DE102021112788A1 - Hydrodynamic torque converter for an e-axle and e-axle - Google Patents

Abstract

The invention relates to a hydrodynamic torque converter (6) for an electric axle of a vehicle with an electric traction motor (5), with a pump (620), a stator (630) and a turbine (640), the turbine (640) being connected via the Stator wheel (630) can be driven hydrodynamically by the pump (620), for which purpose the pump (620) has a pump torque connection (600) and the turbine (640) has a turbine torque connection (690), and the torque converter (6) has a its torque connections (600, 690) has a coaxial wheel drive shaft passage (62), which passes completely through the torque converter (6) in the axial direction (Ax) of the torque converter (6).

Description

The present invention relates to a hydrodynamic torque converter for an e-axle of a vehicle with an electric traction motor. Furthermore, the invention relates to an electric drive unit for an electric axle of a vehicle, an electric axle for a vehicle, and a vehicle.

Hydrodynamic torque converters have been used in conventional vehicles for decades. The torque converter is arranged between an internal combustion engine and an (automatic) transmission of the vehicle and transmits a torque of the internal combustion engine to an input shaft of the transmission. An integrated torque converter (ITC) is one way in which a lockup clutch function is integrated directly into a turbine.

The torque converter is usually bolted to a crankshaft of the internal combustion engine via a flexplate. A transmission connection with a stator nozzle and a transmission input shaft for an output are guided on one side from the transmission through a converter neck into the torque converter. The axle differential with the output shafts to the wheels of the vehicle is arranged axis-parallel to the transmission input shaft when the vehicle is front-wheel drive. In rear-wheel drive, the internal combustion engine, the torque converter and the transmission are connected in an engine compartment of the vehicle via a cardan shaft to the axle differential mounted on the rear axle.

Torque is transmitted by means of the torque converter when the vehicle is starting up first hydrodynamically and, in order to reduce consumption of the internal combustion engine during driving operation, via its engaged lock-up clutch device. - In the future, the proportion of partially electric and fully electric vehicles will increase significantly. For such vehicles, depending on the concept, e-axles (electric axles) may be necessary in addition or on their own. An electric traction motor of an e-axle is usually a high-speed electric motor. In order to provide sufficient starting torque when starting a vehicle with an e-axle, cost-intensive power electronics are required. - It is an object of the invention to specify a more cost-effective solution, in particular an overall more cost-effective e-axis.

The object of the invention is by means of a hydrodynamic torque converter for an electric axle of a vehicle with an electric traction motor; by means of an electric drive unit for an electric axle of a vehicle; solved by means of an electric axle for a vehicle and by means of a vehicle. - Advantageous developments, additional features and/or advantages of the invention result from the dependent claims and/or the following description.

In order to make an e-axle more cost-effective, a torque converter is used according to the invention, which, in operation with its actual converter, increases a torque of the electric traction motor when the vehicle starts up. The torque converter according to the invention has a pump, a guide wheel and a turbine, the turbine being hydrodynamically drivable by the pump via the guide wheel, for which the pump has a pump torque connection and the turbine has a turbine torque connection, and the torque converter has one of its own Having torque connections coaxial wheel drive shaft passage, which passes completely through the torque converter in the axial direction of the torque converter.

The pump (upward in a torque flow) preferably has a higher mass inertia compared to the turbine. However, it is also possible to z. B. to realize a rapid run-up of the electric traction motor, to equip the pump with a lower mass inertia compared to the (downstream in a torque flow) turbine. In the first case, an impeller of the pump can be connected in a torque-transmitting manner to a cover (rotatable housing) of the torque converter and in the second case, a turbine wheel of the turbine can be connected to a cover (rotatable housing) of the torque converter. - This always drives a z. B. from a shaft of the electric traction motor, driven pump to the turbine, which in turn z. B. drives a shaft of the transmission.

