Electric drive systems for motor vehicles and motor vehicles

Abstract

The present invention relates to an electric drive system (10) for a motor vehicle, comprising: a first motor (20) having a first rotor (20); a second motor (26) having a second rotor (28); a first wheel (14); a second wheel (16); a first transmission stage (34) configured to couple the first rotor (20) to the first wheel (14) in a torque-transmitting manner; a second transmission stage (36) configured to couple the second rotor (28) to the second wheel (16) in a torque-transmitting manner; a first parking lock wheel (44); a second parking lock wheel (46); a first parking lock pawl (48) for locking the first parking lock wheel (44); and a second parking lock pawl (50) for locking the second parking lock wheel (46). The first rotor (20) and the second rotor (28) are arranged coaxially. The first parking lock wheel (44) is torsionally connected to a first planetary carrier (56a) of the first transmission stage (34).

Description

Technical Field

[0001] This invention relates to an electric drive system for a motor vehicle, particularly an automobile, as described in the preamble of claim 1. The invention also relates to a motor vehicle, particularly an automobile, having such an electric drive system. Background Technology

[0002] As a known embodiment, WO 2022 / 049285 A1 discloses a drive module for an electric motor-driven vehicle drive system, which includes a first motor and a first gearbox disposed at one end of the first motor. A second motor and a second gearbox disposed at one end of the second motor are also provided.

[0003] An electric drive system for a motor vehicle is known from DE 20 2009 014 189 U1, which has two motors arranged coaxially with each other, wherein each motor drives the wheels of the motor vehicle via a transmission connected in the middle. Here, one of the two transmissions has a parking lock system.

[0004] WO 2017 / 051 719 A1, KR 10 2022 0 040 218 A, DE 10 2021 202 692 A1 and JP2009 – 137 427 A show parking locking systems each having two parking lock pawls, wherein actuation of the two parking lock pawls is achieved via a single coupling shaft. Summary of the Invention

[0005] The object of the present invention is to create an electric drive system for a motor vehicle and a motor vehicle having such an electric drive system, thereby enabling parking lock in a particularly cost-effective and space-saving manner.

[0006] This objective is achieved by an electric drive system having the features of claim 1 and a motor vehicle having the features of claim 8. Advantageous designs with suitable improvements to the invention are given in the remaining claims.

[0007] The first aspect of the invention relates to an electric drive system for a motor vehicle, also referred to as an electric drive device, the motor vehicle being simply referred to as a vehicle, and preferably constructed as an automobile, particularly a passenger car. This means that the motor vehicle, in its fully manufactured state, has an electric drive system and can be electrically driven, particularly purely electrically driven, by means of this electric drive system. The electric drive system has a first motor having a first rotor. Preferably, the first motor also has a first stator by which the first rotor can be driven and thus rotated relative to the first stator about a first machine rotation axis. In particular, the first motor can provide a first drive torque via its first rotor for driving, particularly driving the motor vehicle in a purely electric manner. Additionally, the electric drive system also has a second motor with a second rotor. For example, the second motor also has a second stator by which the second rotor can be driven and thus rotated relative to the second stator about a second motor rotation axis. Preferably, the motor and, consequently, the rotor are arranged coaxially with each other such that the motor rotation axes coincide. In particular, the motor rotation axis thus coincides with the main rotation axis of the electric drive system. In other words, the corresponding rotor is capable of rotating about the main rotation axis relative to the corresponding stator. Specifically, the second motor can provide a second drive torque via its second rotor for driving, particularly for driving the motor vehicle in a purely electric manner. The electric drive system also has a first wheel and a second wheel. A wheel is also simply referred to as a wheel. Specifically, a wheel is a wheel on the same axle of the motor vehicle. Preferably, the motor vehicle, in its fully manufactured state, has at least or exactly two axles, namely the aforementioned first axle and the second axle, wherein the axles are arranged sequentially in the longitudinal direction of the motor vehicle, i.e., front and rear. The wheels, simply referred to as wheels, are preferably arranged on both sides of the motor vehicle, which are opposite each other in the transverse direction of the motor vehicle. Wheels are ground contact elements through which the motor vehicle can or is able to be supported downwards on the ground in the vertical direction of the vehicle. If the motor vehicle travels along the ground, and the motor vehicle is supported downwards on the ground in the vertical direction of the motor vehicle via these ground contact elements, then these ground contact elements will roll along the ground, particularly directly along the ground.

