Electric drive train for motor vehicle, in particular motor vehicle, and motor vehicle, in particular motor vehicle

Abstract

The invention relates to an electric drive train (10) for a motor vehicle, comprising a first electric machine (12) comprising a first rotor (14), a second electric machine (20) comprising a second rotor (22), and a clutch transmission (30) in the form of a planetary transmission. The clutch transmission (30) has a first planetary gear set (40) comprising a first ring gear (42), a first planet carrier (44) and a first sun gear (46), and a second planetary gear set (50) comprising a second ring gear (52), a second planet carrier (54) and a second sun gear (56). The first planet carrier (44) is connected to the second planet carrier (54) in a rotationally fixed manner. With respect to the axial direction, the first electric machine (12) is arranged on a side (S1) of the clutch transmission (30) facing away from the second electric machine (20).

Description

Field of the Invention

[0001] The present invention relates to an electric powertrain for a motor vehicle, in particular an automobile, as described in the preamble of claim 1. The present invention also relates to a motor vehicle, in particular an automobile, having at least one such electric powertrain. Background Art

[0002] DE 10 2009 031 645 A1 discloses a drive unit for an electric vehicle, which has a first electric machine for driving at least one electric vehicle wheel.

[0003] A similar US 9 494 218 B2 shows an electric powertrain for a motor vehicle, in which two electric machines are coupled together by a clutch drive mechanism, and the clutch drive mechanism has two planetary gear sets, the planet carriers of which are connected to each other in a non-rotatable manner. Summary of the Invention

[0004] The object of the present invention is to provide an electric powertrain for a motor vehicle, so that a parking lock can be realized in a particularly simple manner.

[0005] This object is achieved by an electric powertrain having the features of claim 1. Advantageous designs with suitable improvements of the present invention are given in the remaining claims.

[0006] A first aspect of the present invention relates to an electric powertrain, also known as an electric powertrain device or configured for an electric powertrain device, for a motor vehicle, also simply referred to as a vehicle, in particular for an automobile, especially particularly for a passenger car. This means that the motor vehicle, also simply called a vehicle, has an electric powertrain in its manufactured state and can be driven by means of the electric powertrain, especially in a purely electric manner. For example, in its manufactured state, the motor vehicle has at least or exactly two axles arranged in sequence in the vehicle longitudinal direction, thus arranged one after another, and also known as axles. Each axle of the motor vehicle has at least or exactly two wheels, also known as wheels, where, for example, the wheels of each axle are arranged on the vehicle sides of the motor vehicle opposite each other in the vehicle transverse direction. Next, at least or exactly one of the axles or both axles of the wheels can be driven, for example, by means of the electric powertrain, especially in a purely electric manner, and thus the motor vehicle can be driven as a whole. The wheels that can be driven by means of the electric powertrain are also referred to as drivable wheels, driven wheels, or drive wheels. If wheels or tires are mentioned hereinafter, unless otherwise stated, they should be understood as wheels that can be driven by means of the electric powertrain, i.e., drive wheels. The wheels of the axle are especially ground contact elements through which the motor vehicle is supported or can be supported downward in the vehicle vertical direction of the motor vehicle on the ground. If the motor vehicle is traveling along the ground and the motor vehicle is supported downward on the ground in the vehicle vertical direction by the ground contact elements of the axle, the wheels of the axle roll, especially directly on the ground.

[0007] The electric powertrain includes a first electric machine having a first rotor. For example, the first electric machine has a first stator by means of which, for example, the first rotor can be driven and thus can rotate relative to the first stator about a first machine rotation axis. The first electric machine can especially provide a first drive torque for driving the wheels and thus for driving the motor vehicle by means of its first rotor. In addition, the electric powertrain has a second electric machine including a second rotor. The second electric machine especially has a second stator by means of which, for example, the second rotor can be driven so that it can rotate relative to the second stator about a second machine rotation axis. The second electric machine can especially provide a second drive torque by means of its second rotor, and by means of the second drive torque, the wheels can be driven and thus the motor vehicle can be driven. For example, the machine rotation axes are parallel to each other. In particular, the machine rotation axes coincide so that the electric machines are arranged coaxially with each other, for example.

[0008] The electric powertrain further includes a clutch transmission mechanism in the form of a planetary transmission mechanism. Thus, the clutch transmission mechanism has a first planetary gear set, which has a first ring gear, a first planet carrier also referred to as a first carrier, and a first sun gear. In addition, the clutch transmission mechanism has a second planetary gear set, which has a second ring gear, a second planet carrier also referred to as a second carrier, and a second sun gear. The first ring gear, the first planet carrier, and the first sun gear are transmission elements of the first planetary gear set, or are also referred to as transmission mechanism elements of the first planetary gear set. The second ring gear, the second planet carrier, and the second sun gear are planetary gear set elements of the second planetary gear set, or are also referred to as planetary gear set elements of the second planetary gear set. For example, the electric powertrain has a housing in which the clutch transmission mechanism can be at least partially arranged. In particular, when the respective transmission elements are not non-rotatably connected to the housing, the respective transmission elements can rotate relative to the housing about the first planetary gear set rotation axis. In particular, when the respective planetary gear set elements are not non-rotatably connected to the housing, the respective planetary gear set elements can rotate relative to the housing about the second planetary gear set rotation axis. In particular, it is designed such that the planetary gear set rotation axes are parallel to each other, or particularly preferably designed such that the rotation axes of the planetary gear sets coincide, so that the planetary gear sets are preferably arranged coaxially with each other. For example, each machine rotation axis is parallel to each planetary gear set rotation axis. In particular, it is designed such that each machine rotation axis coincides with each planetary gear set rotation axis, so that preferably each planetary gear set and each electric motor are arranged coaxially with each other.

