Electric drive axle

Abstract

The invention relates to an electric drive axle (1) for a motor vehicle, comprising a first power path, which comprises a first electric machine (3) and a first gearbox (5), a second power path, which comprises a second electric machine (4) and a second gearbox (6), at least one supporting frame (13; 14; 30) and an axle bridge (2) which extends in the transverse direction of the vehicle, supports at least two drive wheels (11, 12) and forms a receiving space (17) for a differential (8), the receiving space (17) being delimited in the longitudinal direction of the vehicle by a first transmission opening (15) and a second transmission opening (16), wherein the first power path extends through the first transmission opening (15) of the axle bridge (2) and the second power path extends through the second transmission opening (16) of the axle bridge (2) and both power paths are or can be drivingly connected to the differential (8) and the differential also is or can be drivingly connected to the at least two drive wheels (11, 12), with a single-part or multi-part supporting frame (13; 14; 30) for receiving the gearboxes (5, 6). In order to reduce the resulting tolerance in the case of the electric drive axle (1), according to the invention the first gearbox (5) and / or the second gearbox (6) and the differential (8) are disposed on the single-part or multi-part supporting frame (13, 14; 30) and the single-part or multi-part supporting frame (13, 14; 30) extends through the first transmission opening (15) and through the second transmission opening (16) and is connected directly or indirectly to the axle bridge (2).

Description

[0001] Electric drive axle

[0002] The invention relates to an electric drive axle for a motor vehicle, comprising a first power path comprising a first electric machine and a first transmission, a second power path comprising a second electric machine and a second transmission, at least one supporting frame, and an axle bridge extending in the transverse direction of the vehicle and supporting at least two drive wheels, which axle bridge forms a receiving space for a differential, and the receiving space is delimited in the longitudinal direction of the vehicle by a first transmission opening and a second transmission opening, wherein the first power path extends through the first transmission opening of the axle bridge and the second power path extends through the second transmission opening of the axle bridge, and both power paths are drive-connected or can be drive-connected to the differential, and the differential is further drive-connected to the at least two drive wheels.with a single- or multi-part support frame for accommodating the transmission. Furthermore, the invention relates to a method for producing an electric drive axle.

[0003] Electrically driven axles in the commercial vehicle sector, especially in the higher power range, are equipped with two (or in exceptional cases several) electric motors.

[0004] CN 17 396 210 U discloses an electric vehicle axle for a motor vehicle having an axle body with a drive axle with a first electric machine and a second electric machine and a differential arranged between a first and second drive shaft. The first electric machine acts on the differential via a first transmission and the second electric machine via a second transmission. The first electric machine with the first transmission and the second electric machine with the second transmission are arranged on different sides of the axle body - i.e. in front of and behind the axle body - with mirror symmetry or point symmetry. The electric machines and the transmissions are installed transversely, so the axes of rotation of rotating shafts are arranged parallel to the drive axle.

[0005] WO 2020 / 207723 A1 discloses a vehicle axle for a motor vehicle, which comprises an axle body with two arms extending transversely to the longitudinal axis of the axle body, wherein an electric drive unit is mounted on the end face of each arm, which are arranged overlapping with respect to the longitudinal axis. WO 2020 / 037233 A1 discloses an electric vehicle axle for a motor vehicle with a first electric motor and a second electric motor, which act on an input gear set. The drive force received from the input gear set is transmitted to a differential and to a first and a second axle shaft.

[0006] Known arrangements have a substantial design problem, which is explained with reference to Fig. 1 to Fig. 4.

[0007] Fig. 1 to Fig. 4 schematically show an electric drive axle 101 for a motor vehicle according to the prior art, comprising an axle bridge 102, a first electric machine 103, and a second electric machine 104. Fig. 1, Fig. 3, and Fig. 4 each show the electric drive axle 101 in a side view in the direction of the axis of rotation 101a of the drive shafts 109, 110, while Fig. 2 shows the electric drive axle 101 in a plan view. Figs. 1 and Fig. 2 show the electric drive axle 101 in a disassembled state, Fig. 3 shows the electric drive axle 101 in a partially assembled state, and Fig. 4 shows it in the assembled state.

