DE102022202912A1 - Electric axle drive device for a motor vehicle - Google Patents

Abstract

Electric axle drive device for a motor vehicle, with an electric motor (12a; 12b; 12c; 12d; 12e), which has a rotor (14a; 14b; 14c; 14d; 14e) and a stator (16a; 16b; 16c; 16d; 16e). , with an axle gear (18a; 18b; 18c; 18d; 18e), in particular a differential, which has an input shaft (20a; 20b; 20c; 20d; 20e) and at least two output shafts (22a, 22a '; 22b, 22b'; 22c, 22c'; 22d, 22d'; 22e, 22e'), with a spur gear (Z1a; Z1b; Z1c; Z1d; Z1e), which has at least a first spur gear (Z11a; Z11b; Z11c; Z11d; Z11e), which with the rotor (14a; 14b; 14c; 14d; 14e) of the electric motor (12a; 12b; 12c; 12d; 12e) is operatively connected, and a meshing, in particular with the first spur gear (Z11a; Z11b; Z11c; Z11d; Z11e), second spur gear (Z12a; Z12b; Z12c; Z12d; Z12e), which is operatively connected to the input shaft (20a; 20b; 20c; 20d; 20e) of the axle drive (18a; 18b; 18c; 18d; 18e). It is proposed that that the electric axle drive device has a pressure comb unit (24a; 24b; 24c; 24d; 24e) for receiving axial forces of the spur gear (Z1a; Z1b; Z1c; Z1d; Z1e), with at least one first pressure comb element (26a; 26b; 26c; 26d; 26e), which is fixed to the first spur gear (Z11a; Z11b; Z11c; Z11d; Z11e) of the spur gear (Z1a; Z1b; Z1c; Z1d; Z1e) is connected, and with at least one second pressure comb element (28a; 28b; 28c; 28d; 28e), which is fixed to the second spur gear (Z12a; Z12b ; Z12c; Z12d; Z12e) of the spur gear (Z1a; Z1b; Z1c; Z1d; Z1e) is connected.

Description

The invention relates in particular to an electric axle drive device for a motor vehicle according to the preamble of claim 1.

The object of the invention is in particular to achieve a compact design of a generic axle drive device, in particular with an advantageous bearing concept.

The task is solved by the features of the independent patent claims, while advantageous refinements and developments of the invention can be found in the subclaims.

The invention is based on an electric axle drive device for a motor vehicle, with an electric motor, which has a rotor and a stator, with an axle gear, in particular a differential, which has an input shaft and at least two output shafts, with a spur gear, which has at least a first spur gear, which is operatively connected to the rotor of the electric motor, and has a second spur gear, in particular meshing with the first spur gear, which is operatively connected to the input shaft of the axle drive.

It is proposed that the electric axle drive device has a pressure comb unit for absorbing axial forces of the spur gear, with at least a first pressure comb element, which is firmly connected to the first spur gear of the spur gear, and with at least a second pressure comb element, which is firmly connected to the second spur gear of the Spur gear is connected. The spur gear is preferably designed in one stage. The spur gear is formed in particular by a spur gear stage. However, a multi-stage design of the spur gear would also be conceivable. The spur gear preferably has a ratio i of less than 10, preferably less than 9. The spur gear is preferably formed by a helical spur gear.

An “input shaft” is intended to mean, in particular, a transmission element that is at least structurally intended for a rotationally fixed or torsionally elastic connection to the drive unit, in particular the rotor of the electric machine, and/or to an intermediate transmission, in particular the spur gear. The connection can in particular be designed to be separable and connectable, for example by means of a separating clutch. An “output shaft” is intended to mean, in particular, a transmission element that is operatively connected to at least one wheel of the motor vehicle. The output shaft is formed in particular by a side shaft of the axle drive. The axle gear can be designed, for example, as a ball differential, spur gear differential or planetary gear differential. “Provided” is intended to mean, in particular, specially designed and/or specially equipped. The fact that an object is intended for a specific function should be understood in particular to mean that the object fulfills and/or executes this specific function in at least one application and/or operating state.

In this context, a “pressure comb unit” is to be understood in particular as a unit which has at least two pressure comb elements, in particular pressure combs, which are each connected to one of two meshing gears, in particular spur gears, at least in an axially fixed manner, in particular in a rotationally fixed manner, and which are each support one another axially in at least one direction. Preferably, the pressure comb elements are each formed by annular elements, which each have contact flanks to support the axial forces. Preferably, at least one of the contact flanks of the pressure comb elements is conical and/or conical, in particular shaped in a cross section parallel to the axes of rotation, while a corresponding contact flank of the pressure comb elements is shaped spherically. In particular with helical spur gears, in addition to a radial bearing force, axial bearing forces also occur, which can be supported by the pressure comb unit. The terms “axial” and “radial” refer in particular to the main axis of rotation.

The inventive design of the electric axle drive device can in particular provide an advantageously smooth-running and therefore efficient axle drive device. In this way, a high range can be achieved with the same battery capacity. Furthermore, in particular, all toothing axial forces in pulling and pushing operation can be absorbed directly on the gear rims by the pressure comb unit. This means that no acoustic stimuli from the gears are introduced into a housing. Furthermore, the number of tooth interventions involved in the torque flow can be kept low. Furthermore, a high gear helix angle of the spur gears of the spur gear can be achieved by the pressure comb unit.

Furthermore, it is proposed that the pressure comb unit is at least partially formed in one piece with the spur gear. Preferably, the second pressure comb element of the pressure comb unit is integral with the second spur gear of the spur gear gearbox connected. Preferably, the second pressure comb element of the pressure comb unit is formed in one piece with the second spur gear of the spur gear. Preferably, the second pressure comb element is molded directly onto the second spur gear. Preferably, for example, using a Scudding® process to produce the toothing of the second spur gear, a small distance can be achieved between the toothing and the pressure comb element. This process can be used in the soft and hardened state and does not require a tool outlet, such as gear grinding, so that the pressure comb element can be machined at a short distance from the gear face. This results in an efficient pressure comb arrangement for pulling and pushing operation with just one additional part. An alternative to hard scudding would be performance honing, which also requires only a small amount of tool run-out. “In one piece” should in particular be understood to be at least materially connected, for example by a welding process, an adhesive process, a molding process and/or another process that appears sensible to the person skilled in the art, and/or advantageously understood to be formed in one piece, such as for example by a Production from a single casting and/or by production in a single or multi-component injection molding process and advantageously from a single blank. Advantageously, the term “one-piece” should also be understood to mean one-piece. “One-piece” is intended to mean, in particular, formed in one piece. Preferably, this one piece is produced from a single blank, a mass and/or a casting, particularly preferably in an injection molding process, in particular a single and/or multi-component injection molding process. As a result, the number of components in particular can advantageously be kept low. In particular, an advantageously quick and simple assembly can be made possible. Furthermore, an alignment of the second pressure comb element relative to the second spur gear can in particular be dispensed with.

