Wheel hub transmission, wheel hub transmission assembly, and utility vehicle

Abstract

The invention relates to a wheel hub transmission (3) for a utility vehicle, having: - a first planetary gear set (5.1) which has a first sun gear (9.1) and first planetary gears (11.1), the first sun gear (9.1) and the first planetary gears (11.1) meshing; - a second planetary gear set (5.2) which has a second sun gear (9.2) and second planetary gears (11.2), the second sun gear (9.2) and the second planetary gears (11.2) meshing, and - a planet carrier (7) which has the first planetary gears (11.1) and the second planetary gears (11.2), the first planetary gears (11.1) and the second planetary gears (11.2) meshing, - a sun gear (9), selected from the first sun gear (9.1) and the second sun gear (9.2), being designed as first drive element (13.1) and configured to be drive-connected to a driven shaft (15) of the utility vehicle, - the planet carrier (7) being designed as output element (17) and configured to be drive-connected to a drive wheel (19) of the utility vehicle, - the first sun gear (9.1) having a smaller diameter than the second sun gear (9.2), - the wheel hub transmission (3) being designed without ring gears. The invention further relates to a wheel hub transmission assembly (1) and to a utility vehicle having such a wheel hub transmission (3), and to a utility vehicle having such a wheel hub transmission assembly (1).

Description

[0001] 2023P00677WG

[0002] Daimler Truck AG 1 Furkan Özvatan

[0003] August 26, 2025

[0004] Wheel hub gear, wheel hub gear assembly and commercial vehicle

[0005] The invention relates to a wheel hub gear, a wheel hub gear assembly and a commercial vehicle.

[0006] Commercial vehicles, especially electrically powered commercial vehicles, can have a planetary gear set in the wheel hubs, also known as a wheel hub gear set. Such a wheel hub gear set typically includes a sun gear, planet gears, a planet carrier, and a ring gear. A drive element is usually connected to the sun gear, allowing a drive torque, particularly from an electric motor, to be transmitted to the sun gear. Furthermore, a driven element is connected to the planet carrier, enabling the vehicle's wheel to be driven. Wheel hub gear sets can be switchable, allowing the gear ratio to be changed, particularly to improve efficiency at higher speeds. However, in such configurations, the gear ratio is usually too high, resulting in an unsatisfactory gear ratio and excessively large gear steps.Furthermore, a commercial vehicle typically has a separate wheel hub gearbox for each wheel hub. This design is complex and expensive. Moreover, when cornering, the different wheel speeds can cause the two wheel hub gearboxes to be unable to engage simultaneously, requiring sequential engagement, resulting in a comparatively long shift time.

[0007] The invention is therefore based on the objective of creating a wheel hub gear, a wheel hub gear arrangement and a commercial vehicle, wherein the aforementioned disadvantages are reduced, or preferably do not occur.

[0008] The problem is solved by providing the present technical teaching, in particular the teaching of the independent claims and of the preferred embodiments disclosed in the dependent claims and the description. 2023P00677WG

[0009] Daimler Truck AG 2 Furkan Özvatan

[0010] 26.08.2025

[0011] The problem is solved, in particular, by providing a wheel hub gear for a commercial vehicle, especially an electric one. The wheel hub gear comprises a first planetary gear set, a second planetary gear set, and a planet carrier. The first planetary gear set comprises a first sun gear and first planet gears, wherein the first sun gear and the first planet gears mesh. The second planetary gear set comprises a second sun gear and second planet gears, wherein the second sun gear and the second planet gears mesh. The planet carrier comprises the first planet gears and the second planet gears, and in particular mounts them so that they can rotate, wherein the first planet gears and the second planet gears mesh, in particular in pairs. A sun gear, selected from the first sun gear and the second sun gear, is designed as the first drive element and configured to be driven by a driven shaft of the commercial vehicle.The planet carrier is designed and configured as an output element to be driven by a drive wheel, in particular a driven wheel, of the commercial vehicle. The first sun gear has a smaller diameter than the second sun gear. The wheel hub drive is designed without a ring gear, specifically without a ring gear, i.e., it does not have a ring gear.

