DE102022204745B4 - Axle system, drive system and vehicle - Google Patents

Abstract

Axle system (100; 200; 300; 400) for an electrically driven vehicle, wherein the axle system (100; 200; 300; 400) has the following:- an electric machine (102),- two wheel heads (110; 210) which are operatively connected to the one electric machine (102), and- an axle differential (10) which is operatively connected on the input side via an input shaft (14) to the one electric machine (102) and on the output side via two output shafts (16, 18) to the wheel heads (110; 210),wherein the axle differential (10) is an axially multi-stage planetary gear with a first planetary gear set and a second planetary gear set and has an axle differential lock (12),characterized in thatthe first planetary gear set has a first sun gear (22) which is directly operatively connected to the input shaft (14), a first web (24) which is directly operatively connected to one output shaft (18) and has a first ring gear (26), the second planetary gear set has a second sun gear (32) which is directly operatively connected to the first ring gear (26), a fixed second web (34) and a second ring gear (36) which is directly operatively connected to the other output shaft (16), and the axle differential lock (12) is designed to produce a direct operative connection between the second ring gear (36) and the first web (24).

Description

Technical area

The invention relates to an axle system, a drive system and a vehicle.

State of the art

EN 10 2013 215 877 A1 discloses an epicyclic gear for branching the drive power applied to a power input to a first and a second power output in conjunction with a reduction of the output speed to a speed level below the drive speed at the power input.

EN 10 2019 205 747 A1 discloses a transmission comprising an input shaft, a first output shaft, a second output shaft, a first planetary gear set and a second planetary gear set connected to the first planetary gear set.

EN 10 2013 224 383 A1 discloses a power-split axle drive, comprising at least a main drive element, a first additional drive element, a second additional drive element, a first vehicle axle, a second vehicle axle and a main transmission, wherein a rotational movement or a torque that can be generated by the main drive element can be introduced into the main transmission and/or the first additional drive element via a first shaft and at least the first vehicle axle can be driven via the main transmission by the rotational movement or the torque of the main drive element.

EN 10 2019 209 465 A1 discloses a generic axle system. Further state of the art can be found in WO 2020/ 074 340 A1 , EN 10 2017 124 592 A1 and EN 10 2018 221 603 A1 .

Description of the invention

The object of the invention is to provide an improved axle system for an electrically driven vehicle, a drive system with the axle system and a vehicle with the drive system. The solution to this object consists in an improved axle system for an electrically driven vehicle according to patent claim 1, a drive system with the axle system according to patent claim 4 and a vehicle with the drive system according to patent claim 7.

According to one aspect, the invention relates to an axle system for an electrically driven vehicle, wherein the embodiment of the axle system according to the invention has the following: an electric machine, two wheel heads which are operatively connected to the one electric machine, and an axle differential which is operatively connected on the input side via an input shaft to the one electric machine and on the output side via two output shafts to the wheel heads, wherein the axle differential is an axially multi-stage planetary gear with two planetary gear sets and has an axle differential lock.

An active connection between two components means that a movement of one component causes a movement of the other component. A direct active connection between two components means that both components rotate at the same speed.

In a further embodiment, the axle system can further comprise: a main transmission with a clutch and a brake, which is operatively connected on the input side to the one electric machine and on the output side to the axle differential, and a service brake which is designed to brake an operative connection between the axle differential and the one electric machine.

The service brake can be directly connected to one of the electrical machines. The service brake can be directly connected to the input shaft of the axle differential. The service brake can be directly connected to a moving part of the main transmission. The service brake can be directly connected to the web of the main transmission. The service brake can be directly connected to the sun gear of the main transmission. Several service brakes with different active connections can be provided in accordance with the combinations of features mentioned above.

In a further embodiment, the axle system can further comprise: two final gears, each of which is operatively connected on the input side to the axle differential and on the output side to one of the two wheel heads, wherein each final gear is integrated into the respective wheel head operatively connected on the output side.

Integration means that the integrated component is partially or completely contained axially and/or radially within another component or is attached to such a component. Each final gear can be accommodated on the circumference of the respective gear head that is operatively connected on the output side. This accommodation can include the entire axial extension of the final gear.

