Drive train device

Abstract

The invention relates to a drive train device (1) for a utility vehicle (3), comprising: - at least one drive axle (5), each of which is designed and configured to support at least two wheels for movement of the utility vehicle (3); - a first planetary transmission (7.1) which has a first sun gear (13.1), multiple first planetary gears (15.1), a first planetary carrier (17.1) and a first ring gear (19.1), wherein the first planetary gears (15.1) are rotatably mounted on the first planetary carrier (17.1) and each mesh with the first sun gear (13.1) and the first ring gear (19.1), wherein a drive device (9) of the utility vehicle (3) is drivingly connected to the first sun gear (13.1) as a first drive element (21.1), wherein the first planetary carrier (17.1), as the first output element (23.1), is drivingly connected to a first drive axle (5.1) of the at least one drive axle (5), and - a first shifting device (11.1) which is designed and configured to assume a first fast-shift state (S1), in which the first ring gear (19.1) is locked to a device housing (25) of the drive train device (1), and a first slow-shift state (L1), in which the first ring gear (19.1), as the second output element (23.2), is drivingly connected to a second drive axle (5.2) of the at least one drive axle (5). The invention also relates to a utility vehicle (3) having a drive train device (1) of this type.

Description

[0001] Daimler Truck AG Furkan Özvatan February 10, 2026

[0002] Powertrain device for a commercial vehicle and commercial vehicle with such a powertrain device

[0003] The invention relates to a drivetrain device for a commercial vehicle and a commercial vehicle with such a drivetrain device.

[0004] Commercial vehicles, especially construction vehicles and special-purpose vehicles with specific environmental requirements, typically feature a central drive unit, also known as a central drive, which is positioned centrally along the vehicle's length. A front and a rear drive axle are often connected to the central drive unit via drive shafts. These drive shafts extend from the central drive unit to the respective drive axles, which are then supplied with drive torque via the central drive unit and the drive shafts.Due to the relative movement between the drive axles and the chassis of the commercial vehicle, and the necessary articulation angle of the drive shafts, the drive shafts must have a specified minimum length, which requires a certain amount of installation space within the vehicle. To implement all-wheel drive, such commercial vehicles typically have a transfer case, which also requires installation space. At low speeds, the vehicle is propelled by the all-wheel drive. At higher speeds, the front axle is usually disengaged, and only the rear axle is driven. If such commercial vehicles are equipped with an electric drive system, an electrical energy storage device and electronic components must be installed, requiring additional installation space that is often unavailable.Since such commercial vehicles are typically manufactured in low to medium production volumes, a complete redesign of the powertrain is usually too expensive, and there is a desire to be able to electrify such a commercial vehicle with as little effort as possible, without having to accept any limitations in functionality. Daimler Truck AG 2 Furkan Özvatan 10.02.2026 The invention is therefore based on the objective of creating a powertrain device for a commercial vehicle and a commercial vehicle with such a powertrain device, whereby the aforementioned disadvantages are reduced, or preferably do not occur.

[0005] The problem is solved by providing the present technical teaching, in particular the teaching of the independent claims as well as the preferred embodiments disclosed in the dependent claims and the description.

[0006] The problem is solved, in particular, by providing a drivetrain device for a commercial vehicle, comprising at least one drive axle, a first planetary gear set, a drive device (in particular an electric drive device), and a first shifting device. The at least one drive axle is designed and configured to support at least two wheels for propelling the commercial vehicle. The first planetary gear set comprises a first sun gear, several first planet gears, a first planet carrier, and a first ring gear. The first planet gears are rotatably mounted on the first planet carrier and mesh with the first sun gear and the first ring gear. The drive device of the commercial vehicle is driven by the first sun gear as the first drive element. The first planet carrier is driven by a first drive axle of the at least one drive axle as the first output element.The first switching device is designed and configured to switch a first fast switching state, in which the first ring gear is blocked with a device housing of the drive train device, and a first slow switching state, in which the first ring gear is connected as a second output element to a second drive axle of the at least one drive axle.