Furthermore, it is proposed that the pressure comb unit has at least one further pressure comb element, which is firmly connected to the first spur gear of the spur gear. Preferably, the further pressure comb element of the pressure comb unit is connected to the first spur gear of the spur gear in a rotationally fixed and axially fixed position. Preferably, the second pressure comb element is intended to support axial forces in a first axial direction, in particular in the direction of the electric motor, on the first pressure comb element of the pressure comb unit. Preferably, the second pressure comb element is further provided to support axial forces in a second axial direction on the further pressure comb element of the pressure comb unit. In this way, in particular, advantageous axial support of the spur gear can be achieved. Preferably, the spur gear can be axially supported in particular in two directions.

It is further proposed that the electric axle drive device has a parking lock wheel which is connected in a rotationally fixed manner to the rotor of the electric motor, with the further pressure comb element of the pressure comb unit being connected in one piece to the parking lock wheel. The electric axle drive device preferably has a parking lock system which includes the parking lock wheel. A “parking lock system” is to be understood in particular as a system that is intended to lock the axle drive device in an engaged state, so that at least one output shaft of the axle drive device is blocked and a motor vehicle is secured against rolling away in a parked state. The engaged state corresponds in particular to a P state of the axle drive device. In a designed state, the parking lock system is intended to release the axle drive device. The designed state corresponds in particular to an nP state of the axle drive device. For this purpose, the motor vehicle transmission preferably has the parking lock wheel. The further pressure comb element of the pressure comb unit is preferably formed in one piece with the parking lock wheel. Preferably, the further pressure comb element is molded directly onto the parking lock wheel. As a result, the number of components in particular can be advantageously kept low. In particular, an advantageously quick and simple assembly can be made possible.

It is further proposed that the second pressure comb element of the pressure comb unit has at least two cone guide surfaces arranged facing away from one another, a first cone guide surface being intended to cooperate with the first pressure comb element and a second cone guide surface being intended to cooperate with the further pressure comb element. Preferably, the first pressure comb element has a guide surface corresponding to the first cone guide surface. The guide surface of the first pressure comb element is preferably designed to be spherical. The further pressure comb element preferably has a guide surface corresponding to the second cone guide surface. The guide surface of the further pressure comb element is preferably designed to be spherical. Preferably, the second pressure comb element has a trapezoidal, in particular a symmetrical trapezoidal, cross-sectional shape in a cross section through an axis of rotation of the first spur gear and the second spur gear, the sides each form the cone guide surfaces. This makes it possible in particular to provide an advantageous pressure comb unit. In this way, in particular, advantageous axial support of the spur gear can be achieved. A pressure point between the first cone guide surface and the guide surface of the first pressure comb element and a pressure point between the second cone guide surface and the guide surface of the further pressure comb element lie in particular at least approximately, in particular exactly, on the operating pitch circle of the toothing between the first spur gear and the second spur gear. This ensures that only those parts of the pressure ellipse that are radially away from the pressure point produce sliding friction losses. In this way, in particular, a sliding friction component of the pressure comb unit can be minimized.

Furthermore, it is proposed that the electric axle drive device has a rotor shaft unit which has a rotor shaft which is directly connected in a rotationally fixed manner to the rotor of the electric motor, a pinion shaft which is directly connected in a rotationally fixed manner to the first spur gear of the spur gear, and a coupling which permanently connects the pinion shaft to the rotor shaft in a rotationally fixed manner. Preferably, the pinion shaft and rotor shaft are arranged at least substantially coaxially with one another. The coupling is intended in particular to couple the rotor shaft to the pinion shaft in a rotationally fixed manner, with the coupling enabling an axial movement and/or a tilting movement between the pinion shaft and the rotor shaft. Preferably, the coupling comprises a first coupling element firmly connected to the rotor shaft and a second coupling element firmly connected to the pinion shaft. The first coupling element is preferably formed in one piece with the rotor shaft. The second coupling element is preferably formed in one piece with the pinion shaft. “Substantially coaxial” is to be understood here in particular as an alignment of a direction relative to a reference direction, in particular in a plane, with the direction having a deviation from the reference direction, in particular less than 8°, advantageously less than 5° and particularly advantageously less than 2°. “Direct” should be understood to mean without the interposition of switchable coupling elements and/or gears or gear stages. This makes it possible, in particular, to provide an advantageously flexible rotor shaft unit.

Furthermore, it is proposed that the coupling of the rotor shaft unit is formed by an axially displaceable, spring-loaded shaft coupling. In this context, an “axially displaceable, spring-loaded shaft coupling” is to be understood in particular as a coupling which enables an axial relative movement between the rotor shaft and the pinion shaft in a defined area. Preferably, a coupling element of the coupling, in particular the second coupling element, has an external toothing for a rotation transmission, which is intended to engage axially displaceably in an internal toothing of the corresponding coupling element of the coupling, in particular the first coupling element. Preferably, the second coupling element is spring-loaded relative to the first coupling element. The suspension serves in particular to support the start-up of the electric motor. The coupling of the rotor shaft unit is axially displaceable and spring-loaded in order to be able to start a fixed bearing of the rotor shaft unit and a guide bearing of the input shaft of the axle drive with a minimum axial load from the no-load state. After starting, the coupling is particularly fixed. This means that axial tension in the bearings in particular can be avoided. In particular, an advantageously flexible rotor shaft unit can be provided.

It is further proposed that the coupling of the rotor shaft unit is formed by an articulated shaft coupling. In this context, an “articulated shaft coupling” is to be understood in particular as a coupling which enables tilting between the rotor shaft and the pinion shaft in a defined angular range. Various configurations of the articulated shaft coupling that appear sensible to a person skilled in the art are conceivable, such as a configuration as a universal joint and/or a configuration as a coupling with a coupling bushing with internal teeth and a coupling element with spherical external teeth. In this way, tension in the bearings can be avoided. In particular, an advantageously static specific mounting of the rotor shaft unit can be made possible. In particular, an advantageously flexible rotor shaft unit can be provided.

