DE102022212580A1 - Electric axle drive and vehicle with such a - Google Patents

Abstract

Electric axle drive (10) for a vehicle, with a housing (G), an electric machine (12) which has a rotor shaft (32), and a multi-speed step transmission (14) which is connected on the input side to the rotor shaft (32) and which is connected on the output side to an output (16), wherein the multi-speed step transmission (14) has at least one spur gear set (36, 38) and a planetary gear (24), wherein the rotor shaft (32) of the electric machine is connected to a first member (26) of the planetary gear (24), wherein a second member (28) of the planetary gear (24) can be connected to the housing (G) via a first switching element (44), wherein two members (26, 28) of the planetary gear (24) can be connected to one another via a second switching element (46), wherein a third member (30) of the planetary gear (24) is connected to the output (16) and wherein the electric machine (12) is arranged coaxially to the first member (26).

Description

The present invention relates to an electric axle drive for a vehicle, with a housing, an electric machine which has a rotor shaft, and a multi-speed step transmission which is connected to the rotor shaft on the input side and which is connected to an output on the output side, wherein the multi-speed step transmission has at least one spur gear set and a planetary gear, wherein the rotor shaft of the electric machine is connected to a first member of the planetary gear, wherein a second member of the planetary gear can be connected to the housing via a first switching element and wherein two members of the planetary gear can be connected to one another via a second switching element.

Furthermore, the present invention relates to a vehicle with an electric axle drive of the type mentioned.

In the field of motor vehicles, it is known to use an internal combustion engine, an electric motor or a combination thereof (hybrid drive) as the drive unit.

In a purely electric drive and a hybrid drive, it is generally known to drive an axle of the motor vehicle using an electric machine. In this case, the electric machine is often arranged in the immediate vicinity of the driven axle. In this case, one often speaks of an electric axle drive. In purely electric vehicles, this can be the only driven axle. However, such an electric axle drive can be arranged on both axles of a motor vehicle such as a passenger car in order to realize an all-wheel drive. In a hybrid drive, one axle can be driven by an internal combustion engine and a second axle by an electric axle drive.

A fixed gear ratio is often set up between the rotor shaft and the output shaft of the driven axle. In many cases, a stepped gearbox used for this purpose is designed as a single-speed gearbox.

However, the electric axle drive described above has a multi-speed transmission that enables at least two different gear ratios between the rotor shaft of the electric machine and the output shafts.

Such an axle drive for a vehicle with at least one electric machine is known from the document EN 10 2020 201 093 A1 known. A rotor shaft as a drive shaft is connected via a transmission with at least two shifting elements for realizing at least two gear stages to an output differential for driving at least a first output shaft and a second output shaft. The rotor shaft and the output shafts are arranged axially parallel to one another. At least one spur gear stage and at least one planetary gear are provided as a transmission. The planetary gear is designed as a summing gear for realizing a power-split transmission. The rotor shaft is connected to an element of the planetary gear via a first spur gear stage to realize a first power path. Several switchable power paths are provided via the associated shifting element.

Against this background, it is an object of the invention to provide an improved electric axle drive and a vehicle with such an improved electric axle drive.

The above object is achieved by an electric axle drive for a vehicle, with a housing, an electric machine which has a rotor shaft, and a multi-speed step transmission which is connected to the rotor shaft on the input side and which is connected to an output on the output side, wherein the multi-speed step transmission has at least one spur gear set and a planetary gear, wherein the rotor shaft of the electric machine is connected to a first member of the planetary gear, wherein a second member of the planetary gear can be connected to the housing via a first switching element, wherein two members of the planetary gear can be connected to one another via a second switching element, wherein a third member of the planetary gear is connected to the output, and wherein the electric machine is arranged coaxially to the first member or to a planetary gear set of the planetary gear.

Furthermore, the above object is achieved by a vehicle with such an axle drive.

Today's known transmission topologies are typically based on the use of an internal combustion engine. These are specifically designed for the characteristics of internal combustion engines. However, transmission gears for electric machines have different requirements due to the different characteristics. The characteristic curve of an electric machine typically has a high torque over a long speed range. In the upper speed range, this then decreases linearly with the speed.