[0008] An axle bridge 102 is a continuous axle beam of a rigid axle with interfaces to both wheel bearings and the chassis. In a conventional truck, a plug-in module with a bevel gear and differential is flanged to the center. With an electric drive axle 101, modules with electric motors 103, 104 and transmissions 105, 106 can be flanged to the axle.

[0009] The first electric machine 103 and the second electric machine 104 are arranged on different sides A, B with respect to the axle bridge 102. Thus, the first electric machine 103 is positioned—with respect to the direction of travel of the motor vehicle—for example, on the front side and the second electric machine 104 on the rear side of the axle bridge 102. The first electric machine 103 acts via a first gear 105, and the second electric machine 104 via a second gear 106 on a summing spur gear 107 of a differential 108, which is arranged, for example, centrally. The differential 108 is further drivingly connected to at least two drive wheels 111, 112 via drive shafts 109, 110. The first electric machine 103 and the first transmission 105 are arranged in a first transmission housing 113, the second electric machine 104 and the second transmission 106 are arranged in a second transmission housing 114.The axle bridge 102 has a first transmission opening 115 in the area of ​​the first transmission 105 and a second transmission opening 116 in the area of ​​the second transmission 106. Power-transmitting spur gears of gear stages of the transmissions 105, 106 are passed through these transmission openings 115, 116 for transmitting torque between the electric machines 103, 104 and the summing spur gear 107 of the differential 108.

[0010] During assembly, the first gear housing 113, including the first electric motor 103 and differential 108, is first placed and flanged onto the axle bridge 102 from a first side A, for example, the rear side (Fig. 3). This establishes the position of the summing spur gear 107 relative to the axle bridge 102. Then, the second gear housing 114, including the second electric motor 104, is placed and flanged onto the axle bridge 102 from a second side B, for example, the front side (Fig. 4). This establishes the position of the spur gear(s) of the second gear 106 relative to the axle bridge 102 and thus also the position of the spur gear(s) relative to the summing spur gear 107.

[0011] This means that a very long tolerance chain for the tooth meshing determines the quality and accuracy of this tooth meshing via the components mentioned below. The tolerance chain indicated in Fig. 1 with reference symbol abcdefg is determined in the first gear housing 113 by components such as the summing spur gear 107, the (not shown) differential carrier and the (not shown) differential bearings of the differential 108, the (not shown) bearing seats in the first gear housing 113 in relation to the gear housing flange 113a and to the locating pins in the gear housing flange 113a (see reference symbols a, b, c). In the area of ​​the axle bridge 102, the tolerance chain abcdefg is determined by the positions of the (not shown) locating pins of the two flange surfaces 102a, 102b relative to one another and the position of the two flange surfaces 102a, 102b relative to one another (see reference symbol d).The tolerance chain abcdefg is determined in the second gear housing 114 by components such as the (not shown) bearing seats in the second gear housing 114 in relation to the gear housing flange 114a and the (not shown) dowel pins or other positioning options, for example, centering seats, in the gear housing flange 114a, the (not shown) bearings of the meshing spur gear, and the spur gear (with shaft) of the second gear 106 (see reference symbols e, f, g). Depending on the design of the gears 105, 106, additional components can extend the tolerance chain abcdefg. The tolerances cause a significant variation in the center distance between the spur gears and lead to very inaccurate tooth meshing.

[0012] The arrangement known from the prior art results in a large resulting tolerance in the center distance between the summing spur gear 107 and the meshing spur gear of the gear 106. To prevent jamming of the gearing, increased gear clearance and larger gearing corrections must be taken into account. Furthermore, angular deviations and parallelism deviations lead to interlocking of the gears.

[0013] Possible consequences and disadvantages of this are reduced gear life, NVH problems (NVH = Noise, Vibration, Harshness), increased gear mesh losses, higher transmission errors and torsional vibration deterioration.

[0014] The object of the invention is to reduce the resulting tolerance in an electric drive axle of the type mentioned above.

[0015] According to the invention, this object is achieved in an electric drive axle of the type mentioned above in that the first transmission and / or the second transmission and the differential are arranged, i.e., mounted, on a single- or multi-part support frame, and that the single- or multi-part support frame extends through the first transmission opening and through the second transmission opening and is firmly connected to the axle bridge directly or indirectly, i.e., for example, via a housing. The single- or multi-part support frame thus penetrates the axle bridge by extending through the first transmission opening and through the second transmission opening.