[0008] The electric drive system has a first transmission stage configured to couple a first rotor to a first wheel in a torque-transmitting manner, such that the first wheel can be driven via the first transmission stage by the first rotor and subsequently by a first motor, i.e., by a corresponding first drive torque. Specifically, it is conceivable that the first rotor can or has been coupled to the first transmission stage in a torque-transmitting manner, and particularly conceivable that the first rotor is permanently coupled to the first transmission stage in a torque-transmitting manner. Furthermore, it is conceivable that the first transmission stage can or has been coupled to the first wheel in a torque-transmitting manner, and feasiblely, the first transmission stage is permanently coupled to the first wheel in a torque-transmitting manner. Therefore, it is conceivable that the first rotor can or has been coupled to the first wheel via the first transmission stage in a torque-transmitting manner, and it can be configured that the first rotor is permanently coupled to the first wheel via the first transmission stage in a torque-transmitting manner. The electric drive system also has a second transmission stage configured to couple a second rotor to a second wheel in a torque-transmitting manner. Therefore, it is feasible for the second rotor to be coupled to the second drive stage in a torque-transmitting manner, wherein it is conceivable that the second rotor is permanently coupled to the second drive stage in a torque-transmitting manner. Furthermore, it is feasible for the second drive stage to be coupled to the second wheel in a torque-transmitting manner, wherein it is feasible that the second drive stage is permanently coupled to the second wheel in a torque-transmitting manner. Therefore, it is feasible for the second rotor to be coupled to the second wheel via the second drive stage in a torque-transmitting manner, wherein it is feasible that the second rotor is permanently coupled to the second wheel via the second drive stage in a torque-transmitting manner. Specifically, the first rotor can be coupled to the first wheel via the first drive stage in a torque-transmitting manner, bypassing the second rotor, bypassing the second drive stage, and bypassing the second wheel, such that, relative to the first torque flow (along which the corresponding first drive torque can be transmitted from the rotor via the first drive stage to the second wheel), the first drive stage is arranged downstream of the first rotor and upstream of the first wheel in the first torque flow, wherein the second rotor, and therefore the second drive stage and the second wheel, are not arranged downstream of the first rotor and upstream of the first wheel in the first torque flow. Specifically, the second rotor can or has been coupled to the second wheel via the second transmission stage in a torque-transmitting manner, bypassing the first rotor, bypassing the first transmission stage, and bypassing the first wheel, such that, relative to the second torque flow (along which the corresponding second drive torque can be transmitted from the second rotor to the second wheel via the second transmission stage), the second transmission stage is arranged downstream of the second rotor and upstream of the second wheel in the second torque flow, wherein the first rotor, the first transmission stage, and the first wheel are not arranged downstream of the second rotor and upstream of the second wheel in the second torque flow.

[0009] The electric drive system, for example, has a housing in which a corresponding rotor is rotatable about a corresponding motor rotation axis relative to a corresponding stator and relative to the housing. It is conceivable that the first motor and / or the second motor and / or the first drive stage and / or the second drive stage are each at least partially arranged within the housing. The electric drive system has a first parking lock wheel and a second parking lock wheel.

[0010] For example, the first parking lock wheel is rotatable relative to the housing about its first parking lock wheel rotation axis. For example, the first parking lock wheel is or has been coupled to the first wheel in a torque-transmitting manner. Specifically, the first parking lock wheel is permanently coupled to the first wheel in a torque-transmitting manner. For example, the first parking lock wheel is or has been coupled to the first wheel in a torque-transmitting manner, bypassing both the second parking lock wheel and the second wheel, wherein, in particular, the first parking lock wheel is permanently coupled to the first wheel in a torque-transmitting manner, bypassing both the second parking lock wheel and the second wheel. Specifically, the first parking lock wheel is or has been coupled to the first wheel in a torque-transmitting manner via a first drive stage, wherein, particularly likely, the first parking lock wheel is permanently coupled to the first wheel in a torque-transmitting manner via the first drive stage. For example, the first parking lock wheel is particularly permanently and torsionally connected to a first member of the first drive stage, such that, for example, the first member and the first parking lock wheel are rotatable relative to the housing about the first parking lock wheel rotation axis.

[0011] For example, the second parking lock wheel is rotatable relative to the housing about its rotational axis. For example, the second parking lock wheel is or has been coupled to the second wheel in a torque-transmitting manner. Specifically, the second parking lock wheel is permanently coupled to the second wheel in a torque-transmitting manner. For example, the second parking lock wheel is or has been coupled to the second wheel in a torque-transmitting manner, bypassing both the first and second parking lock wheels, wherein specifically, the second parking lock wheel is permanently coupled to the second wheel in a torque-transmitting manner, bypassing both the first and second parking lock wheels. Specifically, the second parking lock wheel is or has been coupled to the second wheel in a torque-transmitting manner via a second drive stage, wherein specifically, the second parking lock wheel is permanently coupled to the second wheel in a torque-transmitting manner via the second drive stage. For example, the second parking lock wheel is particularly permanently and torsionally connected to a second member of the second drive stage, such that, for example, the second member and the second parking lock wheel are rotatable relative to the housing about their rotational axis.

[0012] The electric drive system also includes a first parking lock pawl for locking a first parking lock wheel and a second parking lock pawl for locking a second parking lock wheel. Thus, for example, the first parking lock pawl (also simply referred to as the first locking pawl) is movable relative to the housing between at least one first locked position and at least one first released position. In the first locked position, the first parking lock pawl locks the first parking lock wheel, thereby preventing, i.e., avoiding, rotation of the first parking lock wheel about its first parking lock wheel rotation axis relative to the housing. In other words, in the first locked position of the first parking lock pawl, the first parking lock wheel can no longer rotate relative to the housing about its first parking lock wheel rotation axis. In the first released position, the first parking lock pawl releases the first parking lock wheel to rotate about its first parking lock wheel rotation axis relative to the housing, such that in the first released position, the first parking lock wheel can rotate about its first parking lock wheel rotation axis relative to the housing. Specifically, in the first locked position, the first parking lock pawl and the first parking lock wheel interact in a form-fitting manner, such that in the first locked position, the first parking lock wheel is locked in a form-fitting manner by means of the first parking lock pawl. In other words, in the first locked state of the first parking lock pawl, the first parking lock wheel is specifically connected to the housing in a torsion-resistant manner in a form-fitting manner.