Classic spur gears are known to solve the problem, but have the disadvantage that they require a lot of installation space. The power density of the known gear topologies therefore decreases. In addition, they are not suitable for a scalable approach. This is necessary because it allows different customer requirements or different vehicles to be addressed. The starting torque and the required maximum speed of the vehicle are relevant for the design of an electric axle drive.

With the present electric axle drive, all requirements can preferably be met.

The electric drive has a multi-speed transmission that allows, for example, two or more gears between the rotor shaft and the output shafts of the driven axle. The first gear is designed so that the desired starting torque can be achieved. The gear ratio for the second or last gear is selected so that the maximum speed can be achieved. If the two gears are too far apart, i.e. the required spread is too high for two gears, the transmission scheme can be expanded to three or more gears.

However, the multi-speed transmissions for electric vehicle drives known today have a significant difficulty with regard to the switching elements. The switching elements required to change gears are arranged in such a way that the entire drive power must be transmitted by them. This makes the switching elements large and expensive. Another significant disadvantage is the associated actuation energy, especially with friction switching elements. Switching elements for transmitting the drive powers of 150 to 300 kW known today cannot be implemented with efficient electromechanical actuation. Typically, hydraulic actuation is then used, which is significantly less efficient and can negate the advantages of a multi-speed transmission.

The electric axle drive disclosed here makes it possible for only a portion of the power provided at the output to flow through the second shifting element in at least one gear stage. In a gear stage in which the second member of the planetary gear can be connected to the housing via a first shifting element, preferably no power at all flows through the second shifting element. The first shifting element preferably does not have to transmit the power either, but rather merely support one member (the second member) of the planetary gear against the housing.

In the electric axle drive, the electric machine is arranged coaxially to the first member or to a planetary gear set of the planetary gear. The electric machine is preferably arranged parallel to the axis and offset from a differential gear, by means of which the drive power can be distributed to two output shafts and thus to two driven wheels of the driven axle.

With the electric axle drive, advantages can be realized in terms of installation space and the design of the shafts.

The planetary gear preferably has exactly one planetary gear set that includes three elements. The electric machine is preferably implemented as a drive machine for a motor vehicle and therefore generally has a drive power of at least 30 kW, but generally drive powers of 100 kW and significantly more.

The maximum speed of the electric motor is preferably in a range between 8000 rpm and 12000 rpm.

The shifting elements are preferably selected so that a shift from a first gear (starting gear) to a second gear is possible under load. However, a downshift can also be implemented with a drop in traction (i.e. no downshift under load).

In some embodiments, a switching element may include a freewheel.

The electric machine can preferably also be used to set up a reverse drive mode by reversing the direction of rotation of the rotor shaft. Furthermore, the electric machine is preferably designed to implement a generator mode in addition to a motor mode in order to be able to carry out recuperation.

In the context of the present disclosure, the following terms can be understood in particular as follows.

A gear pair contains exactly two gears that are in engagement with one another, in particular that mesh with one another. The gears of a gear pair preferably each have a spur gear, are preferably arranged in a radial plane and are preferably each assigned to a different shaft. The gears of the gear pair can be two fixed gears (so-called constant gear pair). In a switchable gear pair, the two gears can be a fixed gear and an idler gear (see below), which preferably together define a gear stage (see below).

A gear set (spur gear set) contains at least two meshing (in particular The gear train consists of two (or more) meshing gears and can contain one or more gear pairs, which preferably lie in a common radial gear set plane. If a gear set has a fixed gear that meshes with two different gears, this is also referred to as dual use of the fixed gear. A gear set can be switchable or non-switchable (so-called constant gear set).

An idler gear is a gear that is mounted on a shaft and can be connected to or decoupled from the shaft using a switching element. A fixed gear is a gear that is fixed to a shaft so that it cannot rotate.

A switching element is used to connect or disconnect elements, such as an idler gear and a shaft or a shaft and a housing.

