Motor vehicle, in particular commercial vehicle

Abstract

The invention relates to a motor vehicle (10) having a steerable first axle (12), a drivable second axle (20), an electric drive (26) for driving the second axle (20), and a traction battery (28) by means of which the electric drive (26) can be supplied with electrical energy stored in the traction battery (28), the electric drive (26) having a housing (28), an electric motor (30) having a stator (32) and a rotor (34) rotatable relative to the stator (32) and relative to the housing (28) about a rotor axis (38), and a first planetary gear (42) arranged coaxially to the rotor axis (38) and having a first component, a second component and a third component.

Description

[0001] This invention relates to a motor vehicle.

[0002] An electric drive system for a vehicle is known from DE 10 2012 220 562 A1, which has an electric motor as a drive / power unit, a two-speed transmission with two shifters as a planetary gear transmission mechanism, and a downstream reducer as a driven / transmission unit. It is also specified that the planetary gear transmission mechanism is engaged to the drive and driven units in such a way that the first gear is designed as a direct drive. The object of the present invention is to provide a motor vehicle with a particularly advantageous electric drive system. This object is accomplished by a motor vehicle having the features described below.

[0003] This invention relates to a motor vehicle, preferably designed as an automobile. In particular, the motor vehicle may be designed as a commercial vehicle and, in this context, a heavy-duty truck (LKW). The motor vehicle has a steerable first axle. The feature “steerable first axle” specifically refers to: the first axle having, for example, at least two first wheels spaced apart from each other laterally along the vehicle and arranged on opposite sides laterally along the vehicle; the first wheels are at least indirectly rotatably connected to a chassis, for example, designed as a frame, and thus can rotate relative to the chassis about a wheel axis of rotation. It is particularly conceivable that the vehicle body (e.g., the cab) is held on the chassis, especially the frame. The first wheels, also simply referred to as the first wheels, can pivot or fully steer relative to the frame (chassis) about, for example, a steering axis extending at least substantially vertically along the vehicle, thereby enabling lane changes, direction changes, and cornering of the motor vehicle. In particular, the first wheels are connected to a steering handle arranged in the interior of the motor vehicle and, for example, designed as a steering wheel, by which the driver can steer the first wheels, particularly by turning the steering handle. Here, the interior is specifically defined by the cab.

[0004] The motor vehicle also has a drivable second axle, which is also referred to as an axle axle. The second axle has at least or exactly two second wheels, which are also simply referred to as second wheels. The second wheels are spaced apart from each other in the lateral direction of the vehicle and arranged on opposite sides in the lateral direction of the vehicle. The second wheels are drivable, thereby the motor vehicle as a whole is drivable. Here, the second wheels are also preferably rotatably connected to the frame at least indirectly about their axes of rotation. It is preferably specified that the axes of rotation of the wheels are parallel to each other and extend laterally along the vehicle, especially when the motor vehicle is traveling straight. The wheels are the ground contact points of the motor vehicle, through which the motor vehicle can be supported or rested on the ground in the vertical direction of the vehicle. If the second wheels and thus the motor vehicle are driven, and the motor vehicle is supported on the ground in the vertical direction of the vehicle through the ground contact points, the motor vehicle travels along the ground, and the wheels roll on the ground.

[0005] The motor vehicle has an electric drive unit for driving the second axle. In other words, the second axle can be driven, particularly purely, by means of the electric drive unit. This specifically means that the second wheels of the second axle can be driven, particularly purely, by means of the electric drive unit, thus the motor vehicle can be driven, particularly purely, by means of the electric drive unit. Therefore, the motor vehicle is preferably designed as a hybrid or electric vehicle. It is particularly conceivable that, with respect to the first and second axles, the electric drive unit can only drive the second axle. This specifically means that, with respect to the first and second wheels, the electric drive unit can only drive the second wheels of the second axle.

[0006] Motor vehicles also have power batteries. Power batteries are electrical storage devices that store or are capable of storing electrical energy. With the help of power batteries, electric drive units can be supplied with the electrical energy stored in the power batteries, thereby enabling motor vehicles to be driven, especially purely on electric power.

[0007] The electric drive unit has a housing and an electric motor comprising a stator and a rotor. The electric motor is also referred to as a first electric motor, hence the stator is also referred to as a first stator, and the rotor as a first rotor. The first rotor can rotate relative to the stator and relative to the housing about a rotor axis, also referred to as the first rotor axis. In particular, the rotor can be driven by means of the stator. For example, the stator and rotor are each at least partially arranged within the housing. It can also be specified that the electric motor can provide torque via its rotor to drive the second axle and thus the vehicle, especially purely electrically. To drive the rotor and thus the second axle by means of the electric motor, the electric motor is supplied with electrical energy stored in a power battery.

[0008] Furthermore, the electric drive unit has a first planetary gear set arranged coaxially with the rotor axis, which has a first component, a second component, and a third component. One component of the first planetary gear set is the first sun gear, also simply referred to as the first sun gear. One component of the first planetary gear set is the first planetary carrier, also simply referred to as the first planetary carrier. One component of the first planetary gear set is the first ring gear of the first planetary gear set. In particular, when at least one component of the first planetary gear set is not anti-rotationally connected to the housing, the at least one component of the first planetary gear set can rotate relative to the housing about the rotation axis of the first gear set, wherein the rotation axis of the first gear set is also referred to as the main rotation axis, designed as the main rotation axis, or coincides with the main rotation axis. Within the scope of this document, "rotatable components arranged coaxially with each other" refers to structural members or components that are particularly rotatable relative to the housing about their respective rotation axes, such as the rotation axis of the first gear set, wherein the rotation axes of the components extend coaxially with each other or coincide. Therefore, the feature "the first planetary gear set is arranged coaxially with or extends the rotor axis" means that the rotation axis of the first gear set and, consequently, the main rotation axis, coincide with the rotor axis. The rotor axis is also referred to as the first rotor rotation axis.

[0009] Furthermore, the feature "the first planetary gear set is arranged coaxially with the rotor axis" preferably means that the components of the first planetary gear set arranged coaxially with each other are arranged coaxially with the rotor and therefore coaxially with the motor.

[0010] Furthermore, the electric drive unit has a second planetary gear set, which is coaxial with the rotor axis and therefore also coaxial with the first planetary gear set. The second planetary gear set has a fourth, fifth, and sixth component. One component of the second planetary gear set is the second sun gear, also referred to as the second sun wheel. One component of the second planetary gear set is the second planetary carrier, also referred to as the second planet carrier. One component of the second planetary gear set is the second ring gear. At least when at least one component of the second planetary gear set is not anti-rotatably connected to the housing, that at least one component of the second planetary gear set can rotate relative to the housing about the rotation axis of the second gear set. Because the planetary gear sets are coaxially arranged, their rotation axes coincide, and the rotation axis of the gear sets coincides with the main rotation axis, or the rotation axis of the second gear set is the main rotation axis, and the first rotor axis also coincides with the rotation axis of the second gear set. Additionally, the components of the second gear set are coaxially arranged with each other.

[0011] The electric motor is also referred to as the first electric motor. When referring to electric motor, stator, rotor, and rotor shaft below, this refers to the first electric motor, the first stator, the first rotor, and the first rotor shaft, unless otherwise stated.

[0012] In a motor vehicle, viewed axially along the first rotor axis, the first electric motor, the first planetary gear set, and the second planetary gear set are arranged sequentially in the following order: electric motor – first planetary gear set – second planetary gear set. In other words, axially along the rotor, the first planetary gear set is positioned after the electric motor, and the second planetary gear set is positioned after the first planetary gear set. Furthermore, axially along the first rotor axis, the first planetary gear set follows the rotor at least partially, especially at least primarily, and therefore at least more than half, or even preferably completely, of the first planetary gear set. Because the rotor's axis of rotation coincides with the main axis of rotation, the axial directions of the rotor and, consequently, the electric motor, correspond to the axial directions of their respective planetary gear sets.

[0013] To achieve a particularly advantageous and especially compact electric drive unit structure, and to advantageously maintain a low complexity of the electric drive unit, the present invention specifies that, in the longitudinal direction of the vehicle, i.e., in the longitudinal direction of the motor vehicle, the first axle, the power battery, the second axle, and the electric drive unit are arranged in the following order, either consecutively or sequentially: first axle – power battery – second axle – electric drive unit. Here, when the motor vehicle is traveling straight and not turning, the longitudinal direction of the vehicle coincides with its direction of travel. It is particularly specified that the longitudinal direction of the vehicle extends perpendicular to the lateral direction of the vehicle, so that when the motor vehicle is traveling straight, the rotation axes of each wheel extend particularly perpendicular to the longitudinal direction of the vehicle.

[0014] Furthermore, this invention specifies that the housing is at least substantially rigidly engaged to the vehicle frame. This means that the housing is engaged to the frame without the aid of this or all of the vehicle's axles, i.e., held to the frame. In other words, the housing is not fixed to the axles; that is, the housing is not held to the frame by means of one of the axles, but is fixed to the frame. Thus, each wheel of each axle can perform compression and rebound movements relative to the frame, especially in the vertical direction of the vehicle, while the housing does not move with the axles or with the wheels relative to the frame. Thus, each wheel also performs compression and rebound movements relative to the housing. In particular, the housing is at least substantially directly engaged to the frame. It is conceivable that the housing is held to the frame elastically and thus vibration-dampingly, i.e., by at least one elastically deformable support, for example, made of rubber, but the housing is not held to the frame by one of the axles, so the force path that can transmit force between the housing and the frame extends from the housing to the frame or in the opposite direction, and therefore does not pass through any of the vehicle's axles.