A wheel drive shaft of the vehicle can extend through the wheel drive shaft passage, or when the torque converter is installed, the wheel drive shaft of the vehicle extends through the wheel drive shaft passage. Here, the wheel drive shaft can rotate within the torque converter without being in direct torque transmission with the torque converter. i.e. the wheel drive shaft only indirectly transmits torque to the torque converter, e.g. B. via the transmission and an axle differential, or only the axle differential, mechanically coupled. Furthermore, in an installed state of the torque converter, the torque converter can be an assembly of the E-axis.

The invention discloses a coaxial axle drive through the torque converter, ie in particular a cover-side opening of the torque converter and passage of the wheel drive shaft coaxially through the entire torque converter, ie from the electric traction motor to a gearbox. In this way, in particular, cost-intensive power electronics of the e-axis can be designed to be smaller and thus significantly more cost-effective. Furthermore, a gear ratio of a transmission of the E-axis can be increased and the electric traction motor can be operated at a lower speed. This also high-speed components of the E-axis, such. B. camp, more cost-effective.

A (housing) cover of the torque converter can be designed to be open in a radial central area. In this case, the cover can be designed radially on the inside as a cover hub or have a cover hub radially on the inside. In this case, the cover and the cover hub can be provided in one piece, fixed to one another in one piece (weld seam) or formed integrally. The cover can form a rotatable housing of the torque converter together with an impeller of the pump.

The pump torque connection can be arranged radially inwardly in or radially outwardly of the cover hub and is preferably formed integrally with the cover hub. The pump torque connection can be designed as a hollow electric motor shaft torque connection for a hollow electric motor shaft of the electric traction motor. - The turbine torque connection can be arranged radially inside or radially outside on a turbine hub and is preferably formed integrally with the turbine hub. The turbine torque connection can be designed as a hollow transmission input shaft torque connection for a hollow transmission input shaft of the transmission. - A relevant mechanical and torque-transmitting connection can, for. B. by means of a form fit (affecting, at least partially complementary sections), complementary gears (splines, splined connection), a weld, etc. take place.

Since the torque converter can no longer be supplied with hydraulic oil in a conventional manner via a transmission input shaft, the torque converter can be supplied with hydraulic oil in a different way to actuate a converter lock-up clutch and, if necessary, to cool the torque converter. This is preferably done by means of a hydraulic oil connection on the cover side. i.e. the torque converter can be supplied with hydraulic oil along the cover or the cover hub. Furthermore, the torque converter can be supplied with hydraulic oil through the cover or the cover hub. The cover or the cover hub can have a rotary feedthrough for supplying hydraulic oil to the torque converter.

Depending on the design, the torque converter can be oil-tight relative to the electric traction motor and/or the transmission in such a way that the torque converter is oil-tight towards the shafts for a dry electric traction motor. In a wet electric traction motor, leakage oil from the torque converter seals can supply hydraulic oil to components in the electric traction motor. The torque converter preferably has no vibration damper, in particular no torsional vibration damper and/or no centrifugal pendulum.

The torque converter can be used for speeds up to approx.: 6,500 rpm, 7,000 rpm, 7,500 rpm, 8,000 rpm, 8,500 rpm, 9,000 rpm, 9,500 rpm, 10,000 rpm, 10,500 rpm, 11,000 rpm, 11,500 rpm or 12,000 rpm. Particularly at speeds above approx. 7,000 rpm to 7,500 rpm, it may be necessary to optimize the cover and possibly other components of the torque converter numerically (e.g. using a finite element method) or using artificial intelligence , where particular importance is attached to large radii on the radially outer sections of the torque converter, so that a bursting speed of the torque converter turns out to be comparatively high compared to the prior art (approx. 6,500 rpm to 7,000 rpm).

The electric drive unit according to the invention comprises an electric traction motor, a hydrodynamic torque converter and preferably a transmission, with the electric traction motor being/are coupled to the torque converter in a torque-transmitting manner and preferably the torque converter being coupled to the transmission in a torque-transmitting manner, the electric drive unit having a coaxial wheel drive shaft passage which passes completely through the electric traction motor and the torque converter in the axial direction of the electric drive unit. - Here the gearbox is optional. If the transmission is present, an axle differential, in particular a spur gear differential, is preferably integrated into the transmission. If the transmission is absent, the electric drive unit can have an axle differential, in particular a spur gear differential, which is connected to the torque converter in the direction of torque flow.