In the embodiment according to the invention, the axle differential is an axial multi-stage planetary gear with two planetary gear sets with a first planetary gear set and a second planetary gear set, wherein the first planetary gear set has a first sun gear that is directly operatively connected to the input shaft, a first carrier that is directly operatively connected to one output shaft, and a first ring gear, wherein the second planetary gear set has a second sun gear that is directly operatively connected to the first ring gear, a fixed second carrier and a second ring gear that is directly operatively connected to the other output shaft, and wherein the axle differential lock is designed to establish a direct operative connection between the second ring gear and the first carrier.

According to a further aspect, the invention relates to a drive system with the axle system according to the invention, wherein at least a part of the axle system is integrated in an axle system housing, further comprising: a shaft which is arranged outside the axle system housing and is external to the axle system, wherein in at least one state of the drive system the shaft is operatively connected to the one electrical machine.

The axle system housing and the one shaft are discussed in detail at the end of the detailed description of embodiments.

In a further embodiment, the drive system may further comprise: a second electric machine, wherein the shaft is operatively connected to the second electric machine by means of an operative connection, and at least a part of the operative connection between the shaft and the second electric machine is integrated in the axle system housing.

The drive system can have an internal combustion engine, for example a diesel engine. The second electric machine can be operatively connected to the internal combustion engine. The internal combustion engine can be operatively connected to the second electric machine via an internal combustion engine coupling. Alternatively or additionally, the internal combustion engine can be operatively connected to the shaft.

In a further embodiment, the second electric machine can be integrated in the axle system housing and can be operatively connected to the one electric machine in at least one state of the drive system. This state can be brought about by means of a clutch.

According to a further aspect, the invention relates to a vehicle with the drive system according to the invention, comprising: at least two vehicle axles, wherein one of the vehicle axles has the axle system for electrically driving the vehicle.

In a further embodiment, in at least one state of the vehicle, the one electric machine can be operatively connected to the other vehicle axle by means of an operative connection.

In a further embodiment, the operative connection between the axle differential and the one electric machine can branch off.

Embodiments or features described in one aspect of the invention may be combined with embodiments or features described in another aspect of the invention.

Short description of the characters

• 1 shows an axle differential with an axle differential lock.
• 2 shows a first axle system with an electric machine, a main transmission, an auxiliary transmission stage, the axle differential 1 , two service brakes, two final gears and two wheel heads.
• 3 shows a second axle system as a modification of the axle system from 1 , intended for use as a steering axle and with the end gears integrated in the wheel heads.
• 4 shows a third axle system as a modification of the second axle system from 3 , whereby a service brake is directly connected to the input shaft 14 of the axle differential.
• 5 shows a fourth axis system as a modification of the third axis system from 4 , whereby a service brake is directly connected to the electric machine.
• 6 shows a first drive system, comprising: the second axle system of 3 and a power take-off shaft which is operatively connected to a further electric machine, wherein the further electric machine is also operatively connected to a steering pump and a transmission pump as well as to working hydraulics.
• 7 shows a second drive system as a modification of the first drive system from 6 , whereby a diesel engine is operatively connected to the power take-off shaft in addition to the additional electric machine.
• 8th shows a third drive system as a modification of the first drive system from 6 , whereby the additional electric machine is only operatively connected to the power take-off shaft and the working hydraulics, and whereby the steering pump and the transmission pump are operatively connected to their own additional electric machine.
• 9 shows a fourth drive system as a modification of the third drive system from 8th , wherein the additional electrical machine is only operatively connected to the power take-off shaft, and wherein the working hydraulics are operatively connected to an additional electrical machine.
• 10 shows a fifth drive system as a modification of the fourth drive system from 9 , whereby the operative connection between the additional electrical machine and the power take-off shaft is simplified.
• 11 shows a sixth drive system as a modification of the fifth drive system from 9 , wherein the one electrical machine and the further electrical machine can be operatively connected by means of a machine coupling.
• 12 shows a seventh drive system, comprising: the second axle system of 3 , whereby the main transmission can be operatively connected to another axle system.
• 13 shows an eighth drive system, comprising: the second axle system of 3 , wherein another electrical machine is operatively connectable to another axis system, and wherein the other electrical machine and the one electrical machine are operatively connectable.
• 14 shows a ninth drive system, comprising: the second axle system of 3 , wherein another electrical machine is operatively connected to another axis system, and wherein the other electrical machine and the one electrical machine are operatively connectable.
• 15 shows a tenth drive system as a modification of the drive system from 14 , wherein the other electrical machine and the one electrical machine are arranged within the same axle system housing.
• 16 shows an eleventh drive system as a modification of the drive system from 15 , whereby the other electrical machine is operatively connected to the main transmission and to the further axle system via a pre-transmission.
• 17 shows a twelfth drive system as a modification of the eleventh drive system from 16 .