[0012] The output in the familiar wheel hub gears is also via the planet carrier. By using the Ravigneaux-type planetary gear set, the second sun gear "replaces" the ring gear. The wheel hub gear is advantageously simple in design, thus reducing manufacturing and assembly costs. Efficiency can also be increased because fewer moving parts need to rotate, resulting in less friction within the wheel hub gear. In particular, the wheel hub gear is designed as a so-called Ravigneaux gear with two sun gears but without a ring gear, where the input is via one or both sun gears and the output is via the planet carrier.

[0013] In particular, each first planet gear meshes with a second planet gear, especially in pairs. In particular, all first planet gears mesh with the first sun gear. In particular, all second planet gears mesh with the second sun gear.

[0014] In one embodiment, the first sun gear and the second sun gear are arranged concentrically to each other. In particular, the first sun gear rotates about a first central axis, and the second sun gear rotates about a second central axis, the two central axes being oriented coincidentally. In particular, the two sun gears thus rotate about the same central axis. 2023P00677WG

[0015] Daimler Truck AG 3 Furkan Özvatan

[0016] August 26, 2025

[0017] According to a further development of the invention, it is provided that a different sun wheel, in particular one different from the sun wheel selected for the first drive element, selected from the second sun wheel and the first sun wheel, is designed and configured as a second drive element to be connected to a central shaft of a differential gear device of the commercial vehicle.

[0018] Advantageously, a drive torque can be introduced into the wheel hub gear via the first sun gear and / or the second sun gear. In particular, the gear ratio of the wheel hub gear can be set depending on a first drive speed of the first drive element and a second drive speed of the second drive element.

[0019] In one embodiment, the second sun gear is designed as the first drive element, with the first sun gear being designed as the second drive element.

[0020] In one embodiment, the first drive element is hollow, i.e., it has a hollow profile, with the second drive element arranged within the first drive element, in particular extending through the first drive element. The first drive element and the second drive element are rotatable relative to each other, in particular about a central axis of the drive element, which is especially common.

[0021] In particular, the first drive element comprises a drive element gear element, in particular a spur gear, in particular of a spur gear transmission, which is designed and configured to be connected to the driven shaft of the commercial vehicle in a drive-effective manner.

[0022] In one embodiment, the first drive element has the second sun gear at a first end and the drive element gear element at a second end opposite the first end.

[0023] According to a further development of the invention, the second drive element is designed as the central shaft of the differential gear device. This advantageously results in a particularly simple design. 2023P00677WG

[0024] Daimler Truck AG 4 Furkan Özvatan

[0025] August 26, 2025

[0026] In one embodiment, the second drive element has the first sun gear at a first end and engages at a second end opposite the first end as a central shaft in the differential gear device, in particular in a differential gear carrier of the differential gear device.

[0027] The problem is also solved by creating a wheel hub gear arrangement with a wheel hub gear according to the invention or a wheel hub gear according to one or more of the embodiments described above as the first wheel hub gear. The wheel hub gear arrangement further comprises a driven shaft and a differential gear device. The driven shaft is drive-oriented with a first drive element of the first wheel hub gear. The differential gear device comprises the differential gear carrier and a first central shaft. The first central shaft is drive-oriented with a second drive element of the first wheel hub gear. In connection with the wheel hub gear arrangement, the advantages that have already been explained in connection with the wheel hub gear arise in particular.

[0028] The first drive element is advantageously permanently connected to the driven shaft, allowing a drive torque to be introduced into the driven shaft. Furthermore, a drive torque can also be advantageously introduced into the second drive element – ​​namely, via the first central shaft – through the connection between the first central shaft.

[0029] In one embodiment, the differential gear carrier is designed as a differential gear web, differential gear cage, or differential gear basket. The differential gear carrier, in particular, supports the first central shaft.