[0013] The second parking lock pawl (also simply referred to as the second locking pawl) is movable relative to the housing between at least one second locked position and at least one second released position. In the second locked position, the second parking lock wheel is locked by the second parking lock pawl, thereby preventing, i.e., avoiding, rotation of the second parking lock wheel about its rotational axis relative to the housing. In other words, in the second locked position of the second parking lock pawl, the second parking lock wheel can no longer rotate relative to the housing about its rotational axis. In the second released position, the second parking lock pawl releases the second parking lock wheel from rotation about its rotational axis relative to the housing, allowing the second parking lock wheel to rotate about its rotational axis relative to the housing in the second released position. Specifically, in the second locked position, the second parking lock pawl and the second parking lock wheel interact in a form-fitting manner, such that the second parking lock wheel is locked in the second locked position by the second parking lock pawl in a form-fitting manner. In other words, in the second locked state of the second parking lock pawl, the second parking lock wheel is specifically connected to the housing in a form-fitting manner to resist torsion.

[0014] The first parking lock wheel and the first parking lock pawl are, for example, components of a first parking lock unit, and the second parking lock wheel and the second parking lock pawl are, for example, components of a second parking lock unit, wherein the parking lock unit is, for example, a component of a parking lock. In the corresponding locked position of the corresponding parking lock pawl, the corresponding parking lock unit is engaged, i.e., activated. In the corresponding released position, the corresponding parking lock unit is disengaged, i.e., deactivated. If the parking lock units are engaged simultaneously, the parking lock is engaged as a whole. If the parking lock units are disengaged simultaneously, the parking lock is disengaged. If the first parking lock unit is engaged, this prevents the first wheel from rotating about its first wheel axis of rotation relative to the housing, so that the first wheel can no longer rotate about its first wheel axis of rotation relative to the housing. If the second parking lock unit is engaged, this prevents the second wheel from rotating about its second wheel axis of rotation relative to the housing, so that the second wheel can no longer rotate about its second wheel axis of rotation relative to the housing. If the first parking lock unit disengages, it allows rotation about the first wheel's axis of rotation relative to the housing, enabling the first wheel to rotate about its axis of rotation relative to the housing. If the second parking lock unit disengages, it allows the second wheel to rotate about its axis of rotation relative to the housing, enabling the second wheel to rotate about its axis of rotation relative to the housing. Therefore, if both parking lock units are engaged, for example, when the vehicle is parked on a ramp, accidental roll is prevented because the wheels cannot rotate about their axes of rotation relative to the housing. Thus, the vehicle cannot accidentally roll down a ramp.

[0015] To achieve parking locks with particularly low cost and low installation space requirements, and to ensure exceptional durability and safety in preventing accidental vehicle rollover, according to the invention, the first and second rotors are arranged coaxially, such that the motor rotation axes coincide. Furthermore, according to the invention, the first parking lock wheel is permanently coupled to the first planetary carrier of the first transmission stage in a torque-transmitting manner. It is particularly advantageous that the first parking lock wheel is torsionally connected to the first planetary carrier of the first transmission stage, such that the aforementioned first component of the first transmission stage is the first planetary carrier of the first transmission stage. Furthermore, according to the invention, the second parking lock wheel is permanently coupled to the second planetary carrier of the second transmission stage in a torque-transmitting manner. It is particularly advantageous that the second parking lock wheel is torsionally connected to the second planetary carrier of the second transmission stage, such that the aforementioned second component of the second transmission stage is the second planetary carrier.

[0016] Therefore, for example, the first transmission stage is a first planetary gear set, also referred to as a first planetary gear assembly. The first planetary gear set has at least one or exactly one first sun gear, at least one or exactly one first ring gear, and a first planet carrier. Furthermore, for example, the first planetary gear set has at least one first planetary gear rotatably held on the first planet carrier and meshes directly with the first sun gear and the first ring gear, wherein the first sun gear does not mesh directly with the first ring gear. Furthermore, preferably, the second transmission stage is a second planetary gear set, also referred to as a second planetary gear assembly. The second planetary gear set has at least one or exactly one second sun gear, at least one or exactly one second ring gear, and a second planet carrier. For example, the second planetary gear set has at least one second planetary gear rotatably held on the second planet carrier and meshes directly with the second ring gear and the second sun gear, respectively, wherein preferably the second sun gear does not mesh directly with the second ring gear.

[0017] Furthermore, according to the present invention, the second parking lock wheel is arranged coaxially with the first parking lock wheel, such that the rotation axes of the parking lock wheels coincide. Preferably, the rotation axis of the corresponding parking lock wheel coincides with the main rotation axis. Preferably, the rotation axis of the corresponding machine coincides with the main rotation axis.

[0018] To achieve parking locks in a particularly cost-effective and space-saving manner, according to the invention, the electric drive system, especially the parking lock, also has exactly one coupling shaft capable of rotating about a coupling shaft rotation axis, particularly relative to the housing. Preferably, the coupling shaft rotation axis is spaced apart from the main rotation axis, wherein the coupling shaft rotation axis extends parallel to the main rotation axis. Via exactly one coupling shaft, two parking lock pawls can be actuated, particularly simultaneously, and thereby simultaneously rotate about their respective pawl rotation axes, particularly relative to the housing. This means that, by rotating the coupling shaft, the parking lock pawls can be rotated, particularly simultaneously, between their respective locked and released positions, particularly relative to the housing.

[0019] Furthermore, according to the invention, the first parking lock pawl and the second parking lock pawl are arranged to be rotatable about a common pawl rotation axis, such that the respective parking lock pawl can rotate relative to the housing about the pawl rotation axis, i.e., can pivot. Therefore, the respective parking lock pawl can rotate relative to the housing about the pawl rotation axis between a respective locked position and a respective released position, i.e., can pivot. Preferably, the pawl rotation axis extends parallel to the respective parking lock wheel rotation axis and thus parallel to the main rotation axis, wherein the pawl rotation axis is spaced apart from the respective parking lock wheel rotation axis and thus from the main rotation axis, such that the pawl rotation axis is preferably arranged parallel to the main rotation axis.