[0009] The first planet carrier is in particular permanently non-rotatably connected to, i.e., coupled with, the second planet carrier.

[0010] Within the scope of the present disclosure, the feature that two structural elements (e.g., the first planet carrier and the second planet carrier) are connected to each other in a non-rotatable relative manner should be understood as follows: The structural elements connected to each other in a non-rotatable relative manner are arranged coaxially with each other, and especially when the structural elements are driven, the structural elements rotate together or simultaneously, and especially with the same angular velocity, especially relative to the housing, around the common structural element rotation axis of the structural elements, such as the first planetary gear set rotation axis or the second planetary gear set rotation axis. The feature that two structural elements are connected to each other in a torque-transmitting manner should be understood as that the structural elements are coupled or connected to each other so that torque can be transmitted between the structural elements. Wherein, when the structural elements are connected to each other in a non-rotatable relative manner, the structural elements are also connected to each other in a torque-transmitting manner. The feature that two components are permanently connected to each other in a torque-transmitting manner should be understood as that there is no control element provided to enable the components to switch between a coupled state and a decoupled state in which the components are connected to each other in a torque-transmitting manner. In the decoupled state, torque cannot be transmitted between the components through the control element, but the components are always or constantly and thus permanently connected to each other in a torque-transmitting manner, that is, connected to each other in a manner that torque can be transmitted between the components. Therefore, for example, one of the structural elements can be driven by the corresponding other structural element, and vice versa. The feature that two structural elements (e.g., the first planet carrier and the second planet carrier) are permanently connected to each other in a non-rotatable relative manner should be especially understood as follows: There is no switching device provided to enable the structural elements to switch between a coupled state and a decoupled state in which the structural elements are connected to each other in a non-rotatable relative manner. In the decoupled state, the structural elements are decoupled from each other and can rotate relative to each other, especially around the structural element rotation axis, so that torque cannot be transmitted between the structural elements through the switching device, but the structural elements are always or thus permanently connected or coupled to each other in a non-rotatable relative manner. In other words, "in a non-rotatable relative manner" should be understood as that if two elements are arranged coaxially with each other and connected to each other so that they rotate with the same angular velocity, especially around the structural component rotation axis, then the two elements are connected to each other in a non-rotatable relative manner.

[0011] The electric powertrain is especially a so-called dual-motor drive system / dual-motor torque coupling drive system because for each wheel of the axle containing the electric powertrain, especially exactly one motor of the electric powertrain is provided, provided that the axle containing the electric powertrain exactly has two wheels (road wheels) designed as ground contact elements.

[0012] For particularly advantageous drivability, a first switching device may be provided, which is configured to connect the first rotor in a non-rotatable manner to the second planet carrier and, in particular, to the first planet carrier via the second planet carrier. In other words, the first rotor can be connected to the second planet carrier in a non-rotatable manner by means of the first switching device. For example, the first switching device can be switched between a first coupled state and a first decoupled state. In the first coupled state, the first rotor is connected to the first planet carrier in a non-rotatable manner by means of the first switching device. In the first decoupled state, the first switching device allows the first rotor to rotate relative to the second planet carrier about the first machine rotation axis or the second planetary gear set rotation axis, so that in the first decoupled state, no torque can be transmitted between the first rotor and the second planet carrier by means of the first switching device. For example, the first switching device has a first switching element, which can move between at least one first coupling position for achieving the first coupled state and at least one first decoupling position for achieving the first decoupled state, in particular translationally and / or relative to the housing.

[0013] It is provided in a known manner that the clutch drive, and thus the electric powertrain, in addition to the connecting shaft, also has a first output shaft, which is in particular permanently and non-rotatably connected to the first ring gear. The first output shaft is designed to output a torque, also referred to as the first torque or first output torque, from the clutch drive while bypassing the planet carrier and the sun gear. This means that the first torque can be output from the clutch drive via the first output shaft while bypassing the planet carrier and the sun gear.

[0014] The statement that the first output shaft is designed to output torque from the clutch drive while bypassing certain elements means that when outputting torque from the first output shaft outside the clutch drive, it does not pass through the certain elements to be bypassed. In other words, this means that with respect to the first torque flow that provides or can provide the first torque of the clutch drive, the planet carrier and the sun gear are not arranged downstream of the first output shaft in the first torque flow, and the first torque flows or circulates along the first torque flow.