A power shift element is a switching element that enables a change between gears under load, i.e. preferably without interruption of traction. A power shift element is usually a friction clutch that is pressed by means of a force in order to connect the links to be connected in a rotationally fixed manner. A friction clutch usually also enables a slip state to be set between the links or a gradual connection or release of the links. A friction clutch can be designed as a multi-disk clutch.

In planetary gears, a distinction is usually made between brakes and clutches. A brake is usually a power shift element that is designed to connect a rotating member of a planetary gear set to a housing. A clutch is usually a power shift element that is designed to connect two rotating members of one or different planetary gear sets to one another.

Two members that rotate relative to one another are connected if they inevitably rotate at a proportional speed. The term "connected" is equivalent to "operably connected". A "rotationally fixed connection" means that the two members rotate at the same speed. Two members are connectable if they can either be connected to one another or decoupled from one another. The two members can preferably be connected to one another using a switching element (e.g. a clutch or a brake).

A connection connects two rotating elements, in particular two shafts that are located on different axes. The connection can be formed by a traction device or a constant spur gear set that contains one or more gear pairs.

Two elements are axially aligned if they at least partially overlap in the axial direction and/or if they lie in a common radial plane. The term radial plane is preferably to be understood functionally and not geometrically. Consequently, two switching elements of a double switching element can also lie in a common radial plane.

The task is completely solved.

According to a preferred embodiment, the second member of the planetary gear can be connected to the housing via a first spur gear set and the first switching element.

In this case, the first switching element is preferably arranged on an axis which is arranged parallel to the axis of the planetary gear.

Alternatively or additionally, a member of the planetary gear, preferably the second member, can be connected to the rotor shaft of the electric machine via a first spur gear set and the second switching element as well as a second spur gear set.

Overall, it is preferred if either the first switching element is closed to establish a first gear stage or the second switching element is closed to establish a second gear stage.

According to a particularly preferred embodiment, the second member is connected to a transmission shaft which is arranged axially parallel to the electric machine.

Preferably, the first switching element and/or the second switching element is arranged coaxially to the transmission shaft.

The transmission shaft is preferably also offset axially parallel to a differential gear of the electric axle drive.

Overall, it is therefore preferred if the electric axle drive is implemented essentially on two axes, namely a first axis which is arranged coaxially to the electric machine and to the planetary gear, and a second axis which is arranged coaxially to the gear shaft.

A differential gear, to which the output of the axle drive is connected, is preferably located on a third axis, which is preferably coaxial with the output shafts of the driven axle.

In this embodiment, the switching elements can be operated relatively easily. In addition, an axle drive that is compact in the axial direction can be realized.

As mentioned above, it is preferred if the first switching element and/or the second switching element are arranged coaxially to the transmission shaft.

Furthermore, it is advantageous if the rotor shaft of the electric machine can be connected to the transmission shaft via at least a second spur gear set.

The second spur gear set is preferably arranged in the axial direction between the electric machine and the planetary gear. The second gear set is preferably aligned axially overlapping with a differential gear of the electric axle drive.

The transmission shaft can preferably be connected to the housing via the first switching element. Furthermore, the transmission shaft can preferably be connected to an idler gear of the second spur gear set via the second switching element.

Consequently, it is preferred if the rotor shaft of the electric machine can be connected to the transmission shaft via the second spur gear set and the second switching element.

Furthermore, it is advantageous if the rotor shaft of the electric machine can be connected to the transmission shaft via at least one further second spur gear set and a further second switching element.

In this case, a number of at least three different gear stages can be switched by means of the first switching element, by means of the second switching element and by means of the further second switching element. The gear ratios of the two second spur gear sets are preferably different in order to set up the different gear ratios.

Furthermore, it is preferred if the second member of the planetary gear is a ring gear and if the first spur gear set has a spur gear fixed to the gear shaft and a spur gear connected in a rotationally fixed manner to the ring gear.

In other embodiments, the first spur gear set could also be configured by a spur gear fixed to the transmission shaft and another member of the planetary gear.

However, it is particularly advantageous if the spur gear which is connected in a rotationally fixed manner to the ring gear is formed by an external toothing of the ring gear formed on the ring gear.