[0007] The drivetrain assembly is advantageously compact and therefore requires comparatively little installation space in a commercial vehicle. The planetary gear unit acts as a reduction gear, whereby the input speed – the speed of the first drive element – ​​is higher than the output speed – specifically, the speed of the first and second output elements. The input torque – the torque of the first drive element – ​​is lower than the output torque – specifically, the torque of the first and, optionally, the second output element. Furthermore, the planetary gear unit acts as a transfer case, as the output torque can be distributed between the first and second drive axles.When the first shift device is in the first slow-shift state, the output torque is divided between the first and second drive axles. The distribution ratio depends on the number of teeth on the first planetary gears and the first ring gear. When the first shift device is in the first fast-shift state, the output torque is transmitted entirely to the first drive axle. In this case, the second drive axle is decoupled from the drive device and is simply dragged along by the ground as the vehicle moves over it.This makes it possible to select a gear with a comparatively high gear ratio – the first slow-shifting state – when starting off, and a gear with a comparatively low gear ratio – the first fast-shifting state – when driving at a target speed, especially on a motorway or main road. Furthermore, the reduction gear and the transfer case are advantageously implemented in a particularly simple and compact manner using a planetary gear set, especially as a single assembly, or even as a single unit.

[0008] In the context of this technical teaching, "rotationally rigid" means, in particular, that a first element is rigidly connected to a second element without allowing any relative rotational movement between them. Specifically, the first element and / or the second element is configured as an axle or shaft, with the other element being rigidly connected to this axle or shaft, in particular such that no relative rotational movement occurs between the first and second elements. It is also possible that the first element and the second element are each configured as an axle or shaft, with these two axles or shafts being rigidly connected to each other, so that no relative rotational movement occurs between them. In particular, the first element and the second element have the same axis of rotation.In one embodiment, the first drive axle is designed and configured to be connected to two first drive wheels, the two first drive wheels being arranged on two sides of the commercial vehicle opposite each other, transversely to the vehicle's direction of travel. In particular, the first drive axle thus has a first, especially left, wheel hub and a first second, especially right, wheel hub. In particular, the second drive axle is designed and configured to be connected to two second drive wheels, the two second drive wheels being arranged on two sides of the commercial vehicle opposite each other, transversely to the vehicle's direction of travel. In particular, the second drive axle thus has a second first, especially left, wheel hub and a second second, especially right, wheel hub.In one embodiment, a driven element, selected from the first driven element and the second driven element, comprises an element or is designed as an element selected from a group consisting of: a shaft stub, a shaft, a driveshaft, a shaft flange, and a gear. In one embodiment, the drive device is designed as an electric drive device, in particular as an electric motor, or comprises an electric drive device, in particular an electric motor. In one embodiment, the first planet gears are spaced apart from each other in a first circumferential direction encompassing a first sun gear axis of the first sun gear. In one embodiment, the first drive element is directly, in particular rigidly, in particular rotationally fixed, connected to the drive device in a drive-effective manner.In another embodiment, the first drive element is indirectly, and in particular indirectly, connected to the drive device by means of a transmission device, and in particular by means of a second planetary gear set. The fact that the first ring gear is fixed to a device housing of the drive train device means, in the context of the present technical teaching, in particular that the first ring gear cannot be rotated relative to the device housing, in particular about a ring gear axis of the ring gear. In particular, the first ring gear is rigidly connected to the device housing. In one embodiment, the first switching device is additionally designed and configured to switch a first neutral switching state in which the first ring gear is in neutral.

[0009] In particular, the first ring gear is not locked to the device housing in the first neutral switching state and is not drive-connected to the second drive axle.