[0015] Furthermore, this invention specifies that the electric drive device has an angle transmission mechanism / steering mechanism, which is particularly driven by a rotor, so that the second wheels of the drivable or driven second axle can be driven by the rotor and further by the electric motor via the angle transmission mechanism. The angle transmission mechanism specifically refers to the ability to achieve torque steering of, for example, at least 70 degrees, especially at least 80 degrees, and more especially 90 degrees. This specifically means that the electric motor can provide torque through the rotor to drive the second wheels, wherein the torques provided by the electric motor through the rotor and designated for driving the second axle or the second wheels are also referred to as driving torques or driving torques. Each driving torque can be transmitted from the rotor to the second axle and further to each second wheel of the second axle via a torque transmission path. Here, the angle transmission mechanism is arranged in the torque transmission path extending from the rotor to or extending to the second axle. By means of the angle transmission mechanism, each driving torque extending along the torque transmission path is steered, specifically, preferably steered at least 70 degrees, especially at least 80 degrees, and more especially at least or exactly 90 degrees, as described above. This specifically refers to the fact that the first and second portions of the torque transmission path extend at an angle to each other, particularly perpendicularly, and simultaneously enclose an angle, preferably at least 70 degrees, particularly at least 80 degrees, more preferably at least or exactly 90 degrees, wherein, in particular, this angle is the smallest angle enclosed by these portions. Here, these portions are engaged or interoperable with each other, particularly permanently, in a torque-transmitting manner, by an angle transmission mechanism, such that, for example, the input end of the angle transmission mechanism is arranged in the first portion and the output end of the angle transmission mechanism is arranged in the second portion, particularly in such a way that the input and output ends are permanently interoperable or interoperable with each other in a torque-transmitting manner. For example, each driving torque can be transmitted into the angle transmission mechanism through its input end, thereby allowing the angle transmission mechanism to be driven by the rotor. The angle transmission mechanism can provide the torque transmitted into the angle transmission mechanism or other torque derived from the torque transmitted into the angle transmission mechanism through its output end and transmit this torque to the second axle. The angle transmission mechanism enables a very short axial length of the electric drive unit in the rotor and thus the overall electric drive unit.

[0016] Furthermore, according to the invention, a universal joint is provided, which is arranged, for example, in the second part of the torque transmission path. It is therefore preferably provided that the universal joint can be driven by a rotor and, consequently, a motor via an angle transmission mechanism, such that the second axle can be driven by the angle transmission mechanism, particularly the output end of the angle transmission mechanism, via the universal joint. One component of the second planetary gear set is anti-rotationally engaged or operable to the input gear of the angle transmission mechanism. The input gear, also referred to as the input wheel, is arranged at or within the input end of the angle transmission mechanism. In other words, the input gear is a component of the input end of the angle transmission mechanism, so that, for example, driving torques can be transmitted into the angle transmission mechanism via the input gear. Therefore, the input gear is particularly arranged in the first part. The output gear of the angle transmission mechanism (also referred to as the output wheel) is engaged or operable to the input side of the universal joint, particularly in a torque-transmitting manner. Therefore, the output gear is arranged in or at the output end of the angle transmission mechanism. In other words, the output gear of the angle transmission mechanism is a component of the output end of the angle transmission mechanism, such that the angle transmission mechanism can provide driving torque or a corresponding torque derived from the driving torque via the output gear, and that driving torques can be transmitted into the angle transmission mechanism via the input gear. Therefore, for example, the output gear is arranged in the second part. The input side of the universal joint is preferably arranged in the second part, so that the driving torque or other torque provided by the angle transmission mechanism can be transmitted to the universal joint through its input side, and thus can be entered into the universal joint. For example, it is specified that the output gear directly meshes with the input gear. The output gear can be driven by the input gear, so that the universal joint can be driven by the output gear via its input side. Therefore, the universal joint can be driven by the input gear via the output gear.

[0017] The output side of the universal joint engages or can engage with the axle drive mechanism of the second axle. The output side of the universal joint is preferably arranged in a second part of the torque transmission path, wherein the output side can be driven by the input side. Thus, the output side can be driven by the output gear via the input side, and the axle drive mechanism can be driven by the input side via the output side, such that the axle drive mechanism can be driven by the output gear via the universal joint, and thus driven via the angle transmission mechanism. The axle drive mechanism is preferably a differential drive mechanism, also simply referred to as a differential, through which the second wheel can be driven by the universal joint, especially the output side, especially even during cornering. As is known from the general art, the axle drive mechanism is preferably designed to allow different rotational speeds of the second wheels of the second axle when the vehicle is cornering, and especially the second wheels are engaged with the universal joint in a torque-transmitting manner via the axle drive mechanism and are driven by the universal joint, especially via the axle drive mechanism, thereby driving the vehicle.

[0018] Within the scope of this document, the feature "two components are interconnected in a rotationally resistant manner" means that these components are arranged coaxially with each other and interconnected in such a way that they rotate together with the same angular velocity, particularly about a common axis of rotation of these components, especially relative to the aforementioned housing. The feature "two components are permanently interconnected in a rotationally resistant manner" means, for example, that there is no switching element that allows the components to be switched between an engaged state in which they are interconnected in a rotationally resistant manner and a disengaged state that allows the components to rotate relative to each other, particularly about the axis of rotation of the components, rather than the components being always or permanently (always) interconnected in a rotationally resistant manner. The feature "the two components are interconnected in a rotationally resistant manner" specifically means that these components are equipped with a switching element that allows them to be switched between at least one engaged state and at least one disengaged state. In the engaged state, the components are interconnected in a rotationally resistant manner by means of the switching element. In the disengaged state, the components are separated from each other, and thus, in the disengaged state, the components can rotate relative to each other, particularly about the axis of rotation of the components.

[0019] The feature "two components are interconnected in a torque-transmitting manner" means that torque can be transmitted between the components, that is, torque can be transmitted from one component to another, so that, for example, one component can drive the other component. If the two components are engaged or connected in a torque-transmitting manner, the components do not necessarily have to be arranged coaxially with each other. Components that are interconnected in a rotationally resistant manner are also engaged in a torque-transmitting manner, wherein the reverse is not necessarily true. The feature "two components are permanently connected or engaged in a torque-transmitting manner" means that, for example, there is no switching element that can switch between an engaged state in which the components are interconnected or engaged in a torque-transmitting manner and a disengaged state in which torque cannot be transmitted between the components by means of a connecting element, but rather the components are always or permanently connected or engaged in a torque-transmitting manner. Therefore, the feature "two components can be interconnected or engaged in a torque-transmitting manner" specifically means that these components are equipped with a switching element that can switch between at least one engaged state and at least one disengaged state. In the engaged state, the components are interconnected in a torque-transmitting manner by means of a switching element, so that torque can be transmitted between the components through the switching element. Thus, one component can drive the other component through the switching element. In the separated state, the components are separated from each other, so torque cannot be transmitted between the components in the separated state.

[0020] Therefore, in connection with this and with respect to angular transmission mechanisms, it can be stipulated, for example, that the output gear and the input gear can be engaged with each other in an anti-rotational manner. It is particularly conceivable that the input gear and the output gear are engaged with each other, especially permanently, in a manner that transmits torque, i.e., the input gear meshes directly with the output gear. However, because the angular transmission mechanism causes the aforementioned torque reversal, i.e., the input gear is arranged in a first part and the output gear is arranged in a second part that extends obliquely or vertically relative to the first part, the output gear and the input gear are not arranged coaxially with each other. For example, the input gear can rotate relative to the housing about its axis of rotation, and the output gear can rotate relative to the housing about its axis of rotation, wherein the axis of rotation of the output gear extends obliquely or vertically relative to the axis of rotation of the input gear, and especially the input gear and the output gear are engaged with each other, especially permanently, in a manner that transmits torque, particularly directly meshing with each other. It is conceivable that the axis of rotation of the input gear extends in the first part or coincides with the first part of the torque transmission path, wherein, for example, the axis of rotation of the output gear extends in the second part or coincides with the second part. Using an angle transmission mechanism, the electric drive unit can be mounted laterally, i.e., inserted laterally, so that the rotor's axial direction, i.e., the first rotor axis or the main rotation axis, extends obliquely or preferably perpendicularly relative to the vehicle's longitudinal direction. It is particularly conceivable that the first portion coincides with the main rotation axis and thus extends obliquely or perpendicularly relative to the vehicle's longitudinal direction, while the second portion extends longitudinally and thus coincides with the vehicle's longitudinal direction. Therefore, the respective driving torques can be advantageously transmitted to the second axle via the angle transmission mechanism and the universal joint, and the electric drive unit can be mounted laterally, especially longitudinally behind the second axle. Furthermore, because the housing and consequently the electric drive unit are not fixed to the axle but to the frame, the housing or electric drive unit is not unsprung mass but sprung mass, thus avoiding excessive wear. Another advantage of arranging the electric drive unit longitudinally behind the second axle is that the power battery can be arranged longitudinally between the first and second axles. This allows for the advantageous size and particularly high energy storage capacity of the power battery.

[0021] For example, the input gear of an angle transmission mechanism is a disc gear, while the output gear of the angle transmission mechanism can be a bevel gear. Alternatively or additionally, it is conceivable that, in particular, the second bevel gear is connected to or can be connected to a universal joint, especially the output side of the universal joint, in a torque-transmitting manner, particularly in a rotationally resistant manner. It is also conceivable that the axle transmission mechanism has, in particular, a second disc gear, which is connected or engaged to the second bevel gear in a torque-transmitting manner, especially in such a way that the second bevel gear meshes directly with the second disc gear. This can exhibit a particularly advantageous, compact, and low-wear torque transmission.

[0022] By arranging these two planetary gear sets, the overall length of the electric drive unit extending axially along the rotor and thus the electric drive unit can be kept very short, resulting in a very compact structure. Therefore, the electric drive unit can be advantageously mounted or installed laterally. Furthermore, the electric drive unit can thus be positioned behind the second axle, thereby providing more structural space between the axles for other components compared to arranging the electric drive unit longitudinally between the axles. Additionally, at least the following advantages can be achieved:

[0023] - The modular construction of the electric drive unit allows for electrification, particularly for different vehicle types, tonnages, and / or axles; that is, the vehicle can be designed as a pure electric vehicle or a hybrid vehicle.