[0015] In addition, in addition to the first output shaft and the connecting shaft, the clutch drive, and thus the electric powertrain, in particular also has a second output shaft, which is in particular permanently and non-rotatably connected to the second ring gear. The second output shaft is designed to also output a torque, referred to as the second torque or second output torque, from the clutch drive while bypassing the planet carrier and the sun gear. In other words, the second torque can be output from the clutch drive via the second output shaft while bypassing the sun gear and the planet carrier.

[0016] The statement that the second output shaft is designed to output torque from the clutch drive mechanism by bypassing a specific component means that when outputting torque from the first output shaft to the outside of the clutch drive mechanism, it does not pass through the specific component to be bypassed. This means that with respect to the second torque flow along which the second torque is output or can be output from the clutch drive mechanism through the second output shaft, the planet carrier and the sun gear are not arranged downstream of the second output shaft in the second torque flow, and the second torque flows or circulates along the second torque flow.

[0017] Now, in order to be able to implement the parking lock in a particularly advantageous manner in terms of weight, cost, and structural space, that is, in particular, to be able to be integrated into an electric powertrain, according to the present invention, with respect to the axial direction of the electric powertrain, the first electric machine is arranged on the first side of the clutch drive mechanism that is opposite to the second electric machine along the axial direction of the electric powertrain. Preferably, it is hereby specified that with respect to the axial direction of the electric powertrain, the second electric machine is arranged on the second side of the clutch drive mechanism that is opposite to the first electric machine along the axial direction of the electric powertrain. Preferably, the axial direction of the electric powertrain coincides with each machine rotation axis and / or each planetary gear set rotation axis. With respect to the axial direction of the electric powertrain, the first electric machine is preferably arranged on the first side of the clutch drive mechanism that is opposite to the second electric machine, such that in a first direction that extends parallel to or coincides with the axial direction of the powertrain, the first electric machine at least partially overlaps with the clutch drive mechanism, and this first direction extends from the first electric machine to or points to the second electric machine. If the axial direction is mentioned in the foregoing and hereinafter, unless otherwise specified, it should be understood as the axial direction of the electric powertrain. Correspondingly, unless otherwise specified, the term "axial" refers to the axial direction of the electric powertrain. In other words, unless otherwise specified, the term "axial" refers to the axial direction of the electric machine. Thus, with reference to the axial direction, the second electric machine is preferably arranged on the second side of the clutch drive mechanism that is opposite to the first electric machine, such that in a second direction that extends parallel to or coincides with the axial direction and is opposite to the first direction, the second electric machine at least partially overlaps with the clutch drive mechanism, and this second direction points from the second electric machine to the first electric machine.

[0018] Furthermore, according to the invention, the electric powertrain has a connecting shaft which is designed to non-rotatably connect the first planet carrier to the first engagement member half of the drive system parking lock. In other words, the electric powertrain has a parking lock which has a first engagement member half and preferably also a second engagement member half. The first engagement member half is also referred to as the first parking lock engagement member half, and the second engagement member half is also referred to as the second parking lock engagement member half. For example, the first parking lock engagement member half can be non-rotatably connected to the connecting shaft and can thus be non-rotatably connected to the first planet carrier via the connecting shaft. For example, the first engagement member half is in particular permanently and non-rotatably connected to the connecting shaft. For example, the connecting shaft can be non-rotatably connected to the first planet carrier, or the connecting shaft is in particular permanently and non-rotatably connected to the first planet carrier. In particular, the connecting shaft can rotate relative to the housing about the connecting shaft rotation axis. For example, the connecting shaft is parallel to each machine rotation axis and / or each planetary gear set rotation axis. Particularly preferably, the connecting shaft coincides with each machine rotation axis and each planetary gear set rotation axis. The parking lock is also referred to as a parking lock device. The engagement member halves of the parking lock (the engagement member halves of the parking lock) can be non-rotatably connected to each other, whereby the connecting shaft, in particular via the connecting shaft, enables the first planet carrier and the second planet carrier to be non-rotatably fixed to the housing and thus to be non-rotatably connected to the housing. For this purpose, the parking lock has, for example, a parking lock element which is also referred to as a parking lock switching element and which can, for example, move relative to the housing and / or in a translational and / or rotational manner between at least one parking lock coupling position which realizes the parking lock coupling state and at least one decoupling position which realizes the parking lock decoupling state. In the parking lock coupling state, the engagement member halves of the parking lock are in particular non-rotatably connected to each other by means of or via the parking lock element, such that the connecting shaft, in particular via the connecting shaft, connects or enables the first planet carrier and the second planet carrier to be non-rotatably connected to the housing. Thereby, the parking lock is engaged and then activated. In the decoupled state of the parking lock, the parking lock allows relative rotation about the connecting shaft rotation axis between the engagement member halves of the parking lock, thus between the connecting shaft and the housing, and thus between the first planet carrier and the housing. Thus, the parking lock is disengaged in the parking lock decoupled state, that is to say deactivated. For example, the parking lock element is one of the engagement member halves of the parking lock, or a parking lock element is provided in addition to the engagement member halves of the parking lock.