[0010] According to a further development of the invention, the drive train device comprises a second planetary gear set and a second switching device. The second planetary gear set includes a second sun gear, several second planet gears, a second planet carrier, and a second ring gear. The second planet gears are rotatably mounted on the second planet carrier and mesh with the second sun gear and the second ring gear. The drive device is connected to the first sun gear as the first drive element, particularly indirectly, by being connected to the second sun gear as the second drive element, in particular in a rotationally fixed manner, and by the second planet carrier being connected to the first sun gear, in particular in a rotationally fixed manner.The second switching device is designed and configured to switch between a second fast-shifting state, in which the second drive element is connected to the second ring gear, particularly in a rotationally fixed manner, and a second slow-shifting state, in which the second ring gear is locked to the device housing. Advantageously, the transmission ratio of the drivetrain device can be adjusted using the second switching device. This makes it possible to select a gear with a comparatively high transmission ratio – the second slow-shifting state – when starting off, and a gear with a comparatively low transmission ratio – the second fast-shifting state – when driving at a target speed, particularly on a motorway or highway. (Daimler Truck AG 5 Furkan Özvatan 10.02.)In 2026, a second gear stage is realized in the second switching device and the second planetary gear set, advantageously doubling the number of switchable gears from two to four. In one embodiment, the second switching device is designed and configured to engage a second neutral switching state in which the second ring gear is in neutral.

[0011] In particular, the second ring gear is not locked to the device housing in the second neutral switching state and is not driven by the second drive element. Specifically, the second switching device is configured to connect the second drive element directly, and in particular to prevent rotation, to the first drive element, and in particular to couple it, in order to operate the second planetary gear set with a gear ratio of i = 1 – where the second sun gear acts as the input element and the second planet carrier as the output element. Here, the second sun gear and the second ring gear are rigidly coupled to each other by means of the second switching device, and in particular to prevent rotation, so that they rotate at the same speed.

[0012] As a result, the second planet carrier arranged between them also has this rotational speed, since the second planet gears are fixedly arranged between the second sun gear and the second ring gear. In one embodiment, the second planet gears are spaced apart from each other in a second circumferential direction encompassing a second sun gear axis of the second sun gear. In particular, the first sun gear axis and the second sun gear axis are congruent, especially coincident, especially identical.

[0013] According to a further development of the invention, the first planet carrier, as the first output element, is directly connected to the first drive shaft. Alternatively or additionally, in the first slow-shifting state, the first ring gear, as the second output element, is indirectly connected to the second drive shaft by means of an intermediate gear. Advantageously, the first output element is connected to the first drive shaft particularly simply, especially by means of a spur gear. Advantageously, the intermediate gear reverses the direction of rotation of the second drive element—which, due to a characteristic of the planetary gear, is opposite to the direction of rotation of the first output element—so that the direction of rotation of the second drive element and the direction of rotation of the first drive element are the same.

[0014] According to a further development of the invention, the drivetrain device comprises a first drive device and a second drive device, and a third switching device. The first drive device is operatively connected to a drive element selected from the first and second drive elements. The third switching device is designed and configured to switch a third slow switching state – a coupled switching state in which the second drive device is operatively connected to the drive element selected from the first and second drive elements, in particular in a rotationally fixed manner – and a decoupled switching state in which the second drive device is disconnected from the drive element selected from the first and second drive elements.Advantageously, the switchable second drive device allows for higher drive power and higher drive torque. It is possible to engage the second drive device only when needed and to disengage and decouple it from the selected drive element when not required. In one embodiment—where the drive train does not have a second planetary gear—the first drive device is operatively connected to the first drive element, particularly in a rotationally fixed manner. The third switching device is designed and configured to switch between a third, slow-shifting state, in which the second drive device is operatively connected to the first drive element, particularly in a rotationally fixed manner, and a decoupled switching state, in which the second drive device is disconnected from the first drive element.In another embodiment – ​​where the drive train device includes the second planetary gear – the first drive device is operatively connected to the second drive element, in particular in a rotationally fixed manner. The third switching device is designed and configured to switch between the third slow-switching state, in which the second drive device is operatively connected to the second drive element, in particular in a rotationally fixed manner, and a decoupled switching state, in which the second drive device is disconnected from the second drive element.