[0030] In particular, the first central shaft has a bevel gear which is designed and configured to mesh with a compensating gear element of the differential gear device.

[0031] According to a further development of the invention, the first central shaft is formed by the second drive element of the first wheel hub drive. This represents a particularly simple embodiment.

[0032] According to a further development of the invention, it is provided that the

[0033] The wheel hub gear assembly also includes a switching device. The switching device is 2023P00677WG

[0034] Daimler Truck AG 5 Furkan Özvatan

[0035] 26.08.2025, in particular relating to a drive torque path, arranged between the driven shaft and the differential gear carrier. The switching device is configured to, in a first switching state, connect the differential gear carrier to the driven shaft in a drive-effective manner, in particular such that the differential gear carrier can be driven, in particular rotated, by the driven shaft, and to, in a second switching state, lock the differential gear carrier, in particular so that the differential gear carrier can no longer be driven, in particular no longer rotated.

[0036] Advantageously, the shifting device is not located in the wheel hub itself, but outside the wheel hub, for example, between two wheel hubs of a rear axle of the commercial vehicle. In first gear, the drive is thus only via the first drive element, while in second gear, the drive is via both the first and second drive elements.

[0037] In the second switching state, it is possible for the first central shaft to rotate relative to and within the differential gear idler carrier, whereby in particular only the differential gear idler carrier is locked.

[0038] In one embodiment, a first drive connection between the driven shaft and the first drive element has a first transmission ratio. In particular, a second drive connection between the driven shaft and the differential gear carrier has a second transmission ratio, especially because a switching element is arranged between them with respect to a drive torque path.

[0039] In one embodiment, the first and second gear ratios, and in particular their ratios, are the same, and especially identical. In particular, the first drive element and the differential gear carrier rotate at the same speed. In another embodiment, the first and second gear ratios, and in particular their ratios, are different. In particular, the first drive element and the differential gear carrier rotate at different speeds. Advantageously, a desired shifting characteristic of the two wheel hub gears, especially a gear ratio, can be achieved particularly easily by varying the first and second gear ratios. Daimler Truck AG Furkan Özvatan

[0040] August 26, 2025

[0041] According to a further development of the invention, the switching element of the switching device encompasses the driven shaft. The switching device is arranged and configured such that the switching element can be displaced, and in particular switched, along a central axis of the driven shaft between the first switching state and the second switching state.

[0042] In one embodiment, the switching element is designed as a displaceable gear, in particular with an internal toothing that engages with the driven shaft, in particular meshing with it, and an external toothing that engages with the differential gear carrier, in particular meshing with it.

[0043] In one embodiment, the switching element is drive-connected to the differential gear carrier in both the first and second switching states, in particular meshing with it. In the first switching state, the switching element is additionally drive-connected to the driven shaft, in particular meshing with it, so that, in particular, a drive torque can be transmitted from the driven shaft to the differential gear carrier via the switching element. In the second switching state, however, the switching element is locked – in addition to the drive-connection with the differential gear carrier – so that, in particular, no drive torque can be transmitted from the driven shaft to the differential gear carrier via the switching element, and the differential gear carrier can no longer be driven, in particular, no longer be rotated.Thus, the differential gear carrier is blocked, in particular by the fact that the switching element which meshes with it is blocked, in particular by the engagement with a gearbox housing.

[0044] According to a further development of the invention, the wheel hub gear assembly comprises a second wheel hub gear according to the invention or a wheel hub gear according to one or more of the previously described embodiments. The second wheel hub gear is, in particular, a different wheel hub gear from the first. The driven shaft is connected to a first drive element of the second wheel hub gear, which is, in particular, of the same type as the first wheel hub gear. The differential gear assembly also comprises a second central shaft. The second central shaft is connected to a drive element of the second wheel hub gear, which is, in particular, of the same type as the first wheel hub gear.

[0045] Daimler Truck AG 7 Furkan Özvatan

[0046] 26.08.2025 the first wheel hub gear of the same type, second drive element of the second wheel hub gear connected in a drive-related manner.