[0019] Furthermore, according to the provisions of the present invention, with reference to the axial direction, a connecting portion for non-rotatably connecting the connecting shaft is arranged on the first planet carrier between the first planetary gear set and the second planetary gear set. The connecting portion is in particular a portion where the connecting shaft can be non-rotatably connected to the first planet carrier. Further, it can be considered that the connecting portion is a portion where the connecting shaft is in particular permanently and non-rotatably connected to the first planet carrier. For example, the connecting shaft and the first planet carrier are formed separately from each other and are in particular permanently and non-rotatably connected to each other at the connecting portion.

[0020] For example, the first output shaft can rotate relative to the housing about the first output shaft rotation axis. For example, the second output shaft can rotate relative to the housing about the second output shaft rotation axis. Preferably, the output shafts are arranged coaxially with each other such that the output shaft rotation axes coincide. Preferably, each output shaft rotation axis is parallel to each machine rotation axis and / or each planetary gear set rotation axis. Particularly preferably, each output shaft rotation axis coincides with each machine rotation axis and / or each planetary gear set rotation axis. If the parking lock is engaged, the parking lock is in its engaged state. If the parking lock is released, the parking lock is in its released state.

[0021] For example, the first switching device has a first switching device engagement part half that is in particular permanently and non-rotatably connected to the planet carrier, which is also referred to as the first switching half on the clutch drive side, for example. Further, the first switching device has a second switching device engagement part half, which is also referred to as the second switching half, for example. For example, the second switching device engagement part half of the first switching device is in particular permanently and non-rotatably connected to the first rotor. It can be considered that the first switching member of the first switching device is one of the switching device engagement part halves of the first switching device, or the first switching member of the first switching device is additionally designed in addition to the switching device engagement part halves of the first switching device.

[0022] With the present invention, an advantageous and improved integration of the parking lock in the electric powertrain in terms of installation space, cost, and weight is achieved, such that the parking lock, in its engaged state, acts on two output shafts via the connecting shaft and the planet carrier, in particular simultaneously. As a result, when the parking lock is in the engaged state, the two output shafts are fixed by means of the same parking lock and thus do not rotate relative to the housing about the respective output shaft rotation axes. In this way, according to the present invention, two output shafts can be fixed by means of the same parking lock to avoid accidental rotation, such that when the parking lock is in the engaged state, the motor vehicle can be fixed to prevent accidental rolling. For this purpose, for example, the first drive wheel in the drive wheels is permanently and torque-transmittingly connected to the first output shaft, in particular. The second drive wheel in the drive wheels is permanently and torque-transmittingly connected to the second output shaft, in particular. In this way, the parking lock acts on the two drive wheels simultaneously, in particular in its engaged state, such that the drive wheels are fixed and do not rotate relative to the housing, in particular relative to the vehicle body of the motor vehicle. In this way, the motor vehicle can be fixed to prevent accidental rolling. The interior space of the motor vehicle, also referred to as the passenger compartment or passenger cabin, is formed by a motor vehicle body designed, for example, as a self-supporting body, in which a person, for example the driver of the motor vehicle, can stay during motor vehicle operation. Here, although the electric powertrain is designed as a dual-motor drive device, with the present invention, the same parking lock can be used for two output shafts and thus for two wheels to fix the output shafts and thus the wheels to prevent accidental rotation. For a conventional dual-motor drive device, each motor or each drive wheel requires a separate parking lock, which can now be avoided with the present invention. Thus, the number of components of the electric powertrain, and thus the weight, cost, and installation space requirements, can be kept within a particularly small range.

[0023] In an advantageous embodiment of the present invention, with reference to the axial direction of the electric powertrain, the first engagement member half, i.e., the first parking lock engagement member half, is arranged between the clutch transmission and the second rotor. Thereby, in particular, an advantageous structural design can be achieved in the axial direction of the drive system, such that the parking lock can act on two output shafts simultaneously in its engaged state, and the axial length of the drive system extending in the axial direction of the drive system can be kept particularly small.

[0024] Another embodiment is characterized in that, in addition to the first switching device, a second switching device is provided in particular, which is configured to connect the first rotor to the second sun gear in a non-rotatable manner. In other words, the first rotor can be connected to the second sun gear in a non-rotatable manner by means of the second switching device. In this way, particularly advantageous driving performance can be achieved in an improved installation space. The second switching device can particularly switch between a second coupling state and a second decoupling state. In the second coupling state, the first rotor is connected to the second sun gear in a non-rotatable manner by means of the second switching device. In the second decoupling state, the second switching device allows relative rotation between the first rotor and the second sun gear about the first machine rotation axis or about the second planetary gear set rotation axis. For example, the second switching device has a second switching element, which can move between at least one second coupling position for realizing the second coupling state and at least one second decoupling position for realizing the second decoupling state, in particular translationally and / or relative to the housing. For example, the second switching device has a third switching device engagement half, which is, for example, in particular permanently and non-rotatably connected to the second sun gear. Here, in addition to the first switching device engagement half of the first switching device, a third switching device engagement half is designed in particular. For example, the second switching device has a fourth switching device engagement half, which is, for example, in particular permanently and non-rotatably connected to the first rotor. Here, it can be considered to additionally design the fourth switching device engagement half in addition to the second switching device engagement half, or the fourth switching device engagement half is the second switching device engagement half. For example, the second switching element is one of the switching device engagement halves of the second switching device, or a second switching element is designed in addition to the switching device engagement halves of the second switching device. By using the second switching device, advantageous driving performance can be achieved, and the parking lock can be particularly advantageously integrated into the drive system.