[0020] Here, the axis of rotation of the coupling shaft preferably extends parallel to the axis of rotation of the common pawl and is spaced apart from the axis of rotation of the common pawl, such that the axis of rotation of the coupling shaft is arranged parallel to the axis of rotation of the pawl.

[0021] To achieve a particularly small installation space requirement, according to the invention, the electric drive system, particularly the parking lock, has a first eccentric element connected to a coupling shaft. This first eccentric element is pivotable relative to the housing by rotation of the coupling shaft, particularly about the axis of rotation of the coupling shaft. By means of this first eccentric element, a first parking lock pawl can be actuated by the pivoting of the first eccentric element, thereby enabling rotation about the pawl's rotation axis, particularly relative to the housing. Furthermore, according to the invention, a second eccentric element is included, connected to the coupling shaft. This second eccentric element is pivotable relative to the housing by rotation of the coupling shaft, particularly about the axis of rotation of the coupling shaft. This second eccentric element is preferably a component of the parking lock. By means of this second eccentric element, a second parking lock pawl can be actuated by pivoting the second eccentric element, thereby enabling rotation about the pawl's rotation axis, particularly relative to the housing. Therefore, the parking lock pawl can be actuated, particularly simultaneously, via exactly one coupling shaft, thereby keeping the number of parking lock parts, installation space requirements, weight, and cost within a particularly small range.

[0022] Here, the first eccentric element is advantageously connected to the coupling shaft in a nearly torsion-resistant manner. "Nearly torsion-resistant" means that, according to the invention, the first eccentric element is elastically connected to the coupling shaft such that, although rotation of the coupling shaft also causes rotation of the first eccentric element, if resistance is applied to the first eccentric element, the rotation of the eccentric element can be delayed. The elastic mechanism described herein is well known to those skilled in the art in connection with the tooth-to-tooth positioning problem in parking locks. In the same manner, the second eccentric element is advantageously connected to the coupling shaft in a nearly torsion-resistant manner.

[0023] Within the scope of this disclosure, the feature of two components being connected to each other in a torsionally resistant manner should be understood as follows: the components connected in a torsionally resistant manner are arranged coaxially with each other, and in particular, when the components are driven, they rotate together or simultaneously about a common axis of rotation of the components, with the same angular velocity, particularly relative to the housing. In other words, the feature "torsionally resistant" should be particularly understood to mean that if two elements are arranged coaxially with each other and connected such that they rotate with the same angular velocity, then the two elements are connected in a torsionally resistant manner. The feature "coaxial" should be understood as the two elements being able to rotate about the same axis or be rotationally symmetrical about the same axis.

[0024] The characteristic that two components are connected or coupled to each other in a manner that transmits torque should be understood as that the components are connected or coupled to each other in a manner in which torque can be transmitted between the components. Thus, if the components are connected or coupled to each other in a torsional manner, then the components are also connected or coupled to each other in a manner that transmits torque.

[0025] The characteristic that two components are permanently connected or coupled to each other in a manner that transmits torque should be understood as follows: there is no switching element, for example, that can switch between a coupled state in which the components are connected or coupled to each other in a manner that transmits torque and a decoupled state in which torque cannot be transmitted between the components via a switching element. Rather, the components are always, and therefore permanently connected or coupled to each other in a manner that transmits torque, that is, in a manner in which torque can be transmitted between the components. Thus, for example, one component can be driven by the corresponding other component, and vice versa.

[0026] In particular, the feature that the two components are permanently and torsionally connected or coupled to each other should be understood as not having a switching element that can switch between a coupled state and a decoupled state that allows the components to be torsionally connected or coupled to each other. In the decoupled state, the components are decoupled from each other and can rotate relative to each other, so that torque cannot be transmitted between the components via the switching element. Instead, the components are always, i.e., permanently and torsionally connected or coupled to each other.

[0027] Furthermore, the characteristic that two components can be torsionally connected or coupled to each other should be understood as providing these components with a switching element capable of switching between at least one coupled state and at least one decoupled state. In the coupled state, the components are torsionally connected or coupled to each other by means of the switching element. In the decoupled state, the components are decoupled from each other, such that, in the decoupled state, the components are particularly capable of rotating relative to each other about their rotational axes.

[0028] This also applies to the feature that two components can be connected or coupled to each other in a manner that transmits torque. Therefore, for example, the feature that two components can be connected or coupled to each other in a manner that transmits torque should be understood as providing these components with switching elements capable of switching between at least one connected state and at least one released state. In the connected state, the components are coupled or connected to each other in a manner that transmits torque by means of the switching element, such that torque can be transmitted between the components, particularly via the switching element. In the released state, the components are decoupled from each other, such that torque cannot be transmitted between the components via the switching element in the released state.

[0029] Another embodiment features an actuator, also known as an actuator, configured to drive the coupling shaft and thereby rotate it about an axis of rotation, particularly relative to the housing. Thus, the parking lock pawl can rotate via the coupling shaft by means of the actuator, particularly simultaneously. Therefore, the actuator is also called a central actuator or central actuator. In other words, the parking lock pawl can be actuated and rotated via the coupling shaft by means of a single, single actuator, thereby keeping the number of parking lock parts and therefore cost, installation space requirements, and weight within a particularly small range.