The gearbox of the e-drive unit can have a wheel drive shaft lead-in which is coaxial in the axial direction with the wheel drive shaft duct of the e-drive unit connects. In this case, the wheel drive shaft lead-in can preferably lead to/in an axle differential, in particular a spur gear differential, of the transmission. Depending on the design of the differential, the wheel drive shaft lead-in of the transmission can also be designed as a wheel drive shaft lead-through.

Radially outside on/on top of or above the coaxial wheel drive shaft lead-through of the electric drive unit, an electric motor hollow shaft of the electric traction motor can be coupled in a torque-transmitting manner to a pump of the torque converter. Furthermore, a turbine of the torque converter can be coupled in a torque-transmitting manner to a hollow transmission input shaft of the transmission radially outside on/on top of or above the coaxial wheel drive shaft passage. In addition, a guide wheel socket can be arranged coaxially radially on the transmission input hollow shaft, which is coaxial with the passage of the wheel drive shaft, and is preferably fixed on the transmission, in particular on an outside or outer plate of the transmission. The electric drive unit can include power electronics. And the torque converter can be formed as a torque converter according to the invention.

The electric axle according to the invention comprises a wheel drive shaft and an electric drive unit arranged coaxially on the wheel drive shaft, by means of which the wheel drive shaft can be driven, the electric drive unit having an electric traction motor and, in the direction of torque flow downwards, a hydrodynamic torque converter coupled thereto. An e-axle with a torque converter makes sense for the vehicle as a whole. As a result, an electric drive train, in particular the electric traction motor, power electronics, cooling capacity and/or cable cross-sections can be dimensioned to be smaller, and therefore lighter and more cost-effective. A structural and cost-related effort for the torque converter of the E-axis of the partially electrically or fully electrically driven vehicle can be compensated or overcompensated for.

The e-drive unit of the e-axis can have a gearbox downstream of the torque converter in the torque flow direction. Furthermore, in the torque flow direction downstream of the torque converter, an axle differential, in particular a spur gear differential, can be set up in the electric drive unit of the electric axis. Furthermore, an axle differential, in particular a spur gear differential, can be integrated into the transmission. In addition, the torque converter can be designed as a torque converter according to the invention and/or the electric drive unit can be designed as an electric drive unit according to the invention.

The invention is explained in more detail below using exemplary embodiments with reference to the attached schematic drawing, which is not true to scale. Sections, elements, parts, units, components and/or schemes which have an identical, univocal or analogous design and/or function are identified in the description of the figures (see below), the list of reference symbols, the patent claims and in the figures (Fig.) of the Drawing marked with the same reference numerals. A possible alternative that is not explained in the description of the invention (see above), is not shown in the drawing and/or is not exhaustive, a static and/or kinematic reversal, a combination etc. of the exemplary embodiments of the invention or a component, a scheme, a A unit, a component, an element or a section thereof can also be found in the list of reference numbers and/or the description of the figures.

In the invention, a feature (section, element, component, unit, component, function, size, etc.) can be positive, i. H. present, or negative, i. H. to be absent. In this specification (description (description of the invention (see above), description of the figures (see below)), list of reference symbols, patent claims, drawing), a negative feature is not explicitly explained as a feature if it is not important according to the invention that it is absent. i.e. the invention actually made and not constructed by the prior art is to omit this feature.

A feature of this specification may be applied not only in a specified way, but also in a different way (isolation, combination, substitution, addition, uniqueness, omission, etc.). In particular, it is possible to replace, add or omit a feature in the claims and/or the description using a reference number and a feature assigned to it or vice versa in the description, the list of reference numbers, the patent claims and/or the drawing. In addition, a feature in a patent claim can be interpreted and/or specified in more detail as a result.

