schematic front view of an axle housing of an electric drive axle of the commercial vehicle;

[0022] Fig. 3 schematic perspective views of electrical machines for producing different construction variants of the electric drive axle;

[0023] Fig. 4 is a schematic representation of a cross-construction translation device;

[0024] Fig. 5 is a schematic representation of a first of the construction variants;

[0025] Fig. 6 is a schematic representation of a second of the construction variants;

[0026] Fig. 7 is a schematic representation of a third of the construction variants;

[0027] Fig. 8 is a schematic representation of a fourth of the construction variants;

[0028] Fig. 9 is a schematic representation of a fifth of the construction variants;

[0029] Fig. 10 is a schematic representation of a sixth of the construction variants;

[0030] Fig. 11 is a schematic representation of a seventh of the construction variants;

[0031] Fig. 12 is a schematic representation of an eighth of the construction variants;

[0032] Fig. 13 is a schematic representation of a ninth of the construction variants;

[0033] Fig. 14 is a schematic representation of a tenth of the construction variants;

[0034] Fig. 15 is a schematic representation of an eleventh of the construction variants;

[0035] Fig. 16 is a schematic representation of a twelfth of the construction variants;

[0036] Fig. 17 is a schematic representation of a thirteenth of the construction variants; Fig. 18 is a schematic representation of a fourteenth of the construction variants;

[0037] Fig. 19 is a schematic representation of a fifteenth of the construction variants;

[0038] Fig. 20 is a schematic representation of a sixteenth of the construction variants;

[0039] Fig. 21 is a schematic representation of a seventeenth of the construction variants; and

[0040] Fig. 22 is a schematic representation of an eighteenth variant of the electric drive axle.

[0041] Fig. 1 shows a schematic representation of a commercial vehicle 10, also simply referred to as a vehicle and designed, for example, as a truck, which in the embodiment shown in Fig. 1 has exactly two vehicle axles that are arranged one behind the other in the longitudinal direction of the commercial vehicle 10 and are therefore arranged one behind the other, simply referred to as axles, namely a first vehicle axle 12 designed as a front axle and a second vehicle axle 14 designed as a rear axle. The vehicle longitudinal direction is illustrated by a double arrow 16. In the embodiment shown in Fig. 1, the vehicle axle 12 has, in particular exactly, two vehicle wheels 18 arranged on sides of the commercial vehicle 10 that are opposite one another in the transverse direction of the commercial vehicle 10.In the present case, the vehicle axle 14 has, in particular precisely, two double wheels 20 arranged on the opposite sides of the commercial vehicle 10 in the vehicle transverse direction, wherein the respective double wheel 20 each has, for example, in particular precisely, two vehicle wheels 22 designed as individual wheels. The vehicle transverse direction is illustrated by a double arrow 24. In the exemplary embodiment shown in Fig. 1, the vehicle axle 14 is designed as a drive axle, which is also referred to as a drivable axle or driven axle. This means that the double wheels 20 of the vehicle axle 14 can be driven by at least or exactly one drive machine, also referred to as a drive motor, whereby the commercial vehicle 10 can be driven as a whole.The vehicle axle 14, designed as a drive axle, is an electric drive axle whose vehicle wheels 22 can be driven, in particular purely electrically, thereby enabling the commercial vehicle 10 to be driven, in particular purely electrically. Thus, for example, the aforementioned drive machine is an electric machine, which is also referred to as an electric machine or electric motor.

[0042] The following figures describe a modular system for several variants of the electric drive axle. This means that the modular system can be used to cost-effectively manufacture several different variants of the electric drive axle (vehicle axle 14).

[0043] From Fig. 1 it can be seen that the commercial vehicle 10 has a frame 26, which is shown particularly schematically in Fig. 1 and is designed as a ladder frame, which has two longitudinal members 28 extending at least substantially in the longitudinal direction of the commercial vehicle and at least one cross member 30 extending at least substantially in the transverse direction of the vehicle, via which cross member 30 the longitudinal members 28 are connected to one another. In this case, for example, the vehicle axle 14 (electric drive axle) is held at least indirectly and, for example, via a suspension also referred to as axle suspension, preferably movably, on the frame 26, whereby, for example, compression and rebound movements of the vehicle wheels 22 of the vehicle axle 14 relative to the frame 26 are permitted.