[0024] - The structural space is advantageous due to the lateral mounting of the electric drive unit and its use as a rear-mounted power source.

[0025] - Maintain very low complexity of electric drive devices, resulting in low costs and high versatility in research, development, manufacturing, maintenance, or repair.

[0026] In an advantageous design of the invention, the output gear of the angular transmission mechanism is permanently engaged, i.e., connected, with the first gear of a cylindrical gear stage in an anti-rotational manner. This enables particularly efficient operation and allows for a very compact configuration of the electric drive unit. A particularly significant advantage of this embodiment is that it exhibits a very advantageous overall gear ratio for the electric drive unit. Furthermore, the drivable second axle, also known as the main drive shaft, can be well positioned, especially relative to components arranged or capable of being arranged coaxially with the main rotation axis. In particular, the advantageous positioning of the main rotation axis in its mounted state within the vehicle can be achieved such that it is positioned as high as possible vertically in the vehicle and as centrally located as possible laterally between two opposing sides along the vehicle's transverse direction.

[0027] It is particularly advantageous that the second gear of the cylindrical gear stage is permanently engaged, i.e., connected, with the input side of the universal joint in an anti-rotational manner. It is specifically stipulated that the first gear meshes directly with the second gear. This results in a very compact construction and highly efficient operation.

[0028] Another embodiment features an electric drive device with a first switching element, through which the third component can be anti-rotatably engaged, i.e., connected, to the rotor. The first switching element can thus be switched between at least one first engaged state and at least one first disengaged state. For example, the first switching element can move, particularly translationally and / or relative to the housing and / or axially along the rotor, i.e., along the rotor axis or along a direction of movement extending parallel to the rotor axis, between at least one first engaged position and at least one first disengaged position. Here, the first engaged position results in the first engaged state, and the first disengaged position results in the first disengaged state. In the first engaged state, i.e., the first engaged position, the third component is anti-rotatably engaged, i.e., connected to the rotor by means of the first switching element. In the first disengaged state, i.e., the first disengaged position, the first switching element allows the third component to rotate relative to the rotor about the main rotation axis.

[0029] Furthermore, a second switching element is provided, through which the third component can be anti-rotatably engaged, i.e., connected, to the housing. Therefore, the second switching element can switch between at least one second engaged state and at least one second disengaged state. In particular, the second switching element can move, especially translationally and / or relative to the housing and / or axially along the rotor, i.e., along the rotor axis or along the aforementioned direction of movement, between at least one second engaged position and at least one second disengaged position. The second engaged position results in the second engaged state, and the second disengaged position results in the second disengaged state. In the second engaged state, the third component is anti-rotatably engaged, i.e., connected to the housing, by means of the second switching element. In the second disengaged state, the second switching element allows the third component to rotate relative to the housing about the main rotation axis.

[0030] Furthermore, a third switching element is preferably provided, thereby enabling the first component to be anti-rotatably engaged, i.e., connected, to the rotor. The third switching element can, for example, switch between at least one third engaged state and at least one third disengaged state. In particular, the third switching element can, for example, move translationally and / or relative to the housing and / or along the rotor axial direction and thus along the rotor axis between at least one third engaged position achieving the third engaged state and at least one third disengaged position achieving the third disengaged state. In the third engaged state, the first component is anti-rotatably engaged to the rotor by means of the third switching element. In the third disengaged state, the third switching element allows the first component to rotate relative to the rotor about the main rotation axis.

[0031] Preferably, a fourth switching element is provided, thereby enabling the first component to be anti-rotatably engaged to the housing. Here, for example, the fourth switching element can switch between a fourth engaged state and a fourth disengaged state. In particular, the fourth switching element can move, for example, translationally and / or relative to the housing and / or along the rotor axial direction between at least one fourth engaged position achieving the fourth engaged state and at least one fourth disengaged position achieving the fourth disengaged state. In the fourth engaged state, the first component is anti-rotatably engaged to the housing by means of the fourth switching element. In the fourth disengaged state, the fourth switching element allows the first component to rotate relative to the housing about the main rotation axis. Here, the fourth switching element is located on the side of the motor facing away from the first planetary gear set in the rotor axial direction.

[0032] Preferably, a fifth switching element is provided, thereby enabling the second component and the fourth component to be engaged, i.e., connected, without rotation. Thus, for example, the fifth switching element can switch between a fifth engaged state and a fifth disengaged state. For example, the fifth switching element can move, particularly relative to the housing and / or in a translational manner and / or along the rotor axis, between at least one fifth engaged position resulting in a fifth engaged state and at least one fifth disengaged position resulting in a fifth disengaged state. In the fifth engaged state, the second component is engaged, i.e. connected, to the fourth component without rotation by means of the fifth switching element. In the fifth disengaged state, the fifth switching element allows the second component to rotate, particularly about the main rotation axis, relative to the fourth component.

[0033] The fifth component is anti-rotatably engaged or can be engaged with the input gear of the angular transmission mechanism. By using a switching element, advantageous maneuverability and, consequently, high efficiency can be achieved in a way that is highly spatially advantageous. In particular, multiple, especially switchable, electric drive gears, wherein these gears, for example, differ in their respective transmission ratios, can thus be achieved in a spatially advantageous manner.

[0034] In another particularly advantageous embodiment of the invention, the fifth switching member is designed to engage the second component anti-rotationally to the fourth component and anti-rotationally to the sixth component. For example, the fifth switching member can be switched to a sixth engagement state. For example, the fifth switching member can also move, particularly relative to the housing and / or in a translational manner and / or along the rotor axial direction, to at least one sixth engagement position resulting in the sixth engagement state. In the sixth engagement state, the second component is anti-rotationally engaged to the sixth component by means of the fifth switching member. It is conceivable that, in the sixth engagement state, the fifth switching member allows the fourth component to rotate, particularly about the main rotation axis, relative to the second component and / or relative to the sixth component. It is also conceivable that, in the fifth engagement state, the fifth switching member allows the sixth component to rotate, particularly about the main rotation axis, relative to the second component and relative to the fourth component. Furthermore, it is conceivable, for example, that, in the fifth disengagement state, the fifth switching member allows the second component to rotate, particularly about the main rotation axis, relative to the fourth component and relative to the sixth component. It is also conceivable that the fifth disengagement state corresponds to the sixth engagement state. Additionally, for example, the fifth switching member can be switched to a seventh engagement state. For example, the fifth switching member can move, particularly relative to the housing and / or in a translational manner and / or along the rotor axial direction, to at least one seventh engagement position resulting in the seventh engagement state. In the seventh engagement state, for example, the fourth and sixth components are simultaneously and anti-rotatably connected to the second component by means of the fifth switching element. Thus, highly advantageous mobility can be achieved in a way that is very advantageous in terms of structural space.

[0035] As an alternative, it is conceivable to use another switching element provided in addition to the first, second, third, fourth and fifth switching elements, wherein, for example, the second component can be anti-rotationally engaged to the fourth component by means of the fifth switching element, and wherein the second component can be anti-rotationally engaged or connected to the sixth component by means of the other switching element.

[0036] Another embodiment features a sixth switching element, which allows the sixth component to be anti-rotatably engaged to the housing. Thus, for example, the sixth switching element can switch between at least one eighth engaged state and at least one seventh disengaged state. For example, the sixth switching element can move, particularly translationally and / or relative to the housing and / or along the rotor axis, between at least one eighth engaged position achieving the eighth engaged state and at least one seventh disengaged position achieving the seventh disengaged state. In the eighth engaged state, the sixth component is anti-rotatably engaged to the housing by means of the sixth switching element, and is thus anti-rotatably fixed to the housing. In the seventh disengaged state, the sixth switching element allows the sixth component to rotate, particularly about the main rotation axis, relative to the housing. This allows for highly efficient operation with an advantageous structural space.

[0037] To maintain a small number of parts, low cost, low weight, and minimal structural space requirements, another design of the invention specifies that the third and fourth switching elements are arranged adjacent to each other axially, i.e., axially along the rotor, and are combined to form a clutch switching element with at least two switching positions. In particular, it is conceivable that the third and fourth switching elements are integrally formed. Thus, for example, the third engagement position corresponds to the fourth disengagement position, or the third engagement state corresponds to the fourth disengagement state, and the fourth disengagement position preferably corresponds to the fourth engagement position, or the third disengagement state corresponds to the fourth engagement state. Thus, for example, the first switching position is either the third engagement position or the fourth disengagement position, and the second switching position is, for example, either the fourth engagement position or the third disengagement position.

[0038] In another particularly advantageous embodiment of the invention, a seventh switching element is provided, thereby enabling the fourth component to be rotate-resistantly engaged to the housing. Thus, for example, the seventh switching element can switch between a tenth engaged state and an eighth disengaged state. For example, the seventh switching element can move, particularly translationally and / or relative to the housing and / or axially along the rotor, between at least one tenth engaged position resulting in the tenth engaged state and at least one eighth disengaged position resulting in the eighth disengaged state. In the tenth engaged state, the fourth component is rotate-resistantly engaged to the housing by means of the seventh switching element, i.e., rotate-resistantly fixed to the housing. In the eighth disengaged state, the seventh switching element allows the fourth component to rotate, particularly about the main rotation axis, relative to the housing. This allows for particularly advantageous maneuverability in a structurally advantageous manner.

[0039] Within the scope of this document, ordinal numbers, such as “first,” “second,” “third,” “fourth,” “fifth,” “sixth,” “seventh,” etc., used in this specification (unless otherwise stated) should not be understood as ordinal numbers indicating order or quantity themselves. Rather, ordinal numbers used in this specification (unless otherwise stated) should be regarded as adjectives in order to distinguish terms associated with their respective ordinal numbers, such as “switching element,” “engaged state,” “disengaged state,” “engaged position,” “disengaged position,” etc., so that they can be conceptually distinguished and clearly referred to as terms associated with ordinal numbers.