Detailed description of embodiments

$$T_{Hohlrad}=-i_0\cdot T_{an}$$

$$T_{Steg}=\left(i_0-1\right)\cdot T_{an}$$

1 shows an axle differential 10 with an axle differential lock 12. An input speed, and therefore always an input torque, is distributed from an input shaft 14 to a first output shaft 16 and a second output shaft 18. In normal operation, the two output shafts 16, 18 rotate at the same speed. If the load on one of the two output shafts 16, 18 increases, causing it to rotate more slowly, the axle differential 10 ensures that the other output shaft 18, 16 rotates faster. This is the case when a vehicle is cornering, where each output shaft 16, 18 is operatively connected to a wheel. An operative connection between two components means that a movement of one component causes a movement of the other component. The wheel on the inside of the curve, and thus the output shaft 16, 18 on the inside of the curve, rotates more slowly than the outer wheel, and thus the output shaft 18, 16 on the outside of the curve, which requires the use of the axle differential 10. In agricultural and construction applications (e.g. during heavy pulling work in the field), it is necessary to prevent this axle differential function and to operate both output shafts 16, 18 and the wheels attached to them at identical speeds. The axle differential lock 12 serves this purpose. By coupling the two output shafts 16, 18 using the axle differential lock 12, a speed deviation of the two output shafts 16, 18 and thus the axle differential function of the axle differential 10 is prevented.
The axle differential 10 shown here is an axial multi-stage planetary gear and comprises two planetary gear sets that are directly connected axially. The first planetary gear set comprises a first sun gear 22, a first carrier 24 and a first ring gear 26. The second planetary gear set comprises a second sun gear 32, a fixed second carrier 34 and a second ring gear 36. The input shaft 14 is directly connected to the first sun gear 22, the first output shaft 16 is directly connected to the second ring gear 36 and the second output shaft 18 is directly connected to the first carrier 24. At the first planetary gear set, the torque arriving from the input shaft 14, also called the moment, is distributed unequally due to the known relationships in the planetary gear: $$T_{SOnne}=T_{an}$$

$$T_{HOHlrad}=-i_0\cdot T_{an}$$

$$T_{SteG}=\left(i_0-1\right)\cdot T_{an}$$

T _an = torque on the input shaft 14, T _sun = torque on the sun gear, T _{ring gear} = torque on the ring gear, i ₀ = gear ratio, T _web = torque on the web

The moment of the first web 24 is therefore higher than the moment of the first ring gear 26 after the unequal distribution. In order to counteract this situation and to ensure an even distribution of torque to both output shafts 16, 18, the second planetary gear set is arranged after the first ring gear 26. The first ring gear 26 can be directly operatively connected to the second sun gear 32. The axle differential lock 12 can be a clutch that is designed to establish a direct operative connection between the second ring gear 36 and the first web 24. The operative connection of the second planetary gear set with the fixed second web 34 results in an identical moment on both output shafts 16, 18 if the gear ratio of the first planetary gear set and the second planetary gear set is selected accordingly.

Here, the axle differential lock 12 is designed as a wet-running multi-disk clutch. However, a different type of clutch can also be selected. Basically, "here" indicates that the respective feature can be dispensed with or replaced by an alternative.

2 shows a first axle system 100 with an electric machine 102, a main transmission 104, an auxiliary transmission stage 105, the axle differential 10 from 1 , two service brakes 106, two final gears 108 and two wheel heads 110. This first axle system 100 represents a basic design. The one electrical machine 102, which can alternatively be referred to as a traction machine, is directly operatively connected to the main transmission 104, which is designed here as a manual transmission, for example as a two-speed transmission. A direct operative connection between two components means that both components rotate at the same speed. The main transmission 104 comprises a planetary gear set, also called a planetary gear, with a sun gear 112, a web 114 and a ring gear 116. The sun gear 112 is directly operatively connected to the one electrical machine 102 and can be coupled to the web 114 via a clutch 118, i.e. can be directly operatively connected. The ring gear 116 can in turn be braked by means of a brake 120, i.e. it can be directly operatively connected to an axle system housing described below.

The input shaft 14 is directly operatively connected to the web 124. The two output shafts 16, 18 are each operatively connected to a gear head 110 via a final gear 108. The respective final gear 108 is also designed here as a planetary gear with a sun gear 132, a web 134 and a fixed ring gear 136. The respective sun gear 132 is directly operatively connected to the respective output shaft 16, 18. The web 134 is in turn directly operatively connected to the respective gear head 110.