The features of the description can also be interpreted as optional features (in view of the (initially mostly unknown) state of the art); ie each feature can be understood as an optional, arbitrary or preferred, ie as a non-binding, feature. It is thus possible to extract a feature, possibly including its periphery, from an exemplary embodiment, with this feature then being transferrable to a generalized idea of the invention. That Absence of a feature (negative feature) in an embodiment indicates that the feature is optional with respect to the invention. Furthermore, with a species concept for a characteristic, a generic concept for the characteristic can also be read (possibly further hierarchical classification into subgenus, etc.), whereby, e.g. B. taking into account the same effect and / or equivalence, a generalization of the feature is possible.

• die 1 eine Prinzipskizze einer allgemeinen Ausführungsform einer Variante einer E-Achse für ein teilelektrisch oder ein vollelektrisch angetriebenes Fahrzeug, und
• die 2 in einem zweidimensionalen, axial-radialen Halbschnitt, eine allgemeine Ausführungsform einer Variante eines hydrodynamischen Drehmomentwandlers für eine E-Achse.

In the merely exemplary figures (Fig.) Show:

• the 1 a basic sketch of a general embodiment of a variant of an electric axle for a partially electrically or fully electrically driven vehicle, and
• the 2 in a two-dimensional, axial-radial half section, a general embodiment of a variant of a hydrodynamic torque converter for an E-axis.

The invention - a torque converter 6 and an electric drive unit 1 for an electric axle 0 and an electric axle 0 - is described below using exemplary embodiments of an embodiment of a variant of the electric axle 0, the electric drive unit 1 and the torque converter 6 explained in more detail. The invention is not limited to this variant, the embodiments shown and/or the exemplary embodiments explained below, but is of a more fundamental nature. Other variations can thus be derived from this and/or from the above (description of the invention) without departing from the protective scope of the invention.

The explanation of the invention based on the drawing below refers to an axial direction Ax (axial), an axis of rotation Ax, a radial direction Ra (radial) and a circumferential direction Um (tangential) of the torque converter 6 according to the invention, the electric drive unit 1 according to the invention or the E-axis 0 according to the invention (see drawing). Only those spatial sections of an object of the invention which are necessary for an understanding of the invention are shown in the drawing.

An E-axis 0 (cf. 1 ) combines components that are usually only used separately. An electric traction motor 5, a transmission 8 and power electronics are combined in an assembly that directly drives a wheel drive shaft 20 of the vehicle. As a result, the previous complexity of the electric motor drive is reduced and the drive train of the vehicle is more cost-effective, more compact and more efficient. In a comparison to conventional internal combustion engines, e-axles 0 require only around a third of the installation space, which can also advantageously be designed to be slim and round. Furthermore, E-axles 0 have a high overall efficiency.

According to the invention, a hydrodynamic torque converter 6 is integrated into the E-axis 0 to increase the torque and simplify power electronics when a vehicle with an electric traction motor 5 is started. For a compact arrangement, the components electric traction motor 5, torque converter 6, if necessary transmission 8 and axle differential 890 are arranged coaxially in a row. A drive axle has a wheel drive shaft 20 from the axle differential 890 to a respective wheel 21 and is coaxially passed through the electric traction motor 5 and the torque converter 6 according to the invention. This means that the torque converter 6 is no longer only opened and operated on one side, but rather that a wheel drive shaft 20 runs coaxially through the torque converter 6 and the electric traction motor 5 from the axle differential 890 to the relevant wheel 21 .

the 1 shows an embodiment of such an E-axle 0 with a two-part central wheel drive shaft 20, on which a wheel 21, 22 can be mounted on the left and right. In this case, an axle differential 890, in particular a spur gear differential 890, divides the wheel drive shaft 20 into two sections of different lengths, with a left-hand, comparatively long section passing through a major part of an electric drive unit 1 of the electric axle 0 and a right-hand, comparatively short section only from axle differential 890 to wheel 22. Only the left-hand section of wheel drive shaft 20 is treated as wheel drive shaft 20 below.