[0044] In conjunction with Fig. 2, it can be seen that the modular system comprises an axle housing 32 of the electric drive axle, which is also referred to simply as the axle and is applicable to all construction variants. The axle housing 32 can be connected to the frame 26 at least indirectly, for example, via the aforementioned suspension and thus preferably movably, i.e., can be fastened to the frame 26. In the fully manufactured state of the vehicle axle 14, the vehicle wheels 22, for example, are rotatably mounted on the axle housing 32 via wheel hubs 34.

[0045] For example, from Fig. 5 it can be seen that the modular system has a basic transmission 36, also referred to as the main transmission or main ratio, which is universally applicable to all construction variants and which can be connected to the axle housing 32 and, for example, can be arranged at least partially in the axle housing 32. In conjunction with Fig. 3 it can be seen that the modular system also has a plurality of different, construction variant-specific electrical machines, of which two electrical machines are shown in Fig. 3 and designated 38 and 40. The electrical machines 38 and 40 can be selectively coupled to the basic transmission 36, in particular in a torque-transmitting manner, so that the vehicle wheels 22 of the vehicle axle 14 can be driven, in particular purely electrically, by means of the respective electrical machine 38, 40 via the basic transmission 36. Fig.4 shows a structural unit 42 which, particularly in the fully manufactured state of the commercial vehicle 10 having the respective construction variant, is fixed to the frame, i.e., attached to the frame 26. The structural unit 42 comprises, particularly depending on the construction variant, the respective electric machine 38, 40 and, in this case, an optional power take-off 44, which can also be omitted. Furthermore, the structural unit 42 comprises a transmission device 46 designed as a reduction group. This means that the modular system has the transmission device 46 (reduction group) provided across all construction variants in addition to the basic transmission 36, wherein the electric machines of the modular system can be selectively coupled, particularly in a torque-transmitting manner, to the transmission device 46 and thus can be coupled to the basic transmission 36 via the transmission device 46.Thus, for example, the basic transmission 36, in particular together with the transmission device 46, provides a standardized transmission ratio that is identical for all construction variants, particularly because the basic transmission 36 and the transmission device 46 are integral parts of all construction variants. The modular system comprises, for example, a support provided in addition to the axle housing 32 and formed separately from the axle housing 32, which supports all construction variants and is designed, for example, as a support plate. The support can be fastened at least indirectly, in particular directly, to the frame 26, in particular in such a way that relative movements between the frame 26 and the support are prevented.The electrical machines of the modular system can be optionally connected to the carrier at least indirectly, in particular directly or via the transmission device 46, and thus connected to the frame 26 via the carrier. Furthermore, it is conceivable for the modular system to have a retarder that is applicable to all construction variants, for example, which can be attached to the carrier at least indirectly, in particular directly, and thus connected to the frame 26 via the carrier.

[0046] Fig. 5 shows a first design variant of the electric drive axle (vehicle axle 14). From Fig. 5, it can be seen that the basic transmission 36 comprises, for example, a particularly simple planetary gear set 48 with a sun gear 50, a planetary carrier 52, a ring gear 54, and planetary gears 56 rotatably mounted on the planetary carrier 52. Furthermore, the planetary gear set 48 comprises, for example, a switching element S1, by means of which the ring gear 54 can be selectively decoupled in a rotationally fixed manner from the sun gear 50 or from the axle housing 32, or from both the sun gear 50 and the axle housing 32, so that in the latter case, the ring gear 54 is rotatable, in particular, about a main rotation axis 58, also referred to as the shaft rotation axis, both relative to the axle housing 32 and relative to the sun gear 50. The axle housing 32 is also simply referred to as the housing and is, for example, a housing of the basic transmission 36.