[0030] Here, it has proven particularly advantageous that the actuator includes a third eccentric element, which is permanently and torsionally connected to the coupling shaft. Thus, the actuator is connected to the coupling shaft via the third eccentric element in a torque-transmitting manner, such that by rotating the third eccentric element about the coupling shaft's rotation axis, and particularly relative to the housing, the coupling shaft can rotate about the coupling shaft's rotation axis, and particularly relative to the housing. Specifically, the corresponding eccentric element should be understood as follows: the corresponding eccentric element, for example, has at least one corresponding first surface region having a corresponding first distance to the coupling shaft's rotation axis extending perpendicularly to it. Furthermore, for example, the corresponding eccentric element has at least one corresponding second surface region having a corresponding second distance to the coupling shaft's rotation axis extending perpendicularly to it, wherein the second distance is greater than the first distance. The corresponding surface region can extend flatly, i.e., in a plane, for example, parallel to the coupling shaft's rotation axis, or the corresponding surface region can be curved, i.e., extending curvedly and here, for example, along an imaginary cylindrical outer surface extending along a radius corresponding to the corresponding distance. By using an eccentric element, the parking lock pawl can be actuated and thus rotated in a way that saves a lot of installation space.

[0031] To keep the installation space requirement for the parking lock within a particularly small range, in another design of the invention, the first parking lock wheel, the first rotor, the third eccentric element, the second rotor, and the second parking lock wheel are arranged in the order described above, i.e., in the order mentioned, such that, preferably, when viewed axially along the coupling shaft and therefore along the coupling shaft rotation axis, the first parking lock wheel, the first rotor, the third eccentric element, the second rotor, and the second parking lock wheel are arranged sequentially in the following order: first parking lock wheel—first rotor—third eccentric element—second rotor—second parking lock wheel. In other words, it is therefore configured such that, when viewed axially along the coupling shaft and therefore along the coupling shaft rotation axis, the first rotor follows the first parking lock wheel, the third eccentric element follows the first rotor, the second rotor follows the third eccentric element, and the second parking lock wheel follows the second rotor.

[0032] To enable the parking lock pawl to be actuated in a particularly space-saving manner, thus achieving the parking lock's exceptionally small installation space requirement, another embodiment of the invention provides an actuator with a push rod capable of being displaced relative to the coupling shaft and also relative to the housing along a sliding axis extending perpendicular to the rotation axis of the coupling shaft. This displacement of the push rod allows the third eccentric element to pivot, specifically about the rotation axis of the coupling shaft and relative to the housing, thereby enabling the coupling shaft to rotate about its rotation axis, particularly relative to the housing.

[0033] Preferably, the push rod is rotatably coupled to the third eccentric element about the coupling axis, wherein, most preferably, the coupling axis extends parallel to and spaced apart from the coupling axis of rotation. Preferably, the coupling axis extends parallel to the main axis of rotation and parallel to the pawl axis of rotation, wherein the coupling axis is spaced apart from both the main axis of rotation and the pawl axis of rotation. Therefore, by shifting the push rod, the third eccentric element and the coupling axis of rotation can rotate relative to the housing, thereby allowing the coupling axis to rotate about its rotation axis relative to the housing, and thus the parking lock pawl can be actuated simultaneously. This allows the parking lock to be implemented in a particularly space-saving manner.

[0034] To minimize the installation space required for the parking lock, in another design of the invention, the actuator is coupled to the coupling shaft axially between the first and second eccentric elements, specifically in such a manner that, viewed axially, the actuator is coupled to the coupling shaft at the midpoint between the first and second eccentric elements. The actuator is positioned between the first and second eccentric elements along the axial direction of the coupling shaft.

[0035] Finally, to achieve particularly small installation space requirements, it has proven particularly advantageous that the third eccentric element is torsionally connected to the coupling shaft between the first and second eccentric elements in the axial direction of the coupling shaft, thereby coupling the actuator to the coupling shaft between the first and second eccentric elements in the axial direction of the coupling shaft. Preferably, when viewed in the axial direction of the coupling shaft, the third eccentric element is torsionally connected to the coupling shaft in the middle between the first and second eccentric elements, thereby coupling the actuator to the coupling shaft in the middle between the first and second eccentric elements when viewed in the axial direction of the coupling shaft. This allows for keeping the installation space requirements very small and achieving particularly high parking lock durability.

[0036] The second aspect of the invention relates to a motor vehicle, also simply referred to as a vehicle, preferably constructed as an automobile, particularly a passenger car, having at least one or exactly one electric drive system according to the first aspect of the invention, and particularly capable of being driven by means of the electric drive system, especially purely electric drive. The advantages and advantageous designs of the first aspect of the invention should be regarded as advantages and advantageous designs of the second aspect of the invention, and vice versa. Preferably, the actuator is capable of operating electromechanically or hydraulically, and is therefore an electromechanical actuator or a hydraulic actuator.

[0037] The central actuator may be, for example, a gear pair with a stepper motor. Alternatively or additionally, the central actuator may be, for example, a translation adjustment mechanism having, for example, a push rod. For example, in this actuator, particularly the adjustment mechanism, there is a particularly hydraulic, i.e., hydraulically actuated piston-cylinder unit, by means of which the push rod can be moved, for example.

[0038] Preferably, the corresponding motor configuration is an axial flux motor. Attached Figure Description

[0039] Other advantages, features, and details of the invention will become apparent from the following description of preferred embodiments and with reference to the accompanying drawings. Without departing from the scope of the invention, the features and combinations thereof mentioned in the specification, as well as the features and combinations thereof mentioned in the description of the drawings and / or shown individually in the drawings, may be used not only in their respective combinations, but also in other combinations or individually.