[0016] Coming from the first side, the support frame thus penetrates the first transmission opening of the axle bridge and is advantageously firmly connected to the axle bridge directly via a first flange.

[0017] The connection of the single- or multi-part support frame according to the invention to the axle bridge affects the tolerance between the differential and the side shafts leading to the drive wheels, but not the tolerance chain between the power paths and the differential. Thus, the support frame can also be connected to the axle bridge indirectly, for example, via a housing to which the support frame is connected. Advantageously, the support frame is connected directly to the axle bridge to minimize the tolerance between the differential and the side shafts.

[0018] In the prior art described in Fig. 1 to Fig. 4, however, the connections of the gear housing to the axle bridge have an effect on the tolerance of the center distance and thus the spur gear toothing between the summing spur gear 107 and the engaging spur gear of the gear 106.

[0019] A variant of the invention provides that the first transmission - preferably also the differential - is accommodated by a first part of the support frame and the second transmission by a second part of the support frame, wherein only the first part of the support frame penetrates the axle bridge and is directly and firmly connected to the second support frame, and wherein only the first part of the support frame is firmly connected to the axle bridge.

[0020] The second part of the support frame is connected to the first part of the support frame on the second side via a second flange.

[0021] This creates a short tolerance chain between the first and second support frames. This also reduces the resulting tolerance of the center distance between the summing spur gear and the meshing spur gear of the second gear.

[0022] A further embodiment of the invention provides that the first gear unit and the second gear unit are arranged, i.e., mounted, in a common support frame. Preferably, the common support frame is closed on both the first side of the first gear unit and the second side of the second gear unit, preferably in the form of a closed housing. In an alternative embodiment of the invention, the common support frame is open on the second side of the second gear unit—preferably in the form of an open housing—and can be closed by a housing cover.

[0023] These design variants ensure that tolerances are minimized.

[0024] In a further development of the invention, it can be provided that at least one - preferably the second - electrical machine and / or at least one gear element, preferably at least one planetary gear or at least one spur gear stage is flanged to an outer surface of the support frame or the housing cover.

[0025] Furthermore, the object is achieved by a method for producing an electric drive axle, which provides for the implementation of the following steps: a. arranging the first transmission and / or the second transmission and the differential on a single-part or multi-part support frame, b. inserting the single-part or multi-part support frame transversely to the electric axle through the first transmission opening and preferably also through the second transmission opening, and c. firmly connecting the support frame or a support frame to the axle bridge.

[0026] According to one embodiment of the invention, it is provided that the first transmission - preferably also the differential - is received by a first support frame and the second transmission by a second support frame, wherein only the first support frame penetrates the axle bridge and is directly and firmly connected to the second support frame, and wherein only the first support frame is firmly connected to the axle bridge.

[0027] By firmly connecting the second support frame directly to the first support frame, the tolerance chain can be kept very short. The tolerances of the axle bridge no longer influence the summation gear mesh. Thus, the tolerance chain runs only across the two support frames, not across the axle bridge.

[0028] A further embodiment of the invention provides that the first transmission and the second transmission are arranged, i.e., mounted, in a common support frame. In particular, all shafts of the first transmission and the second transmission are mounted in the common support frame. The common support frame is flange-mounted to the axle bridge.

[0029] All electrical machines and their associated transmission components are installed in a common support frame. Since all rotating parts, especially the rotors of the electrical machines and the transmission shafts, are mounted in the common support frame, the accuracy of all gear meshing depends only on the manufacturing tolerances within a single support frame. This ensures the best possible result with regard to minimizing the tolerance chain.

[0030] The common support frame is pushed through the transmission openings in the axle bridge and flanged to the axle bridge.

[0031] The common support frame can advantageously be enclosed on both the first side of the first gearbox and the second side of the second gearbox, i.e., oil-tight and sealed to the axle bridge. This arrangement ensures the best possible alignment of the shafts and consistently good gear mesh.