[0047] Advantageously, the first and second wheel hub gears can be engaged simultaneously, thereby compensating for speed differences between the drive wheels. Due to the central arrangement of the shifting device, a single shifting device is sufficient to engage both wheel hub gears. This results in a simpler wheel hub gear assembly, requiring less installation space in the vehicle. Manufacturing and assembly costs can also be reduced. Furthermore, it is advantageous that the shifting device itself is subjected to a relatively low drive torque, while a comparatively higher drive torque is generated in the respective wheel hubs themselves, due to the wheel hub gears located there. This can lead to reduced wear within the shifting device.

[0048] In the context of this technical teaching, "of the same type" means, in particular, that the first drive element of the first wheel hub drive and the first drive element of the second wheel hub drive are each formed by the first sun gear of the same type – i.e., one sun gear for the first wheel hub drive and one sun gear for the second wheel hub drive – or the second sun gear of the same type – i.e., one sun gear for the first wheel hub drive and one sun gear for the second wheel hub drive – wherein, in particular, the second drive element of the first wheel hub drive and the second drive element of the second wheel hub drive are formed by the other sun gear. Thus, if, in particular, the two first drive elements of the two wheel hub drives are formed by two first sun gears, then the two second drive elements of the two wheel hub drives are formed by two second sun gears, and vice versa.

[0049] In particular, in first gear the differential gear carrier is indeed locked – so that no additional drive can be provided by means of the second drive element – ​​however, the differential gear device allows compensation, especially when cornering, between the first central shaft – the second drive element of the first wheel hub gear – and the second central shaft – the second drive element of the second wheel hub gear – so that these can rotate relative to each other, in particular, via the compensating gear element, whereby in particular a 2023P00677WG

[0050] Daimler Truck AG 8 Furkan Özvatan

[0051] August 26, 2025

[0052] The translation ratio between the first central wave and the second central wave has a negative sign, in particular -1.

[0053] In one embodiment, the differential gear carrier further supports, in particular in addition to the first central shaft, the second central shaft. The differential gear assembly also includes the differential gear element. The differential gear element is arranged, in particular, between the first central shaft and the second central shaft in the differential gear carrier and meshes with a first central shaft gear of the first central shaft and with a second central shaft gear of the second central shaft.

[0054] In one embodiment, the differential gear device has a plurality of compensating gear elements, which mesh particularly with the first central shaft gear and the second central shaft gear. This allows, in particular, a higher drive torque to be transmitted.

[0055] In the second switching state, it is possible for the second central shaft to rotate relative to and within the differential gear carrier, whereby, in particular, only the differential gear carrier is locked. Specifically, the first central shaft gear and the second central shaft gear each mesh with the differential gear element—or the plurality of differential gear elements—so that the first central shaft and the second central shaft are rotationally connected to each other.

[0056] In particular, the second central shaft has a bevel gear designed and configured to mesh with the compensating gear element of the differential gear device.

[0057] According to a further development of the invention, it is provided that the second central shaft is formed by the second drive element of the second wheel hub gear.

[0058] According to a further development of the invention, the wheel hub gear assembly includes an electric drive which is arranged and configured to drive the driven shaft, in particular to introduce a drive torque into the driven shaft. Here, the advantages already mentioned are realized to a particularly high degree, especially because electric drives exhibit a comparatively high torque. 2023P00677WQ

[0059] Daimler Truck AG 9 Furkan Özvatan

[0060] August 26, 2025

[0061] In one embodiment, the electric drive is connected to the driven shaft by means of a drive gearbox, in particular a spur gear gearbox. Specifically, the drive gearbox is arranged between the electric drive and the driven shaft with respect to a drive torque path. In another embodiment, a rotor shaft of the electric drive forms the driven shaft, and in particular, the drive gearbox is not present.