[0040] In the attached diagram:

[0041] Figure 1 A schematic diagram showing a first embodiment of an electric drive system for a motor vehicle; Figure 2 A schematic side view of the parking lock of the electric drive system is shown; and Figure 3 A schematic diagram showing a second embodiment of the electric drive system is provided.

[0042] In the accompanying drawings, the same or functionally identical elements are represented by the same reference numerals. Detailed Implementation

[0043] Figure 1 A first embodiment of an electric drive system 10 for a motor vehicle is illustrated schematically. This motor vehicle can also be simply referred to as a vehicle, and is preferably constructed as an automobile, particularly a passenger car. This means that the motor vehicle can be driven by means of the electric drive system 10, particularly by pure electric drive. The motor vehicle, in its fully manufactured state, has at least two axles arranged sequentially in the longitudinal direction of the vehicle, wherein... Figure 1 The axle marked 12 can be seen. Axle 12 has at least or exactly two wheels, namely a first wheel 14 and a second wheel 16, wherein wheels 14 and 16 are arranged on opposite sides of the motor vehicle in the transverse direction of the vehicle. Wheels 14 and 16 are components of drive system 10. Drive system 10 has a first motor 18 having a first rotor 20 and a first stator 22, by means of which the first stator can drive the first rotor 20, thereby enabling it to rotate relative to the stator 22 about the main rotation axis 24 of drive system 10. Drive system 10 also has a second motor 26 having a second rotor 28 and a second stator 30, by means of which the second stator can drive the rotor 28, thereby enabling it to rotate relative to the stator 30 about the main rotation axis 24. Figure 1 In the illustrated embodiment, motors 18 and 26 are configured as axial flux motors. The drive system 10 also has... Figure 1 The housing 32 is shown schematically, in which rotors 20 and 28 are rotatable relative to the housing 32 about a main rotation axis 24. The drive system 10 has a first transmission stage 34 configured to couple the first rotor 20 to a first wheel 14 in a torque-transmitting manner, such that the wheel 14 can be driven by the rotor 20 via the transmission stage 34. A second transmission stage 36 is also provided, configured to couple the second rotor 28 to a second wheel 16 in a torque-transmitting manner, such that the second wheel 16 can be driven by the second rotor 28 via the second transmission stage 36. In the first embodiment, the drive system 10 does not have a coupling gearbox by which rotors 20 and 28 are coupled or can be coupled to each other.

[0044] The electric drive system 10 also includes a parking lock 38, which has a first parking locking unit 40 and a second parking locking unit 42. The parking locking unit 40 has a first parking locking wheel 44, and the second parking locking unit 42 has a second parking locking wheel 46. The parking locking unit 40 has a first parking locking pawl 48 for locking the first parking locking wheel 44, and the second parking locking unit 42 has a second parking locking pawl 50 for locking the second parking locking wheel 46.

[0045] To achieve a parking lock 38 structure that is particularly cost-effective and space-saving, rotors 20 and 28 are arranged coaxially with each other. Furthermore, the corresponding transmission stages 34 and 36 are constructed as planetary gear sets. Each planetary gear set has corresponding sun gears 52a and 52b, corresponding ring gears 54a and 54b, and planet carriers 56a and 56b. The planetary gear sets are arranged coaxially with each other, allowing the sun gears 52a and 52b and the planet carriers 56a and 56b to rotate relative to the housing 32 about the main rotation axis 24. The ring gears 54a and 54b are permanently and torsionally connected to the housing 32. Each planetary gear set also has at least one corresponding planet gear 58a and 58b, which is rotatably held on the corresponding planet carrier 56a and 56b of the respective planetary gear set. Here, the first parking gear 44 is permanently and torsionally connected to the planet carrier 56a of the first transmission stage 34, and the second parking gear 46 is permanently and torsionally connected to the planet carrier 56b of the second transmission stage 36. Furthermore, parking lock wheels 44 and 46 are arranged coaxially with each other and are therefore able to rotate relative to housing 32 about a common main rotation axis 24. Parking lock pawls 48 and 50 are arranged to rotate about a common pawl rotation axis 60, such that the respective parking lock pawls 48, 50 can rotate relative to housing 32 about the pawl rotation axis 60. The pawl rotation axis 60 is arranged parallel to the main rotation axis 24. This means that the pawl rotation axis 60 extends parallel to and spaced apart from the main rotation axis 24.

[0046] It can be seen that rotors 20 and 28 are arranged coaxially with each other. Furthermore, it can be seen that the first parking lock wheel 44 is permanently and torsionally connected to the planetary carrier 56a, and the second parking lock wheel 46 is permanently and torsionally connected to the second planetary carrier 56b. Moreover, the parking lock wheels 44 and 46 are arranged coaxially with each other and are therefore capable of rotating relative to the housing 32 about the common main axis of rotation 24 shared by the parking lock wheels 44 and 46.