[0032] In an alternative embodiment of the invention, the common support frame on the second side of the second transmission is designed to be open—for example, as an open frame—and closed by a housing cover. Furthermore, it can be provided that, after step a. or b., at least one transmission component—preferably at least one gear and / or one transmission shaft—is / are installed in the support frame.

[0033] This allows the spur gears of the second gearbox to be mounted after the common support frame and the axle bridge have been bolted together. The gear set of the second gearbox can thus be larger than the transmission openings in the axle bridge. The housing cover seals the area around the second gearbox with oil-tight seals.

[0034] This arrangement also ensures optimal alignment of the shafts and consistently good gear meshing. Compared to the closed design, the open support frame offers fewer space restrictions for the gear set of the second transmission.

[0035] In a further embodiment of the invention, after step a. or b., the second electric machine and / or at least one gear element, preferably at least one planetary gear or at least one spur gear stage, is / are flange-mounted to the support frame or the housing cover. This allows for greater flexibility during installation. The common support frame, which contains the bearings for all essential gear meshes, is flange-mounted to the axle bridge.

[0036] For example, a second electric motor can be subsequently flanged to the support frame. The second electric motor is therefore only mounted after the common support frame has been flanged to the axle bridge. This eliminates the need to push the second electric motor through the opening in the axle bridge during assembly. This allows for the use of a larger electric motor. This option also offers greater flexibility in the arrangement of components.

[0037] Additionally, it is also possible to subsequently flange-mount additional elements of the second gearbox, such as planetary gears or spur gear stages, onto the common support frame. This allows more space to be used for the second gearbox, as is the case with the flange-mounted second electric motor. This offers greater flexibility for the gearbox design, for example, different topologies, more gears, and a more flexible arrangement of the gearbox components.

[0038] With the present invention, the tolerance chain in the housing assembly of the electric drive axle can be reduced to such an extent that the quality of the critical tooth engagement reaches an acceptable value.

[0039] At the same time, the following advantages of conventional axle bridges can be implemented:

[0040] Use of conventional axle bridge design o Well suited to absorbing axle loads o Manufacturing processes for the axle bridge - as with conventional axle o Drive modules without structural forces (separation of the 2 functions "drive" and "carrying the axle load"): Lightweight construction possible

[0041] • Equipping the electric drive axle with more than one electric machine o Display of high performance o High flexibility in arrangement / package

[0042] • Transverse installation of the components o Good basis for high mechanical efficiency (no bevel drive)

[0043] • Approximately symmetrical arrangement in front of and behind the axle o Central position of the center of gravity o Summation of the load paths after switching (switching without interruption of traction possible with suitable topology) o Good utilization of the installation space

[0044] The invention is explained in more detail below with reference to the non-limiting embodiments shown in the figures. These schematically show:

[0045] Fig. 1 shows an electric drive axle including tolerance chain according to the prior art in a side view in disassembled state;

[0046] Fig. 2 this known electric drive axle in a plan view;

[0047] Fig. 3 this known electric drive axle in a partially assembled state;

[0048] Fig. 4 this known electric drive axle in the assembled state;

[0049] Fig. 5 shows an electric drive axle according to the invention in a first embodiment in a side view in a partially assembled state;

[0050] Fig. 6 this electric drive axle in assembled state;

[0051] Fig. 7 the tolerance chain for this design variant;

[0052] Fig. 8 shows an electric drive axle according to the invention in a second embodiment in a side view in a partially assembled state;

[0053] Fig. 9 shows this electric drive axle in the assembled state; Fig. 10 shows an electric drive axle according to the invention in a third embodiment in a side view in the disassembled state;

[0054] Fig. 11 this electric drive axle in a partially assembled state;

[0055] Fig. 12 this electric drive axle in a partially assembled state;

[0056] Fig. 13 this electric drive axle in assembled state;

[0057] Fig. 14 shows an electric drive axle according to the invention in a fourth embodiment in a plan view;

[0058] Fig. 15 shows an electric drive axle according to the invention in a fifth embodiment in a plan view; and

[0059] Fig. 16 shows an electric drive axle according to the invention in a sixth embodiment in a plan view.