[0015] According to a further development of the invention, the third switching device is additionally designed and configured to switch a third rapid switching state in which the second drive device is connected to the first drive element, in particular in a rotationally fixed manner. Advantageously, this makes it possible to switch the drive train device – especially when the drive train device has the second planetary gear – without interrupting the drive, particularly during operation of the drive train device, and especially without interrupting the traction force.In the context of this technical teaching, the fact that the drivetrain device can be switched without interrupting the drive means, in particular, that a first output torque at the first drive axle is not interrupted during a switching operation of a switching device selected from the second and third switching devices, and that—when the first slow-shifting state is engaged, i.e., the first ring gear is operatively connected to the second drive axle—a second output torque at the second drive axle is not interrupted during a switching operation of the selected switching device, chosen from the second and third switching devices. In one embodiment, the third switching device is designed and configured to switch a third neutral switching state in which the second drive device is in neutral.

[0016] In particular, in the third neutral switching state, the second drive device is not connected to the first drive element and not to the second drive element if the drive train device has the second planetary gear.

[0017] In particular, the decoupled switching state corresponds to the third neutral switching state. In one embodiment, the drive train device is configured to be switched without interrupting the drive as follows: At the beginning of the switching process, the second switching device is switched to the second slow switching state and the third switching device to the third slow switching state, so that both drive devices are operatively connected to the second sun gear, in particular in a rotationally fixed manner. The third switching device is switched to the third neutral switching state, thereby decoupling the second drive device from the second sun gear and switching it to idle. The second drive device is synchronized with the first sun gear, so that the rotational speed and direction of rotation of the second drive device and the first sun gear are identical.The third switching device is switched to the third rapid switching state, thereby connecting the second drive device to the first sun gear, in particular in a rotationally fixed manner. During these two switching operations, the first drive device is continuously connected to the second sun gear, in particular in a rotationally fixed manner. The second switching device is switched to the second neutral switching state, thereby decoupling the second ring gear from the device housing and switching the first drive device to neutral. The first drive device is synchronized with the first sun gear so that the rotational speed and direction of rotation of the first drive device and the first sun gear are identical.The second switching device is switched to the second rapid switching state, thereby connecting the first drive device to the first sun gear, in particular in a rotationally fixed manner – specifically via the second planetary gear set, which now has a gear ratio of i = 1, since the second sun gear and the second ring gear are rotationally fixed to each other. During these two switching operations, the second drive device is continuously connected to the first sun gear, in particular in a rotationally fixed manner. At the end of the switching operation, both drive devices are thus connected to the first sun gear, in particular in a rotationally fixed manner.

[0018] According to a further development of the invention, the first drive axle and the second drive axle are the same drive axle of the drivetrain device. In particular, the drivetrain device has exactly one drive axle, especially a rear drive axle. Advantageously, the drive power and drive torque are transmitted completely to the single drive axle. In one embodiment—where the drivetrain device has the first shifting device but no second shifting device and no second planetary gear set—the drivetrain device has two gears, in particular the first fast shifting state and the first slow shifting state.In another embodiment - when the drivetrain device comprises the first shifting device, the second shifting device and the second planetary gear set - the drivetrain device has four gears, in particular the second fast shifting state with the first fast shifting state, the second slow shifting state with the first fast shifting state, the second fast shifting state with the first slow shifting state, and the second slow shifting state with the first slow shifting state.

[0019] According to an alternative embodiment of the invention, the first drive axle and the second drive axle are different drive axles of the drivetrain assembly. Advantageously, this achieves a distribution of the drive power and drive torque between the first and second drive axles. In one embodiment, the first drive axle is a rear drive axle (with respect to a commercial vehicle that has the drivetrain assembly), while the second drive axle is a front drive axle.