The wheel drive shaft 20 or its left-hand section 20 runs coaxially through an electric traction motor 5 and a hydrodynamic torque converter 6 and into a transmission 8 with an integrated axle differential 890 . Here, the electric traction motor 5, the torque converter 6 and the transmission 8 with the axle differential 890 form the electric drive unit 1 of the E-axis 0. It is possible to omit the transmission 8 and connect the torque converter 6 directly to the axle differential 890, e.g. B. by means of a hollow shaft. The wheel drive shaft 20 extends through a wheel drive shaft passage 52 in the electric traction motor 5, through a wheel drive shaft passage 62 in the torque converter 6 and into a wheel drive shaft entry point 82 into the transmission 8, where it is coupled to the axle differential 890 in a torque-transmitting manner.

The wheel drive shaft 20 extends inside the electric traction motor 5 through its electric motor hollow shaft 50 (cf. 1 ). Further, wheel drive shaft 20 extends through cover 610, cover hub 612 and pump torque port 600, respectively; a turbine 640 with its turbine wheel, turbine hub 642 and turbine torque connector 690, respectively; a nozzle 630 and its nozzle 700; and a pump 620 with its impeller through the torque converter 6 (cf. 1 and 2 ). Furthermore, the wheel drive shaft 20 extends through a hollow transmission input shaft 800 of the transmission 8 . Transmission input hollow shaft 800 also extends into torque converter 6 .

In the electric drive unit 1 or the electric axis 0, a longitudinal end section of the hollow electric motor shaft 50 is coupled in a torque-transmitting manner to the pump torque connection 600 of the cover hub 612 (cf. 2 ). Furthermore, in the electric drive unit 1 or the electric axis 0, a longitudinal end section of the hollow transmission input shaft 800 is coupled in a torque-transmitting manner to the turbine torque connection 690 of the turbine hub 642 (cf. 2 ).

The torque converter 6 is connected to the cover hub 612 on a converter sleeve or a converter housing, comprising the cover 610 (including the cover hub 612) and the pump 620; via the E-motor hollow shaft 50 directly to the electric traction motor 5, z. B. via a spline, torque-transmitting connected. When the vehicle starts up in converter operation, a torque generated by the electric traction motor 5 is transmitted hydraulically from the pump 620 via the guide wheel 630 to the turbine 640 . The guide wheel 630 mounted on the guide wheel socket 700 generates the conversion of the torque. The stator nozzle 700 is connected to a housing of the transmission 8 on the transmission side. The pump 620, the guide wheel 630 and the turbine 640 form an actual converter 60 of the torque converter 6.

When the vehicle starts up, a converter lockup clutch 65, which is designed in particular as a normally closed clutch 65, is preferably disengaged. The converter lockup clutch 65 can be designed as a multi-plate clutch 65 or a single-pad clutch. The converter lockup clutch 65 shown as a multi-plate clutch 65 comprises two plate carriers 660, 670, z. B. an inner disk carrier 660 and an outer disk carrier 670, lining disks 650, an actuating piston 680 and a disk spring 682 secured with a disk spring retainer 683, which compresses the lining disks 650 in the non-actuated state of the actuating piston 680 and keeps the converter lockup clutch 65 closed.

When the vehicle is driving, the converter lockup clutch 65 is closed and the torque of the electric traction motor 5 is transmitted directly via the converter lockup clutch 65 connected to the turbine 640 via the turbine hub 642 to the hollow transmission input shaft 800 . The transmission 8 is arranged coaxially behind the electric traction motor 5 and the torque converter 6 . The axle differential 890 is preferably integrated into the transmission 8 . - From the axle differential 890, the torque from the gear 8 is transmitted via the wheel drive shafts 20 to the left wheel 21 and the right wheel 22.

In the present case, the torque converter 6 is supplied with hydraulic oil on the cover side by means of a hydraulic oil connection. In this case, the supply takes place by means of a rotary feedthrough on the outside of the cover hub 612 and through it (oil duct 613 for converter lockup clutch 65). - Other embodiments, such. B. a supply through the cover 610 through, are of course possible.