[0060] Fig. 1 to Fig. 4 schematically show an electric drive axle 101 for a motor vehicle according to the prior art, comprising an axle bridge 102, a first electric machine 103 and a second electric machine 104. Fig. 1, Fig. 3, and Fig. 4 each show the electric drive axle 101 in a side view in the direction of the axis of rotation 101a of the drive shafts 109, 110, while Fig. 2 shows the electric drive axle 101 in a plan view. Figs. 1 and Fig. 2 show the electric drive axle 101 in a disassembled state, Fig. 3 shows the electric drive axle 101 in a semi-assembled state, and Fig. 4 shows it in the assembled state.

[0061] The first electric machine 103 and the second electric machine 104 are arranged on different sides A, B with respect to the axle bridge 102. Thus, the first electric machine 103 is positioned—with respect to the direction of travel of the motor vehicle—for example, on the front side and the second electric machine 104 on the rear side of the axle bridge 102. The first electric machine 103 acts via a first gear 105, and the second electric machine 104 via a second gear 106 on a summing spur gear 107 of a differential 108, which is arranged, for example, centrally. The differential 108 is further drivingly connected to at least two drive wheels 111, 112 via drive shafts 109, 110. The first electric machine 103 and the first transmission 105 are arranged in a first transmission housing 113, the second electric machine 104 and the second transmission 106 are arranged in a second transmission housing 114.The axle bridge 102 has a first transmission opening 115 in the area of ​​the first transmission 105 and a second transmission opening 116 in the area of ​​the second transmission 106. Power-transmitting spur gears of gear stages of the transmissions 105, 106 are passed through these transmission openings 115, 116 for transmitting torque between the electric machines 103, 104 and the summing spur gear 107 of the differential 108.

[0062] During assembly, the first gear housing 113, including the first electric motor 103, the first gear 105, the summing spur gear 107, and the differential 108, is first placed and flanged onto the axle bridge 102 from a first side A, for example, the rear side (Fig. 3). This establishes the position of the summing spur gear 107 relative to the axle bridge 102. Then, the second gear housing 114, including the second electric motor 104, is placed and flanged onto the axle bridge 102 from a second side B, for example, the front side (Fig. 4). This establishes the position of the spur gear(s) of the second gear 106 relative to the axle bridge 102, and thus also the position of the spur gear(s) relative to the summing spur gear 107.

[0063] This means that a very long tolerance chain across the components listed below determines the quality and precision of this tooth engagement. The tolerance chain indicated in Fig. 1 with reference symbols abcdefg is determined in the first gear housing 113 by components such as the summing spur gear 107, the (not shown) differential carrier and the (not shown) differential bearings of the differential 108, the (not shown) bearing seats in the first gear housing 113 in relation to the gear housing flange 113a and to the locating pins (not shown) in the gear housing flange 113a (see reference symbols a, b, c). In the area of ​​the axle bridge 102, the tolerance chain is determined by the positions of the (not shown) locating pins of the two flange surfaces 102a, 102b relative to one another and the position of the two flange surfaces 102a, 102b relative to one another (see reference symbol d).The tolerance chain abcdefg is determined in the second gear housing 114 by components such as bearing seats (not shown) in the second gear housing 114 in relation to the gear housing flange 114a and the dowel pins (not shown) or other positioning options such as a centering seat in the gear housing flange 114a, the bearings (not shown) of the meshing spur gear, and the spur gear (with shaft) of the second gear 106 (see reference symbols e, f, g). Depending on the design of the gears 105, 106, additional components can extend the tolerance chain abcdefg. The tolerances cause a significant variation in the center distance between the spur gears and lead to very inaccurate tooth meshing. The arrangement known from the prior art results in a large resulting tolerance of the center distance between the summing spur gear 107 and the meshing spur gear of the gear 106.

[0064] To prevent gear jamming, increased gear clearance and larger gear adjustments must be considered. Furthermore, angular and parallel deviations lead to interlocking of the gears.

[0065] Identical parts are provided with the same reference numerals in the embodiments according to the invention.