The respective service brake 106 can be directly connected to the respective output shaft 18 or directly to the respective web 134. Alternatively, one service brake 106 can be directly connected to one output shaft 18 and the other service brake 106 can be directly connected to the respective web 134 of the final gear 108 following the other output shaft 16. The service brake 106 is provided here as a disc brake, but can alternatively be a multi-disk brake. However, dry-running disc brakes have efficiency advantages in this case.

An integration of the described axle system 100 into an existing installation space of a vehicle axle, for example a vehicle rear axle, a vehicle front axle, or a vehicle rear axle and a vehicle front axle, can create additional installation space capacities within the vehicle. Integration means that the integrated component is partially or completely axially and/or radially contained within another component or is attached to such a component. The use of axle systems, which can alternatively be referred to as wheel sets, with an integrated differential, such as the axle systems described here, is particularly advantageous here. In addition to the "change speed and torque" function, the "divide torque" function is thus represented with a few components. To represent different gears, additional gear stages (not mandatory, but ideal) can be integrated in a planetary design. It is particularly noteworthy that with a suitable choice of the ratios of the axle system or wheel set, other components can be saved, for example the final gears 108 that are common in agricultural and construction machine axles.

3 shows a second axis system 200 as a modification of the first axis system 100 from 1 , wherein the use as a steering axle is intended and end gears 208 are integrated in wheel heads 210. This axle system 200 is designed here to provide the wheel heads 210, which are able to accommodate components, such as the end gears 208, of the axle system 200 on the circumference. This accommodation can, as shown here, comprise the entire axial extent of the component in question, here the end gears 208.

4 shows a third axis system 300 as a modification of the second axis system 200 from 3 , wherein a service brake 306 is directly operatively connected to the input shaft 14 of the axle differential 10. This axle system 300 is designed here to directly brake the input shaft 14 of the axle differential 10. As a result, the output shafts 16, 18 can be braked indirectly via the axle differential 10.

5 shows a fourth axis system 400 as a modification of the third axis system 300 of 4 , whereby a service brake 406 is directly connected to the one electric machine 102. This axle system 400 is designed to directly brake the sun gear 112, which can also be referred to as the main transmission input. At the same time, due to the direct connection between the one electric machine 102 and the sun gear 112 of the main transmission 104, it is possible to directly brake the one electric machine 102. This also allows, as already mentioned in the 4 shown, the output shafts 16, 18 are braked indirectly. The possibility of using an electric machine 102 as a generator with a corresponding braking function is also optionally provided throughout the disclosure.

Thus, numerous arrangements of a service brake can be provided. The service brake 406 can be directly operatively connected to the one electric machine 102. The service brake 306 can be directly operatively connected to the input shaft 14 of the axle differential 10. The service brake 306, 406 can be directly operatively connected to a movable part of the main transmission 104. The service brake 306 can be directly operatively connected to the web 114 of the main transmission 104. The service brake 406 can be directly operatively connected to the sun gear 112 of the main transmission 104. Several service brakes with different operative connections can be provided in accordance with the previously mentioned combinations of features.

6 shows a first drive system 500, comprising: the second axle system 200 of 3 and a power take-off shaft 510, which can be operatively connected to a further electrical machine 520 via a power take-off shaft transmission 512, which is designed here as a manual transmission, for example as a two-speed transmission, and a power take-off shaft clutch 514, wherein the further electrical machine 520 is also operatively connected to a steering pump 530 and a gear pump 540 as well as a working hydraulics 550. In the variant shown here, this further electrical machine 520 operates the gear pump 540 and the steering pump 530 as well as the working hydraulics 550, for example in a gear ratio of 1:1. Here, the steering pump 530 and the gear pump 540 are operatively connected in series and together operatively connected in parallel to the further electrical machine 520 and the working hydraulics 550. The additional electrical machine 520 is directly connected to the power take-off clutch 514, whereas the working hydraulics 550 and the steering pump 530 and the gear pump 540, which are connected in series, are indirectly connected to the power take-off clutch 514 on the side of the additional electrical machine 520 by means of a gear connection, for example in a gear ratio of 1:1. The gear connection can basically be a spur gear connection, as is the case here. Instead of the power take-off gear 512, however, a fixed gear ratio can also be used here, which saves additional costs. The gear ratio used here is lower than the gear ratio used in the 3 The additional components shown are spatially located in a vehicle above the components of the second axle system 200. Here, the power take-off shaft 510 is integrated into an existing installation space of a vehicle axle, for example a vehicle rear axle, whereby additional installation space capacities can be created within the vehicle.