[0062] The problem is also solved by creating a commercial vehicle, in particular an electric commercial vehicle, with a wheel hub gear according to the invention or a wheel hub gear according to one or more of the embodiments described above and / or a wheel hub gear arrangement according to the invention or a wheel hub gear arrangement according to one or more of the embodiments described above. In connection with the commercial vehicle, the advantages that arise are particularly those already explained in connection with the wheel hub gear and the wheel hub gear arrangement.

[0063] In particular, the wheel hub gear is arranged in a wheel hub of the commercial vehicle, especially installed in a wheel hub of the commercial vehicle.

[0064] In one embodiment, the first wheel hub drive is arranged in, and in particular installed in, a first wheel hub of the commercial vehicle, particularly on the left side, and the second wheel hub drive is arranged in, and in particular installed in, a second wheel hub of the commercial vehicle, particularly on the right side. In particular, the shifting device and the differential gear device are arranged between the first wheel hub and the second wheel hub, particularly at a transverse center point of the commercial vehicle.

[0065] The invention is explained in more detail below with reference to the drawing. The single figure shows a schematic representation of a wheel hub gear arrangement 1, which can be installed, for example, in an electric commercial vehicle to drive the rear wheels.

[0066] The wheel hub gear assembly 1 comprises a first wheel hub gear 3.1 and a second wheel hub gear 3.2. The first wheel hub gear 3.1 and the second wheel hub gear 3.2 are identical in construction. The following description therefore applies to both wheel hub gears 3.1 and 3.2, although for clarity, some reference symbols are shown only for one wheel hub gear 3. However, embodiments in which the two wheel hub gears 3 are not identical are also possible. Daimler Truck AG Furkan Özvatan

[0067] August 26, 2025

[0068] The wheel hub gear 3, 3.1, 3.2 comprises a first planetary gear set 5.1, a second planetary gear set 5.2, and a planet carrier 7. The first planetary gear set 5.1 comprises a first sun gear 9.1 and first planet gears 11.1, wherein the first sun gear 9.1 and the first planet gears 11.1 mesh. The second planetary gear set 5.2 comprises a second sun gear 9.2 and second planet gears 11.2, wherein the second sun gear 9.2 and the second planet gears 11.2 mesh. The planet carrier 7 comprises the first planet gears 11.1 and the second planet gears 11.2, and mounts them, in particular, so that they can rotate, wherein the first planet gears 11.1 and the second planet gears 11.2 mesh, in particular in pairs. The second sun wheel 9.2 is designed and configured as the first drive element 13.1 to be connected to a driven shaft 15 of the commercial vehicle.The planet carrier 7 is designed and configured as an output element 17 to be driven by a drive wheel 19, in particular a driven wheel, of the commercial vehicle (only partially shown here). The first sun gear 9.1 has a smaller diameter than the second sun gear 9.2. The wheel hub gear 3 is designed without a ring gear, specifically without a ring gear.

[0069] The first sun gear 9.1 is designed and configured as a second drive element 13.2 to be connected to a central shaft 21 of a differential gear assembly 23 of the commercial vehicle. In this case, the second drive element 13.2 is designed as the central shaft 21 of the differential gear assembly 23. The second drive element 13.2 thus has the first sun gear 9.1 at a first end 25.1 and engages at a second end 25.2 opposite the first end 25.1 as a central shaft 21 in the differential gear assembly 23, in particular in a differential gear carrier 27 of the differential gear assembly 23.

[0070] The first drive element 13.1 has the second sun gear 9.2 at a first end 25.1 and a drive element gear element at a second end 25.2 opposite the first end 25.1.

[0071] The wheel hub gear assembly 1 further comprises the driven shaft 15 and the differential gear device 23. The driven shaft 15 is drive-oriented with the first drive element 13.1 of the first wheel hub gear 3.1. The differential gear device 23 comprises the differential gear rotary gear carrier 27 and the first Daimler Truck AG 11 Furkan Özvatan

[0072] August 26, 2025

[0073] Central shaft 21.1. The first central shaft 21.1 is drive-connected to the second drive element 13.2 of the first wheel hub drive 3.1.