[0025] In order to be able to particularly advantageously integrate the parking lock into the drive system, in particular such that the parking lock can act on two output shafts and thus on two drive wheels in its engaged state, in an advantageous design of the present invention it is provided that, with reference to the axial direction of the electric powertrain, the first switching half on the clutch transmission side of the first switching device, i.e., the first switching device engagement half of the first switching device, is arranged between the third switching device engagement half of the second switching device and the second rotor. The third switching device engagement half of the second switching device is also referred to as the third switching half on the clutch transmission side of the second switching device, and the fourth switching device engagement half of the second switching device is also referred to as the fourth switching half on the rotor side of the second switching device.

[0026] In order to achieve particularly advantageous driving performance in a manner that particularly improves the installation space, in another design of the present invention, it is provided that the electric powertrain has a third switching device, preferably additionally provided with this third switching device in addition to the first switching device and the second switching device. The third switching device is designed to connect the second rotor to the first sun gear in a non-rotatable manner. In other words, the second rotor can be connected to the first sun gear in a non-rotatable manner by means of the third switching device. The third switching device can be switched, for example, between a third coupling state and a third decoupling state. In the third coupling state, the second rotor is connected to the first sun gear in a non-rotatable manner by means of the third switching device, so that relative rotation around the second machine rotation axis or around the first planetary gear set rotation axis is not allowed between the second rotor and the first sun gear. In the third decoupling state, the third switching device allows relative rotation between the second rotor and the first sun gear around the second machine rotation axis or around the first planetary gear set rotation axis. For example, the third switching device has a third switching element that can move between at least one third coupling position for achieving the third coupling state and at least one third decoupling position for achieving the third decoupling state, in particular translationally and / or relative to the housing. For example, the third switching device has a fifth switching device engagement half that is particularly permanently and non-rotatably connected to the first sun gear, which is also referred to as the fifth switching half on the clutch drive side. Further, the third switching device, for example, has a sixth switching device engagement half that is particularly permanently and non-rotatably connected to the second rotor, which is also referred to as the sixth switching half on the rotor side of the third switching device. For example, the third switching element is one of the switching device engagement halves of the third switching device, or a third switching element of the third switching device is additionally provided in addition to the switching device engagement halves of the third switching device. For example, each switching element can move axially along the electric powertrain between each coupling position and each decoupling position.

[0027] Here, in order to be able to particularly advantageously integrate the parking lock into the electric powertrain, in particular, the parking lock acts on both output shafts in its engaged state and thus on both drive wheels at the same time. In another advantageous design of the present invention, it is provided that, with reference to the axial direction, the fifth switching half on the clutch drive side of the third switching device is arranged between the first switching half on the clutch drive side of the first switching device and the second rotor.

[0028] Another embodiment is characterized in that the first engagement half of the parking lock, i.e., the first parking lock engagement half, is permanently and non-rotatably connected to the connecting shaft. Thereby, the parking lock can be integrated into the drive system in a manner that particularly improves the installation space, weight, and cost.

[0029] Finally, and particularly advantageously, the second engaging part half of the parking lock, i.e. the second parking lock engaging part half, is connected to the housing at least permanently and non-rotatably relative to the axis of rotation, and about the axis of rotation, the first engaging part half is rotatable relative to the housing of the electric powertrain in the released state of the parking lock. The axis of rotation is in particular the axis of rotation of the connecting shaft. This means that at least relative rotation about the axis of rotation between the second switching device engaging part half and the housing is not permitted, whereby the first switching device engaging part half, and via it the connecting shaft, can be fixed to the housing in a non-rotatable manner in a particularly convenient and space-saving manner.

[0030] A second aspect of the invention relates to a motor vehicle, also referred to briefly as a vehicle, which is preferably designed as an automobile, in particular a passenger car, and has at least or exactly one electric powertrain according to the first aspect of the invention and can be driven by means of the electric powertrain, in particular in a purely electric manner. The advantages and advantageous design features of the first aspect of the invention are to be regarded as the advantages and advantageous design features of the second aspect of the invention and vice versa.

[0031] The terms used in this disclosure - also referred to as the part of speech of ordinal numbers (Ordinalia), such as "first", "the first", "second", "the second", etc. - do not necessarily serve to indicate or imply the number or quantity of components, but rather to be able to clearly refer to the terms to which those ordinal numbers are assigned or the terms to which those ordinal numbers refer. Furthermore, the feature of "axial overlap" should be understood as follows: when two elements are arranged in a region with the same axial coordinate, the two elements are arranged axially overlapping, in particular axially overlapping with each other. Thus, for two elements arranged axially overlapping with each other, there is a straight line arranged radially, i.e. a straight line arranged radially in the electric powertrain and thus perpendicular to the respective machine axis of rotation or the axis of rotation of each planetary gear set, which straight line passes through or intersects both one and the other of the elements arranged axially overlapping with each other. Here, the radial of the electric powertrain is perpendicular to the axial of the electric powertrain. If the radial is mentioned in the foregoing and in the following, unless otherwise stated, it should be understood as the radial of the electric powertrain. Thus, unless otherwise stated, the term "radial" refers to the radial of the electric powertrain. In other words, unless otherwise stated, the term "radial" refers to the radial of the electric powertrain.