7 shows a second drive system 600 as a modification of the first drive system 500 from 6 , wherein an internal combustion engine 620 designed as a diesel engine is operatively connected to the power take-off shaft 510 in addition to the further electrical machine 520. The internal combustion engine 620 is directly connected to the power take-off shaft coupling 514 via an internal combustion engine coupling 630, whereas the further electrical machine 520, the working hydraulics 550 and the steering pump 530 and gear pump 540 operatively connected in series are operatively connected indirectly to the power take-off shaft coupling 514 on the side of the internal combustion engine 620 by means of a gear connection, for example in a gear ratio of 1:1. For example, this indirect operative connection exists, as shown here, with a shaft that connects the internal combustion engine coupling 630 to the power take-off shaft coupling 514.

In this diesel-electric variant, the additional electric machine 520 functions as a generator, which transmits electrical power to the electric machine 102 via an electrical intermediate circuit and optionally a battery (not shown). When the battery is charged, a battery-electric operating mode can also be implemented, provided that the combustion engine 620 is separated by the combustion engine clutch 630. Such a drive system can enable combustion engine operation in an optimal operating range. At the same time, a vehicle equipped with it can (depending on the battery charge level of a Vehicle battery) can be operated emission-free and the combustion engine 620 can be switched off when stationary if the battery is sufficiently charged, since the drive system supply is ensured via the steering pump 530 and the transmission pump 540, which are driven by the additional electric machine 520. The following modifications are also optionally provided as diesel-electric variants in a corresponding manner.

8th shows a third drive system 700 as a modification of the first drive system 500 from 6 , wherein the additional electrical machine 520 is only operatively connected to the power take-off shaft 510 and the working hydraulics 550, and wherein the steering pump 530 and the gear pump 540 are operatively connected to their own additional electrical machine 720. In this case, the additional electrical machine 720 is more compact than the additional electrical machine 520. In addition, this separation can increase the efficiency when neither the power take-off shaft 510 nor the working hydraulics 550 is in operation, and secondly, the omission of the gear connection of the steering pump 530 and gear pump 540 operatively connected in series, as shown here, results in increased flexibility in the component arrangement.

9 shows a fourth drive system 800 as a modification of the third drive system 700 from 8th , wherein the additional electrical machine 520 is only operatively connected to the power take-off shaft 510, and wherein the working hydraulics 550 is operatively connected to an additional electrical machine 820. Thus, the additional electrical machine 720 only operates the steering pump 530 and gear pump 540, which are operatively connected in series. The additional electrical machine 820 only operates the working hydraulics 550. Finally, the additional electrical machine 520 only operates the power take-off shaft 510. “Only” can be understood as “only” or “exclusively”.

10 shows a fifth drive system 900 as a modification of the fourth drive system 800 from 9 , wherein the operative connection between the further electrical machine 520 and the power take-off shaft 510 is simplified. Instead of the power take-off shaft transmission 512 designed as a manual transmission, two spur gear stages 912 are provided, one closer to the further electrical machine 520 and one closer to the power take-off shaft 510. The spur gear stage that is closer to the further electrical machine 520 can be dispensed with, so that only one spur gear stage is provided.

11 shows a sixth drive system 1000 as a modification of the fifth drive system 900 from 9 , wherein the one electrical machine 102 and the further electrical machine 520 can be operatively connected by means of a machine clutch 1030. In this case, a bevel gear stage followed by a spur gear stage is provided in order to establish an operative connection between the further electrical machine 520 and the one electrical machine 102 by means of the main gear 104, for example as here by means of the sun gear 112, when the machine clutch 1030 is closed.

Thus, when the power take-off shaft 510 is not in operation, power can flow from the additional electrical machine 520 to the one electrical machine 102. The greater advantage, however, is the reduction in the demands on the additional electrical machine 520. When a vehicle is in operation, the entire system power is generally not required at the power take-off shaft 510, since otherwise no power would be available for the drive. When the vehicle is at a standstill, however, there are some applications in which the entire power at the power take-off shaft 510 is required. For this purpose, the machine clutch 1030 can then be closed. The one electrical machine 102 can thus support the additional electrical machine 520. The additional electrical machine 520 can therefore be dimensioned smaller than the one electrical machine 102.