[0047] In the first embodiment, an overall transmission of the vehicle axle 14 comprising the basic transmission 36 has, for example, exactly one, in particular non-shiftable, gear G1. A first spur gear stage 60 is provided for this purpose, which is preferably a component of the basic transmission 36 and thus preferably applicable across all design variants. The first spur gear stage 60 has a first spur gear 62 and a second spur gear 64, with the spur gears 62 and 64 meshing with one another. The spur gear 64 is connected, in particular permanently, in a rotationally fixed manner to a shaft 66, in particular of the basic transmission 36, and is thus rotatable with the shaft 66 about the main axis of rotation 58 relative to the axle housing 32. In the present case, the sun gear 50 is also connected, in particular permanently, in a rotationally fixed manner to the shaft 66.

[0048] The vehicle axle 14 further comprises a differential gear 68, which may, for example, be a component of the modular system and, in particular, be applicable across all construction variants or be specific to each construction variant. As is well known, the differential gear 68 comprises an input gear 70, in the present case designed as a ring gear, which meshes with a gear designed as a drive pinion 72. For example, the drive pinion 72 is a component of the modular system, in particular of the basic transmission 36, and, for example, is applicable across all construction variants. In the present case, the drive pinion 72 is connected, in particular permanently, in a rotationally fixed manner to the planetary carrier 52. In the first construction variant, the differential gear 68 comprises, for example, a positive-locking differential lock 74.As illustrated by arrow 76, side shafts 78 of the vehicle axle 14 can be driven via the differential gear 68, wherein the vehicle wheels 22 can be driven via the side shafts 78, in particular via a gear ratio i. In the first design variant, the gear ratio i is 1. Furthermore, it can be seen from a combination of Fig. 4 and 5 that the modular system has a side shaft 80, which is preferably universally applicable to all design variants, via which the transmission device 46 and, via this, the respective electric machine of the modular system can be coupled to the basic transmission 36. It can be seen from Fig. 4 that the respective electric machine of the modular system can be coupled to the side shaft 80 via the transmission device 46 and the transmission device 46 can be coupled to the basic transmission 36 via the side shaft 80, in particular in a torque-transmitting manner, or is coupled in the fully manufactured state, for example in the first design variant.This makes it possible to design the structural unit 42, and thus the respective electric motor and the transmission device 46, as fixed to the frame, while the basic transmission 36 is held on the axle housing 32, which is to be or is held movably on the frame 26. For example, the switching element S1, also referred to as the switching unit, is applicable across all design variants.

[0049] Fig. 6 shows a schematic representation of a second design variant of the electric drive axle. In the second embodiment, the overall transmission has, for example, two gears, namely gear G1 and gear G2. In particular, the planetary gear set 48, particularly with the shifting element S1, enables advantageous starting of the commercial vehicle 10, especially when fully loaded and / or on an incline. If, for example, the sun gear 50 is connected in a rotationally fixed manner to the ring gear 54 by means of the shifting element S1, a advantageous crawler gear can be engaged. The sun gear 50 and the ring gear 54 are interlocked with one another.