This allows an axially compact design to be realized.

In general, the switching elements can be designed in any way.

It is particularly advantageous if the first switching element has a positive clutch and/or a freewheel.

The positive coupling is preferably designed to connect the transmission shaft to the housing in a rotationally fixed manner.

The first shifting element preferably has a freewheel so that the positive support is possible in one direction of rotation, but not in the other direction of rotation. This facilitates the setting up of powershift changes between a first gear stage in which the first shifting element is closed and a second gear stage in which the second shifting element (or another second shifting element) is closed.

In this case, it is also particularly advantageous if the second switching element is formed by a friction clutch, such as a multi-plate clutch.

In this embodiment, it is comparatively easy to change gear from the first gear to the second gear under load by closing the second switching element. The first switching element can then be opened to relieve the load on the freewheel.

According to a further preferred embodiment, the first switching element can be actuated by means of an electromechanical actuating device. Alternatively or additionally, the second switching element can be actuated by means of an electromechanical actuating device. Preferably, the first and second switching elements can be actuated by means of a combined electromechanical actuating device.

An electromechanical actuating device can, for example, include an electric switching motor.

Overall, it is advantageous if the output has an output spur gear set, via which the third element of the planetary gear is connected to an input element of a differential gear for distributing drive power to driven wheels.

The differential gear is preferably arranged coaxially to the output shafts of the driven axle, which are connected in a rotationally fixed manner to the driven wheels.

Overall, it is advantageous if, by closing the first switching element, a first gear ratio between a rotor shaft of the electric machine and an output shaft of the output is established in a range from 9.0 to 14.0, in particular in a range from 10.5 to 13.5.

Furthermore, it is advantageous overall if, by closing the second switching element, a second gear ratio is set between a rotor shaft of the electric machine and an output shaft of the output in a range from 4.0 to 8.5. This gear ratio is preferably smaller than the gear ratio that can be set using the first switching element. The second gear ratio is preferably in a range from 5.5 to 7.5.

Furthermore, it is advantageous overall if the spread of the multi-speed transmission between a highest gear ratio and a lowest gear ratio is in a range of 1.3 to 2.4.

With the electric axle drive, it is preferable to set up exactly two different gear ratios, which can be implemented with two switching elements. With such an arrangement, a power split can be set up, in particular via the second spur gear set. The planetary gear can act as a summing gear and bring the two power paths together again.

In first gear, the torque is preferably transmitted via the sun of a planetary gear set and via the planet carrier or web of the planetary gear set directly to the differential, with the ring gear being fixed against the housing. In other words, the ring gear of the planetary gear set is preferably blocked against the housing by the first shift element.

The first switching element is preferably implemented by a combination of a freewheel and a positive-locking claw clutch. This enables torque to be transmitted in both directions when the claw clutch is closed, for example to enable reversing.

To switch to second gear, the dog clutch must first be opened. At this point, the freewheel takes over the torque transfer in the forward direction. Switching to second gear while reversing is generally not possible.

By closing the second switching element, the transmission shaft is synchronized in the freewheeling direction. For this purpose, only part of the drive power is transmitted via the second switching element, which is preferably implemented as a friction clutch.

The torque on the transmission shaft is preferably transmitted to the ring gear via the second spur gear set.

As soon as the second switching element is closed, the multi-speed transmission is in the second gear. A downshift is usually not possible without interrupting traction. By opening the second switching element, the speed of the transmission shaft is reduced. As soon as a speed of zero is reached, the freewheel takes over and blocks the transmission shaft against the housing in order to set the first gear again.

The second shifting element is preferably not loaded with the entire drive power in the second gear. Due to the reduced power transmission, the second shifting element can be made significantly smaller. This preferably enables the use of efficient electromechanical actuation. Electromechanical actuation is preferably understood here as the direct conversion of electrical energy into mechanical energy, which is then used to actuate the shifting element. In addition, the two gears can be actuated with just one actuator thanks to the arrangement. This can reduce component costs and safety requirements. Features such as a parking lock and/or a decoupling function (“disconnect”) can be implemented optionally.