[0032] Further advantages, features and details of the invention are given in the following description of preferred embodiments and with reference to the drawings. Without departing from the scope of the invention, the above-mentioned features and combinations of features mentioned in the description, as well as the features and combinations of features mentioned in the description of the drawings and / or shown individually in the drawings, can be used not only in the respective combinations, but also in other combinations or individually. Description of the Drawings

[0033] In the drawings:

[0034] Figure 1 A schematic diagram of an electric powertrain for a motor vehicle is shown;

[0035] Figure 2 A switching table is shown, which shows different operating modes of the electric powertrain. Detailed Description of the Invention

[0036] In the drawings, identical or functionally identical elements are provided with the same reference numerals.

[0037] Figure 1 An electric powertrain 10 for a motor vehicle, which is also simply referred to as a vehicle, is schematically shown. The electric powertrain 10 has a first electric machine 12, which has a first rotor 14 and a first stator 16. In the embodiment shown in the figures, the first electric machine 12 is designed as an axial flux machine (Axialflussmaschine). The rotor 14 can be driven by means of the stator 16 and can thus rotate relative to the stator 16 about a first machine rotation axis 18. In addition, the electric powertrain 10 includes a second electric machine 20, which is designed as an axial flux machine (AFM) in the embodiment shown in the figures. The second electric machine 20 has a second rotor 22 and a second stator 24. The rotor 22 can be driven by means of the stator 24 and can thus rotate relative to the stator 24 about a second machine rotation axis 26. It can be seen that the electric machines 12 and 20 are arranged coaxially relative to one another such that the machine rotation axes 18 and 26 coincide. In Figure 1 the housing 28 of the electric powertrain 10 is also shown schematically, in particular. For example, the individual electric machines 12, 20 are at least partially arranged in the housing 28. The rotors 14 and 22 can rotate relative to the housing 28 about the respective machine rotation axes 18, 26.

[0038] The electric powertrain 10 includes a planetary-structured clutch transmission mechanism 30. For example, the clutch transmission mechanism 30 is at least partially arranged in the housing 28. For example, the electric powertrain 10 is a component of a motor vehicle axle 32, which is also referred to as an axle or a drive shaft. The axle 32 particularly has exactly two wheels 34 and 36, which are also arranged on opposite sides of the motor vehicle in the vehicle transverse direction of the motor vehicle. The vehicle transverse direction is shown by the double arrow 38. The wheels 34 and 36, which are also simply referred to as wheels or drive wheels, are ground contact elements through which the motor vehicle is supported or can be supported downward in the vehicle vertical direction of the motor vehicle on the ground. If the motor vehicle travels along the ground and the motor vehicle is supported downward on the ground by the drive wheels in the vehicle vertical direction, the drive wheels roll, particularly directly on the ground. The wheels 34 and 36 can be driven by respective electric motors 12, 20 in a particularly purely electric manner by means of the clutch transmission mechanism 30, and thus the wheels 34 and 36 are also referred to as drive wheels.

[0039] The clutch drive 30 has a first planetary gear set 40 which has a first ring gear 42, a first planet carrier 44 and a first sun gear 46. The ring gear 42, the planet carrier 44 and the sun gear 46 are transmission elements of the first planetary gear set 40, wherein each transmission element can in particular rotate relative to the housing 28 about the first planetary gear set axis of rotation 48, unless it is connected to the housing 28 in a non-rotatable manner. The clutch drive 30 has a second planetary gear set 50 which has a second ring gear 52, a second planet carrier 54 and a second sun gear 56. The ring gear 52, the planet carrier 54 and the sun gear 56 are planetary gear set elements of the second planetary gear set 50, wherein each planetary gear set element can rotate relative to the housing 28 about the second planetary gear set axis of rotation 58, unless it is connected to the housing 28 in a non-rotatable manner. The planetary gear sets 40 and 50 are arranged coaxially with each other such that the planetary gear set axes of rotation 48 and 58 coincide. Furthermore, the planetary gear sets 40 and 50 are arranged coaxially with the electric motors 12 and 20 such that the planetary gear set axes of rotation 48 and 50 coincide with the machine axes of rotation 18 and 26. Arranged on the first planet carrier 44, i.e. mounted, are a first planetary gear 60 and a second planetary gear 62, wherein the first planetary gear 60 meshes in particular permanently with the first sun gear 46. The second planetary gear 162 meshes in particular permanently with the ring gear 42, and one of the first planetary gears 60 meshes in particular permanently with in particular exactly one of the second planetary gears 60. Here, for example, each of the second planetary gears 62 has a first engagement tooth which meshes in particular permanently with the ring gear 42 and the corresponding first planetary gear 60. Each of the planetary gears 62 does not mesh with the sun gear 46, for example. Each of the planetary gears 60 does not mesh with the ring gear 42, for example. The second planetary gears 62 are rotatably mounted on the second planet carrier 54, and the third planetary gears 64 are rotatably mounted on the second planet carrier 54. The second planetary gears 62 mesh in particular permanently with the sun gear 56. The third planetary gears 64 mesh in particular permanently in the ring gear 52. Additionally, one of the planetary gears 62 meshes in particular permanently with in particular exactly one of the third planetary gears 64. Here, in addition to each first engagement tooth, each of the second planetary gears 62 has in particular an additionally designed second engagement tooth which meshes with the sun gear 56 and each of the third planetary gears 64. Each of the planetary gears 60 does not mesh with the ring gear 42, and each of the planetary gears 62 does not mesh with the sun gear 46, for example. Each of the planetary gears 62 does not mesh with the ring gear 52, and each of the planetary gears 64 does not mesh with the sun gear 56, for example. Each of the second planetary gears 62 is in particular designed as a corresponding stepped planetary gear.