[0020] According to a further development of the invention, the drivetrain device includes a fourth switching device in the form of a longitudinal differential locking device for the first and second drive axles. This fourth switching device is designed and configured to switch between a locked switching state, in which the first and second drive axles are locked together, and a unlocked switching state, in which the first and second drive axles are decoupled. Advantageously, the longitudinal differential locking device provides improved traction and thus increased off-road capability in the locked switching state. The drive torque distribution also advantageously improves vehicle stability.That the first drive axle and the second drive axle are locked together means, in the context of the present technical teaching, in particular, that the first drive axle and the second drive axle are coupled together so that they cannot rotate independently of each other. That the first drive axle and the second drive axle are decoupled from each other means, in the context of the present technical teaching, in particular, that the first drive axle and the second drive axle are not coupled together so that they can rotate independently of each other. In one embodiment, the drivetrain device comprises the first switching device, the second switching device, the third switching device, and the fourth switching device.The fourth switching device is used in particular as a longitudinal differential locking device, which selectively locks the first drive axle and the second drive axle together and decouples them from each other.

[0021] In particular, the first switching device—with decoupled drive axles—makes it possible to decouple the second drive axle from the drive mechanism, while simultaneously increasing the rotational speed of the first drive axle. Specifically, the second switching device, together with the second planetary gear set, is used as a selectable transmission to select a gear with a comparatively high gear ratio when starting off and a gear with a comparatively low gear ratio when driving at a target speed, especially on a highway or main road. Specifically, the third switching device is used, together with the second switching device, to shift the drivetrain without interrupting the drive system.

[0022] According to a further development of the invention, the drivetrain device has a fluid circuit for a fluid. This fluid circuit includes a fluid conveying device and a fluidic drive device. The fluid conveying device is designed and configured to convey the fluid within the fluid circuit. The fluidic drive device is designed and configured to be driven by the fluid. The second output element is drive-effectively connected to the second drive axle by means of the second output element – ​​in particular via the intermediate gear – being drive-effectively connected to the fluid conveying device, and the fluidic drive device being drive-effectively connected to the second drive axle. Advantageously, this provides a switchable fluidic all-wheel drive.This reduces the overall mass of the drivetrain because a fluidic all-wheel drive has less mass and a more compact design compared to a mechanical all-wheel drive. A fluidic all-wheel drive also has a higher efficiency compared to a mechanical all-wheel drive. In particular, the fluidic drive device is designed as a hydraulic drive device, specifically a hydraulic drive device. In one embodiment, the fluidic drive device is designed as a fluidic wheel hub motor, specifically a hydraulic wheel hub motor. In another embodiment, the fluidic drive device is designed as a fluidic auxiliary drive, specifically a hydraulic auxiliary drive, specifically a so-called Hydraulic Auxiliary Drive (abbreviated: HAD).In particular, the fluid is a nearly incompressible, and especially an incompressible, fluid. Specifically, the fluid is a hydraulic oil. Daimler Truck AG 10 Furkan Özvatan 10.02.2026.

[0023] The problem is also solved by creating a commercial vehicle with a drivetrain device according to the invention or a drivetrain device 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 drivetrain device.

[0024] The invention will be explained in more detail below with reference to the drawing. The drawing shows:

[0025] Fig. 1 shows a schematic representation of a first embodiment of a drive train device,

[0026] Fig. 2 shows a schematic representation of a second embodiment of a drive train device, and

[0027] Fig. 3 shows a schematic representation of a third embodiment of a drive train device.

[0028] Figure 1 shows a schematic representation of a first embodiment of a drive train device 1 for a commercial vehicle 3 which is only indicated here.

[0029] The drive train device 1 comprises a drive axle 5, a first planetary gear set 7.1, a drive device 9 (in particular an electric drive device), and a first switching device 11.1. The drive axle 5 is designed and configured to support at least two wheels (not shown) for propelling the commercial vehicle 3. The first planetary gear set 7.1 comprises a first sun gear 13.1, several first planet gears 15.1, a first planet carrier 17.1, and a first ring gear 19.1. The first planet gears 15.1 are rotatably mounted on the first planet carrier 17.1 and mesh with the first sun gear 13.1 and the first ring gear 19.1, respectively. The drive device 9 of the commercial vehicle 3 is connected to the first sun gear 13.1 as the first drive element 21.1 by means of a second planetary gear set 7.2. The first planet carrier 17.1 is connected to the drive axis 5 as the first output element 23.1.Here, the first switching device 11.1 is designed and configured to switch a first fast switching state S1, in which the first ring gear 19.1 is locked to a device housing 25 of the drive train device 1, and a first slow switching state L1, in which the first ring gear 19.1 is connected to the drive shaft 5 as a second output element 23.2.