[0050] Fig. 7 shows a schematic representation of a third of the design variants of the vehicle axle 14. In the third design variant, the two gears G1 and G2 are provided. The gear G1 is formed by the first spur gear stage 60, which is used for example across design variants, with the spur gears 62 and 64. While in the first design variant, for example, the spur gear 64 is connected, in particular permanently, in a rotationally fixed manner to the shaft 66, in the third design variant the spur gear 64 is designed as a first loose gear, which is arranged on the shaft 66 so as to be rotatable about the main axis of rotation 58. The second gear G2 is formed by a second spur gear stage 82, which has a third spur gear 84 and a fourth spur gear 86. The spur gears 84 and 86 mesh with one another. The spur gear 86 is designed as a second loose gear, which is arranged on the shaft 66 so as to be rotatable about the main axis of rotation 58 relative to the shaft 66.A second shifting element S2, also referred to as a shifting unit, is assigned to the idler gears. In a neutral state, the shifting element S2 releases the spur gears 84 and 86 for relative rotation about the main axis of rotation 58 and relative to the shaft 66, so that the spur gears 84 and 86 are decoupled from the shaft 66. Furthermore, the shifting element S2 can optionally be used to connect the spur gear 64 and the spur gear 86 to the shaft 66 in a rotationally fixed manner. If the spur gear 64 is connected to the shaft 66 in a rotationally fixed manner by means of the shifting element S2, while the spur gear 86 is rotatable about the main axis of rotation 58 relative to the shaft 66, the first gear G1 is engaged and the second gear G2 is disengaged. If the spur gear 86 is connected to the shaft 66 by means of the switching element S2, while the spur gear 64 is rotatable about the main axis of rotation 58 relative to the shaft 66, the second gear G2 is engaged, while the first gear G1 is disengaged.This allows advantageous shiftability to be achieved. Overall, it can be seen that, for example, the spur gear stage 82 is a transmission element of the modular system, wherein the basic transmission 36, which is essentially designed as an input variant, can be supplemented, i.e., expanded, to a two-speed variant by means of the transmission element. By using multiple transmission elements, such as, for example, the spur gear stage 82, more than two gears and thus at least or exactly three gears or at least or exactly four gears, in particular of the entire transmission, can be realized cost-effectively. Fig. 8 shows a schematic representation of a fourth of the construction variants.The fourth design variant is basically a combination of the third design variant and the second design variant, whereby the fourth design variant has the gears G1 and G2 of the second design variant and a third gear G3, which is formed, for example, like the second gear G2 of the third design variant, namely by the spur gear stage 82.

[0051] Fig. 9 shows a schematic representation of a fifth design variant of the vehicle axle 14. In the fifth design variant, the vehicle axle 14, in particular the entire transmission, has four gears, namely the first gear G1, the second gear G2, the third gear G3 and a fourth gear G4. The gears G1 and G3 and the gears G2 and G4 of the fifth design variant are formed like the gears G1 and G2 of the third design variant. In addition, a second planetary gear set 88 with a third shifting element SE3 is provided, wherein the previous and following explanations regarding the planetary gear set 48 and the shifting element S1 can also be readily applied to the planetary gear set 88 and the shifting element SE3.Accordingly, a further drive pinion 90 is provided, which is connected, in particular permanently, in a rotationally fixed manner to the planet carrier of the planetary gear set 88 and, in particular like the drive pinion 72, engages with the input gear 70 of the differential gear 68, designed as a ring gear. Just as the gears G1 and G3 in the fifth design variant are formed by the spur gear stages 60 and 82, the gears G2 and G4 in the fifth design variant are formed by spur gear stages 92 and 94, to which a fourth shifting element S4 is assigned, to which the previous and following explanations regarding the shifting element S2 can be applied and vice versa. From Fig. 7 it can be seen that the second gear G2 of the third design variant is optional and can also be omitted, for example in order to develop the present two-speed third design variant into a further, single-speed variant with the gear G1.In this case, for example, the spur gear 64 can remain designed as a loose gear, and the switching element S2 can be retained, or, as shown in Fig. 5 using the first construction variant, the switching element S2 can be omitted, and the spur gear 64 is connected, in particular permanently, in a rotationally fixed manner to the shaft 66.