[0040] Another embodiment features a fourth switching element, an electric motor, a first planetary gear set, a second planetary gear set, an input gear, and a seventh switching element arranged in the direction of the drivable second axle (main drive shaft) and therefore, especially along the rotor axis, in the following order or sequential arrangement: fourth switching element – ​​electric motor – first planetary gear set – second planetary gear set – input gear – seventh switching element. This demonstrates a configuration with highly advantageous structural space for the electric drive unit.

[0041] In another particularly advantageous embodiment of the invention, the motor vehicle includes a second electric motor arranged coaxially with the electric motor, having a second stator and a second rotor rotatable relative to the second stator. In particular, the second rotor is rotatable relative to the stator about a second rotor axis, also referred to as the second rotor rotation axis. Because the electric motors are arranged coaxially with each other, the rotors are also arranged coaxially with each other, such that their rotor axes coincide. Therefore, the second rotor axis coincides with the main rotation axis, such that the second electric motor or the second rotor is also arranged coaxially with the planetary gear set. Here, the second rotor is anti-rotationally engaged or can be engaged with one of the components of the second planetary gear set. This allows for a highly advantageous drive configuration with a spatially advantageous structure.

[0042] This fact shows that it is very advantageous that the second rotor is anti-rotatingly engaged or can be engaged to the fourth component, thereby exhibiting excellent maneuverability in a particularly advantageous manner with a structural space.

[0043] In other particularly advantageous designs of the invention, the first electric motor, the first planetary gear set, the second planetary gear set, the input gear, and the second electric motor are arranged in succession in the direction of the drivable second axle and therefore, for example, along the rotor axis, as follows: first electric motor – first planetary gear set – second planetary gear set – input gear – second electric motor. This results in a configuration that is very advantageous in terms of structural space.

[0044] In other advantageous embodiments of the invention, the motor vehicle includes another electric motor having another stator and another rotor, the other rotor being arranged coaxially with the first rotor and the planetary gear set. Thus, the other electric motor is arranged coaxially with the first electric motor. For example, the other rotor can rotate relative to the other stator about another rotor axis. Because the other electric motor is coaxial with the first electric motor and coaxially with the planetary gear set, the axis of the other rotor coincides with the axis of the first rotor and the main rotation axis. A third planetary gear set is provided here, having a seventh, eighth, and ninth component. One component of the third planetary gear set is the third sun gear, also known as the third sun gear. One component of the third planetary gear set is the third planetary carrier, also known as the third planetary carrier. One component of the third planetary gear set is the third ring gear.

[0045] In this embodiment, a fourth planetary gear set is further provided, which has a tenth, eleventh, and twelfth component. One component of the fourth planetary gear set is the fourth sun gear, also referred to as the fourth sun wheel. One component of the fourth planetary gear set is the fourth planet carrier, also referred to as the fourth planet carrier. One component of the fourth planetary gear set is the fourth ring gear. For example, each planetary gear set has at least one or more planet gears, wherein each planet gear is rotatably held on its respective planet carrier. It is particularly specified here that each planet gear of each planetary gear set meshes directly with both its respective sun gear and its respective ring gear.

[0046] Preferably, the second rotor is anti-rotationally engaged or operable to the seventh component, wherein the eighth component is engaged or operable to the tenth component, particularly in a torque-transmitting or anti-rotational manner, and wherein the eleventh component is anti-rotationally engaged or operable to the input gear of the angular transmission mechanism. This allows the electric drive unit to exhibit very high power in a particularly advantageous manner in terms of structural space, making it particularly advantageous for use in heavy-duty motor vehicles and for effectively and efficiently driving, especially purely electric, such heavy-duty motor vehicles.

[0047] Finally, it has been found that, particularly advantageously, when viewed from the direction of the drivable second axle or especially from the rotor axis, the first electric motor, the first planetary gear set, the second planetary gear set, the input gear of the angle transmission mechanism, the fourth planetary gear set, the third planetary gear set, and the other electric motor are arranged in the following sequence: first electric motor – first planetary gear set – second planetary gear set – input gear of the angle transmission mechanism – fourth planetary gear set – third planetary gear set – other electric motor. This demonstrates a highly advantageous arrangement in terms of the structural space of the electric drive unit.

[0048] Other advantages, features, and details of the invention will become apparent from the following description of preferred embodiments and in conjunction with the accompanying drawings. The features and combinations of features mentioned above in the specification, as well as the features and combinations of features mentioned below in the description of the drawings and / or shown separately in the drawings, can be used not only in their respective specified combinations, but also in other combinations or individually, without departing from the scope of the invention. In the drawings:

[0049] Figure 1 A top view schematic diagram of a motor vehicle with an electric drive system is shown;

[0050] Figure 2 A schematic diagram showing a first embodiment of the electric drive device;

[0051] Figure 3 A schematic diagram showing a second embodiment of the electric drive device;

[0052] Figure 4 A schematic diagram showing a third embodiment of the electric drive device is provided.

[0053] In the figure, identical or functionally identical parts are labeled with the same reference numerals.

[0054] Figure 1 A top-view schematic diagram shows a motor vehicle 10, preferably designed as an automobile. More preferably, the motor vehicle 10 is designed as a commercial vehicle, particularly a truck (LKW). The motor vehicle 10 has a first axle 12, also referred to as a first axle. The first axle 12 is a steerable axle. This means that the first axle 12 has at least or exactly two first wheels 14, also referred to as first wheels. (The last sentence appears to be incomplete and possibly refers to a different vehicle.) Figure 1 As seen in the image, the wheels 14 are spaced apart from each other in the lateral direction of the vehicle and are arranged on opposite sides SE1 and SE2 of the motor vehicle 10 in the lateral direction of the vehicle. The lateral direction of the vehicle... Figure 1 The double arrow 16 indicates this. The wheels 14 can, in particular, revolve around their respective hinge axes relative to each other. Figure 1 The vehicle body 10 (not shown) pivots and thus turns, thereby enabling the vehicle 10 to change lanes, change direction, and corner. Figure 1 In this configuration, the wheels 14 are in an upright position, thereby enabling the vehicle 10 to travel in a straight line. Therefore, the vehicle 10 can travel in a straight line with the wheels 14 in an upright position. The vehicle 10 also includes a frame 18, also known as a chassis. For example, the frame 18 is designed as a matrix frame. The aforementioned body is preferably constructed separately from and held on the frame 18. This body, for example, is the driver's cab, which defines an interior space of the vehicle 10. Here, especially during the movement of the vehicle 10, the driver of the vehicle 10 can remain in the interior space and thus remain in the vehicle body.

[0055] Motor vehicle 10 also includes at least or exactly one second axle 20, also known as a second axle. (The last part, "can be seen from...", seems unrelated and likely refers to a different vehicle.) Figure 1 As can be seen, axles 12 and 20 are arranged consecutively or sequentially along the longitudinal direction of the vehicle. Figure 1 The middle is indicated by double arrows 22 and is perpendicular to the vehicle's transverse direction. The second axle 20 has at least or exactly two second wheels 24, also referred to as second wheels. The wheels 24 are spaced apart from each other in the vehicle's transverse direction and are arranged on corresponding sides SE1, SE2 that are opposite each other in the vehicle's transverse direction. Figure 1Arrow 27 indicates the forward direction of the motor vehicle 10, which travels forward along or in its forward direction. Regarding the forward direction parallel to or coinciding with the longitudinal direction of the vehicle, side SE1 is the right side of the motor vehicle 10, and side SE2 is the left side of the motor vehicle 10. In the longitudinal direction of the vehicle, the axle 20 is arranged within the axle 12. The axle 20 is a driven, i.e., a drivable axle. Specifically, the motor vehicle 10 has an electric drive unit 26, thereby enabling the axle 20, i.e., the wheels 24, to be driven, primarily electrically. Thus, the motor vehicle can be driven, primarily electrically, by means of the electric drive unit 26, wherein the motor vehicle 10 can be designed, for example, as a pure electric vehicle or a hybrid vehicle.

[0056] The motor vehicle 10 has a power battery 29, which is arranged, for example, longitudinally between axles 12 and 20. The power battery 29 is an energy storage device capable of storing or containing electrical energy. Preferably, the power battery 29 is a high-voltage component, with a voltage, particularly its operating voltage or rated voltage, preferably greater than 50 volts, especially greater than 60 volts, and more preferably reaching several hundred volts. As will be detailed below, the electric drive unit 26 can be supplied with the electrical energy stored in the power battery 29 to thereby drive the wheels 24, for example, particularly purely electrically. In particular, the electrical energy can be stored or is stored in the power battery 29 in an electrochemical form.

[0057] From Figure 1 It is clearly seen that the electric drive unit 26 is arranged longitudinally in the vehicle, and especially in the direction of travel, behind the axle 20 which is located longitudinally behind the axle 12. Thus, a considerable amount of space can be provided longitudinally between the axles 12 and 20, which can be used to advantageously arrange the power battery 29 and / or other components.

[0058] Figure 2 A first embodiment of the electric drive device 26 is shown. The electric drive device 26 has, as shown in the diagram... Figure 2 The housing 28 and at least one electric motor 30, also referred to as the first electric motor, are shown schematically. The electric motor 30 has a stator 32, also referred to as the first stator. Furthermore, the electric motor 30 has a rotor 34, also referred to as the first rotor. The rotor 34 includes a rotor shaft 36, also referred to as the first rotor shaft. In particular, the rotor 34 can be driven by means of the stator 32, and thereby rotates about the first rotor axis 38 relative to the housing 28 and relative to the stator 32. The first rotor axis 38, also simply referred to as the rotor shaft, coincides with the main rotation axis 40, which will be described in detail below. In particular, the electric motor 30 can provide torque as a driving torque through its rotor 34 and therefore, especially through the rotor shaft 36, thereby enabling the wheels 24 and, consequently, the motor vehicle 10 to be driven, particularly purely electrically.