It is further proposed that the electric axle drive device has at least three rotor shaft bearings, which are provided for supporting the rotor shaft unit, with exactly one rotor shaft bearing of the at least three rotor shaft bearings being designed as a fixed bearing. Preferably, a first rotor shaft bearing is provided to support the rotor shaft of the rotor shaft unit. Preferably, the first rotor shaft bearing is arranged on the rotor shaft on a side of the electric motor facing away from the pinion shaft. The first rotor shaft bearing is particularly preferably designed as a fixed bearing. However, it would also be conceivable for the second rotor shaft bearing to be designed as a fixed bearing. Two rotor shafts are preferred Lenlager intended to support the pinion shaft of the rotor shaft unit. Preferably, a second rotor shaft bearing is arranged on the pinion shaft on a side of the first spur gear facing the rotor shaft. In particular, due to the separate design of the rotor shaft unit, the second rotor shaft bearing can be mounted on the pinion shaft from one side of the rotor shaft. The second rotor shaft bearing can thereby be designed in particular with a small, optimal diameter, since the assembly does not have to be carried out via the teeth of the first spur gear due to the two-part rotor shaft unit. The second rotor shaft bearing is preferably formed by a roller bearing and/or an axially displaceable ball bearing. Preferably, a third rotor shaft bearing is arranged on the pinion shaft on a side of the first spur gear facing the rotor shaft. The third rotor shaft bearing is preferably formed by a cylindrical roller bearing and/or an axially displaceable ball bearing.

Furthermore, it is proposed that the electric axle drive device has at least two axle gear bearings, which are provided for supporting the input shaft of the axle gear, with exactly one axle gear bearing of the at least two axle gear bearings being designed as a guide bearing. The entire shaft assembly is held in axial position relative to a housing by the axial guide bearing on the input shaft of the axle drive. An axial displacement of the floating pinion shaft of the rotor shaft unit is prevented by the pressure comb unit.

It is further proposed that the pinion shaft has at least two radial bores, which are intended to supply the pressure comb unit directly with lubricating oil. The pinion shaft is preferably formed by a hollow shaft, with lubricating oil being able to be guided over the pinion shaft. It is further proposed that the first pressure comb element has an oil collecting channel which is radially opposite a first radial bore of the radial bores and is intended to collect the lubricating oil flowing out of the radial bore under the influence of centrifugal force. In the direction of the second pressure comb element, the oil collecting channel preferably runs into an overflow edge. The flow of lubricating oil over the overflow edge over the entire circumference under the influence of centrifugal force ensures continuous lubrication of the pressure point of the pressure comb unit. Preferably, overall advantageous lubrication of the pressure comb unit can be provided.

Furthermore, the invention is based on a motor vehicle with the at least one electric axle drive device.

Further advantages result from the following drawing description. Exemplary embodiments of the invention are shown in the drawings. The drawings, description and claims contain numerous features in combination. The person skilled in the art will also expediently consider the features individually and combine them into further sensible combinations.

• 1 ein Schema einer erfindungsgemäßen elektrischen Achsantriebsvorrichtung eines Kraftfahrzeugs, mit einem Elektromotor, mit einem Stirnradgetriebe und mit einem Achsgetriebe in einem ersten Ausführungsbeispiel;
• 2 die erfindungsgemäße elektrische Achsantriebsvorrichtung mit dem Elektromotor, mit dem Stirnradgetriebe und mit dem Achsgetriebe in einer Schnittdarstellung;
• 3 einen Teilausschnitt III der erfindungsgemäßen elektrischen Achsantriebsvorrichtung mit dem Elektromotor, mit dem Stirnradgetriebe und mit dem Achsgetriebe in einer Schnittdarstellung;
• 4 einen Teilausschnitt IV der erfindungsgemäßen elektrischen Achsantriebsvorrichtung mit dem Elektromotor, mit dem Stirnradgetriebe und mit dem Achsgetriebe in einer Schnittdarstellung;
• 5 ein Schema einer erfindungsgemäßen elektrischen Achsantriebsvorrichtung eines Kraftfahrzeugs, mit einem Elektromotor, mit einem Stirnradgetriebe und mit einem Achsgetriebe in einem zweiten Ausführungsbeispiel;
• 6 ein Schema einer erfindungsgemäßen elektrischen Achsantriebsvorrichtung eines Kraftfahrzeugs, mit einem Elektromotor, mit einem Stirnradgetriebe und mit einem Achsgetriebe in einem dritten Ausführungsbeispiel;
• 7 ein Schema einer erfindungsgemäßen elektrischen Achsantriebsvorrichtung eines Kraftfahrzeugs, mit einem Elektromotor, mit einem Stirnradgetriebe und mit einem Achsgetriebe in einem vierten Ausführungsbeispiel und
• 8 ein Schema einer erfindungsgemäßen elektrischen Achsantriebsvorrichtung eines Kraftfahrzeugs, mit einem Elektromotor, mit einem Stirnradgetriebe und mit einem Achsgetriebe in einem fünften Ausführungsbeispiel.

Show it:

• 1 a diagram of an electric axle drive device according to the invention of a motor vehicle, with an electric motor, with a spur gear and with an axle drive in a first exemplary embodiment;
• 2 the electric axle drive device according to the invention with the electric motor, with the spur gear and with the axle drive in a sectional view;
• 3 a partial section III of the electric axle drive device according to the invention with the electric motor, with the spur gear and with the axle gear in a sectional view;
• 4 a partial section IV of the electric axle drive device according to the invention with the electric motor, with the spur gear and with the axle gear in a sectional view;
• 5 a diagram of an electric axle drive device according to the invention of a motor vehicle, with an electric motor, with a spur gear and with an axle drive in a second exemplary embodiment;
• 6 a diagram of an electric axle drive device according to the invention of a motor vehicle, with an electric motor, with a spur gear and with an axle drive in a third exemplary embodiment;
• 7 a diagram of an electric axle drive device according to the invention of a motor vehicle, with an electric motor, with a spur gear and with an axle drive in a fourth exemplary embodiment and
• 8th a diagram of an electric axle drive device according to the invention of a motor vehicle, with an electric motor, with a spur gear and with an axle drive in a fifth exemplary embodiment.