[0052] Fig. 10 shows a sixth design variant of the vehicle axle 14. Two gears are provided, namely gears G1 and G2, with gear G2 being an optional gear and can also be omitted. The two-speed, sixth design variant differs from the two-speed third design variant shown in Fig. 7, in particular in the arrangement of the planetary gear set 48. Fig. 11 shows a schematic representation of a seventh design variant of the vehicle axle 14 designed as an electric drive axle. The seventh design variant also has, for example, exactly two gears, namely the gears G1 and G2, which in the present case can be shifted and thus engaged and disengaged, with gear G2 being optional and can also be omitted, as already explained with regard to the sixth design variant.While, for example, in the sixth design variant, the planetary gear set 48 is arranged upstream of the differential gear 68 in the torque flow with respect to a torque flow along which and via which a respective drive torque provided or can be provided by the respective electric machine via its rotor and intended to drive the vehicle wheels 22 is transferable from the rotor to the vehicle wheels 22, in the seventh design variant, the planetary gear set 48 is arranged downstream of the differential gear 68 in the torque flow and upstream of one of the vehicle wheels 22 or one of the dual gears 20 of the vehicle wheels 14. Therefore, an additional planetary gear set 48' is provided, which is structurally identical to the planetary gear set 48.While the planetary gear set 48 is arranged in the torque flow downstream of the differential gear 68 and upstream of one of the vehicle wheels 22 or one of the dual gears 20, the planetary gear set 48' is arranged in the torque flow downstream of the differential gear 68 and upstream of the other vehicle wheel 22 or the other dual gear 20. Thus, the planetary gear sets 48 and 48' are connected in parallel to one another in terms of flow in the torque flow.

[0053] Fig. 12 shows a schematic representation of an eighth embodiment of the electric drive axle (vehicle axle 14). In the eighth design variant, the sideshaft 80 is not provided, so that the sideshaft 80 does not necessarily have to be universal across design variants, but can, for example, be design-specific and thus be used, or, for example, Figs. 12 to 22 illustrate a second embodiment of the modular system, while Figs. 4 to 11 show a first embodiment of the modular system. For example, the respective electric machine can be connected at least indirectly, in particular directly, to the axle housing 32 and thus, for example, via the axle housing 32, to the frame 26, so that, for example, the respective electric machine of the modular system is not fixed to the frame, but rather fixed to the axle or axle housing.Then, for example, the side shaft 80 and the previously mentioned carrier can be omitted.

[0054] In the eighth design variant shown in Fig. 12, the vehicle axle 14 has, for example, in particular precisely, one gear, namely gear G1, which may, for example, not be shiftable but fixed. The gear G1 is formed by the spur gear stage 60. In this case, the spur gear 62 is arranged coaxially to the rotor of the electric machine 38, 40, for example, it being conceivable that the spur gear 62 is connected, in particular permanently, in a rotationally fixed manner to the rotor of the electric machine 38, 40. As in the seventh design variant shown in Fig. 11, the planetary gear sets 48 and 48' are provided in the eighth design variant shown in Fig. 12. In addition, a third planetary gear set 48" is provided, which in this case is structurally identical to the planetary gear sets 48 and 48'. The previous and following explanations regarding the planetary gear sets 48 and 48' can also be readily applied to the planetary gear set 48" and vice versa.In the eighth design variant, for example, the spur gear 64 is, in particular permanently, connected in a rotationally fixed manner to the sun gear 50 of the planetary gear set 48".

[0055] Fig. 13 shows a schematic representation of a ninth of the design variants, which is based in particular on the eighth design variant. In the ninth design variant, the vehicle axle 14 has, in particular, precisely two, in particular switchable, gears, namely gear G1 and gear G2. The gears G1 and G2 in the ninth design variant are formed, for example, like the gears G1 and G3 in the fifth design variant or like the gears G1 and G2 in the third design variant.

[0056] Fig. 14 shows a schematic representation of a tenth of the design variants, which also has, in particular precisely, two gears, namely gears G1 and G2. However, gears G1 and G2 in the tenth design variant are formed like gears G1 and G2 in the second design variant. In comparison to the eighth design variant and the ninth design variant, planetary gear sets 48, 48' and 48" are provided in the tenth design variant, and a fourth planetary gear set 48'" is additionally provided, which is structurally identical to planetary gear sets 48, 48' and 48". Thus, the following and previous statements regarding planetary gear sets 48, 48' and 48" can easily be transferred to planetary gear set 48'" and vice versa.It can be seen in particular from the figures that at least one of the construction variants can comprise not only one of the electrical machines of the modular system, but at least or exactly two electrical machines of the modular system, so that a particularly high degree of modularity can be realized.