[0059] The electric drive unit 26 has a first planetary gear set 42, which is coaxial with the first rotor axis 38 and therefore coaxial with the rotor 34 and the motor 30. The first planetary gear set 42 has a first component, a second component, and a third component. Figure 2 In the first embodiment shown, the first component is a first sun gear 44, also referred to as the first sun wheel. Furthermore, the second component is a first planetary carrier 46, also referred to as the first planetary carrier. The third component is a first ring gear 48. Additionally, the first planetary gear set 42 includes a first planetary gear 50, which is rotatably mounted on the planetary carrier 46 and thus respectively meshes directly with or engages with the ring gear 48 and, in particular, directly with or engages with the sun gear 44. When at least one component of the planetary gear set 42 (here, the sun gear 44 and the planetary carrier 46) is not anti-rotatably connected to the housing, at least this one component of the planetary gear set 42 is rotatable relative to the housing 28 about the first planetary gear set rotation axis. Here, the first planetary gear set rotation axis coincides with or is the main rotation axis 40, such that the planetary gear set 42 is arranged coaxially with the motor 30.

[0060] Additionally, the electric drive unit 26 has a second planetary gear set 52, which is coaxial with the first rotor shaft 38 and therefore coaxial with the rotor 34, the motor 30, and the first planetary gear set 42. The second planetary gear set 52 has a fourth component, a fifth component, and a sixth component. Figure 2In the first embodiment shown, the fifth component is the second sun gear 54, also referred to as the second sun wheel. The fifth component in the first embodiment is the second planetary carrier 56, also referred to as the second planetary carrier. Furthermore, the sixth component is the second ring gear 58. Additionally, the second planetary gear set 52 has at least one or more second planetary gears 60, which are rotatably held on the second planetary carrier and, on the one hand, directly mesh or engage with the second ring gear 58, and on the other hand, directly mesh or engage with the second sun gear 54. When at least one component of the second planetary gear set 52 (here, the sun gear 54 and the planetary carrier 56) is not anti-rotatably connected to the housing 28, at least this one component of the second planetary gear set 52 can rotate relative to the housing 28 about the rotation axis of the second planetary gear set. Here, the rotation axis of the second planetary gear set coincides with the rotation axis of the first planetary gear set, and therefore coincides with the first rotor axis 38 and the main rotation axis 40. This results in the components of planetary gear set 52 being arranged coaxially with each other, and the components of planetary gear set 42 being arranged coaxially with each other. Furthermore, the components of planetary gear set 52 are coaxial with the components of planetary gear set 42, coaxial with rotor 34 and therefore coaxial with rotor shaft 36, and coaxial with motor 30 and therefore coaxial with first rotor axis 38. In other words, planetary gear sets 42 and 45 are coaxial with each other and respectively coaxial with motor 30. In the axial direction of rotor 34, i.e., along the first rotor axis 38 and therefore along the main rotation axis 40, motor 30, first planetary gear set 42, and second planetary gear set 52 are arranged in the following order: motor 30 – first planetary gear set 42 – second planetary gear set 52.

[0061] When the main rotation axis 40 is mentioned below, it also refers to (unless otherwise stated) the first rotor axis 38 and the rotation axes of each planetary gear set, because the main rotation axis 40 coincides with the first rotor axis and the rotation axes of the planetary gear sets.

[0062] It can be clearly seen from Figure 2 As seen in the image, the rotor axis 38 is orthogonal to, that is, perpendicular to, the axis. Figure 2 The vehicle extends longitudinally, as indicated by double arrow 22, so the main rotation axis 40 or the first rotor axis 38 extends at least substantially parallel to the vehicle's transverse direction (double arrow 16). Therefore, the transverse mounting of the electric drive unit 26 is specified. In other words, the electric drive unit 26 is transversely inserted or transversely mounted.

[0063] To achieve a compact configuration and efficient operation, the first axle 12, power battery 29, second axle 20, and electric drive unit 26 are arranged longitudinally in the following order: first axle 12 – power battery 29 – second axle 20 – electric drive unit 26. Furthermore, the housing 28 is rigidly attached to the frame 18 without the aid of axles 12 and 20. In other words, the electric drive unit 26 is not attached to the axle, i.e., not by means of one of the axles 12 or 20, and therefore not by means of axle suspension, but rather the housing 28 or the electric drive unit 26 is fixed to the frame. Naturally, the term "rigidly attached" also includes connections that provide slight damping, such as those connected to the frame 18 via rubber dampers (if present). The term "rigidly attached" should primarily refer to the absence of an axle suspension between the housing 28 and the frame 18 in terms of function. Therefore, the housing 28, together with the frame 18, is spring-supported relative to the wheels 14 and 24. Thus, for example, when the wheels 14 and 24 travel over uneven surfaces on the road surface driven by the vehicle 10, the compression and rebound movements of the wheels 14 and 24 relative to the frame 18, at least substantially in the vertical direction of the vehicle, do not cause the housing 28 to undergo compression and rebound movements relative to the frame 18. Therefore, the housing 28 is not an unsprung mass like, for example, the wheels 14 and 24, but rather a sprung mass like the frame 18, thus preventing excessive wear.

[0064] In addition, the electric drive unit 26 has an angle transmission mechanism 62, and the motor vehicle 10 has an angle transmission mechanism 62. Figure 1 and 2 The universal joint 64, shown schematically, extends forward, for example, from the angle transmission mechanism 62 in the vehicle's longitudinal direction, i.e., parallel to or inclined relative to the vehicle's longitudinal direction, to the driveable axle 20. The angle transmission mechanism 62 has an input gear 66 and an output gear 68 that meshes or engages directly with or is engaged with the input gear 66. Figure 2 In the first embodiment shown, for example, the input gear 66 is a disc gear, while the output gear 68 is, for example, a bevel gear. One component of the second planetary gear set 52 is rotationally engaged or can be engaged with the input gear 66. In the first embodiment, the input gear 66 is particularly permanently rotationally engaged, i.e., connected to the planetary gear carrier 56. Thus, the input gear 66 can be driven by the planetary gear carrier 56, such that the output gear 68 can be driven by the planetary gear carrier 56 via the input gear 66.

[0065] The output gear 68 is at least indirectly engaged or engageable to the input side E of the universal joint 64, particularly in a torque-transmitting manner, so that the universal joint 64 can be driven by the output gear 68 and further by the angle transmission mechanism 62 via its input side E. Thus, the universal joint 64 can be driven by the input gear 66 via the output gear 68 and by the planetary gear carrier 56 via the input gear. The universal joint 64 also has an output side A that can be driven by the input side E, which is particularly permanently engaged or engageable to the input side E in a torque-transmitting manner and particularly anti-rotationally. In particular, the input side E is specifically designed to be permanently engaged to the output side A in a torque-transmitting manner. The output side A of the universal joint 64 is engaged or engageable to the axle drive mechanism 70 of the driveable axle 20, also called a differential or designed as a differential. It is particularly conceivable that the output side A is particularly permanently engaged or engageable to the axle drive mechanism 70 in a torque-transmitting manner. Therefore, the axle drive mechanism 70 can be driven by the output side A and via the output side A by the input side E. As can be seen, wheel 24 can be driven via universal joint 64 through axle drive mechanism 70 and via this universal joint by electric drive unit 26, particularly in a purely electric manner. The feature "universal joint 64 extends parallel or obliquely relative to the vehicle longitudinal direction" specifically refers to the axial direction of universal joint 64 extending parallel or obliquely relative to the vehicle longitudinal direction. The torque provided by electric drive unit 26 for driving wheel 24 via angle transmission mechanism 62 can be transmitted forward in the vehicle longitudinal direction through universal joint 64 and thus to axle drive mechanism 70 and via axle drive mechanism 70 to wheel 24, thereby driving wheel 24.

[0066] In the first embodiment, each gear ring 48 or 58 can rotate about the main rotation axis 40 relative to the housing 28 even when it is not anti-rotatably connected to the housing 28. In the first embodiment, at least one or exactly one cylindrical gear stage 72 is provided between the input side E of the universal joint 64 and the angle transmission mechanism 62, having a first gear 74 and a second gear 76. Gears 74 and 76 are preferably cylindrical gears. Gears 74 and 76 mesh directly with each other, i.e., directly engage with each other. Gear 74 is particularly permanently anti-rotatably engaged, i.e., connected to the output gear 68. The second gear 76 is particularly permanently anti-rotatably engaged, i.e., connected to the input side E, such that the input side E can be driven by gear 74 via gear 76, and gear 76 can be driven by the output gear 68 via gear 74.

[0067] In the second embodiment, the electric drive unit 26 has a first switching element S1, which engages the ring gear 48 in a rotationally resistant manner, i.e., connects it to the rotor 34 and, consequently, the rotor shaft 36. Furthermore, the electric drive unit 26 has a second switching element S2, which engages the ring gear 48 in a rotationally resistant manner, i.e., connects it to the housing 28. The electric drive unit 26 also has a third switching element S3, which engages the sun gear 44 in a rotationally resistant manner to the rotor 34. The electric drive unit 26 further includes a fourth switching element S4, which engages the sun gear 44 in a rotationally resistant manner to the housing 28. The fourth switching element S4, and here the third switching element S3, are arranged on the side SE3 of the motor 30 facing away from the first planetary gear set 42 in the axial direction of the rotor 34. The electric drive unit 26 also includes a fifth switching element S5, which engages the planetary gear carrier 46 in a rotationally resistant manner to the second sun gear 54. In the second embodiment, the second planetary gear carrier 56 is in particular permanently and rotationally resistantly engaged or engageable to the input gear 66 of the angle transmission mechanism 62.