The 1 shows schematically an electric axle drive device 10a for a motor vehicle. The motor vehicle includes the electric axle drive device 10a, via which drive wheels of the motor vehicle are driven, not further visible. The motor vehicle is formed by an electric vehicle. The electric axle drive device 10a forms a drive train. The electric axle drive device 10a has an electric motor 12a. The electric motor 12a has a rotatable rotor 14a and a rotationally fixed stator 16a. Furthermore, the electric axle drive device 10a has an axle gear 18a, which is formed by a differential. The axle gear 18a has an input shaft 20a and at least two output shafts 22a, 22a'. The output shafts 22a, 22a' are each operatively connected to one of the drive wheels. Furthermore, the electric axle drive device 10a has a spur gear Z1a. The spur gear Z1a forms part of the drive train of the motor vehicle. The spur gear Z1a is arranged along the drive train, in particular along a power flow of the drive train, between the electric motor 12a and the axle drive 18a. The spur gear Z1a is intended to introduce a drive torque delivered by the electric motor 12a into the axle gear 18a. The spur gear Z1a translates a rotary movement of the rotor 14a to the axle gear 18a. The spur gear Z1a preferably has a ratio i of less than 10, preferably less than 9. The rotor 14a has a fixed gear ratio to the input shaft 20a of the axle drive 18a.

The spur gear Z1a has a first spur gear Z11a, which is operatively connected to the rotor 14a of the electric motor 12a. Furthermore, the spur gear Z1a has a second spur gear Z12a which meshes with the first spur gear Z11a and is operatively connected to the input shaft 20a of the axle gear 18a. The first spur gear Z11a and the second spur gear Z12a are formed in particular by helical gears. The spur gears Z11a, Z12a of the spur gear Z1a are arranged in a gear plane. The spur gear Z1a forms a spur gear stage.

The electric axle drive device 10a further has a rotor shaft unit 38a. The rotor shaft unit 38a has a rotor shaft 40a which is directly connected in a rotationally fixed manner to the rotor 14a of the electric motor 12a. Furthermore, the rotor shaft unit 38a has a pinion shaft 42a which is directly connected in a rotationally fixed manner to the first spur gear Z11a of the spur gear Z1a. The first spur gear Z11a is in particular formed in one piece with the pinion shaft 42a. The pinion shaft 42a is formed, for example, by a hollow shaft. However, it would also be conceivable for the first spur gear Z11a to be pressed onto the pinion shaft 42a, for example. Furthermore, the rotor shaft unit 38a has a coupling 44a, which permanently connects the pinion shaft 42a to the rotor shaft 40a in a rotationally fixed manner.

The pinion shaft 42a and the rotor shaft 40a are arranged essentially coaxially with one another. The coupling 44a is intended to couple the rotor shaft 40a to the pinion shaft 42a in a rotationally fixed manner, with an axial movement between the pinion shaft 42a and the rotor shaft 40a being made possible via the coupling 44a. The coupling 44a of the rotor shaft unit 38a is formed by an axially displaceable, spring-loaded shaft coupling. The coupling 44a comprises a first coupling element 46a, which is fixedly connected to the rotor shaft 40a, and a second coupling element 48a, which is fixedly connected to the pinion shaft 42a. The first coupling element 46a is formed in one piece with the rotor shaft 40a. The first coupling element 46a is formed by a shoulder of the rotor shaft 40a. The second coupling element 48a is, for example, screwed to the pinion shaft 42a. The second coupling element 48a is formed, for example, by a pin screwed into the pinion shaft 42a. Furthermore, the coupling 44a includes a spring 49a, which is supported axially between the first coupling element 46a and the second coupling element 48a. The spring 49a is formed by a coil spring.

Furthermore, the electric axle drive device 10a has a parking lock wheel 32a, which is connected in a rotationally fixed manner to the rotor 14a of the electric motor 12a.

The parking lock wheel 32a is formed by an annular element which is firmly connected to the pinion shaft 42a. The parking lock wheel 32a is pressed onto the pinion shaft 42a. The parking lock gear 32a is arranged on the pinion shaft 42a on a side of the first spur gear Z11a facing away from the rotor shaft 40a.

Furthermore, the electric axle drive device 10a has at least three rotor shaft bearings L1a, L2a, L3a, which are provided for supporting the rotor shaft unit 38a. The electric axle drive device 10a has, for example, exactly three rotor shaft bearings L1a, L2a, L3a. Exactly one rotor shaft bearing L1a, namely a first rotor shaft bearing L1a, of the three rotor shaft bearings L1a, L2a, L3a is designed as a fixed bearing. The first rotor shaft bearing L1a is intended to support the rotor shaft 40a of the rotor shaft unit 38a. The first rotor shaft bearing L1a is arranged on the rotor shaft 40a on a side of the electric motor 12a facing away from the pinion shaft 42a. The first rotor shaft bearing L1a is designed as a fixed bearing and supports one side of the rotor shaft 40a radially and axially. However, it would also be conceivable that second rotor shaft bearing L2a is designed as a fixed bearing. Two rotor shaft bearings L2a, L3a of the rotor shaft bearings L1a, L2a, L3a are intended to support the pinion shaft 42a of the rotor shaft unit 38a. A second rotor shaft bearing L2a is arranged on the pinion shaft 42a on a side of the first spur gear Z11a facing the rotor shaft 40a. In particular, due to the separate design of the rotor shaft unit 38a, the second rotor shaft bearing L2a can be mounted on the pinion shaft 42a from one side of the rotor shaft 40a. The second rotor shaft bearing L2a can thereby be designed in particular with a small, optimal diameter. The second rotor shaft bearing L2a is formed, for example, by a roller bearing and/or an axially displaceable ball bearing. A third rotor shaft bearing L3a is arranged on the pinion shaft 42a on a side of the first spur gear Z11a facing away from the rotor shaft 40a. The third rotor shaft bearing L3a is formed, for example, by a cylindrical roller bearing and/or an axially displaceable ball bearing.

Furthermore, the electric axle drive device 10a has at least two axle gear bearings L4a, L5a, which are provided for supporting the input shaft 20a of the axle gear 18a. The electric axle drive device 10a has, for example, exactly two axle gear bearings L4a, L5a. Exactly one axle gear bearing L4a of the two axle gear bearings L4a, L5a is designed as a guide bearing. The first axle gear bearing L4a forms an axial guide bearing for all shafts, in particular also for the pinion shaft 42a. The entire shaft assembly is held in an axial position relative to the housing by the axial guide bearing on the input shaft 20a of the axle drive 18a. An axial displacement of the floating pinion shaft 42a is prevented by a pressure comb unit 24a. The axle gear bearings L4a, L5a are arranged at opposite ends of the input shaft 20a. The input shaft 20a surrounds each end of the output shafts 22a, 22a' of the axle drive 18a. Furthermore, the input shaft 20a encompasses gears, in particular bevel gears, of the axle drive 18a. The axle gear bearings L4a, L5a are arranged in particular in an area of the input shaft 20a which surrounds the output shafts 22a, 22a'. A first axle gear bearing L4a is formed in particular by a ball bearing. A second axle gear bearing L5a is preferably formed by a cylindrical roller bearing.