[0057] Fig. 15 shows a schematic representation of an eleventh of the construction variants of the vehicle axle 14. In the eleventh construction variant, the vehicle axle 14 has, in particular, exactly three gears, namely the gears G1, G2 and G3.

[0058] Fig. 16 shows a schematic representation of a twelfth of the construction variants, wherein the twelfth construction variant has, in particular, exactly four, in particular switchable, gears, namely the gears G1, G2, G3 and G4.

[0059] Fig. 17 shows a thirteenth of the design variants, wherein the thirteenth design variant, in particular precisely, has one gear, namely gear G1, which is preferably a fixed, i.e., non-shiftable gear. Basically, the thirteenth design variant corresponds to the first design variant, but the sideshaft 80 is omitted. The transmission device 46 is or comprises, in particular precisely, a spur gear stage 96 with a third spur gear 98 and a fourth spur gear 100, wherein the spur gears 98 and 100 mesh. The spur gear 100 is arranged, for example, coaxially to the spur gear 62, wherein, for example, the spur gears 100 and 62 are connected to one another, in particular permanently, in a rotationally fixed manner. For example, the spur gear 98 is arranged coaxially to the respective rotor of the electrical machine 38, 40, wherein it is conceivable that the spur gear 98 is connected, in particular permanently, in a rotationally fixed manner to the rotor of the respective electrical machine 38, 40.In contrast to the first design variant, for example, in the thirteenth design variant the electric machine and the transmission device 46 are not fixed to the frame, but rather to the axle housing, thus being fastened to the axle housing 32 and connected to the frame 26 via this, in particular in a movable manner.

[0060] Fig. 18 shows a fourteenth of the design variants. In particular, the fourteenth design variant builds on the thirteenth design variant, in particular such that the fourteenth design variant has, in particular, exactly two gears, namely gears G1 and G2. As in the thirteenth design variant, gear G1 is formed by the spur gear stage 60, but unlike the thirteenth design variant, the shifting element S2 is provided and, however, unlike the thirteenth design variant, the spur gear 64 is designed as a loose gear. As in the third design variant, for example, gear G2 is formed by the second spur gear stage 82.

[0061] Fig. 19 shows a fifteenth of the design variants. The fifteenth design variant has, in particular, exactly two gears, namely gears G1 and G2. For example, in the fifteenth design variant, gears G1 and G2 are formed like gears G1 and G2 in the tenth design variant or in the second design variant.

[0062] Fig. 20 shows a schematic representation of a sixteenth of the design variants. The sixteenth design variant has, in particular, exactly three gears, namely gears G1, G2, and G3. The gears G1 and G3 in the sixteenth design variant are formed, for example, like the gears G1 and G2 in the fourth design variant.

[0063] Fig. 21 shows a schematic representation of a seventeenth design variant of the vehicle axle 14. The fourteenth design variant has, in particular, exactly four gears, namely the gears G1, G2, G3 and G4. The gears G1 and G3 in the seventeenth design variant are formed, for example, like the gears G1 and G3 in the sixteenth design variant and thus like the gears G1 and G2 in the fourteenth design variant, with the gears G2 and G4 in the seventeenth design variant being formed like the gears G1 and G3 in the seventeenth design variant. Finally, Fig. 22 shows an eighteenth design variant. The eighteenth design variant also has, in particular, exactly four gears, namely the gears G1, G2, G3 and G4.The eighteenth design variant differs from the seventeenth design variant in particular in that the respective gear ratio i, via which the respective vehicle wheel 22 or the respective double wheel 20 is driven by the differential gear 68, is not 1, but 3. This is realized by a respective final drive ratio 102, also referred to as the final drive, which is designed, for example, as a respective additional planetary gear set. For a heavy-duty variant, an external planetary axle of the respective planetary gear set 102 can be used. In particular, the eighteenth design variant, for example, is suitable for a payload of 50 tons or more. List of reference symbols.