[0068] The fifth switching element S5 is designed to engage the planetary gear carrier 46, particularly simultaneously and in a non-rotatable manner, to the second sun gear 54 and the second ring gear 58. Specifically, the fifth switching element S5 can switch between three switching states, also known as a clutch state. In the first switching state, the second component (i.e., the first planetary gear carrier 46) is non-rotatably connected to the fourth component (i.e., the second sun gear 54) by means of the fifth switching element S5, and in particular, the fifth switching element S5 allows the sixth component (i.e., the second ring gear 58) to rotate about the main rotation axis 40 relative to the second and fourth components. In the second switching state, the second component (i.e., the planetary gear carrier 46) is non-rotatably engaged, i.e., connected to the sixth component (i.e., the second ring gear 58), by means of the fifth switching element S5, while the fifth switching element S5 allows the fourth component (i.e., the second sun gear 54) to rotate about the main rotation axis 40 relative to the second and sixth components. In the third switching state, the second component (i.e., the first planetary gear carrier 46) is simultaneously and non-rotatably engaged or connected to the fourth component (i.e., the second sun gear 54) and the sixth component (i.e., the gear ring 58) by means of the fifth switching member S5, thereby connecting the second, fourth, and sixth components non-rotatably in the third switching state. Therefore, the first and second switching states can also be considered as separate states, because in the first switching state, the sixth component can rotate about the main rotation axis 40 relative to the second component, the fourth component, and the sixth component, and in the second switching state, the fourth component can rotate about the main rotation axis 40 relative to the second component and the sixth component.

[0069] In addition, the electric drive unit 26 includes a sixth switching element S6, which enables the sixth component (i.e., the second gear ring 58) to be rotate-resistantly engaged and connected to the housing 28.

[0070] In the second embodiment, switching elements S3 and S4 are arranged axially adjacent. That is, switching elements S3 and S4 are arranged axially adjacent to each other on the rotor 34, wherein switching elements S3 and S4 are combined to form a clutch switching element KS. For example, switching elements S3 and S4 are integrally formed. For example, switching element S3 is the first part or the first region of clutch switching element KS, and switching element S4 is the second part or the second region of clutch switching element KS. For example, clutch switching element KS can switch between a fourth switching state and a fifth switching state. In the fourth switching state, for example, the first component (i.e., the first sun gear 44) is connected to the housing 28 in an anti-rotational manner by means of clutch switching element KS, especially by means of the fourth switching element S4, and preferably, clutch switching element KS, especially switching elements S3 and S4, allows the rotor 34 to rotate about the main rotation axis 40 relative to the first component (44). In the fifth switching state, for example by means of a clutch switch KS, and especially by means of a third switch S3, the first component (i.e., the first sun gear 44) is anti-rotatedly engaged to the rotor 34, and for example, the clutch switch KS, and especially switches S3 and S4, allow the rotor 34 and the sun gear 44, particularly together, to rotate about the main rotation axis 40 relative to the housing 28. It is conceivable that the clutch switch KS or switches S3, S4 can be switched to a sixth switching state, referred to as the neutral state. In the sixth switching state, for example, the clutch switch KS, and especially switches S3, S4, allow the first component (sun gear 44) to rotate about the main rotation axis 40 relative to the housing 28 and relative to the motor 34, or vice versa.

[0071] The electric drive unit 26 also has a seventh switching element S7, through which the fourth component (i.e., the second sun gear 54) can be connected to the housing 28 in an anti-rotational manner. For example, the fourth switching element S4, the electric motor 30, the first planetary gear set 42, the second planetary gear set 52, the input gear 66, and the seventh switching element S7 are connected in the following order, i.e., arranged sequentially, when viewed in the direction of the main rotation axis 40 and / or in the axial direction of the electric motor 30 and therefore along the main rotation axis 40: fourth switching element S4 – electric motor 30 – first planetary gear set 42 – second planetary gear set 52 – input gear 66 – seventh switching element S7.

[0072] By means of interconnected planetary gear sets 42 and 52 and by means of switching elements S1-S7, at least or exactly six gears can be achieved in the electric drive unit 26. In order to engage the first gear, the rotor 34 is anti-rotatably connected to the sun gear 44 by means of clutch switching element KS, especially by means of the third switching element S3, which prevents the rotor 34 from being anti-rotatably connected to the planetary gear carrier 46 and therefore the rotor 34 is not anti-rotatably connected to the planetary gear carrier 46 by means of switching element S1. The ring gear 48 is anti-rotatably connected to the housing 28 by means of switching element S2. The planetary gear carrier 46 is anti-rotatably connected to the sun gear 54 by means of switching element S5. In particular, switching element S5 allows the ring gear 58 to rotate about the main rotation axis 40 relative to the planetary gear carrier 46 and the sun gear 54, or vice versa. The planetary gear carrier 56 is anti-rotatably connected to the housing 28 by means of switching element S6. The sun gear 54 is anti-rotatably connected to the housing 28 by means of switching element S7, that is, the sun gear 54 is not anti-rotatably connected to the housing 28 by means of switching element S7.

[0073] As can be seen, the prior description that "for example, each switching element allows a component to rotate about the main rotation axis 40 relative to another component" is obviously also true or applicable in reverse. Therefore, this also means that each switching element allows another component to rotate about the main rotation axis 40 relative to a component.

[0074] To engage second gear, the sun gear 44 is anti-rotatably connected to the housing 28 via clutch switch KS, particularly via fourth switch S4. Clutch switch KS allows the rotor 34 to rotate relative to the sun gear 44 about the main rotation axis 40. The rotor 34 is anti-rotatably connected to the ring gear 48 via switch S1. The ring gear 48 is anti-rotatably connected to the housing 28 without switch S2. The planetary gear carrier 46 is anti-rotatably connected to the sun gear 54 via switch S5, as in first gear engagement. At the same time, switch S5 allows the ring gear 58 to rotate relative to the sun gear 44 and the planetary gear carrier 46 about the main rotation axis 40, or vice versa. The ring gear 58 is anti-rotatably connected to the housing 28 via switch S6, as in first gear engagement. The sun gear 54 is anti-rotatably connected to the housing 28 without switch S7, as in first gear engagement. Switch S7 allows the sun gear 54 to rotate relative to the housing 28 about the main rotation axis 40. To engage third gear, rotor 34 is connected to sun gear 44 anti-rotationally via clutch shifter KS, and especially via third shifter S3, as in first gear engagement. Rotor 34 is connected to ring gear 48 anti-rotationally via shifter S1, as in second gear engagement. Ring gear 48 is connected to housing 28 without anti-rotational connection via shifter S2, as in second gear engagement, allowing ring gear 48 to rotate relative to housing 28 about main rotation axis 40 via shifter S2. Planetary gear carrier 46 is connected as in first and second gear engagement. The planetary gear carrier 46 and the sun gear 54 are anti-rotatably connected to the housing 28 via a switching element S5, wherein the switching element S5 allows the planetary gear carrier 46 and the sun gear 54 to rotate relative to the ring gear 58 about the main rotation axis 40 or vice versa. The ring gear 58 is anti-rotatably connected to the housing 28 via a switching element S6, just as when the first gear and the second gear are engaged, and the sun gear 54 is not anti-rotatably connected to the housing 28 via a switching element S7, just as when the first gear and the second gear are engaged, such that the switching element S7 allows the sun gear 54 to rotate relative to the housing 28 about the main rotation axis 40.To engage fourth gear, the sun gear 44 is anti-rotatably connected to the housing 28 via clutch shifter KS, and especially via fourth shifter S4, as in second gear engagement. The rotor 34 is anti-rotatably connected to the ring gear 48 via shifter S1, as in second and third gear engagement. The ring gear 48 is anti-rotatably connected to the housing 28 without shifter S2, as in second and third gear engagement, allowing the ring gear 48 to rotate relative to the housing 28 about the main rotation axis 40. The planetary gear carrier 46 is anti-rotatably connected to the ring gear 58 via shifter S5, which allows the planetary gear carrier 46 and the ring gear 58 to rotate relative to the sun gear 54 about the main rotation axis 40, or vice versa. The ring gear 58 is anti-rotatably connected to the housing 28 without shifter S6, allowing the ring gear 58 and, consequently, the planetary gear carrier 46 to rotate relative to the housing 28 about the main rotation axis 40. The sun gear 54 is anti-rotatably connected to the housing 28 via seventh shifter S7. To engage fifth gear, rotor 34 is anti-rotatably connected to sun gear 44 via clutch shifter KS, particularly via third shifter S3, as in first and third gear engagement. Rotor 34 is also anti-rotatably connected to ring gear 48 via shifter S1, as in second and third gear engagement. Ring gear 48 is not anti-rotatably connected to housing 28 via shifter S2, allowing ring gear 48, and consequently rotor 34 and sun gear 44, to rotate relative to housing 28 about the main rotation axis 40. Planetary gear carrier 46, as in fifth gear engagement... In fourth gear, the gear ring 58 is anti-rotatably connected to the gear ring 58 via the switching element S5. At the same time, the switching element S5 allows the gear ring 58 and the planetary gear carrier 46 to rotate relative to the sun gear 44 about the main rotation axis 40 or vice versa. The gear ring 58 is anti-rotatably connected to the housing 28 without the switching element S6, just as it is when the fourth gear is engaged. This allows the switching element S6 to allow the gear ring 48 and, consequently, the planetary gear carrier 46 to rotate relative to the housing 28 about the main rotation axis 40. The sun gear 54 is anti-rotatably connected to the housing 28 via the seventh switching element S7, just as it is when the fourth gear is engaged.To engage sixth gear, rotor 34 is anti-rotatably connected to sun gear 44 via clutch shifter KS, particularly via third shifter S3, as in engagement of first, third, and fifth gears. Rotor 34 is anti-rotatably connected to ring gear 48 via shifter S1, as in engagement of second, third, fourth, and fifth gears. Ring gear 48 is not anti-rotatably connected to housing 28 via shifter S2, allowing ring gear 48, and consequently rotor 34 and sun gear 44, to rotate relative to housing 28 about the main rotation axis 40 via shifter S2. Planetary gear carrier 46 is simultaneously anti-rotatably connected to sun gear 54 and ring gear 58 via shifter S5, allowing the planetary gears to rotate. The gear carrier 46, the sun gear 54, and the ring gear 58 are simultaneously anti-rotatably connected to each other by means of a fifth switching element S5. The ring gear 58 is anti-rotatably connected to the housing 28 by means of a switching element S6, or the ring gear 58 is not anti-rotatably connected to the housing 28 by means of a switching element S6, such that the switching element S6 allows, for example, the ring gear 58 and, consequently, the sun gear 54 and the planetary gear carrier 46 to rotate relative to the housing 28 about the main rotation axis 40, and the sun gear 54 is not anti-rotatably connected to the housing 28 by means of a seventh switching element S7, thereby, for example, the switching element S7 allows, the sun gear 54 and, preferably, also allows the planetary gear carrier 46 and the ring gear 58 to rotate relative to the housing 28 about the main rotation axis 40.