[0066] 5 to 7 show an electric drive axle 1 according to the invention for a motor vehicle, for example a commercial vehicle, in a first embodiment. The electric drive axle 1 has a first electric machine 3, a first transmission 5, a second electric machine 4, a second transmission 6 and an axle bridge 2 accommodating at least two drive wheels 11, 12. The first electric machine 3 and the first transmission 5 as well as the summing spur gear 7 and the differential 8 are arranged in a first part 13 of the supporting frame (also referred to as the first supporting frame). The second electric machine 4 and the second transmission 6 are arranged in a second part 14 of the supporting frame (also referred to as the second supporting frame).

[0067] The axle bridge 2 forms a receiving space 17 for a differential 8 and has a first transmission opening 15 and a second transmission opening 16 facing away from the first transmission opening 15. The first electric machine 3, the first transmission 5, the summing spur gear 7, and the differential 8 are arranged and mounted on the support frame 13. The drive wheels 11, 12 can be seen in Fig. 14, Fig. 15, Fig. 16.

[0068] For assembly, the first support frame 13 is pushed from the first side A transversely to the electric drive axle 1 in the direction of the second side B through the first transmission opening 15 and the second transmission opening 16 of the axle bridge 2, for example via locating pins (not shown) or other positioning options such as a centering seat on the axle bridge 2, and is firmly connected to the axle bridge 2, for example by a first screw connection (Fig. 5). The second support frame 14 is then firmly connected via the second support frame flange 14a directly to a first support frame flange 13a of the first support frame 13, for example by a second screw connection. Thus, only the first support frame 13 is firmly connected to the axle bridge 2 (Fig. 6).A gap s is formed between the axle bridge 2 and the second support frame 14, in which at least one seal (not shown in detail) - for example an O-ring or an elastic molded seal - is arranged.

[0069] The tolerances of axle bridge 2 therefore no longer influence the center distance between the summation spur gear 7 and the meshing spur gear of the second gear 6, and thus no longer influence the summation gear mesh. Thus, the tolerance chain extends only over two support frames 13, 14. The length tolerances now act via the gap s between the left flange of axle bridge 2 and the flange of the second support frame 14. The seal between axle bridge 2 and the second support frame 14 must be able to compensate for a gap s in the order of magnitude of the tolerances of the three housings – axle bridge 2, first support frame 13, and second support frame 14.

[0070] The tolerance chain indicated in Fig. 7 with reference symbols abcde is determined in the first support frame 13 by components such as the summing spur gear 7, the (not shown) differential carrier and the (not shown) differential bearings of the differential 8, the (not shown) bearing seats in the first support frame 13 in relation to the support frame flange 13a and to the dowel pins in the support frame flange 13a, and in the second support frame 14 by (not shown) bearing seats in the second support frame 14 in relation to the support frame flange 14a and to the (not shown) dowel pins in the support frame flange 14a, the (not shown) bearings of the engaging spur gear and the spur gear (with shaft) of the second gear 6.

[0071] The tolerances of axle bridge 2 no longer have any influence on the summation tooth mesh.

[0072] Because the second support frame 14 is firmly connected directly to the first support frame 13, the tolerance chain can be kept very short. The tolerances of the axle bridge 2 no longer influence the summation gear mesh. Thus, the tolerance chain abcde now only runs across the two support frames 13, 14, but not across the axle bridge 2, as shown in Fig. 7. The tolerance chain abcde, based on the meshing between the spur gear of the second transmission 6 and the summation spur gear 7 of the differential 8, is therefore significantly shorter than in the prior art shown in Fig. 1.

[0073] Figs. 8 and 9 show a second embodiment of the invention, which differs from the first embodiment in that the first transmission 5 and the second transmission 6 are arranged in a single common support frame 30. In particular, all shafts of the first transmission 5 and the second transmission 6, the summing spur gear 7, and the differential 8 are mounted in the common support frame 30. The common support frame 30 is flange-mounted to the axle bridge 2.

[0074] All electrical machines 3, 4 and the associated transmission components of the first 5 and second transmission 6 are installed in the common support frame 30. Since all rotating parts, in particular the rotors of the electrical machines 3, 4 and the transmission shafts, especially the summing spur gear 7, are mounted in the common support frame 30, the accuracy of all gear meshing depends only on the manufacturing tolerances within the single support frame 30. This ensures the best possible result with regard to minimizing the tolerance chain. The support frame 30 is closed and oil-tight and penetrates the axle bridge 2 in the first transmission opening 15 and the second transmission opening 16.