[0064] 10 commercial vehicles

[0065] 12 vehicle axles

[0066] 14 vehicle axle

[0067] 16 Double arrow

[0068] 18 vehicle wheel

[0069] 20 double wheels

[0070] 22 vehicle wheel

[0071] 24 double arrow

[0072] 26 frames

[0073] 28 longitudinal members

[0074] 30 cross members

[0075] 32 axle housings

[0076] 34 Wheel hub

[0077] 36 basic gearboxes

[0078] 38 electric machine

[0079] 40 electric machine

[0080] 42 Unit

[0081] 44 Power take-off

[0082] 46 Translation facility

[0083] 48,48',48",48'" planetary gear set

[0084] 50 sun gear

[0085] 52 planet carriers

[0086] 54 ring gear

[0087] 56 Planetary gear

[0088] 58 Main axis of rotation

[0089] 60 first spur gear stage

[0090] 62 spur gear

[0091] 64 spur gear

[0092] 66 Wave

[0093] 68 differential gears

[0094] 70 Input gear

[0095] 72 drive pinions

[0096] 74 Differential lock

[0097] 76 Arrow side shaft

[0098] Sideshaft second spur gear stage

[0099] Spur gear

[0100] Spur gear

[0101] planetary gear set

[0102] drive pinion

[0103] Spur gear stage

[0104] Spur gear stage

[0105] Spur gear stage

[0106] Spur gear

[0107] Spur gear

[0108] Final translation

[0109] corridor

[0110] corridor

[0111] corridor

[0112] Gear first shift element second shift element third shift element

[0113] translation

Claims

Patent claims 1. Modular system for several construction variants of an electric drive axle (14) for a commercial vehicle (10), with an axle housing (32) of the drive axle (14) that is universally applicable and can be connected at least indirectly to a frame (26) of the commercial vehicle (10), with a basic transmission (36) that is universally applicable and can be fastened to the axle housing (32), and with several electrical machines (38, 40) that are specific to the construction variant and can be selectively coupled to the basic transmission (36), so that vehicle wheels (22) of the drive axle (14) can be driven by means of the respective electrical machine (38, 40) via the basic transmission (36).

2. Modular system according to claim 1, characterized by a cross-construction variant support provided in addition to the axle housing (32) and connectable at least indirectly to the frame (26), wherein the electrical machines (38, 40) can be selectively fastened to the support and thereby connected to the frame (26) via the support.

3. Modular system according to claim 2, characterized by a side shaft (80) which is applicable to all construction variants and via which the respective electric machine (38, 40) can be coupled to the basic transmission (36).

4. Modular system according to one of the preceding claims, characterized by a cross-variant, in addition to the basic transmission (36) provided transmission device (46), wherein the electrical machines (38, 40) can be selectively coupled to the transmission device (46) and can be coupled to the basic transmission (36) via the transmission device (46).

5. Modular system according to claims 3 and 4, characterized in that the transmission device (46) can be coupled to the basic transmission (36) via the side shaft (80).

6. Modular system according to one of the preceding claims, characterized in that the basic transmission (36) has a planetary gear set (48) with a sun gear (50), a planet carrier (52), a ring gear (54) and planetary gears (56) rotatably held on the planet carrier (52).

7. Modular system according to one of the preceding claims, characterized in that the basic gear (36) has a spur gear stage (60) with two meshing spur gears (62, 64).

8. Modular system according to claim 7, characterized by a switching unit (S2) which is applicable to all construction variants and by means of which one of the spur gears (62, 64) can be selectively connected in a rotationally fixed manner to a shaft (66) of the basic transmission (36) or can be decoupled from the shaft (66).

9. Modular system according to claim 7 or 8, characterized by at least one variant-specific second spur gear stage (82) with further, meshing spur gears (84, 86), wherein the further spur gear stage (82) can be coupled to the basic gear (36).

10. Modular system according to claims 8 and 9, characterized in that the switching unit (S2) is designed to selectively connect one of the further spur gears (84, 86) in a rotationally fixed manner to the shaft (66) of the basic transmission (36) or to decouple it from the shaft (66).

Images