A special feature of this arrangement is that the transmission input shaft 800 and electric motor shaft 50 are designed as hollow shafts 800, 50, so that the wheel drive shaft 20 for a wheel 21 is guided through the transmission input hollow shaft 800, the torque converter 6 and the electric motor hollow shaft 50. This coaxial arrangement according to the invention is significantly more compact than an axis-parallel arrangement from the prior art, in which an axle differential runs past the wheel drive shaft on the electric traction motor axis-parallel to the electric motor shaft.

The invention relates to a hydrodynamic torque converter 6 with a coaxial through-axle drive for electric axles 0, with the electric axle 0 or its electric motor drive, i.e. the electric drive unit 1 (electric traction motor 5, torque converter 6 and, if necessary, the axle differential 890, and if necessary . Transmission 8 with, if necessary, the axle differential 890), has a compact and space-saving design. In this case, the torque converter 6 has a coaxial axle drive through the torque converter 6 for a wheel drive shaft 20 of the vehicle. The torque converter 6 has a cover-side opening for passing the wheel drive shaft 20 coaxially through the torque converter 6 . This necessitates a change in an oil supply since the torque converter 6 cannot be supplied with hydraulic oil in a conventional manner via the transmission input shaft. The oil supply of the torque wall lers 6 to actuate the converter lockup clutch 65 z. B. be realized by connecting an oil line on the side of the radially inwardly open cover 610 (oil channel 613).

reference list

0

E-axle for a vehicle with electric traction motor 5

1

E-drive unit of the E-axis 0

5

electric traction motor

6

hydrodynamic torque converter, especially ITC

8th

Transmission, if necessary incl. axle differential 890

20

Wheel drive shaft(s) or output shaft(s) from axle differential 890 to wheels 21, 22

21

(left/right) wheel

22

(right/left) wheel

50

E-motor hollow shaft

52

Wheel drive shaft passage

60

actual converter of the torque converter 6

62

Wheel drive shaft passage

65

Converter lockup clutch, in particular normally closed clutch

600

(pump) torque connection

610

lid

612

cover hub

613

Oil duct for torque converter lockup clutch 65

620

pump, impeller; in comparison with turbine 640 preferably higher mass inertia

630

idler wheel

632

freewheel

640

turbine, turbine wheel; compared to pump 620 preferably lower inertia

642

turbine hub

650

lining discs

660

Disk carrier with at least one lining disk, in particular inner disk carrier

670

Disk carrier with at least one lining disk, in particular outer disk carrier

680

actuating piston

682

disc spring

683

disc spring lock

690

(Turbine) torque connection

700

idler nozzle

82

Wheel driveshaft lead-in

800

Transmission input hollow shaft

890

Axle differential, in particular spur gear differential

axe

Axial direction, axis of rotation of the torque converter 6, the electric drive unit 1 or the electric axis 0

Ra

Radial direction of the torque converter 6, the electric drive unit 1 or the electric axis 0

Around

Circumferential direction of the torque converter 6, the electric drive unit 1 or the electric axis 0

Claims (11)