[0040] The first planet carrier 44 is in particular permanently and non-rotatably connected to the second planet carrier 54. With reference to the axial direction of the electric powertrain 10, the first electric machine 12 is arranged along the axial direction of the electric powertrain on a first side S1 of the clutch drive mechanism 30 facing away from the second electric machine 20, and with reference to the axial direction of the electric powertrain 10, the second electric machine 20 is arranged along the axial direction of the electric powertrain on a second side S2 of the clutch drive mechanism 30 facing away from the first electric machine 12 and the first side S1. If the axial direction is mentioned in the foregoing and the following, unless otherwise specified, it should be understood as the axial direction of the electric powertrain 10, the radial direction of which is perpendicular to the axial direction. The axial direction of the electric powertrain 10 coincides with the respective electric machine rotation axes 18, 26 and thus with the respective planetary gear set rotation axes 48, 58. The radial direction of the electric powertrain 10 is Figure 1 shown by a double arrow 66 in

[0041] The electric powertrain 10 has a first switching device SE1, which is configured to non-rotatably connect the first rotor 14 to the second planet carrier 54 and, via the second planet carrier, to the first planet carrier 44.

[0042] Furthermore, the electric powertrain 10 has a connecting shaft 67, which is designed to non-rotatably connect the first planet carrier 44 to a first engaging member half K1 of the parking lock 72 of the electric powertrain 10. By means of the connecting shaft 67, the first engaging member half K1 is permanently and non-rotatably connected to the first planet carrier 44. This means that the drive system 10 has a parking lock 72, which has a first engaging member half K1 and a second engaging member half K2. The first engaging member half K1 is also referred to as the first parking lock engaging member half, and the second engaging member half K2 is also referred to as the second parking lock engaging member half.

[0043] The parking lock 72 can be switched between an engaged state and a disengaged state. In the engaged state, the parking lock 72 is engaged, i.e., activated, and in the disengaged state, the parking lock 72 is disengaged, i.e., deactivated. The engaged state is also referred to as the parking lock coupling state, and the disengaged state is also referred to as the parking lock decoupling state. In the engaged state of the parking lock 72, the engagement member halves K1 and K2 are connected to each other in a non-rotatable manner. In the disengaged state, the parking lock 72 permits relative rotation between the engagement member halves K1 and K2. In the disengaged state, the engagement member halves K1 and K2 can rotate relative to each other about the axis of rotation 69, wherein the axis of rotation 69 coincides with the machine axes of rotation 18 and 26 and the planetary gear set axes of rotation 48 and 58. At least with respect to rotation about the axis of rotation relative to the housing 28, the second engagement member half K2 is fixed relative to the housing 28 such that the second engagement member half K2 is connected to the housing 28 in a non-rotatable manner at least with respect to rotation about the axis of rotation 69. Thus, in the engaged state of the parking lock 72, the engagement member half K1 is connected to the engagement member half K2 in a non-rotatable manner and thus to the housing 28 in a non-rotatable manner, while in the disengaged state of the parking lock 72, the engagement member half K1 can rotate about the axis of rotation 69 relative to the housing 28 and relative to the engagement member half K2.

[0044] For the embodiment shown in Figure 1 the engagement member half K1 is in particular permanently and non-rotatably connected to the connecting shaft 67, which can rotate relative to the housing 28 about the connecting shaft axis of rotation 73, in particular in the disengaged state of the parking lock 72. In the engaged state of the parking lock 72, the connecting shaft 67 is connected to the housing 28 in a non-rotatable manner, specifically in particular via the parking lock 72 to the housing 28.