It is understood that the features mentioned above and those to be explained below can be used not only in the combination specified in each case, but also in other combinations or on their own, without departing from the scope of the present invention.

• 1 eine schematische Darstellung einer Ausführungsform eines elektrischen Achsantriebs in einem Fahrzeug;
• 2 eine Darstellung des elektrischen Achsantriebs der 1 bei eingerichteter erster Gangstufe; und
• 3 eine Darstellung des elektrischen Achsantriebs der 1 bei eingerichteter zweiter Gangstufe.

Embodiments of the invention are shown in the drawing and are explained in more detail in the following description. They show:

• 1 a schematic representation of an embodiment of an electric axle drive in a vehicle;
• 2 a representation of the electric axle drive of the 1 with first gear engaged; and
• 3 a representation of the electric axle drive of the 1 with second gear engaged.

In 1 An electric axle drive for a schematically indicated motor vehicle F is generally designated 10. The motor vehicle F can be, for example, a passenger car or a commercial vehicle.

The electric axle drive includes an electric machine 12, which is arranged on a first axle A1. The electric axle drive 10 also includes a multi-speed step transmission 14 for setting up at least two different gear stages. The multi-speed step transmission 14 is connected to the rotor shaft on the input side. On the output side, the multi-speed step transmission 14 is connected to an output 16, which has a differential gear 18. The differential gear 18 is designed to distribute the input drive power to two output shafts 20l, 20r, which are connected in a rotationally fixed manner to the respective driven wheels L and R of the vehicle F.

The driven axle is in 1 designated A3, wherein the differential gear 18 is arranged coaxially to the axis A3.

The multi-speed step transmission 14 includes a planetary gear 24 in the form of a single planetary gear set. The planetary gear 24 includes a sun 26, a ring gear 28 and a web (planet carrier) 30.

A rotor shaft 32 of the electric machine 12 is connected in a rotationally fixed manner to the sun 26. The planetary gear 24 is arranged coaxially to the first axis A1.

The multi-speed transmission 14 further includes a transmission shaft 34 which is arranged on a second axis A2 which is arranged axially parallel to the first axis A1 and offset from the third axis A3.

The planetary gear 24 is connected to the gear shaft 34 via a first spur gear set 36.

More precisely, the first spur gear set 36 is formed by a fixed gear connected to the gear shaft 34 in a rotationally fixed manner and a gear of the planetary gear 24. In the present case, the first spur gear set 36 is formed by the fixed gear fixed to the gear shaft 34 and the ring gear 28 of the planetary gear 24, in that the ring gear 28 is provided on its outer circumference with a spur gear toothing which engages (meshes) with the fixed gear of the first spur gear set 36 fixed to the gear shaft 34.

The multi-speed transmission 14 further comprises a second spur gear set 38. The second spur gear set 38 is arranged in the axial direction between the electric machine 12 and the planetary gear 24.

The second spur gear set 38 includes a fixed gear that is connected in a rotationally fixed manner to the rotor shaft 32 and an idler gear that is rotatably mounted on the gear shaft 34 and that meshes with the fixed gear.

The multi-speed step transmission 14 also includes an output spur gear set 40. The output spur gear set 40 is designed as a constant gear set and includes a fixed gear connected in a rotationally fixed manner to the carrier (planet carrier) 30 and a fixed gear connected in a rotationally fixed manner to an input member of the differential gear 18. The output spur gear set 40 is arranged in the axial direction between the second spur gear set 38 and the planetary gear 24.

The multi-speed transmission 14 includes a first switching element 44 and a second switching element 46.

The first switching element 44 is designed to connect the transmission shaft 34 to a housing G.

As stated above, the first switching element 44 is preferably formed by a combination of a dog clutch and a freewheel.

The second switching element 46 is preferably designed as a friction clutch, in particular as a multi-plate clutch.

A first electromechanical actuating device 48 is provided for actuating the first switching element 44. A second electromechanical actuating device 50 is provided for actuating the second switching element 46.

The first switching element 44 is preferably located in a first radial plane R1, which is preferably arranged overlapping the electric machine 12 in the axial direction.