[0075] During assembly, the common support frame 30 is pushed from the first side A in the direction of the second side B transversely to the electric drive axle 2 through the first transmission opening 15 and the second transmission opening 16 (Fig. 8) and firmly connected to the axle bridge 2, for example via a screw connection (Fig. 9).

[0076] This arrangement ensures the best possible alignment of the shafts to each other and consistently good tooth meshing.

[0077] Fig. 10 to Fig. 13 show a third embodiment of the invention, which differs from the second embodiment in that the common support frame 30 on the second side B of the second transmission 6 is open—for example, as an open frame or open housing—and is closed by a housing cover 31. Furthermore, it can be provided that after the support frame 30 has been partially pushed through the transmission openings 15, 16, at least one transmission component—preferably at least one gearwheel and / or a transmission shaft—of the second transmission 6 is / are installed in the support frame 30 (see Fig. 11, Fig. 12). For example, the second electric machine 4 and spur gears of the second transmission 6 are mounted on a projecting bearing support 32 of the support frame 30 in this assembly step. The housing cover 31 is then placed on top and firmly connected to the axle bridge 2.

[0078] This allows spur gears of the second transmission 6 to be mounted after the common support frame 30 and the axle bridge 2 have been bolted together (see Fig. 11, Fig. 12). The gear set of the second transmission 6 can thus be larger than the transmission openings 15, 16 in the axle bridge 2. The housing cover 31 seals the area around the second transmission 6 and the axle bridge 2 in an oil-tight manner.

[0079] This arrangement also ensures the best possible alignment of the shafts and consistently good gear meshing. Compared to the closed design, the open support frame offers fewer space restrictions for the gear set of the second transmission 6.

[0080] Fig. 14 shows a further embodiment variant with a closed common support frame 30, in which the second electric machine 4—possibly also the first electric machine 3—is flanged to the support frame 30 only after the common support frame 30 has been inserted into the transmission openings 15, 16 and connected to the axle bridge 2. This allows for greater flexibility during installation. The common support frame 30, which contains the bearings for all essential gear meshes, is therefore already flanged to the axle bridge 2 at the time of assembly of the second electric machine 4.

[0081] Fig. 15 shows an embodiment analogous to Fig. 14 with an open common support frame 30. Here too, the second electrical machine 4 is only flanged to the housing cover 31 in a final assembly step - i.e. after the support frame 30 has been pushed through the transmission openings 15, 16 of the axle bridge 2, the gear components have been mounted on the bearing carrier 32, the support frame 30 has been fastened to the axle bridge 2 and after it has been closed by the housing cover 31.

[0082] Fig. 16 shows a further embodiment variant which differs from Fig. 15 in that in addition to the second electrical machine 4, at least one gear element 33, for example a planetary gear or at least one spur gear stage, is flanged to the support frame 30 or the housing cover 31.

[0083] The common support frame 30, which contains the bearings for all essential tooth engagements, is flanged to the axle bridge 2.

[0084] The fact that the second electric machine 4 and / or an additional transmission element 33 can be subsequently flange-mounted to the support frame 30 or the housing cover 31 enables greater flexibility during installation, since the second electric machine 4 and / or the additional transmission element 33 do not have to be pushed through the transmission openings 15, 16 in the axle bridge 2 during assembly. This allows, for example, a larger electric machine 4 and / or larger transmission elements to be used. Furthermore, this option offers greater flexibility in the arrangement of the components.

[0085] Additionally, it is also possible for additional elements of the second transmission 6, such as planetary gears or spur gear stages, to be subsequently flange-mounted to the common support frame 30. This allows more space to be used for the second transmission 6, as with the flange-mounted second electric motor 4. This offers greater flexibility for the transmission design, for example, different topologies, more gears, and more flexible arrangement of the transmission components.