[0030] The first switching device 11.1 is additionally designed and configured to switch a first neutral switching state N1 – which is switched in this case – in which the first ring gear 19.1 is in neutral. In particular, in the first neutral switching state N1, the first ring gear 19.1 is not locked to the device housing 25 and is not drive-connected to the drive axle 5.

[0031] The drive train device 1 comprises the second planetary gear 7.2 and a second switching device 11.2. The second planetary gear 7.2 includes a second sun gear 13.2, several second planet gears 15.2, a second planet carrier 17.2, and a second ring gear 19.2. The second planet gears 15.2 are rotatably mounted on the second planet carrier 17.2 and mesh with the second sun gear 13.2 and the second ring gear 19.2, respectively. The drive device 9 is indirectly connected to the first sun gear 13.1 as the first drive element 21.1 by means of a drive connection, in particular a rotationally fixed connection, between the drive device 9 and the second sun gear 13.2 as the second drive element 21.2, and the second planet carrier 17.2 is also connected to the first sun gear 13.1, in particular a rotationally fixed connection. The second switching device is number 11.2 designed and equipped to switch a second fast switching state S2, in which the second drive element 21.2 is connected to the second ring gear 19.2, in particular rotationally fixed, and a second slow switching state L2, in which the second ring gear 19.2 is locked to the device housing 25.

[0032] The second switching device 11.2 is designed and configured to switch a second neutral switching state N2 – which is switched in this case – in which the second ring gear 19.2 is in neutral. In particular, in the second neutral switching state N2, the second ring gear 19.2 is not locked to the device housing 25 and is not drive-connected to the second drive element 21.2.

[0033] The first planet carrier 17.1 is directly connected to the drive shaft 5 as the first output element 23.1. Additionally, in the first slow-shifting state L1, the first ring gear 19.1 is indirectly connected to the drive shaft 5 as the second output element 23.2 via an intermediate gear 27.

[0034] Figure 2 shows a schematic representation of a second embodiment of a drive train device 1.

[0035] Identical and functionally equivalent elements in all figures are designated with the same reference numerals, so that reference is made to the preceding description in each case. The second embodiment is based on the first embodiment of Figure 1 with the following differences: Daimler Truck AG 12 Furkan Özvatan 10.02.2026

[0036] The second planetary gear 7.2 and the second switching device 11.2 shown on the left side in Figure 1 are located on the right side in Figure 2.

[0037] The drive train device 1 further comprises, in addition to a first drive device 9.1 – comparable to the drive device 9 of Figure 1 – a second drive device 9.2 and a third switching device 11.3. The first drive device 9.1 is operatively connected to the second drive element 21.2, in particular in a rotationally fixed manner. The third switching device 11.3 is designed and configured to switch a third slow switching state L3 – as a coupled switching state G – in which the second drive device 9.2 is operatively connected to the second drive element 21.2, in particular in a rotationally fixed manner, and a decoupled switching state E in which the second drive device 9.2 is disconnected from the second drive element 21.2.

[0038] The third switching device 11.3 is additionally designed and configured to switch a third quick switching state S3, in which the second drive device 9.2 is connected to the first drive element 21.1, in particular in a rotationally fixed manner.

[0039] The third switching device 11.3 is further designed and configured to switch a third neutral switching state N3 – which is switched in this case – in which the second drive device 9.2 is in neutral. In particular, in the third neutral switching state N3, the second drive device 9.2 is not operatively connected to the first drive element 21.1 or to the second drive element 21.2. In particular, the decoupled switching state E corresponds to the third neutral switching state N3.

[0040] Figure 3 shows a schematic representation of a third embodiment of a drive train device 1.