The second switching element 46 is preferably arranged in a second radial plane R2.

The second spur gear set 38 is arranged in a third radial plane R3.

The output spur gear set 40 is arranged in a fourth radial plane R4.

The planetary gear 24 and the first spur gear set 36 are arranged in a fifth radial plane R5.

The differential gear 18 is preferably arranged axially on a side of the output spur gear set 40 which is opposite the planetary gear 24.

The differential gear 18 is preferably arranged in the third radial plane R3.

The radial planes R1 to R5 lie in the axial direction between the left wheel L and the right wheel R.

As shown at 38a, the electric axle drive 10 may include a multi-speed transmission 14 having one or more additional second spur gear sets 38a and a corresponding number of additional second shift elements 46a to establish, for example, a three-speed transmission.

2 shows the electric axle drive 10 with the first gear engaged.

In this state, the first switching element 44 is closed and the second switching element 46 is open. Preferably, a positive-locking claw clutch of the first switching element 1 is closed, so that the gear shaft 34 is supported against the housing G in both directions of rotation.

Because the gear shaft 34 is connected to the housing G, the ring gear 28 of the planetary gear 24 is fixed against the housing G.

In this case, the drive power of the electric machine 12 flows from the rotor shaft 32 via the sun gear into the web 30, and from there directly into the output, more precisely via the output spur gear set 40 to the differential gear 18. The power flow established in this way is in 2 designated LF1. The fixing of the ring gear 28 in relation to the housing G is designated as support on the housing AB1.

3 shows the electric axle drive 10 in the second gear.

Here, the second switching element 46 is closed (in particular frictionally closed), and the first switching element 44 is open.

In this case, part of the power flows from the rotor shaft 32, as in the first gear stage, in the form of a power flow LF1 via the sun gear 26 and the web 30 to the output spur gear set 40 and the differential gear 18.

However, due to the closed second switching element 46, power also flows from the rotor shaft 32 via the second spur gear set 38 into the transmission shaft 34 and from there via the first spur gear set 36 into the planetary gear 24, which in this case acts as a summing gear. In other words, the drive power provided by the electric machine 12 is divided into a first power flow LF1 and a second power flow LS2, with the power flows LF1 and LF2 being summed in the planetary gear 24 to provide a total flow LFS that flows from the web 30 of the planetary gear 24 via the output spur gear set 40 to the differential gear 18. The second switching element 46 transmits only part of the power provided by the electric machine 12.

Gear change from first gear ( 2 ) into second gear ( 3 ) can be performed under load.

To do this, the positive-locking claw clutch of the first switching element 44 is first opened. In forward driving mode, the torque present is then still supported by the freewheel of the first switching element 44. The ring gear 28 therefore remains fixed in relation to the housing G.

The second switching element 46 is then gradually closed. This synchronizes the transmission shaft in the freewheel direction.

If possible, the freewheel can be opened, but can also remain closed.

Downshifting is only possible with an interruption in traction, as described above. To do this, the second shifting element 46 is opened until the transmission shaft 34 has a speed of 0. The freewheel of the first shifting element 44 then engages and can again support the torque on the transmission shaft 34 in order to drive in the first gear. the positive claw clutch of the first switching element 44 can be closed.

The second switching element 46 can be made comparatively small. This is because in the first gear no power flows through the second switching element 46. In the second gear only a portion of the drive power of the electric machine 12 flows through the second switching element 46.

Reference symbols

10

Electric axle drive

12

Electric machine

14

Multi-speed transmission

16

Downforce

18

Differential gear

20l,20r

Output shafts

24

Planetary gear (planetary gear set)

26

Sun

28

Ring gear

30

Bridge/planet carrier

32

Rotor shaft

34

Gear shaft

36

first spur gear set

38

second spur gear set

38a

additional second spur gear set

40

Output spur gear set

44

first switching element

46

second switching element

46a

additional second switching element

48

first electromechanical actuation device

50

second electromechanical actuating device

F

vehicle

L

Left wheel

R

Right wheel

G

Housing (10)

A1-A3

Axles

R1-R5

Radial planes

LF1

first power flow

AB1

Support on the housing

LF2

second power flow

LFS

Total flow

QUOTES INCLUDED IN THE DESCRIPTION

This list of documents listed by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions.