[0075] The first embodiment of the electric drive unit 26 is suitable for, for example, lightweight to medium-sized vehicles with an advantage in weight.

[0076] Figure 3 A second embodiment of the electric drive unit 26 is shown. This second embodiment is particularly advantageous for heavy-duty long-distance vehicles. In this second embodiment, the electric drive unit 26 includes a second electric motor 77 arranged coaxially with the electric motor 30, having a second stator 78 and, in particular, a second rotor 80 with a second rotor shaft 82. It is particularly conceivable that each stator 32 or 78 is fixed to the housing 28, especially in a rotationally resistant manner. The rotor 80 is rotatable about a second rotor axis 84 relative to the second stator 78. Because the electric motors 30 and 77 are arranged coaxially with each other, the second rotor axis 84 coincides with the first rotor axis 38 and thus with the main rotation axis 40, such that the electric motor 77 or its rotor 80 is also coaxial with the planetary gear sets 42 and 52 and therefore with their components. Through the rotor 80, the second electric motor 77 can provide a second torque as a second driving torque, thereby driving the wheels 24, especially electrically. The second rotor 80 is anti-rotationally engaged or can be engaged with one of the components of the second planetary gear set 52. For example, another switching element can be provided, thereby enabling the rotor 80 to be anti-rotationally engaged with one of the components of the planetary gear set 52. In such cases... Figure 3 In the second embodiment shown, the second switching member is constituted by or integrally formed with the switching member S7. In other words, in Figure 3The second embodiment shown employs a switching element S7 to selectively or on-demand connect the rotor 80 to one component of the second planetary gear set 52 in an anti-rotational manner. Figure 3 In the second embodiment shown, one component of the second planetary gear set 52 is the second sun gear 54. Therefore, in this second embodiment, the rotor 80 is provided to be anti-rotatably connected to the sun gear 54, particularly by means of another switching element or by means of a seventh switching element S7. For example, the switching element S7 can switch between three states. In the first state, the switching element S7 allows both the sun gear 54 and the rotor 80 to rotate about the main rotation axis 40 relative to the housing 28 and relative to each other, so that, for example, in the first state, the rotor 80 is neither anti-rotatably connected to the sun gear 54 nor anti-rotatably connected to the housing 28. In the second state, for example, the switching element S7 connects the sun gear 54 anti-rotatably to the housing 28, while simultaneously, for example, the switching element S7 allows the rotor 80 to rotate about the main rotation axis 40 relative to the housing 28 and the sun gear 54. In the third state, for example, the switching element S7 connects the rotor 80 anti-rotatably to the sun gear 54, while simultaneously, the switching element S7 allows the rotor 80 and the sun gear 54 to rotate about the main rotation axis 40 relative to the housing 28. Therefore, in the second embodiment, the rotor 80 is provided to be anti-rotationally engaged or engageable with the fourth component.

[0077] In the second embodiment, the first motor 30, the first planetary gear set 42, the second planetary gear set 52, the input gear 66, and the second motor 77 are connected in the following order in the direction of the drivable second axle 20 (main drive shaft) and / or in the axial direction of the rotor 34 (whose axial direction coincides with the axial direction of the rotor 80), i.e., arranged one after the other: first motor 30 - first planetary gear set 42 - second planetary gear set 52 - input gear 66 - second motor 77.

[0078] In particular, in the second embodiment, the planetary gear sets 42 and 52 are arranged axially between the motors 30 and 77, so the motor 77 is arranged axially on the side of the planetary gear set 52 opposite to the motor 30, and the motor 30.

[0079] Another embodiment of the electric drive unit 26, not shown in the figures, is applicable, for example, to heavy construction vehicles. In this other embodiment, not shown in the figures, motors 30 and 77 are arranged, for example, on the common side of the first planetary gear set 42, facing away from the second planetary gear set 52 and towards the motors 30 and 77 in the axial direction of each motor 30 or 77. A coupling is conceivable, for example, to connect the rotors 34 and 80 to each other in an anti-rotational manner. It is also conceivable, for example, that the rotor 80 can be connected to the gear ring 48 in an anti-rotational manner by means of a switching member S1, wherein, for example, the second motor 77 is arranged axially between the motor 30 and the first planetary gear set 42. Here, for example, a coupling is arranged axially between the motors 30 and 77.

[0080] at last, Figure 4 A third embodiment of the electric drive device 26 is shown. In this third embodiment, another electric motor 86 is provided, having another stator 88 and another rotor 90, the other rotor having, for example, another rotor shaft 92. In particular, the other rotor 90 is rotatable relative to the other stator 88 about another rotor axis 94. The electric motors 86 and 30 are arranged coaxially with each other, so that the rotor axis 94 coincides with the main rotation axis 40. Therefore, rotors 34 and 90 are arranged coaxially with each other, and the electric motor 86 or its rotor 90 is arranged coaxially with planetary gear sets 42 and 52.

[0081] The third embodiment includes a third planetary gear set 96 having a seventh, eighth, and ninth component, and a fourth planetary gear set 98 having a tenth, eleventh, and twelfth component. In the third embodiment, the seventh component is a third sun gear 100, the eighth component is a third planetary carrier 102 (also called a third planetary carrier), and the ninth component is a third ring gear 104. The third planetary gear set 96 has at least one or more third planetary gears 106 rotatably held on the planetary carrier 102 and meshing directly with both the ring gear 104 and the sun gear 100 (also called a third sun gear). Therefore, the third planetary carrier 102 is also referred to as a third planetary carrier. The tenth component is a fourth sun gear 108 (also called a fourth sun gear), the eleventh component is a fourth planetary carrier 110 (also called a fourth planetary carrier), and the twelfth component is the ring gear 112. The fourth planetary gear set 98 has at least one or more fourth planetary gears 114, which are rotatably held on the fourth planetary carrier and mesh directly with or engage with the fourth ring gear 112 on the one hand, and directly with or engage with the fourth sun gear on the other hand. It can be seen that planetary gear sets 96 and 98 are arranged coaxially with each other, wherein planetary gear sets 96 and 98 are also arranged coaxially with the motors 30 and 86 or with their rotors 34 and 90. The second rotor 90 is anti-rotationally engaged or operable with the seventh component, wherein the eighth component is engaged or operable with the tenth component, and wherein the eleventh component is anti-rotationally engaged or operable with the input gear 66 of the angle transmission mechanism 62. Essentially, the third embodiment is a dual embodiment of the first embodiment, and thus the third embodiment can be derived from the first embodiment in such a way that the first embodiment or related... Figure 2 The drawing arrangement of the component to the left of the input gear 66 is mirrored about a mirror surface, so as to provide information about... Figure 4 The component arranged in the drawing to the right of the input gear 66, wherein the mirror extends perpendicularly to the main rotation axis 40, and wherein the input gear 66, for example designed as a disc gear, of the angle transmission mechanism 62, which is also designed as a bevel gear drive, extends within the mirror. Thus, for example, a first transmission 116 is provided including planetary gear sets 42, 52 and, for example, an electric motor 30, and a second transmission 118 is provided including planetary gear sets 96, 98 and, for example, an electric motor 86. The second transmission 118 is, or may be, a mirror image of the transmission 116 with respect to the mirror. It is conceivable that the transmission sequence of the left transmission 116 differs from that of the right transmission 118. It is also conceivable that the electric motors 30 and 86 differ from each other in size and / or power, and thus, for example, the electric motor 30 is larger than the electric motor 86 or vice versa. The fourth embodiment has particularly advantages as follows:

[0082] - Uninterrupted traction during gear shifts; the shift points on the left and right sides of the transmission differ due to the transmission sequence.

[0083] Because of the different drive sequences, different electric motors 30 and 86 are also feasible. In this case, it is advantageous to install a large electric motor on one side, which has high power and is capable of starting and climbing. It is advantageous to use a smaller electric motor on the other side for more efficient long-distance travel, with a power of, for example, 80 to 120 kW. The purpose here is that once the vehicle 10 is on a highway, it requires 100 kW of power, and the vehicle 10 obtains that power from the smaller electric motor. Advantageously, in the second embodiment, two different electric motors with the features described herein are also used.

[0084] The angle transmission mechanism 62 can be disconnected, particularly via clutches K1 or K2. Clutch K1 can be used to connect one component of the planetary gear set 52, particularly the planetary gear carrier 46, to the input gear 66 in an anti-rotational manner, and clutch K2 can be used to engage the input gear 66 to one component of the planetary gear set 96, particularly the planetary gear carrier 102, in an anti-rotational manner. Each clutch K1 or K2 can be a form-fitting clutch, particularly a claw clutch. The corresponding other torque path or another motor is engaged only when needed, during hill climbing, or during energy recovery (braking). This allows for a large travel distance with the same battery capacity.