12 shows a seventh drive system 1100, comprising: the second axle system 200 of 3 , wherein the main transmission 104 can be operatively connected to a further axle system. This operative connection is provided by means of an axle coupling 1130 designed as an all-wheel coupling. The driven second axle system 200, for example a vehicle rear axle, can thus be operatively connected to a non-driven axle system, for example a vehicle front axle. In this case, a bevel gear stage followed by a spur gear stage is provided in order to establish an operative connection between the non-driven axle system and the second axle system 200 by means of the main transmission 104, for example by means of the web 114, when the axle coupling 1130 is closed. In this way, an uncontrolled all-wheel drive can be realized with only one driven vehicle axle, for example a vehicle rear axle, and another vehicle axle, for example a vehicle front axle.

A combination of the 6 (or. 8th ) and 12 The drive systems 500 (or 700) and 1100 shown are provided. This also enables the coupling of an electric machine 102 integrated in the respective vehicle axle to the power take-off shaft 510. This allows the power take-off shaft to be made smaller.

13 shows an eighth drive system 1200, comprising: the second axle system 200 of 3 , wherein another electric machine 1202 is operatively connectable to another axle system, and wherein the other electric machine 1202 and the one electric machine 102 are operatively connectable. For this purpose, the other electric machine 1202 is integrated here into an existing installation space of a vehicle axle, for example a vehicle rear axle. In other words, the one electric machine 102 and the other electric machine 1202 are arranged within the same axle system housing 1203, which is also shown schematically here like all other components of the disclosure. The other electric machine 1202, which can alternatively be referred to as a traction machine, is operatively connected directly to an auxiliary transmission 1204, which is designed here as a manual transmission, for example as a two-speed transmission. The auxiliary transmission 1204 comprises a planetary gear with a sun gear 1212, a carrier 1214 and a ring gear 1216. The sun gear 1212 is directly operatively connected to the other electric machine 1202 and can be coupled to the carrier 1214 via a clutch 1218. The ring gear 1216 can in turn be braked by means of a brake 1220. Furthermore, the carrier 1214 can be operatively connected to the one electric machine 102 via a machine clutch 1228, and the carrier 1214 can be operatively connected to another axle system by means of an axle clutch 1230 designed as an all-wheel clutch. The driven second axle system 200, for example a vehicle rear axle, can thus be operatively connected to a non-driven axle system, for example a vehicle front axle. In this case, only one bevel gear stage is provided in order to establish an operative connection between the non-driven axle system and the second axle system 200 and the auxiliary gear 1204, for example the web 1214, when the axle coupling 1230 is closed.

So if in addition to the rigid all-wheel drive from 12 If a variable control of another vehicle axle, for example a vehicle front axle, should also be possible, this can be done in 13 shown eighth drive system 1200 can be provided. The other electric machine 1202 shown on the right is responsible for the vehicle's front axle drive, while the electric machine 102 shown on the left is responsible for the vehicle's rear axle drive. The machine clutch 1228 offers the possibility of directing the entire drive power either only to the vehicle's rear axle or only to the vehicle's front axle, or of generating a rigid all-wheel drive. If the machine clutch 1228 is open, the advance on the vehicle's front axle can be regulated independently of the speeds of the vehicle's rear axle. The auxiliary transmission 1204 shown, which is designed here as a manual transmission, for example as a two-speed transmission, on the other electric machine 1202, enables controllable all-wheel drive across all speed ranges. If this is only required at lower speeds, the auxiliary transmission 1204 can be dispensed with here. At the same time, the coupling via the machine coupling 1228 offers the possibility of dimensioning the electrical machine 102 smaller, since the full system power can be made available via the machine coupling 1228.