[0074] The first central shaft 21.1 has a bevel gear which is designed and configured to mesh with a compensating gear element 29 of the differential gear device 23.

[0075] The wheel hub gear assembly 1 further comprises a switching device 31. The switching device 31 is arranged, particularly with respect to a drive torque path, between the driven shaft 15 and the differential gear carrier 27. The switching device 31 is configured to, in a first switching state 33.1, connect the differential gear carrier 27 to the driven shaft 15 in a drive-effective manner, in particular such that the differential gear carrier 27 can be driven, in particular rotated, by the driven shaft 15, and to, in a second switching state 33.2, lock the differential gear carrier 27, in particular so that the differential gear carrier 27 can no longer be driven, in particular no longer rotated.

[0076] A switching element 35 of the switching device 31 encompasses the driven shaft 15. The switching device 31 is arranged and configured such that the switching element 35 can be displaced, in particular switched, along a central axis 37 of the driven shaft 15 (shown with a dashed line) between the first switching state 33.1 and the second switching state 33.2 (shown by a double arrow 34).

[0077] The driven shaft 15 is drivenly connected to a first drive element 13.1 of the second wheel hub gear 3.2, which is of the same type as the first wheel hub gear 3.1. The differential gear device 23 further comprises the second central shaft 21.2. The second central shaft 21.2 is drivenly connected to the second drive element 13.2 of the second wheel hub gear 3.2, which is of the same type as the first wheel hub gear 3.1.

[0078] The second central shaft 21.2 is formed in this case by the second drive element 13.2 of the second wheel hub gear 3.2.

[0079] The wheel hub gear assembly 1 has an electric drive 39, which is arranged and configured to drive the driven shaft 15, in particular to introduce a drive torque into the driven shaft 15. Daimler Truck AG Furkan Özvatan

[0080] August 26, 2025

[0081] The electric drive 39 is connected to the driven shaft 15 by means of a drive transmission 41, in particular by means of a spur gear transmission. Specifically, the drive transmission 41 is arranged between the electric drive 39 and the driven shaft 15 with respect to a drive torque path.

[0082] The first wheel hub gear 3.1 can be arranged, in particular installed, in a left, first wheel hub of the commercial vehicle not shown, wherein the second wheel hub gear 3.2 can be arranged, in particular installed, in a right, second wheel hub of the commercial vehicle.