[0041] The third embodiment is based on the second embodiment with the following differences:

[0042] The drivetrain device 1 has a first drive axle 5.1 and a second drive axle 5.2. The first planet carrier 17.1 is connected to the first drive axle 5.1 as the first output element 23.1. Furthermore, in the first slow-speed switching state L1, the first ring gear 19.1 is connected to the second drive axle 5.2 as the second output element 23.2 indirectly via a fluid circuit 29.

[0043] The fluid circuit 29 comprises a fluid conveying device 31 and a fluidic drive device 33. The fluid conveying device 31 is designed and configured to convey the fluid in the fluid circuit 29. The fluidic drive device 33 is designed and configured to be driven by the fluid. The second output element 23.2 is drive-effectively connected to the second drive shaft 5.2 by means of the intermediate gear 27, and the fluidic drive device 33 is drive-effectively connected to the second drive shaft 5.2.

[0044] The drivetrain device 1 further comprises a fourth switching device 11.4 as a longitudinal differential locking device for the first drive axle 5.1 and the second drive axle 5.2. The fourth switching device 11.4 is designed and configured to switch between a locking switching state SP, in which the first drive axle 5.1 and the second drive axle 5.2 are locked together, and a disengaging switching state FR – which is currently engaged – in which the first drive axle 5.1 and the second drive axle 5.2 are decoupled from each other. Daimler Truck AG 14 Furkan Özvatan 10.02.2026

[0045] Reference symbol list

[0046] 1 Drivetrain device

[0047] 3 Commercial vehicle

[0048] 5 drive axle

[0049] 5.1 First drive axle

[0050] 5.2 second drive axle

[0051] 7.1 First planetary gear

[0052] 7.2 Second planetary gear

[0053] 9 Drive device

[0054] 9.1 First drive device

[0055] 9.2 second drive device

[0056] 11.1 first switching device

[0057] 11.2 second switching device

[0058] 11.3 third switching device

[0059] 11.4 fourth switching device

[0060] 13.1 first sun wheel

[0061] 13.2 second sun wheel

[0062] 15.1 First planetary gears

[0063] 15.2 second planetary gears

[0064] 17.1 first planetary carrier

[0065] 17.2 second planetary carrier

[0066] 19.1 first ring gear

[0067] 19.2 second ring gear

[0068] 21 Drive element

[0069] 21.1 first drive element

[0070] 21.1 second drive element

[0071] 23.1 First output element

[0072] 23.2 second output element

[0073] 25 Device housings

[0074] 27 intermediate gear

[0075] 29 Fluid circuit Daimler Truck AG 15 Furkan Özvatan 10.02.2026 31 Fluid conveying device

[0076] 33 fluidic drive device

[0077] 51 First fast switching state

[0078] 52 second quick-switching state

[0079] 53 third fast switching state

[0080] L1 first slow switching state

[0081] L2 second slow switching state

[0082] L3 third slow switching state

[0083] N1 first neutral switching state

[0084] N2 second neutral switching state

[0085] N3 third neutral switching state

[0086] G Coupled switching state

[0087] E Decoupled switching state

[0088] FR Free switching state

[0089] SP Lock switching state

Claims

Daimler Truck AG 16 Furkan Özvatan 02 / 10 / 2026 Patent claims 1. Powertrain device (1) for a commercial vehicle (3), comprising: - at least one drive axle (5), each designed and equipped to support at least two wheels for moving the commercial vehicle (3); - a first planetary gear set (7.1) comprising a first sun gear (13.1), several first planet gears (15.1), a first planet carrier (17.1) and a first ring gear (19.1), wherein the first planet gears (15.1) are rotatably mounted on the first planet carrier (17.1) and mesh with the first sun gear (13.1) and the first ring gear (19.1), wherein a drive device (9) of the commercial vehicle (3) is driven by the first sun gear (13.1) as the first drive element (21.1), wherein the first planet carrier (17.1) is driven by a first drive shaft (5.1) of the at least one drive shaft (5) as the first output element (23.1), and - a first switching device (11.1) which is designed and configured to switch a first fast switching state (S1) in which the first ring gear (19.1) is locked to a device housing (25) of the drive train device (1) and a first slow switching state (L1) in which the first ring gear (19.1) is connected as a second output element (23.2) to a second drive shaft (5.2) of the at least one drive shaft (5).

