ELECTRICALLY DRIVEABLE DRIVE AXLE FOR AN ALL-TERRAIN UTILITY VEHICLE, AND UTILITY VEHICLE

Abstract

The invention relates to an electrically driveable drive axle (19) for an all-terrain utility vehicle, comprising a first drivetrain (20) with a first electric motor (21), with a first transmission (22) and with a first drive output (23), and comprising a second drivetrain (30) with a second electric motor (31), with a second transmission (32) and with a second output (33), wherein the first drivetrain (20) and the second drivetrain (30) are arranged in a common housing (40) and/or on the common housing (40), and wherein the first drivetrain (20) forms a first torque path and the second drivetrain (30) forms a second torque path. The drive axle (10) according to the invention is characterized in that the first torque path and the second torque path are mechanically separate from one another. The invention furthermore relates to a corresponding vehicle.

Claims

1. An electrically driveable drive axle (10) for an all-terrain utility vehicle, comprising: a first drivetrain (20) with a first electric motor (21), with a first transmission (22) and with a first drive output (23); and a second drivetrain (30) with a second electric motor (31), with a second transmission (32) and with a second output (33); wherein the first drivetrain (20) and the second drivetrain (30) are arranged in a common housing (40) and/or on the common housing (40), and wherein the first drivetrain (20) forms a first torque path and the second drivetrain (30) forms a second torque path, the first torque path being mechanically separate from the second torque path.

2. The drive axle (10) according to claim 1, wherein: the first transmission (22) comprises a first spur-gear stage (25), a first bevel-gear stage (26), and a first planetary gear set (27); and the second transmission (32) comprises a second spur-gear stage (35), a second bevel-gear stage (36), and a second planetary gear set (37).

3. The drive axle (10) according to claim 2, wherein: the first spur-gear stage (25) creates a first height offset of the first electric motor (21) with respect to the first drive output (23); and the second spur-gear stage (35) creates a second height offset of the second electric motor (31) with respect to the second drive output (33).

4. The drive axle (10) according to claim 2, wherein the first planetary gear set (27) is of multi-stage configuration, and the second planetary gear set (37) is of multi-stage configuration.

5. The drive axle (10) according to claim 2, wherein the first bevel-gear stage (26) is configured to divert the first torque path through 90°, and the second bevel-gear stage (36) is configured to divert the second torque path through 90°.

6. The drive axle (10) according to claim 1, wherein the first drivetrain (20) and the second drivetrain (30) are arranged symmetrically about a vertical axis (41) of the housing (40), and wherein the first electric motor (21) is arranged in a direction of travel of the drive axle (10) and the second electric motor (31) is arranged counter to the direction of travel of the drive axle (10).

7. The drive axle (10) according to claim 6, wherein the first electric motor (21) is arranged on the housing (40) by means of a first flange connection, and the second electric motor (31) is arranged on the housing (40) by means of a second flange connection.

8. The drive axle (10) according to claim 1, wherein the first drivetrain (20) furthermore comprises a first immobilizing brake (24), and the second drivetrain (30) furthermore comprises a second immobilizing brake (34).

9. The drive axle (10) according to claim 1, wherein the housing (40) is of multi-part form.

10. The drive axle (10) according to claim 1, wherein the drive axle (10) is configured to be steerable.

11. A utility vehicle, comprising at least one drive axle (10) according to claim 1.

Description

BRIEF DESCRIPTION OF THE DRAWING

[0048] In the figures:

[0049] FIG. 1 is the sole FIGURE and shows, by way of example and in schematic form, a possible embodiment of an electrically driveable drive axle according to the invention for an all-terrain utility vehicle.

[0050] Identical items, functional units and similar components are denoted by the same reference designations throughout the figures. These items, functional units and similar components are of identical design in terms of their technical features unless the description explicitly or implicitly states otherwise.

DETAILED DESCRIPTION

[0051] FIG. 1 shows, by way of example and in schematic form, a possible embodiment of an electrically driveable drive axle 10 according to the invention for an all-terrain utility vehicle, for example for a light wheeled tank.