[0083] Daimler Truck AG 13 Furkan Özvatan

[0084] August 26, 2025

[0085] Reference symbol list

[0086] 1 Wheel hub gear assembly

[0087] 3 wheel hub gears

[0088] 3.1 First wheel hub gear

[0089] 3.2 second wheel hub gear

[0090] 5.1 First Planetary Theorem

[0091] 5.2 Second Planetary Theorem

[0092] 7 Planetary Carriers

[0093] 9.1 first sun wheel

[0094] 9.2 second sun wheel

[0095] 11.1 First planetary gears

[0096] 11.2 second planetary gears

[0097] 13.1 First drive element

[0098] 13.2 second drive element

[0099] 15 wave

[0100] 17 Output element

[0101] 19 drive wheel

[0102] 21 Central shaft

[0103] 21.1 first central wave

[0104] 21.2 second central wave

[0105] 23 Differential gear device

[0106] 25.1 first end

[0107] 25.2 second end

[0108] 27 Differential gear rotating gear carrier

[0109] 29 Compensating gear element

[0110] 31 Switching device

[0111] 33.1 First switching state

[0112] 33.2 second switching state

[0113] 35 Switching element

[0114] 37 Shaft center axle Daimler Truck AG 14 Furkan Özvatan

[0115] August 26, 2025

[0116] 39 Drive

[0117] 41 Drive gearbox

Claims

Daimler Truck AG Furkan Özvatan August 26, 2025 Patent claims 1. Wheel hub gear (3) for a commercial vehicle, comprising: - a first planetary set (5.1) comprising a first sun gear (9.1) and first planet gears (11.1), wherein the first sun gear (9.1) and the first planet gears (11.1) mesh; - a second planetary set (5.2) comprising a second sun gear (9.2) and second planet gears (11.2), wherein the second sun gear (9.2) and the second planet gears (11.2) mesh, and - a planet carrier (7) comprising the first planet gears (11.1) and the second planet gears (11.2), wherein the first planet gears (11.1) and the second planet gears (11.2) mesh, wherein - a sun gear (9), selected from the first sun gear (9.1) and the second sun gear (9.2), is designed and configured as the first drive element (13.1) to be driven by a driven shaft (15) of the commercial vehicle, wherein - the planet carrier (7) is designed and configured as a driven element (17) to be connected to a drive wheel (19) of the commercial vehicle, wherein - the first sun wheel (9.1) has a smaller diameter than the second sun wheel (9.2), wherein - the wheel hub gear (3) is designed without a hollow gear.

2. Wheel hub gear (3) according to claim 1 , wherein - another sun gear (9), selected from the second sun gear (9.2) and the first sun gear (9.1), is designed and configured as a second drive element (13.2) to be driven by a central shaft (21) of a differential gear device (23) of the commercial vehicle 3. Wheel hub gear (3) according to claim 2, wherein Daimler Truck AG 16 Furkan Özvatan August 26, 2025 - the second drive element (13.2) is designed as the central shaft (21) of the differential gear device (23).

4. Wheel hub gear assembly (1), comprising: - a wheel hub gear (3) according to one of the preceding claims as the first wheel hub gear (3.1); - a driven shaft (15), wherein the driven shaft (15) is drivenly connected to a first drive element (13.1) of the first wheel hub gear (3.1), and - a differential gear device (23) comprising a differential gear planet carrier (27) and a first central shaft (21.1), wherein the first central shaft (21.1) is drive-connected to a second drive element (13.2) of the first wheel hub gear (3.1).

5. Wheel hub gear arrangement (1) according to claim 4, wherein - the first central shaft (21.1) is formed by the second drive element (13.2) of the first wheel hub gear (3.1).

6. Wheel hub gear arrangement (1) according to claim 4 or 5, comprising: - a switching device (31) arranged between the driven shaft (15) and the differential gear carrier (27), wherein - the switching device (31) is configured to connect the differential gear carrier (27) to the driven shaft (15) in a first switching state (33.1) and to lock the differential gear carrier (27) in a second switching state (33.2).

7. Wheel hub gear arrangement (1) according to claim 6, wherein - a switching element (35) of the switching device (31) encompasses the driven shaft (15), wherein - the switching device (31) is arranged and configured such that the switching element (35) can be displaced along a shaft central axis (37) of the driven shaft (15) between the first switching state (33.1) and the second switching state (33.2).

8. Wheel hub gear arrangement (1) according to one of claims 4 to 7, comprising: Daimler Truck AG 17 Furkan Özvatan August 26, 2025 - a further wheel hub gear (3) according to one of claims 1 to 3 as a second wheel hub gear (3.2), wherein - the driven shaft (15) is connected to a first drive element (13.1) of the second wheel hub gear (3.2) in a drive-effective manner, wherein - the differential gear device (23) further comprises a second central shaft (21.2), wherein - the second central shaft (21.2) is connected to a second drive element (13.2) of the second wheel hub gear (3.2) in a drive-effective manner.

9. Wheel hub gear arrangement (1) according to claim 8, wherein - the second central shaft (21.2) is formed by the second drive element (13.2) of the second wheel hub gear (3.2).

10. Wheel hub gear arrangement (1) according to one of claims 4 to 9, wherein - the wheel hub gear assembly (1) has an electric drive (39) which is arranged and configured to drive the driven shaft (15).

11. Commercial vehicle, comprising: - a wheel hub gear (3) according to one of claims 1 to 3, and / or - a wheel hub gear arrangement (1) according to any one of claims 4 to 10.

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