Hydrodynamic torque converter (6) for an E-axis (0) of a vehicle with an electric traction motor (5), with a pump (620), a stator (630) and a turbine (640), the turbine (640) via the stator (630) can be driven hydrodynamically by the pump (620), for which the pump (620) has a pump torque connection (600) and the turbine (640) has a turbine torque connection (690), characterized in that the torque converter (6) has a wheel drive shaft passage (62) coaxial with its torque connections (600, 690) and which passes completely through the torque converter (6) in the axial direction (Ax) of the torque converter (6). Hydrodynamic torque converter (6) according to the preceding claim, characterized in that: • a wheel drive shaft (20) of the vehicle can be extended through the wheel drive shaft passage (62), • in an installed state of the torque converter (6), through the wheel drive shaft passage (62) extends through a wheel drive shaft (20) of the vehicle, and/or • when the torque converter (6) is installed, the torque converter (6) is an assembly of the E-axis (0). Hydrodynamic torque converter (6) according to one of the preceding claims, characterized in that: • a cover (610) of the torque converter (6) is designed to be open in a radial central area • the cover (610) is designed radially on the inside as a cover hub (612) or has a cover hub (612) radially on the inside, and/or • the cover (610) together with an impeller of the pump (620) is a rotatable housing of the torque converter (6) forms. Hydrodynamic torque converter (6) according to one of the preceding claims, characterized in that: • the pump torque connection (600) is set up radially inside in or radially outside on the cover hub (612) and is preferably formed integrally with the cover hub (612), • the pump torque connection (600) is designed as an electric motor hollow shaft torque connection (600) for an electric motor hollow shaft (50) of the electric traction motor (5), • the turbine torque connection (690) radially inside or radially outside on a turbine hub (642) and is preferably designed integrally with the turbine hub (642), and/or • the turbine torque connection (690) is designed as a transmission input hollow shaft torque connection (690) for a transmission input hollow shaft (800) of the transmission (8). . Hydrodynamic torque converter (6) according to one of the preceding claims, characterized in that: • the torque converter (6) is supplied with hydraulic oil along the cover (610) or the cover hub (612), • the torque converter (6) is supplied with hydraulic oil through the cover (610) or the cover hub (612), and/or • the cover (610) or the cover hub (612) has a rotary feedthrough for supplying the torque converter (6) with the hydraulic oil. Electric drive unit (1) for an electric axle (0) of a vehicle, with an electric traction motor (5), a hydrodynamic torque converter (6) and preferably a gearbox (8), the electric traction motor (5) being connected to the torque converter (6 ) and preferably the torque converter (6) is/are coupled to the transmission (8) in a torque-transmitting manner, characterized in that the electric drive unit (1) has a coaxial wheel drive shaft lead-through (52, 62) which in the axial direction (Ax) of the E-drive unit (1) passes completely through the electric traction motor (5) and the torque converter (6). Electric drive unit (1) according to the preceding claim, characterized in that the transmission (8) of the electric drive unit (1) has a wheel drive shaft lead-in (82) which extends in the axial direction (Ax) to the wheel drive shaft lead-through (52, 62) of the electric drive unit (1) coaxially, with the wheel drive shaft entry (82) preferably opening on/in an axle differential (890), in particular a spur gear differential (890) of the transmission (8). Electric drive unit (1) according to the preceding claim, characterized in that radially: • radially outside the coaxial wheel drive shaft lead-through (52, 62) an electric motor hollow shaft (50) of the electric traction motor (5) with a pump (620) of the torque converter ( 6) is coupled in a torque-transmitting manner, • a turbine (640) of the torque converter (6) is coupled in a torque-transmitting manner to a transmission input hollow shaft (800) of the transmission (8) radially outside the coaxial wheel drive shaft passage (52, 62), • the electric drive unit ( 1) further comprises power electronics, and / or • the torque converter (6) is designed according to one of the preceding claims. E-axle (0) for a vehicle, with a wheel drive shaft (20) and on the wheel drive shaft (20) coaxially arranged electric drive unit (1) by means of which the wheel drive shaft (20) can be driven, characterized in that the electric Drive unit (1) has an electric traction motor (5) and, in the direction of torque flow downwards, a hydrodynamic torque converter (6) coupled thereto. Electric axle (0) according to the preceding claim, characterized in that: • the electric drive unit (1) has a gearbox (8) downstream of the torque converter (6) in the direction of torque flow, • an axle differential (8) downstream of the torque converter (6) in the direction of torque flow 890), in particular a spur gear differential (890), is set up in the electric drive unit (1), • an axle differential (890), in particular a spur gear differential (890), is integrated into the transmission (8), and/or • the torque converter ( 6) and/or the electric drive unit (1) is designed according to one of the preceding claims. Vehicle with an electric drive unit (1) for its electric axis (0) and/or an electric axis (0), characterized in that the electric drive unit (1) and/or the electric axis (0) according to is formed according to one of the preceding claims.

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