2. Drive train device (1) according to claim 1, comprising a second planetary gear (7.2) and a second switching device (11.2), wherein - the second planetary gear (7.2) comprises a second sun gear (13.2), several second planet gears (15.2), a second planet carrier (17.2) and a second ring gear (19.2), wherein the second planet gears (15.2) are rotatably mounted on the second planet carrier (17.2) and each mesh with the second sun gear (13.2) and the second ring gear (19.2), wherein - the drive device (9) of the commercial vehicle (3) is drive-effectively connected to the first sun gear (13.1) as the first drive element (21.1), in that Daimler Truck AG 17 Furkan Özvatan 10.02.2026 - the drive device (9) is drive-effectively connected to the second sun gear (13.2) as the second drive element (21.2) and the second planet carrier (17.2) is drive-effectively connected to the first sun gear (13.1), wherein - the second switching device (11.2) is designed and configured to switch a second fast switching state (S2) in which the second drive element (21.2) is drive-actively connected to the second ring gear (19.2) and a second slow switching state (L2) in which the second ring gear (19.2) is locked to the device housing (25).

3. Drive train device (1) according to one of the preceding claims, wherein - the first planet carrier (17.1) is directly connected to the first drive shaft (5.1) as the first output element (23.2), and / or wherein - in the first slow switching state (L1) the first ring gear (19.1) is indirectly connected to the second drive shaft (5.2) as the second output element (23.2) by means of an intermediate gear (27).

4. Drive train device (1) according to one of the preceding claims, comprising a first drive device (9.1) and a second drive device (9.2) as the drive device (9), and a third switching device (11.3), wherein - the first drive device (9.1) is connected to a drive element (21), selected from the first drive element (21.1) and the second drive element (21.2), wherein - the third switching device (11.3) is designed and configured to switch a third slow switching state (L3) in which the second drive device (9.2) is drive-actively connected to the drive element (21) selected from the first drive element (21.1) and the second drive element (21.2), and a decoupled switching state (E) in which the second drive device (9.2) is separated from the drive element (21) selected from the first drive element (21.1) and the second drive element (21.2).

5. Drive train device (1) according to claim 4, wherein - the third switching device (11.3) is additionally designed and configured to switch a third rapid switching state (S3) in which the second drive device (9.2) is drive-actively connected to the first drive element (21.1).

6. Drivetrain device (1) according to one of the preceding claims, wherein Daimler Truck AG 18 Furkan Özvatan 10.02.2026 - the first drive axle (5.1) and the second drive axle (5.2) are the same drive axle (5) of the drivetrain device (1).

7. Drive train device (1) according to any one of claims 1 to 5, wherein - the first drive axle (5.1) and the second drive axle (5.2) are different drive axles (5) of the drive train device (1).

8. Drivetrain device (1) according to claim 7, comprising a fourth switching device (11.4) as a longitudinal differential locking device of the first drive axle (5.1) and the second drive axle (5.2), wherein - the fourth switching device (11.4) is designed and configured to switch a locking switching state (SP) in which the first drive axis (5.1) and the second drive axis (5.2) are locked together and a unlocking switching state (FR) in which the first drive axis (5.1) and the second drive axis (5.2) are decoupled from each other.

9. Drive train device (1) according to claim 8, comprising a fluid circuit (29) for a fluid, wherein - the fluid circuit (29) comprises a fluid conveying device (31) and a fluidic drive device (33), wherein - the fluid conveying device (31) is designed and set up to convey the fluid in the fluid circuit (29), wherein - the fluidic drive device (33) is designed and configured to be driven by means of the fluid, wherein - the second output element (23.2) is drive-effectively connected to the second drive axis (5.2) by means of the second output element (23.2) being drive-effectively connected to the fluid conveying device (31) and the fluidic drive device (33) being drive-effectively connected to the second drive axis (5.2).

10. Commercial vehicle (3) with a drive train device (1) according to one of the preceding claims.

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