14 shows a ninth drive system 1300, comprising: the second axle system 200 of 3 , wherein another electrical machine 1302 is operatively connected to another axle system, and wherein the other electrical machine 1302 and the one electrical machine 102 are operatively connectable. A superposition gear 1304 establishes an operative connection between the other electrical machine 1302 and both the main gear 104 and the other axle system. For this purpose, the superposition gear 1304 is designed here as a planetary gear with a sun gear 1312, a web 1314 and a ring gear 1316. The sun gear 1312 is operatively connected to the other electrical machine 1302 via a spur gear stage and can be braked by means of a machine brake 1306, which is operatively connected at a position between the other electrical machine 1302 and the superposition gear 1304. This machine brake 1306 is therefore also used to brake the other electric machine 1302. The web 1314 is operatively connected to the other axle system via a bevel gear stage 1318. The ring gear 1316 is operatively connected to the web 114 of the main gear 104. In the case of a rigid all-wheel drive, the sun gear 1312 of the superposition gear 1304 can be locked by means of the machine brake 1306. This also stops the other electric machine 1302. If a controlled advance is to be present, the other electric machine 1302 only has to provide very low torques to the sun gear 1312 of the superposition gear 1304. The other electric machine 1302 can therefore be designed to be extremely compact. Depending on the installation space situation, the other electric machine 1302 can either be attached to the outside of the axle system housing or, like the one electric machine 102, be arranged inside the axle system housing.

15 shows a tenth drive system 1400 as a modification of the drive system from 14 , wherein the other electric machine 1402 and the one electric machine 102 are arranged within the same axle system housing. In addition, the superposition gear 1304 is also integrated in the axle system housing and a bevel gear stage 1418 adapted to the construction shown is provided. For the axle system housing, reference is made to the schematic representation of the axle system housing in 13 referred to.

16 shows an eleventh drive system 1500 as a modification of the drive system 1400 from 15 , wherein the other electrical machine 1402 is operatively connected to the main transmission 104 and to the further axle system via a pre-transmission 1504. The other electrical machine 1402 is smaller than the one electrical machine 102. The pre-transmission 1504, which represents an operative connection between the other electrical machine 1504 and the superposition transmission 1304, optionally also the machine brake 1306, increases the speed level of the other electrical machine 1402, which additionally reduces the required torques on the other electrical machine 1402.

17 shows a twelfth drive system 1600 as a modification of the eleventh drive system 1500 from 16 Here, the web 1314 of the superposition gear 1304 is indirectly operatively connected to the bevel gear stage 1618 by arranging a spur gear stage 1619 between them, so that the superposition gear 1304 is operatively connected to the further axis system via the spur gear stage 1619 and the bevel gear stage 1618. The spur gear stage 1619 arranged in this way is helpful if a larger axis distance is required in the area of the bevel gear stage 1618 due to installation space constraints.

In view of the disclosure, the axle system housing and a shaft to be arranged outside the axle system housing are discussed in detail below.

The axle system housing may include the one electric machine 102 and the main transmission 104. The axle system housing may include the axle differential 10. The axle system housing may include at least one of the disclosed service brakes 106, 306, 406. The axle system housing may include the additional electric machine 520. The axle system housing may include the machine clutch 1030. The axle system housing may include the axle clutch 1130. The axle system housing may include the auxiliary transmission 1204. The axle system housing may include the superposition transmission 1304. The axle system housing may include the machine brake 1306. The axle system housing may include the other electric machine 1202, 1302, 1402. The axle system housing may include the pre-transmission 1504. The axle system housing may also additionally include any component that is in direct operative connection with one of the aforementioned components.

The shaft can be, for example, the power take-off shaft 510. Alternatively, the shaft can be a shaft that is directly operatively connected to at least one of the following components: the steering pump 530, the transmission pump 540, the working hydraulics 550, the further electrical machine 520, the additional electrical machine 720, the additional further electrical machine 820, the other electrical machine 1202, another axle system, a vehicle device, etc.