[0052] The drive axle 10 comprises a first drivetrain 20 with a first electric motor 21, with a first transmission 22, with a first drive output 23 and with a first immobilizing brake 24, and comprises a second drivetrain 30 with a second electric motor 31, with a second transmission 32, with a second drive output 33 and with a second immobilizing brake 34. Here, the first drivetrain 20 forms a first torque path and the second drivetrain 30 forms a second torque path, wherein the first torque path runs from the first electric motor 21 via the first transmission 22 to the first drive output 23 and the second torque path correspondingly runs from the second electric motor 31 via the second transmission 32 to the second drive output 33.

[0053] In the example, the common housing 40 is of multi-part form and has a common oil sump for the first drivetrain 20 and the second drivetrain 30.

[0054] In the example, the first transmission 22 is composed of a first spur-gear stage 25, a first bevel-gear stage 26 and a first planetary gear set 27. Correspondingly, in the example, the second transmission 32 is composed of a second spur-gear stage 35, a second bevel-gear stage 36 and a second planetary gear set 37.

[0055] The first spur-gear stage 25 not only generates a rotational speed reduction but also creates a first height offset of the first electric motor 21 with respect to the first drive output 23. Analogously, the second spur-gear stage 35 not only generates a rotational speed reduction but also creates a second height offset of the second electric motor 31 with respect to the second drive output 33.

[0056] The first planetary gear set 27 and the second planetary gear set 37 are each of multi-stage configuration and capable of performing gearshifts independently of one another.

[0057] As can be seen, the first transmission 22 and a major part of the first drive output 23 are arranged in the common housing 40. Only the first electric motor 21 is arranged on the outside of the housing 40 by way of a flange connection (not illustrated in FIG. 1). A drive output shaft of the first drive output 23 likewise extends out of the housing 40. Likewise, the second transmission 32 and a major part of the second drive output 33 are arranged in the common housing 40. Only the second electric motor 31 is arranged on the outside of the housing 40 by way of a flange connection (not illustrated in FIG. 1). A drive output shaft of the second drive output 33 likewise extends out of the housing 40.

[0058] The first bevel-gear stage 26 is configured to divert the first torque path through 90°. Correspondingly, the second bevel-gear stage 36 is configured to divert the second torque path through 90°.

[0059] As can likewise be seen, the first torque path formed by the first drivetrain 20 and the second torque path formed by the second drivetrain 30 are mechanically completely separate from one another.

[0060] Here, the first drivetrain 20 and the second drivetrain 30 are arranged with point symmetry about a vertical axis 41 of the housing 40. As can be seen, the first electric motor 21 is arranged in a direction of travel (illustrated by the arrow 50) of the drive axle 10, and the second electric motor 31 is arranged counter to the direction of travel of the drive axle 10.

[0061] The drive axle 10 thus comprises a multiplicity of functions, such as the multi-stage configuration of the first and the second planetary gear set 27, 37, the first and the second immobilizing brake 24, 34, separate torque paths, and two mutually independently operable electric motors 21, 31, in a particularly compact embodiment.

[0062] Aside from creating a height offset, the first and the second spur-gear stage 25, 35 generate a rotational speed reduction. The height offset in turn makes it possible for the first and the second electric motor 21, 31 to be arranged on the housing 40 so as to have a greater ground clearance. It is however likewise also possible to use electric motors 21, 31 with a relatively large diameter.

[0063] The illustrated positioning of the first and of the second planetary gear set 27, 37, and thus the increase in torque at the transmission output, reduce the load on the preceding components in the torque paths.

[0064] The drive axle 10 according to the invention exhibits such variability that it can be used flexibly as a drive axle in multi-axle utility vehicles from 4×2 to 10×10.

REFERENCE DESIGNATIONS

[0065] 10 Drive axle [0066] 20 First drivetrain [0067] 21 First electric motor [0068] 22 First transmission [0069] 23 First drive output [0070] 24 First immobilizing brake [0071] 25 First spur-gear stage [0072] 26 First bevel-gear stage [0073] 27 First planetary gear set [0074] 30 Second drivetrain [0075] 31 Second electric motor [0076] 32 Second transmission [0077] 33 Second drive output [0078] 34 Second immobilizing brake [0079] 35 Second spur-gear stage [0080] 36 Second bevel-gear stage [0081] 37 Second planetary gear set [0082] 40 Housing [0083] 41 Vertical axis [0084] 50 Arrow, direction of travel