[0085] It should be noted, particularly regarding the first and possibly second embodiments, as well as other embodiments not shown in the figures, that almost all transmission variations can be achieved through other planetary gear sets, angular transmission mechanisms, and cylindrical gear drives. This unit is a high-voltage power unit, similar to a power module in a common drive unit. With the aid of the universal joint 64, the electric drive unit 26 can be mounted to it via flanges without altering the existing axle and frame structure, thus enabling the formation of electric or hybrid vehicles, for example, from common vehicles with only internal combustion engines. Where light and heavy commercial vehicles or buses currently require different electric axles, the existing vehicle-specific axles can be retained by using the electric drive unit 26, and the same electric drive unit 26 can be configured as a high-voltage power unit, particularly with bevel gear / cylindrical gear drive adaptation capabilities. Compared to an electric axle, the electric drive unit 26 is smaller, easier to handle in terms of production, storage, and logistics, and is fixed to the frame. This is particularly beneficial for electrical components, as excessive vibration of these components can be avoided. The electric drive unit 26 can also be provided as a P3 or P4 hybrid vehicle. From a cost perspective, the number of switching components can be kept very small, or the number of switching components can be reduced compared to the situation shown, thereby saving costs and weight, and thus also exhibiting fewer gears.

[0086] List of reference numerals

[0087] 10 motor vehicles

[0088] 12 First Axle

[0089] 14 First Wheel

[0090] 16 double arrows

[0091] 18-inch frame

[0092] 20 Second Axle

[0093] 22 double arrows

[0094] 24 Second wheel

[0095] 26 electric drive units

[0096] 27 arrows

[0097] 28 housing

[0098] 29 power batteries

[0099] 30 electric motors

[0100] 32 stator

[0101] 34 rotors

[0102] 36 rotor shafts

[0103] 38 rotor shaft

[0104] 40 Main Rotation Axis

[0105] 42 First Planetary Gear Set

[0106] 44 Sun Gears

[0107] 46 Planetary Gear Carrier

[0108] 48-tooth ring

[0109] 50 planetary gears

[0110] 52 Second Planetary Gear Set

[0111] 54 Sun Gear

[0112] 56 Planetary Gear Carrier

[0113] 58 gear ring

[0114] 60 planetary gears

[0115] 62-angle transmission mechanism / reversing transmission mechanism

[0116] 64 universal joint

[0117] 66 input gears

[0118] 68 output gears

[0119] 70 Axle Transmission Mechanism

[0120] 72 cylindrical gear stage

[0121] 74 First Gear

[0122] 76 Second Gear

[0123] 77 Second Electric Motor

[0124] 78 Second stator

[0125] 80 Second Rotor

[0126] 82 Second Rotor Shaft

[0127] 84 Second rotor shaft

[0128] 86 Another electric motor

[0129] 88 Another stator

[0130] 90 Another rotor

[0131] 92 Another rotor shaft

[0132] 94 Another rotor shaft

[0133] 96 Third Planetary Gear Set

[0134] 98 Fourth Planetary Gear Set

[0135] 100 Sun Gear

[0136] 102 Planetary Gear Carrier

[0137] 104 gear ring

[0138] 106 planetary gears

[0139] 108 Sun Gears

[0140] 110 Planetary Gear Carrier

[0141] 112 gear ring

[0142] 114 Planetary Gears

[0143] 116 First Transmission

[0144] 118 Second Transmission

[0145] A Output side

[0146] E input side

[0147] K1, K2 clutches

[0148] KS Clutch Switch

[0149] S1-S7 switching component

[0150] SE1-3 side

Claims

1. A motor vehicle (10) having a steerable first axle (12), a drivable second axle (20), an electric drive unit (26) for driving the second axle (20), and a power battery (29), wherein the power battery supplies electrical energy stored in the power battery (29) to the electric drive unit (26), wherein, The electric drive device (26) has: - Shell (28), - An electric motor (30) having a stator (32) and a rotor (34) rotatable about a rotor axis (38) relative to the stator (32) and relative to the housing (28). - A first planetary gear set (42) arranged coaxially with the rotor axis (38), the first planetary gear set having a first component, a second component and a third component, - A second planetary gear set (52) is arranged coaxially with the rotor axis (38), the second planetary gear set having a fourth component, a fifth component and a sixth component, wherein the motor (30), the first planetary gear set (42) and the second planetary gear set (52) are arranged in the following order along the axial direction of the rotor (34): the motor (30) – the first planetary gear set (42) – the second planetary gear set (52), and wherein the rotor axis (38) is arranged perpendicular to the vehicle longitudinal direction (22). Its characteristics are, - Along the longitudinal direction (22) of the vehicle, the first axle (12), the power battery (29), the second axle (20), and the electric drive unit (26) are arranged in the following order: the first axle (12) – the power battery (29) – the second axle (20) – the electric drive unit (26), - The housing (28) is rigidly connected to the frame (18) of the motor vehicle (10), -The electric drive device (26) has an angle transmission mechanism (62), -The motor vehicle (10) has a universal joint (64), - One of the components of the second planetary gear set (52) is anti-rotatably engaged or capable of engaging with the input gear (66) of the angle transmission mechanism (62), - The output gear (68) of the angle transmission mechanism (62) engages or can engage with the input side (E) of the universal joint (64). - The output side (A) of the universal joint (64) engages or can engage with the axle drive mechanism (70) of the second axle (20), and - The output gear (68) of the angle transmission mechanism (62) is anti-rotatably engaged with the first gear (74) of the cylindrical gear stage (72).

2. The motor vehicle (10) according to claim 1, wherein the second gear (76) of the cylindrical gear stage (72) is anti-rotatably engaged to the input side (E) of the universal joint (64).

3. The motor vehicle (10) according to claim 1 or 2, characterized in that, The electric drive device (26) has: - A first switching element (S1) by means of which the third component can be engaged to the rotor in a rotation-resistant manner. - A second switching element (S2) by means of which the third component can be rotate-resistantly engaged to the housing (28). - A third switching element (S3) is used to engage the first component with the rotor (34) in a rotation-resistant manner. - A fourth switching element (S4) by means of which the first component can be anti-rotatably engaged to the housing (28), wherein the fourth switching element (S4) is arranged on the side of the motor (30) opposite to the first planetary gear set (42) in the axial direction of the rotor (34) (S3), and - A fifth switching element (S5) by means of which the second component can be anti-rotatedly engaged to the fourth component, wherein the fifth component is anti-rotatedly engaged or can be engaged to the input gear (66) of the angle transmission mechanism (62).

4. The motor vehicle (10) according to claim 3, characterized in that, The fifth switching element (S5) is designed to engage the second component to the fourth component and the sixth component in an anti-rotational manner.

5. The motor vehicle (10) according to claim 3, characterized in that, A sixth switching member (S6) is provided, by means of which the sixth component can be coupled to the housing (28) in a rotation-resistant manner.

6. The motor vehicle (10) according to claim 3, characterized in that, The third switching element (S3) and the fourth switching element (S4) are arranged axially adjacent to each other and combined to form a clutch switching element (KS) having at least two switching positions.

7. The motor vehicle (10) according to claim 3, characterized in that, A seventh switching element (S7) is provided, by means of which the fourth component can be coupled to the housing (28) in a rotation-resistant manner.

8. The motor vehicle (10) according to claim 7, characterized in that, The fourth switching element (S4), the electric motor (30), the first planetary gear set (42), the second planetary gear set (52), the input gear (66), and the seventh switching element (S7) are arranged in the following order in the direction of the drivable second axle (20) and / or in the axial direction of the rotor (34): the fourth switching element (S4) – the electric motor (30) – the first planetary gear set (42) – the second planetary gear set (52) – the input gear (66) – the seventh switching element (S7).

9. The motor vehicle (10) according to claim 1 or 2, characterized in that, A second motor (77) is arranged coaxially with the motor (30), the second motor having a second stator (78) and a second rotor (80) rotatable relative to the second stator (78), wherein the second rotor (80) is anti-rotationally engaged or can be engaged to one of the components of the second planetary gear set (52).

10. The motor vehicle (10) according to claim 9, characterized in that, The second rotor (80) is anti-rotationally engaged or can be engaged to the fourth component.

11. The motor vehicle (10) according to claim 9, characterized in that, The electric motor (30), the first planetary gear set (42), the second planetary gear set (52), the input gear (66), and the second electric motor (77) are arranged in the following order in the direction of the drivable second axle (20) and / or in the axial direction of the electric motor (30): the electric motor (30) – the first planetary gear set (42) – the second planetary gear set (52) – the input gear (66) – the second electric motor (77).

12. The motor vehicle (10) according to claim 1 or 2, characterized in that, It has - Another electric motor (86) having another stator (88) and another rotor (90), the other rotor being arranged coaxially with the rotor (34), the first planetary gear set (42), and the second planetary gear set (52). - A third planetary gear set (96), which has a seventh, an eighth, and a ninth component, arranged coaxially with the rotor (34), the other rotor (90), the first planetary gear set (42), and the second planetary gear set (52), and - A fourth planetary gear set (98) having a tenth, eleventh, and twelfth component, which are arranged coaxially with the rotor (34), the other rotor (90), the first planetary gear set (42), the second planetary gear set (52), and the third planetary gear set (96), wherein the other rotor (90) is anti-rotationally engaged or capable of engaging with the seventh component, wherein the eighth component is engaged or capable of engaging with the tenth component, and wherein the eleventh component is anti-rotationally engaged or capable of engaging with the input gear (66) of the angle transmission mechanism (62).

13. The motor vehicle (10) according to claim 12, characterized in that, The electric motor (30), the first planetary gear set (42), the second planetary gear set (52), the input gear (66) of the angle transmission mechanism (62), the fourth planetary gear set (98), the third planetary gear set (96), and the other electric motor (86) are arranged in the following order in the direction of the drivable second axle (20) and / or in the axial direction of the rotor (34): the electric motor (30) – the first planetary gear set (42) – the second planetary gear set (52) – the input gear (66) of the angle transmission mechanism (62) – the fourth planetary gear set (98) – the third planetary gear set (96) – the other electric motor (86).

Images