List of reference symbols

10

Axle differential

12

Axle differential lock

14

Input shaft of the axle differential

16

first output shaft of the axle differential

18

second output shaft of the axle differential

22

first sun gear of the axle differential

24

first web of the axle differential

26

first ring gear of the axle differential

32

second sun gear of the axle differential

34

second web of the axle differential

36

second ring gear of the axle differential

100

first axle system

102

electric machine

104

Main gearbox

106

Service brake

108

Final gear

110

Wheel head

112

Sun gear of the main gear

114

Main gear web

116

Ring gear of the main gear

118

Main gearbox clutch

120

Main gear brake

132

Sun gear of the final gear

134

Web of the final gear

136

Final gear ring gear

200

second axle system

208

Final gear

210

Wheel head

300

third axle system

306

Service brake

400

fourth axle system

406

Service brake

500

first drive system

510

PTO

512

PTO gearbox

514

PTO clutch

520

another electrical machine

530

Steering pump

540

Gear pump

550

Working hydraulics

600

second drive system

620

Combustion engine

630

Combustion engine clutch

700

third drive system

720

additional electrical machine

800

fourth drive system

820

additional electrical machine

900

fifth drive system

912

Spur gear stage

1000

sixth drive system

1030

Machine coupling

1100

seventh drive system

1130

Axle coupling

1200

eighth drive system

1202

other electrical machine

1203

Axle system housing

1204

Auxiliary gear

1212

Sun gear of the auxiliary gear

1214

Auxiliary gear web

1216

Ring gear of the auxiliary gear

1218

Auxiliary gearbox clutch

1220

Auxiliary gear brake

1228

Machine coupling

1230

Axle coupling

1300

ninth drive system

1302

other electrical machine

1304

Superposition gear

1306

Machine brake

1312

Sun gear of the superposition gear

1314

Web of the superposition gear

1316

Ring gear of the superposition gear

1318

Bevel gear stage

1400

tenth drive system

1402

other electrical machine

1418

Bevel gear stage

1500

eleventh drive system

1504

Pre-translation

1600

twelfth drive system

1618

Bevel gear stage

1619

Spur gear stage

Claims (9)

Axle system (100; 200; 300; 400) for an electrically driven vehicle, wherein the axle system (100; 200; 300; 400) has the following: - an electric machine (102), - two wheel heads (110; 210) which are operatively connected to the one electric machine (102), and - an axle differential (10) which is operatively connected on the input side via an input shaft (14) to the one electric machine (102) and on the output side via two output shafts (16, 18) to the wheel heads (110; 210), wherein the axle differential (10) is an axial multi-stage planetary gear with a first planetary gear set and a second planetary gear set and has an axle differential lock (12), characterized in that the first planetary gear set has a first sun gear (22) which is directly operatively connected to the input shaft (14), a first Web (24) which is directly operatively connected to one output shaft (18) and has a first ring gear (26), the second planetary gear set has a second sun gear (32) which is directly operatively connected to the first ring gear (26), a fixed second web (34) and a second ring gear (36) which is directly operatively connected to the other output shaft (16), and the axle differential lock (12) is designed to establish a direct operative connection between the second ring gear (36) and the first web (24). Axle system (300; 400) according to Claim 1 , further comprising: - a main transmission (104) with a clutch (118) and a brake (120), which is operatively connected on the input side to the one electric machine (102) and on the output side to the axle differential (10), and - a service brake (306; 406) which is used to is intended to brake an operative connection between the axle differential (10) and the one electric machine (102). Axle system (200; 300; 400) according to Claim 1 or 2 , further comprising: - two final gears (208), each of which is operatively connected on the input side to the axle differential (10) and on the output side to one of the two wheel heads (210), wherein each final gear (208) is integrated into the respective wheel head (210) operatively connected on the output side. Drive system (1000; 1200; 1300; 1400; 1500; 1600) with an axle system (100; 200; 300; 400) according to one of the Claims 1 until 3 , wherein at least a part of the axle system (100; 200; 300; 400) is integrated in an axle system housing, further comprising: - a shaft (510) which is arranged outside the axle system housing and is external to the axle system (100; 200; 300; 400), wherein in at least one state of the drive system (1000; 1200; 1300; 1400; 1500; 1600) the shaft (510) is operatively connected to the one electrical machine (102). Drive system (1000; 1200; 1300; 1400; 1500; 1600) according to Claim 4 , further comprising: - a second electrical machine (520; 1202; 1302; 1402), wherein the shaft (510) is operatively connected to the second electrical machine (520; 1202; 1302; 1402) by means of an operative connection, and at least a part of the operative connection between the shaft (510) and the second electrical machine (520; 1202; 1302; 1402) is integrated in the axle system housing. Drive system (1200; 1400; 1500; 1600) according to Claim 5 , wherein the second electrical machine (1202; 1402) is integrated in the axle system housing and is operatively connected to the one electrical machine (102) in at least one state of the drive system (1200; 1400; 1500; 1600). Vehicle with a drive system (500; 600; 700; 800; 900; 1000; 1200; 1300; 1400; 1500; 1600) according to one of the Claims 4 until 6 , comprising: - at least two vehicle axles, wherein one of the vehicle axles has the axle system (100; 200; 300; 400) for electrically driving the vehicle. Vehicle after Claim 7 , wherein in at least one state of the vehicle, the one electric machine (102) is operatively connected to the other vehicle axle by means of an operative connection. Vehicle after Claim 8 , wherein the operative connection branches off between the axle differential (10) and the one electric machine (102).

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