Cited patent literature

• DE 102020201093 A1 [0007]

Claims (15)

Electric axle drive (10) for a vehicle, with - a housing (G), - an electric machine (12) which has a rotor shaft (32), and - a multi-speed step transmission (14) which is connected to the rotor shaft (32) on the input side and which is connected to an output (16) on the output side, - wherein the multi-speed step transmission (14) has at least one spur gear set (36, 38) and a planetary gear (24), - wherein the rotor shaft (32) of the electric machine is connected to a first member (26) of the planetary gear (24), - wherein a second member (28) of the planetary gear (24) can be connected to the housing (G) via a first switching element (44), - wherein two members (26, 28) of the planetary gear (24) can be connected to one another via a second switching element (46), - wherein a third member (30) of the planetary gear (24) is connected to the output (16), and - wherein the electric machine (12) is arranged coaxially to the first member (26). Electric axle drive according to Claim 1 , wherein - the second member (28) of the planetary gear (24) is connectable to the housing (G) via a first spur gear set (36) and the first switching element (44) and/or wherein - a member (28) of the planetary gear (24) is connectable to the rotor shaft (32) of the electric machine via a first spur gear set (36) and the second switching element (46) as well as a second spur gear set (38). Electric axle drive according to Claim 1 or 2 , wherein the second member (28) is connected to a transmission shaft (34) which is arranged axially parallel to the electric machine (12). Electric axle drive according to Claim 3 , wherein the first switching element (44) and/or the second switching element (46) are arranged coaxially to the transmission shaft (46). Electric axle drive according to Claim 3 or 4 , wherein the rotor shaft (32) of the electric machine is connectable to the transmission shaft (34) via at least one second spur gear set (38). Electric axle drive according to Claim 5 , wherein the rotor shaft (32) of the electric machine is connectable to the transmission shaft (34) via the second spur gear set (38) and the second switching element (46). Electric axle drive according to Claim 5 or 6 , wherein the rotor shaft (32) of the electric machine is connectable to the transmission shaft (34) via at least one further second spur gear set (38a) and a further second switching element (46a). Electric axle drive according to one of the Claims 3 - 7 , wherein the second member of the planetary gear is a ring gear (28) and wherein the first spur gear set (36) has a spur gear fixed to the gear shaft (34) and a spur gear connected in a rotationally fixed manner to the ring gear (28). Electric axle drive according to Claim 8 , wherein the spur gear which is connected in a rotationally fixed manner to the ring gear (28) is formed by an external toothing of the ring gear (28) formed on the ring gear (28). Electric axle drive according to one of the Claims 1 - 9 , wherein the first switching element (44) has a positive clutch and/or a freewheel. Electric axle drive according to one of the Claims 1 - 10 , wherein the second switching element (46) is formed by a friction clutch. Electric axle drive according to one of the Claims 1 - 11 , wherein the first switching element (44) can be actuated by means of an electromechanical actuating device (48) and/or wherein the second switching element (46) can be actuated by means of an electromechanical actuating device (50). Electric axle drive according to one of the Claims 1 - 12 , wherein the output (16) has an output spur gear set (40) via which the third member (30) of the planetary gear is connected to an input member of a differential gear (18) for distributing drive power to driven wheels (L, R). Electric axle drive according to one of the Claims 1 - 13 , wherein - by closing the first switching element (44) a first gear ratio is established between a rotor shaft (32) of the electric machine and an output shaft (20l,20r) of the output (16) in a range from 9.0 to 14.0 and/or wherein - by closing the second switching element (46) a second gear ratio is established between a rotor shaft (32) of the electric machine and an output shaft (20l,20r) of the output (16) in a range from 4.0 to 8.5 and/or wherein - a spread between a highest gear ratio and a lowest gear ratio is in a range from 1.3 to 2.4. Vehicle (F) with an electric axle drive (10) according to one of the Claims 1 - 14 .

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