[0047] Combination Figure 2It can be clearly seen that the parking lock 38 has a coupling shaft 62, which is rotatable relative to the housing 32 about a coupling shaft rotation axis 64. The coupling shaft rotation axis 64 extends parallel to the pawl rotation axis 60 and parallel to the main rotation axis 24, and is spaced apart from the pawl rotation axis 60 and the main rotation axis 24, such that the coupling shaft rotation axis 64 is arranged both parallel to the main rotation axis 24 and parallel to the pawl rotation axis 60. Parking lock pawls 48 and 50 can be actuated, particularly simultaneously, via the coupling shaft 62, and thus can rotate, particularly simultaneously, about the pawl rotation axis 60 relative to the housing 32. The parking lock 38 here has a first eccentric element 66 that is torsionally or nearly torsionally connected to the coupling shaft 62 and pivotable by rotation of the coupling shaft 62. By means of this first eccentric element, the pivoting of the first eccentric element 66 actuates the first parking lock pawl 48, thereby enabling it to rotate relative to the housing 32 about the pawl rotation axis 60. The parking lock 38 also has a second eccentric element 68 that is torsionally or nearly torsionally connected to the coupling shaft 62 and pivotable by rotation of the coupling shaft 62. By means of this second eccentric element 68, pivoting of the second eccentric element 68 actuates the second parking lock pawl 50, thereby enabling it to rotate relative to the housing 32 about the pawl rotation axis 60. Furthermore, the parking lock 38 has an actuator 70, also referred to as a central actuator, central actuator, or actuator, by means of which the coupling shaft 62 is driven, thereby enabling it to rotate relative to the housing 32 about the coupling shaft rotation axis 64. Here, the actuator 70 has a third eccentric element 72 that is torsionally, particularly permanently, connected to the coupling shaft 62.

[0048] In the first embodiment, viewed axially along the coupling shaft 62 and thus along the axis of rotation 64 of the coupling shaft, the first parking lock wheel 44, the first rotor 20, the third eccentric element 72, the second rotor 28, and the second parking lock wheel 46 are arranged sequentially, i.e., in order of reference. Specifically, viewed along the main axis of rotation 24, the transmission stage 34, parking lock wheels 44 and 46, and transmission stage 36 are arranged in the following order: transmission stage 34 – parking lock wheel 44 – parking lock wheel 46 – transmission stage 36. Therefore, viewed along the main axis of rotation 24, the parking lock wheels 44 and 46 are arranged inside the transmission stages 34 and 36, which are currently configured as an output gear set.

[0049] from Figure 2As can be clearly seen, actuator 70 has a push rod 74 that is displaceable relative to coupling shaft 62 and relative to housing 32 along a sliding axis extending perpendicular to the coupling shaft rotation axis 64. This should be understood as the sliding axis extending perpendicular to a first plane, and coupling shaft rotation axis 64 extending perpendicular to a second plane, wherein the first and second planes extend perpendicularly to each other. Push rod 74 is pivotally coupled relative to third eccentric element 72 about coupling axis 76, such that push rod 74 is hingedly coupled to eccentric element 72. Coupling axis 76 extends parallel to coupling shaft rotation axis 64, parallel to pawl rotation axis 60, and parallel to main rotation axis 24, and is spaced apart from coupling shaft rotation axis 64, pawl rotation axis 60, and main rotation axis 24. Here, actuator 70 has an actuation unit 78 by means of which push rod 74 is displaceable relative to coupling shaft 62 and relative to housing 32 along the sliding axis. The third eccentric element 72 is torsionally connected to the coupling shaft 62 between the first eccentric element 66 and the second eccentric element 68 in the axial direction of the coupling shaft 62, thereby coupling the actuator 70 to the coupling shaft 62 between the first eccentric element 66 and the second eccentric element 68 in the axial direction of the coupling shaft 62.

[0050] Figure 3 A second embodiment of the drive system 10 is illustrated schematically. In the second embodiment, viewed along the main rotation axis 24, parking lock wheels 44 and 46 are arranged outside the transmission stages 34 and 36, such that, viewed along the main rotation axis 24, the parking lock wheels 44 and 46 and the transmission stages 34 and 36 are arranged sequentially in the following order: first parking lock wheel 44 – first transmission stage 34 – second transmission stage 36 – second parking lock wheel 46.

[0051] Furthermore, in the second embodiment, a coupling transmission 80 is provided, by which rotors 20 and 28 can or have been coupled to each other in a torque-transmitting manner. In this invention, rotors 20 and 28 are permanently coupled to each other in a torque-transmitting manner by means of the coupling transmission 80. The coupling transmission 80, also known as a superimposed transmission or constructed as a superimposed transmission, has at least two planetary gear sets, namely a third planetary gear set 82 and a fourth planetary gear set 84. Planetary gear sets 82 and 84 have ring gears 86 and 88, sun gears 90 and 92, and planet carriers 94 and 96, wherein, for example, planet carriers 94 and 96 are permanently and torsionally connected to each other. Thus, for example, planet carriers 94 and 96 are formed by a common total planet carrier. For example, planet carriers 94 and 96 and ring gears 86 and 88 perform a differential function, such that the coupling transmission 80 is constructed as a differential and / or can operate as a differential. It can be seen that rotor 20 is permanently and torsionally connected to sun gear 92, and rotor 28 is permanently and torsionally connected to sun gear 90, such that rotors 20 and 28 are connected to sun gears 90 and 92. Thus, in addition to the differential function, a superposition function is generated, by which the corresponding first drive torque provided or available by motor 18 via its rotor 20 can be superimposed with the corresponding second drive torque available or available by the second motor 26 via its rotor 28.

[0052] For example, the coupling shaft 62 is configured as a rotationally elastic type. Alternatively or additionally, it is particularly advantageous that the eccentric elements 66 and / or eccentric elements 68 and / or eccentric elements 72 are rotationally elastic, especially relative to the rotation axis 64 of the coupling shaft, and are thus connected to the coupling shaft 62 with near-torsional resistance. Thus, for example, during the engagement process for engaging the corresponding parking lock units 40, 42, if the corresponding parking lock pawls 48, 50 and the corresponding parking lock wheels 44, 46 are in a tooth-to-tooth position, the coupling shaft 62 can be torsion itself about the rotation axis 64 by means of the rotationally elastic connection and / or rotationally elastic design of the coupling shaft 62, especially by means of the push rod 74 to rotate the eccentric element 72 about the rotation axis 64 of the coupling shaft relative to the housing 32. Then, when, for example, the tooth-to-tooth position is eliminated by rotating the corresponding wheels 14, 16 a short distance, the self-torsional coupling shaft 62 can be at least partially relaxed, thereby allowing the corresponding eccentric elements 66, 68 to rotate about the coupling shaft rotation axis 64 relative to the housing 32, and thereby allowing the corresponding parking lock pawls 48, 50 to rotate to engage with the corresponding parking lock wheels 44, 46, thereby engaging the corresponding parking lock units 40, 42.