Furthermore, the electric axle drive device 10a has the pressure comb unit 24a for absorbing axial forces of the spur gear Z1a. The pressure comb unit 24a is at least partially formed in one piece with the spur gear Z1a. The pressure comb unit 24a includes a first pressure comb element 26a, which is firmly connected to the first spur gear Z11a of the spur gear Z1a. The first pressure comb element 26a is formed by an annular element which is firmly connected to the pinion shaft 42a. The first pressure comb element 26a is formed by a separate pressure disk. The first pressure comb element 26a has a pin 54a to prevent rotation on a side facing the toothing of the first spur gear Z11a. The pin 54a is intended to engage in a tooth gap of the first spur gear Z11a from the front side of the toothing. The first pressure comb element 26a is pushed and/or pressed onto the pinion shaft 42a. The first pressure comb element 26a is arranged on the pinion shaft 42a on a side of the first spur gear Z11a facing away from the rotor shaft 40a. The first pressure comb element 26a has a spherical guide surface 50a on a side facing away from the first spur gear Z11a.

The pressure comb unit 24a also has a second pressure comb element 28a, which is firmly connected to the second spur gear Z12a of the spur gear Z1a. The second pressure comb element 28a of the pressure comb unit 24a is connected in one piece to the second spur gear Z12a of the spur gear Z1a. The second pressure comb element 28a of the pressure comb unit 24a is integrally formed as a ring on the second spur gear Z12a of the spur gear Z1a. The second pressure comb element 28a for tension and thrust is integrally machined onto a ring gear of the second spur gear Z12a. The second pressure comb element 28a of the pressure comb unit 24a is formed as a ring on the second spur gear Z12a of the spur gear Z1a on a side applied to the electric motor 12a.

The pressure comb unit 24a also has a further pressure comb element 30a, which is firmly connected to the first spur gear Z11a of the spur gear Z1a. The further pressure comb element 30a of the pressure comb unit 24a is connected in one piece to the parking lock wheel 32a. The further pressure comb element 30a of the pressure comb unit 24a is molded onto the parking lock wheel 32a. The further pressure comb element 30a has a spherical guide surface 52a on a side facing the first spur gear Z11a. The guide surface 52a of the further pressure comb element 30a faces the guide surface 50a of the first pressure comb element 26a.

The second pressure comb element 28a of the pressure comb unit 24a has two conical guide surfaces 34a, 36a arranged facing away from one another. The second pressure comb element 28a has a trapezoidal, in particular a symmetrical, shape in a cross section through an axis of rotation of the first spur gear Z11a and the second spur gear Z12a pez-shaped, cross-sectional shape, the sides each forming the cone guide surfaces 34a, 36a. A first taper guide surface 34a is provided to cooperate with the first pressure comb element 26a. For this purpose, the first pressure comb element 26a has the guide surface 50a corresponding to the first cone guide surface 34a. The guide surface 50a of the first pressure comb element 26a forms a mating surface for the first cone guide surface 34a. A second cone guide surface 36a of the second pressure comb element 28a is intended to cooperate with the further pressure comb element 30a.

The further pressure comb element 30a has the guide surface 52a corresponding to the second cone guide surface 36a. The guide surface 52a of the further pressure comb element 30a forms a counter surface for the second cone guide surface 36a.

A pressure point between the first cone guide surface 34a and the guide surface 50a of the first pressure comb element 26a and a pressure point between the second cone guide surface 36a and the guide surface 52a of the further pressure comb element 30a lie at least approximately, in particular exactly, on an operating pitch circle 68a of the toothing between the first spur gear Z11a and the second spur gear Z12a. This ensures that only those parts of the pressure ellipse that are radially away from the pressure point produce sliding friction losses. In this way, in particular, a sliding friction component of the pressure comb unit 24a can be minimized.

The pressure comb unit 24a is supplied with lubricating oil via the pinion shaft 42a. Lubricating oil is supplied via an interior of the hollow pinion shaft 42a. Furthermore, at least two radial bores 56a, 58a are provided in the pinion shaft 42a, which are intended to supply the pressure comb unit 24a directly with lubricating oil. A first radial bore 56a is arranged axially at the level of the first pressure comb element 26a. A second radial bore 58a is arranged axially at the level of the further pressure comb element 30a. The first radial bore 56a opens directly into the first pressure comb element 26a. The first pressure comb element 26a has an oil collecting channel 60a radially opposite the first radial bore 56a, in which the lubricating oil flowing from the radial bore 56a is collected under the influence of centrifugal force. In the direction of the second pressure comb element 28a, the oil collecting channel 60a runs out into an overflow edge 64a. The flow of the lubricating oil over the overflow edge 64a over the entire circumference under the influence of centrifugal force ensures continuous lubrication of the pressure point of the pressure comb unit 24a. The second radial bore 58a opens into the further pressure comb element 30a. The further pressure comb element 30a has an oil collecting channel 62a radially opposite the second radial bore 58a, in which the lubricating oil flowing from the radial bore 58a is collected under the influence of centrifugal force.

In the direction of the second pressure comb element 28a, the oil collecting channel 62a runs out into an overflow edge 66a. The flow of the lubricating oil over the overflow edge 66a over the entire circumference under the influence of centrifugal force ensures continuous lubrication of the pressure point of the pressure comb unit 24a.

In the 5 until 8th Four further exemplary embodiments of the invention are shown. The following descriptions are essentially limited to the differences between the exemplary embodiments, with regard to the same components, features and functions being referred to the description of the other exemplary embodiments, in particular the 1 until 4 , can be referenced. To distinguish between the exemplary embodiments, the letter a in the reference numerals of the exemplary embodiment is the 1 until 4 by the letters b to e in the reference numbers of the exemplary embodiments 5 until 8th replaced. With regard to components with the same designation, in particular with regard to components with the same reference numerals, one can in principle also refer to the drawings and/or the description of the other exemplary embodiments, in particular the 1 until 4 , to get expelled.

The 5 shows schematically an electric axle drive device 10b for a motor vehicle. The electric axle drive device 10b forms a drive train. The electric axle drive device 10b has an electric motor 12b. The electric motor 12b has a rotatable rotor 14b and a rotationally fixed stator 16b. Furthermore, the electric axle drive device 10b has an axle gear 18b, which is formed by a differential. The axle gear 18b has an input shaft 20b and at least two output shafts 22b, 22b'. The output shafts 22b, 22b' are each operatively connected to one of the drive wheels. Furthermore, the electric axle drive device 10b has a spur gear Z1b.