Claims

P A T E N T A N S P R Ü C H E 1. Electric drive axle (1) for a motor vehicle with a first power path comprising a first electric machine (3) and a first transmission (5), a second power path comprising a second electric machine (4) and a second transmission (6), at least one supporting frame (13, 14;30) and an axle bridge (2) extending in the transverse direction of the vehicle and supporting at least two drive wheels (11, 12), which forms a receiving space (17) for a differential (8), and the receiving space (17) is delimited in the longitudinal direction of the vehicle by a first transmission opening (15) and a second transmission opening (16), wherein the first power path extends through the first transmission opening (15) of the axle bridge (2) and the second power path extends through the second transmission opening (16) of the axle bridge (2), and both power paths are drive-connected or can be drive-connected to the differential (8), and the differential is further drive-connected to the at least two drive wheels (11, 12), with a single-part or multi-part supporting frame (13, 14; 30) for receiving the transmissions (5, 6), characterized in that the first transmission (5) and / or the second transmission (6) and the differential (8) on the single or multi-part supporting frame (13, 14;30) are arranged, and that the single-part or multi-part support frame (13, 14; 30) extends through the first transmission opening (15) and through the second transmission opening (16) and is connected directly or indirectly to the axle bridge (2); 2. Electric drive axle (1) according to claim 1, characterized in that the first gear (5) - preferably also the differential (8) - is accommodated by a first part (13) of the support frame and the second gear (6) is accommodated by a second part (14) of the support frame, wherein only the first part (13) penetrates the axle bridge (2) and is directly fixedly connected to the second part (14), and wherein only the first part (13) is fixedly connected to the axle bridge (2).

3. Electric drive axle (1) according to claim 1, characterized in that the first gear (13) and the second gear (14) are arranged in a common support frame (30).

4. Electric drive axle (1) according to claim 3, characterized in that the common support frame (30) is closed, preferably as a closed housing, both on a first side (A) of the first transmission (5) and on a second side of the second (B) transmission (6).

5. Electric drive axle (1) according to claim 3 or 4, characterized in that the common support frame (30) is open at least on the second side (B) of the second transmission (6), preferably designed as an open housing and can be closed by a housing cover (31).

6. Electric drive axle (1) according to one of claims 1 to 4, characterized in that at least one - preferably at least the second - electric machine (3, 4) and / or at least one gear element (33), preferably at least one planetary gear or at least one spur gear stage is flanged to an outer surface of the support frame (13, 14; 30) or the housing cover (31).

7. Method for producing an electric drive axle (1) according to one of claims 1 to 6, characterized in that the following steps are carried out: a. arranging the first transmission (5) and / or the second transmission (6) and the differential (8) on a single-part or multi-part support frame (13, 14; 30) b. inserting the single-part or multi-part support frame (13, 14; 30) transversely to the electric drive axle (1) through the first transmission opening (15), preferably also through the second transmission opening (16) and c. firmly connecting the support frame (30) or a support frame (13) to the axle bridge (2).

8. Method according to claim 7, characterized in that the first transmission (5) - preferably also the differential (8) - is received by a first support frame (13) and the second transmission (6) by a second support frame (14), wherein only the first support frame (13) penetrates the axle bridge (2) and is directly and firmly connected to the second support frame (14), and wherein only the first support frame (13) is firmly connected to the axle bridge (2).

9. Method according to claim 7, characterized in that the first gear (5) and the second gear (6) are arranged and / or mounted in a common support frame (30).

10. Method according to claim 6 or 7, characterized in that the common support frame (30) is designed to be closed - preferably as a closed housing - both on the first side (A) of the first gear (5) and on the second side (B) of the second gear (6).

11. Method according to claim 6 or 7, characterized in that the common support frame (30) is open at least on the second side (B) of the second gear (6) - preferably as an open housing - and is closed by a housing cover (31).

12. Method according to one of claims 7 to 9, characterized in that after insertion through the transmission openings (15, 16) at least one - preferably at least the second - electrical machine (3, 4) and / or at least one gear element (33), preferably at least one planetary gear or at least one spur gear stage is / are flanged to an outer surface of the support frame (13, 30) or to the housing cover (31).

13. Method according to one of claims 7 to 10, characterized in that after insertion through the transmission openings (15, 16) at least one transmission component - preferably at least one gear wheel and / or one transmission shaft of the second transmission (6) - is installed in the common support frame (30). 2025 01 29 FU

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