[0053] List of reference numerals 10 Electric Drive System 12 axles 14 First Wheel 16 Second Wheel 18 First Motor 20 First Rotor 22 First stator 24 main rotation axes 26 Second Motor 28 Second Rotor 30 Second stator 32 shell 34 First transmission stage 36 Second transmission stage 38 parking locks 40 First parking lock unit 42 Second parking lock unit 44 First parking lock wheel 46 Second parking lock wheel 48 First parking lock pawl 50 Second parking lock pawl 52a, b Sun Gear 54a and b gear rings 56a, b planetary frames 58a, b planetary gears 60 Pawl Rotation Axis 62-coupling axis 64-axis coupling rotation axis 66 First eccentric element 68 Second eccentric element 70 actuator 72 Third eccentric element 74 putter 76 Coupled Axis 78 actuators 80-speed coupling transmission 82 Third Planetary Gear Set 84 Fourth Planetary Gear Set 86 gear ring 88 gear ring 90 Sun Gear 92 Sun Gear 94 planetary frames Planetary support 96.

Claims

1. An electric drive system (10) for a motor vehicle, comprising: a first motor (18) having a first rotor (20); a second motor (26) having a second rotor (28); a first wheel (14); a second wheel (16); a first transmission stage (34) configured to couple the first rotor (20) to the first wheel (14) in a torque-transmitting manner; a second transmission stage (36) configured to couple the second rotor (28) to the second wheel (16) in a torque-transmitting manner; a first parking lock wheel (44); a second parking lock wheel (46); a first parking lock pawl (48) for locking the first parking lock wheel (44); and a second parking lock pawl (50) for locking the second parking lock wheel (46). Its features are, - The first rotor (20) and the second rotor (28) are arranged coaxially. - The first parking lock wheel (44) is coupled to the first planetary carrier (56a) of the first transmission stage (34) in a torque-transmitting manner. - The second parking lock wheel (46) is coupled to the second planetary carrier (56b) of the second transmission stage (36) in a torque-transmitting manner, and is arranged coaxially with the first parking lock wheel (44). This includes exactly one coupling shaft (62) that can rotate about the coupling shaft rotation axis (64), via which the two parking lock pawls (48, 50) can be actuated. The first parking lock pawl (48) and the second parking lock pawl (50) are arranged to rotate about a common pawl rotation axis (60). in - Including a first eccentric element (66) elastically connected to the coupling shaft (62) and pivotable by rotation of the coupling shaft (62), by means of the first eccentric element (66), the first parking lock pawl (48) can be actuated by pivoting the first eccentric element (66), thereby enabling it to rotate about the pawl rotation axis (60), wherein if resistance is applied to the first eccentric element (66), the rotation of the first eccentric element (66) can be delayed relative to the coupling shaft (62); and - Includes a second eccentric element (68) elastically connected to the coupling shaft (62) and pivotable by rotation of the coupling shaft (62). By means of the second eccentric element (68), the second parking lock pawl (50) can be actuated by pivoting the second eccentric element (68), thereby enabling it to rotate about the pawl rotation axis (60). If resistance is applied to the second eccentric element (68), the rotation of the second eccentric element (68) can be delayed relative to the coupling shaft (62).

2. The electric drive system (10) according to claim 1. Its features are, An actuator (70) is configured to rotate the coupling shaft (62) about the rotation axis (64) of the coupling shaft.

3. The electric drive system (10) according to claim 2. Its features are, The actuator (70) includes a third eccentric element (72) which is torsionally connected to the coupling shaft (62).

4. The electric drive system (10) according to claim 3. Its features are, In the axial direction of the coupling shaft (62), the first parking lock wheel (44), the first rotor (20), the third eccentric element (72), the second rotor (28) and the second parking lock wheel (46) are arranged in the following order: the first parking lock wheel (44) — the first rotor (20) — the third eccentric element (72) — the second rotor (28) — the second parking lock wheel (46).

5. The electric drive system (10) according to claim 3 or 4. Its features are, The actuator (70) has a push rod (74) that is displaced relative to the coupling shaft (62) along a sliding axis that extends perpendicular to the rotation axis (64) of the coupling shaft. By means of the push rod, the third eccentric element (72) can be pivoted by displacing the push rod (74), thereby enabling the coupling shaft (62) to rotate about the rotation axis (64) of the coupling shaft.

6. The electric drive system (10) according to any one of claims 2 to 5. Its features are, The actuator (70) is coupled to the coupling shaft (62) in the axial direction between the first eccentric element (66) and the second eccentric element (68).

7. The electric drive system (10) according to claim 6, wherein any one of claims 3 to 5 is invoked. Its features are, The third eccentric element (72) is torsionally connected to the coupling shaft (62) between the first eccentric element (66) and the second eccentric element (68) in the axial direction of the coupling shaft (62), thereby the actuator (70) is coupled to the coupling shaft (62) between the first eccentric element (66) and the second eccentric element (68) in the axial direction of the coupling shaft (62).

8. A motor vehicle having an electric drive system (10) according to any one of the preceding claims.

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