The electric axle drive device 10b further has a rotor shaft unit 38b. The rotor shaft unit 38b has a rotor shaft 40b which is directly connected in a rotationally fixed manner to the rotor 14b of the electric motor 12b. Furthermore, the rotor shaft unit 38b has a pinion shaft 42b which is directly connected in a rotationally fixed manner to the first spur gear Z11b of the spur gear Z1b.

Furthermore, the electric axle drive device 10b has at least two axle gear bearings L4b, L5b, which are provided for supporting the input shaft 20b of the axle gear 18b. The electric axle drive device 10b has, for example, exactly two axle gear bearings L4b, L5b. Exactly one axle gear bearing L5b of the two axle gear bearings L4b, L5b is designed as a guide bearing. The axle gear bearings L4b, L5b are arranged at opposite ends of the input shaft 20b. The input shaft 20b surrounds each end of the output shafts 22b, 22b' of the axle drive 18b. Furthermore, the input shaft 20b encompasses gears, in particular bevel gears, of the axle drive 18b. The axle gear bearings L4b, L5b are arranged in particular in an area of the input shaft 20b, which surrounds the output shafts 22b, 22b '. A first axle gear bearing L4b is formed in particular by a cylindrical roller bearing. A second axle gear bearing L5b is preferably formed by a ball bearing.

The 6 shows schematically an electric axle drive device 10c for a motor vehicle. The electric axle drive device 10c forms a drive train. The electric axle drive device 10c has an electric motor 12c. The electric motor 12c has a rotatable rotor 14c and a rotationally fixed stator 16c. Furthermore, the electric axle drive device 10c has an axle gear 18c, which is formed by a differential. The axle gear 18c has an input shaft 20c and at least two output shafts 22c, 22c'. The output shafts 22c, 22c' are each operatively connected to one of the drive wheels. Furthermore, the electric axle drive device 10c has a spur gear Z1c.

The electric axle drive device 10c further has a rotor shaft unit 38c. The rotor shaft unit 38c has a rotor shaft 40c which is directly connected in a rotationally fixed manner to the rotor 14c of the electric motor 12c. Furthermore, the rotor shaft unit 38c has a pinion shaft 42c which is directly connected in a rotationally fixed manner to the first spur gear Z11c of the spur gear Z1c.

Furthermore, the electric axle drive device 10c has three rotor shaft bearings L1c, L2c, L3c, which are provided for supporting the rotor shaft unit 38c. Exactly one rotor shaft bearing L1c, namely a first rotor shaft bearing L1c, of the three rotor shaft bearings L1c, L2c, L3c is designed as a fixed bearing. The first rotor shaft bearing L1c is intended to support the rotor shaft 40c of the rotor shaft unit 38c. The first rotor shaft bearing L1c is arranged on the rotor shaft 40c on a side of the electric motor 12c facing away from the pinion shaft 42c. The first rotor shaft bearing L1c is designed as a fixed bearing and supports one side of the rotor shaft 40c radially and axially. Two rotor shaft bearings L2c, L3c of the rotor shaft bearings L1c, L2c, L3c are intended to support the pinion shaft 42c of the rotor shaft unit 38c. A second rotor shaft bearing L2c is arranged on the pinion shaft 42c on a side of the first spur gear Z11c facing the rotor shaft 40c. The second rotor shaft bearing L2c is designed as a guide bearing, in particular as an axial guide bearing. This makes it possible, in particular, to dispense with a guide bearing on the axle gear 18c. The second rotor shaft bearing L2c is formed, for example, by a ball bearing. A third rotor shaft bearing L3c is arranged on the pinion shaft 42c on a side of the first spur gear Z11c facing away from the rotor shaft 40c. The third rotor shaft bearing L3c is formed, for example, by a cylindrical roller bearing and/or an axially displaceable ball bearing.

Furthermore, the electric axle drive device 10c has at least two axle gear bearings L4c, L5c, which are provided for supporting the input shaft 20c of the axle gear 18c. The electric axle drive device 10c has, for example, exactly two axle gear bearings L4c, L5c. A first axle gear bearing L4c is formed in particular by a cylindrical roller bearing. A second axle gear bearing L5c is preferably also formed by a cylindrical roller bearing.

The 7 shows schematically an electric axle drive device 10d for a motor vehicle. The electric axle drive device 10d forms a drive train. The electric axle drive device 10d has an electric motor 12d. The electric motor 12d has a rotatable rotor 14d and a rotationally fixed stator 16d. Furthermore, the electric axle drive device 10d has an axle gear 18d, which is formed by a differential. The axle gear 18d has an input shaft 20d and at least two output shafts 22d, 22d'. The output shafts 22d, 22d' are each operatively connected to one of the drive wheels. Furthermore, the electric axle drive device 10d has a spur gear Z1d.

The electric axle drive device 10d further has a rotor shaft unit 38d. The rotor shaft unit 38d has a rotor shaft 40d which is directly connected in a rotationally fixed manner to the rotor 14d of the electric motor 12d. Furthermore, the rotor shaft unit 38d has a pinion shaft 42d which is directly connected in a rotationally fixed manner to the first spur gear Z11d of the spur gear Z1d. Furthermore, the rotor shaft unit 38d has a coupling 44d, which permanently connects the pinion shaft 42d to the rotor shaft 40d in a rotationally fixed manner. The pinion shaft 42d and the rotor shaft 40d are arranged essentially coaxially with one another. The coupling 44d is intended to couple the rotor shaft 40d to the pinion shaft 42d in a rotationally fixed manner, with the coupling 44d allowing a limited tilting between the pinion shaft 42d and the rotor shaft 40d. The pinion shaft 42d and the rotor shaft 40d are axially rigidly connected via the coupling 44d. The coupling 44d of the rotor shaft unit 38d is formed by an articulated shaft coupling. The coupling 44d comprises a first coupling element 46d, which is fixedly connected to the rotor shaft 40d, and a second coupling element 48d, which is fixedly connected to the pinion shaft 42d.

Furthermore, the electric axle drive device 10d has three rotor shaft bearings L1d, L2d, L3d, which are provided for supporting the rotor shaft unit 38d. Exactly one rotor shaft bearing L1d, namely a first rotor shaft bearing L1d, of the three rotor shaft bearings L1d, L2d, L3d is designed as a fixed bearing. The first rotor shaft bearing L1d is also designed as an axial guide bearing. In this case, low bearing losses can be achieved, particularly advantageously, since the first rotor shaft bearing L1d can be made very small. In particular since the first rotor shaft bearing L1d only has to absorb minimal forces from the magnetic field of the electric motor 12d or radial forces from the residual unbalance of the finely balanced rotor 14d. The first rotor shaft bearing L1d is intended to support the rotor shaft 40d of the rotor shaft unit 38d. The first rotor shaft bearing L1d is arranged on the rotor shaft 40d on a side of the electric motor 12d facing away from the pinion shaft 42d. The first rotor shaft bearing L1d is designed as a fixed bearing and supports one side of the rotor shaft 40d radially and axially. Two rotor shaft bearings L2d, L3d of the rotor shaft bearings L1d, L2d, L3d are intended to support the pinion shaft 42d of the rotor shaft unit 38d. A second rotor shaft bearing L2d is arranged on the pinion shaft 42d on a side of the first spur gear Z11d facing the rotor shaft 40d. The second rotor shaft bearing L2d is formed, for example, by a cylindrical roller bearing and/or an axially displaceable ball bearing. A third rotor shaft bearing L3d is arranged on the pinion shaft 42d on a side of the first spur gear Z11d facing away from the rotor shaft 40d. The third rotor shaft bearing L3d is formed, for example, by a cylindrical roller bearing and/or an axially displaceable ball bearing.

Furthermore, the electric axle drive device 10d has at least two axle gear bearings L4d, L5d, which are provided for supporting the input shaft 20d of the axle gear 18d. The electric axle drive device 10d has, for example, exactly two axle gear bearings L4d, L5d. A first axle gear bearing L4d is formed in particular by a cylindrical roller bearing. A second axle gear bearing L5d is preferably also formed by a cylindrical roller bearing.

The 8th shows schematically an electric axle drive device 10e for a motor vehicle. The electric axle drive device 10e forms a drive train. The electric axle drive device 10e has an electric motor 12e. The electric motor 12e has a rotatable rotor 14e and a rotationally fixed stator 16e. Furthermore, the electric axle drive device 10e has an axle gear 18e, which is formed by a differential. The axle gear 18e has an input shaft 20e and at least two output shafts 22e, 22e'. The output shafts 22e, 22e' are each operatively connected to one of the drive wheels. Furthermore, the electric axle drive device 10e has a spur gear Z1e.

The electric axle drive device 10e further has a rotor shaft unit 38e. The rotor shaft unit 38e has a rotor shaft 40e which is directly connected in a rotationally fixed manner to the rotor 14e of the electric motor 12e. Furthermore, the rotor shaft unit 38e has a pinion shaft 42e which is directly connected in a rotationally fixed manner to the first spur gear Z11e of the spur gear Z1e. Furthermore, the rotor shaft unit 38e has a coupling 44e, which permanently connects the pinion shaft 42e to the rotor shaft 40e in a rotationally fixed manner. The pinion shaft 42e and the rotor shaft 40e are arranged essentially coaxially with one another. The coupling 44e is intended to couple the rotor shaft 40e to the pinion shaft 42e in a rotationally rigid manner and in an additional axially and radially rigid manner. The rotor shaft unit 38e is statically overdetermined.

The coupling 44e must be able to transmit gearing axial forces in both directions.

Furthermore, the electric axle drive device 10e has three rotor shaft bearings L1e, L2e, L3e, which are provided for supporting the rotor shaft unit 38e. The first rotor shaft bearing L1e is intended to support the rotor shaft 40e of the rotor shaft unit 38e. The first rotor shaft bearing L1e is arranged on the rotor shaft 40e on a side of the electric motor 12e facing away from the pinion shaft 42e. The first rotor shaft bearing L1e is designed as a floating bearing and supports one side of the rotor shaft 40e radially and axially. Two rotor shaft bearings L2e, L3e of the rotor shaft bearings L1e, L2e, L3e are intended to support the pinion shaft 42e of the rotor shaft unit 38e. A second rotor shaft bearing L2e is arranged on the pinion shaft 42e on a side of the first spur gear Z11e facing the rotor shaft 40e. Exactly one Rotor shaft bearing L2e, namely the second rotor shaft bearing L2e, of the three rotor shaft bearings L1e, L2e, L3e is designed as a fixed bearing. The second rotor shaft bearing L2e is also designed as an axial guide bearing. The second rotor shaft bearing L2e is not subjected to toothing axial forces since these are absorbed in a pressure comb unit 24e. However, this variant requires a design of the coupling 44e that can transmit magnetic axial forces from the electric motor 12e in both directions to the second rotor shaft bearing L2e. The radial stiffness of the coupling 44e ensures a uniform air gap and prevents radial displacements of the rotor shaft 40e, which could lead to imbalances. Acoustic excitations are introduced axially into the housing at one point, namely via the second rotor shaft bearing L2e. A third rotor shaft bearing L3e is arranged on the pinion shaft 42e on a side of the first spur gear Z11e facing away from the rotor shaft 40e. The third rotor shaft bearing L3e is formed, for example, by a cylindrical roller bearing and/or an axially displaceable ball bearing.

Furthermore, the electric axle drive device 10e has at least two axle gear bearings L4e, L5e, which are provided for supporting the input shaft 20e of the axle gear 18e. The electric axle drive device 10e has, for example, exactly two axle gear bearings L4e, L5e. A first axle gear bearing L4e is formed in particular by a cylindrical roller bearing. A second axle gear bearing L5e is preferably also formed by a cylindrical roller bearing.

Reference symbols

10

Final drive device

12

Electric motor

14

rotor

16

stator

18

Axle gear

20

input shaft

22

output shaft

22'

output shaft

24

Pressure comb unit

26

Pressure comb element

28

Pressure comb element

30

Pressure comb element

32

Parking lock wheel

34

Taper guide surface

36

Taper guide surface

38

Rotor shaft unit

40

Rotor shaft

42

Pinion shaft

44

coupling

46

Coupling element

48

Coupling element

49

Feather

50

Guide surface

52

Guide surface

54

Cones

56

Radial bore

58

Radial bore

60

Oil collection channel

62

Oil collection channel

64

Overflow edge

66

Overflow edge

68

Operating circulation circuit

L1

Rotor shaft bearing

L2

Rotor shaft bearing

L3

Rotor shaft bearing

L4

Axle gear bearing

L5

Axle gear bearing

Z1

Spur gear

Z11

spur gear

Z12

spur gear

Claims (14)

Electric axle drive device for a motor vehicle, with an electric motor (12a; 12b; 12c; 12d; 12e), which has a rotor (14a; 14b; 14c; 14d; 14e) and a stator (16a; 16b; 16c; 16d; 16e). , with an axle gear (18a; 18b; 18c; 18d; 18e), in particular a differential, which has an input shaft (20a; 20b; 20c; 20d; 20e) and at least two output shafts (22a, 22a '; 22b, 22b'; 22c, 22c'; 22d, 22d'; 22e, 22e'), with a spur gear (Z1a; Z1b; Z1c; Z1 d; Z1e), which has at least a first spur gear (Z11a; Z11b; Z11c; Z11d; Z11e), which with the rotor (14a; 14b; 14c; 14d; 14e) of the electric motor (12a; 12b; 12c; 12d; 12e) is operatively connected, and a meshing, in particular with the first spur gear (Z11a; Z11b; Z11c; Z11d; Z11e), second spur gear (Z12a; Z12b; Z12c; Z12d; Z12e), which is operatively connected to the input shaft (20a; 20b; 20c; 20d; 20e) of the axle drive (18a; 18b; 18c; 18d; 18e), characterized by a pressure chamber unit (24a; 24b; 24c; 24d; 24e) for absorbing axial forces of the spur gear (Z1a; Z1b; Z1c; Z1d; Z1e), with at least a first pressure comb element (26a; 26b; 26c; 26d; 26e), which is fixed is connected to the first spur gear (Z11a; Z11b; Z11c; Z11d; Z11e) of the spur gear (Z1a; Z1b; Z1c; Z1d; Z1e), and to at least one second pressure comb element (28a; 28b; 28c; 28d; 28e), which is firmly connected to the second spur gear (Z12a; Z12b; Z12c; Z12d; Z12e) of the spur gear (Z1a; Z1b; Z1c; Z1d; Z1e). Electric axle drive device Claim 1 , characterized in that the pressure comb unit (24a; 24b; 24c; 24d; 24e) is at least partially formed in one piece with the spur gear (Z1a; Z1b; Z1c; Z1d; Z1e). Electric axle drive device Claim 1 or 2 , characterized in that the second pressure comb element (28a; 28b; 28c; 28d; 28e) of the pressure comb unit (24a; 24b; 24c; 24d; 24e) is integral with the second spur gear (Z12a; Z12b; Z12c; Z12d; Z12e) of the spur gear (Z1a; Z1b; Z1c; Z1d; Z1e) is connected. Electric axle drive device according to one of the preceding claims, characterized in that the pressure comb unit (24a; 24b; 24c; 24d; 24e) has at least one further pressure comb element (30a; 30b; 30c; 30d; 30e) which is fixedly connected to the first spur gear (Z11a ; Z11b; Z11c; Z11d; Z11e) of the spur gear (Z1a; Z1b; Z1c; Z1d; Z1e) is connected. Electric axle drive device Claim 4 , characterized by a parking lock wheel (32a), which is non-rotatably connected to the rotor (14a; 14b; 14c; 14d; 14e) of the electric motor (12a; 12b; 12c; 12d; 12e), the further pressure comb element (30a; 30b; 30c; 30d; 30e) of the pressure comb unit (24a; 24b; 24c; 24d; 24e) is connected in one piece to the parking lock wheel (32a). Electric axle drive device according to one of the preceding claims, characterized in that the second pressure comb element (28a; 28b; 28c; 28d; 28e) of the pressure comb unit (24a; 24b; 24c; 24d; 24e) has at least two cone guide surfaces (34a, 36a) arranged facing away from one another. has, wherein a first cone guide surface (34a) is intended to cooperate with the first pressure comb element (26a; 26b; 26c; 26d; 26e) and a second cone guide surface (36a) is intended to cooperate with the further pressure comb element (30a; 30b; 30c ; 30d; 30e) to work together. Electric axle drive device according to one of the preceding claims, characterized by a rotor shaft unit (38a; 38b; 38c; 38d; 38e), which is directly rotationally fixed to the rotor (14a; 14b; 14c; 14d; 14e) of the electric motor (12a; 12b; 12c ; 12d; 12e) connected rotor shaft (40a; 40b; 40c; 40d; 40e), which is directly rotationally fixed to the first spur gear (Z11a; Z11b; Z11c; Z11d; Z11e) of the spur gear (Z1a; Z1 b; Z1c; Z1 d; Z1e) has a connected pinion shaft (42a; 42b; 42c; 42d; 42e) and a coupling (44a; 44b; 44c; 44d; 44e), which permanently rotates the pinion shaft (42a; 42b; 42c; 42d; 42e) with the rotor shaft (40a; 40b; 40c; 40d; 40e) connects. Electric axle drive device Claim 7 , characterized in that the coupling (44a; 44b; 44c) of the rotor shaft unit (38a; 38b; 38c) is formed by an axially displaceable, spring-loaded shaft coupling. Electric axle drive device Claim 7 , characterized in that the coupling (44d) of the rotor shaft unit (38d) is formed by an articulated shaft coupling. Electric axle drive device at least after Claim 7 , characterized by at least three rotor shaft bearings (L1a, L2a, L3a; L1b, L2b, L3b; L1c, L2c, L3c; L1d, L2d, L3d; L1e, L2e, L3e), which support the rotor shaft unit (38a; 38b; 38c ; 38d; 38e) are provided, with exactly one rotor shaft bearing (L1a; L1 b; L1c; L1d; L2e) of the at least three rotor shaft bearings (L1a, L2a, L3a; L1b, L2b, L3b; L1c, L2c, L3c; L1d, L2d , L3d; L1e, L2e, L3e) is designed as a fixed bearing. Electric axle drive device according to one of the preceding claims, characterized by at least two axle gear bearings (L4a, L5a; L4b, L5b), which are provided for supporting the input shaft (20a; 20b) of the axle gear (18a; 18b), with exactly one axle gear bearing (L4a ; L5b) the at least two axle gear bearings (L4a, L5a; L4b, L5b) are designed as a guide bearing. Electric axle drive device Claim 7 , characterized in that the pinion shaft (42a; 42b; 42c; 42d; 42e) has at least two radial bores (56a, 58a), which are intended to supply the pressure comb unit (24a; 24b; 24c; 24d; 24e) directly with lubricating oil take care of. Electric axle drive device Claim 12 , characterized in that the first pressure comb element (26a; 26b; 26c; 26d; 26e) has an oil collecting channel (60a) radially opposite a first radial bore (56a) of the radial bores (56a, 58a), which is provided for this purpose It can be seen that the lubricating oil flowing out of the radial bore (56a) is collected under the influence of centrifugal force. Motor vehicle with at least one electric axle drive device (10a; 10b; 10c; 10d; 10e) according to one of the preceding claims.

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