[0045] The clutch drive 30, and thus the electric powertrain 10, has a first output shaft 68 which is in particular permanently and non-rotatably connected to the first ring gear 42 and which is configured to output the torque, also referred to as the first rotational element, from the clutch drive 30 while bypassing the planet carriers 44 and 54 and bypassing the sun gears 46 and 56. Furthermore, the clutch drive 30, and thus the electric powertrain 10, comprises a second output shaft 70 which is in particular permanently and non-rotatably connected to the second ring gear 52 and which is configured to output the torque, also referred to as the second rotational element, from the clutch drive 30 while bypassing the planet carriers 44 and 54 and bypassing the sun gears 46 and 56. It can be seen that the wheel 34 can be driven by the output shaft 68 and thus by the clutch drive 30 via the output shaft 68 and by the respective electric machines 12, 20 via the clutch drive. Thus, the wheel 36 can be driven by the output shaft 70 and thus by the clutch drive 30 via the output shaft 70 and by the respective electric machines 12, 20 via the clutch drive. For example, the clutch drive 30 in particular forms or comprises a central superposition unit by means of which the respective first drive torques provided or capable of being provided by the electric machine 12 via its rotor 14 for driving the wheels 34 and 36 can be superposed with the respective second drive torques provided or capable of being provided by the electric machine 20 via its rotor 22 for driving the wheels 34 and 36, so that a particularly efficient drive of the motor vehicle can be achieved.

[0046] Furthermore, it is provided for the drive system 10 that, with reference to the axial direction, a connection point AS for non-rotatably connecting the connecting shaft 67 is arranged on the first planet carrier 44 between the first planetary gear set 40 and the second planetary gear set 50. As can be seen Figure 1 from, for example, the connecting shaft 67 is in particular permanently and non-rotatably connected to the planet carrier 44 at the connection point AS. Here, the connecting shaft 67 is, for example, formed separately from the planet carrier 44 and is in particular permanently and non-rotatably connected to the planet carrier 44 at the connection point AS and is in particular connected to the planet carrier 54 via the planet carrier 44.

[0047] The switching device SE1 has a first switching device engaging part half SK1 on the side of the clutch drive mechanism and a second switching device engaging part half SK2 on the rotor side. The switching device engaging part half SK1 on the side of the clutch drive mechanism is also referred to as the first switching half, and the second switching device engaging part half SK2 on the rotor side is also referred to as the second switching half. It can be seen that the first switching device engaging part half SK1 is in particular permanently and non-rotatably connected to the second planet carrier 54, and the second switching device engaging part half SK2 is in particular permanently and non-rotatably connected to the first rotor 14. Here, the switching device SE1 has, for example, a first switching element which can move between at least one first coupling position which realizes a first coupling state of the switching device SE1 and at least one first decoupling position which realizes a first decoupling state of the switching device SE1, in particular translationally and / or axially with respect to the housing 28 and / or in the axial direction of the drive system 10. In the first coupling state, the first rotor 14 is non-rotatably connected to the second planet carrier 54 by means of the first switching device SE1. In the first decoupling state, the first switching device SE1 allows relative rotation about the machine rotation axis 18 between the planet carrier 54 and the first rotor 14. It is conceivable to design the first switching element additionally in addition to the switching device engaging part halves SK1 and SK2, or the first switching element is, for example, the switching device engaging part half SK2.

[0048] The switching device engaging part halves are advantageously the engaging teeth of a dog clutch or the friction elements of a friction clutch. For example, the first switching device engaging part half SK1 is the engaging teeth on the side of the clutch drive mechanism, and the second switching device engaging part half SK2 is the engaging teeth on the rotor side (with reference to the first rotor 14).

[0049] In Figure 1 the embodiment shown, with reference to the axial direction of the electric powertrain 10, the first engaging part half K1 is arranged between the clutch drive mechanism 30 and the second rotor 22.

[0050] The electric powertrain 10 has a second switching device SE2, which is designed to non-rotatably connect the first rotor 14 to the second sun gear 56. To this end, the switching device SE2 can be switched between a second coupled state and a second decoupled state. In the second coupled state, the first rotor 14 is non-rotatably connected to the second sun gear 56 by means of the second switching device SE2, while in the second decoupled state the second switching device SE2 allows relative rotation about the machine axis of rotation 18 between the first rotor 14 and the second sun gear 56. Here, the second switching device SE2 has, for example, a second switching element, which can move between at least one second coupling position for achieving the second coupled state and at least one second decoupling position for achieving the second decoupled state, in particular translationally and / or relative to the housing 28 and / or axially in the electric powertrain 10. The second switching device SE2 has a third switching device engagement half SK3 on the clutch drive side, which is also referred to as the third switching half on the clutch drive side, for example. Additionally, the switching device SE2 has, for example, a fourth switching device engagement half SK4 on the rotor side, which is referred to as the fourth switching half on the rotor side. In addition to the switching device engagement halves SK3 and SK4, the second switching element can be additionally designed, or the second switching element is one of the switching device engagement halves SK3 and SK4, and in particular the fourth switching device engagement half SK4 here. It can be seen that the switching device engagement halves SK2 and SK4 can be connected to each other such that they can, for example, jointly move back and forth between their respective coupling positions and their respective decoupling positions. In particular, it can be considered that the switching device engagement half SK2 is the switching device engagement half SK4, and vice versa, such that the switching devices SE1 and SE2 have, for example, a common switching element that can move between their respective coupling positions and their respective decoupling positions. Here, the first coupled state is accompanied by the second decoupled state, and the first decoupled state is accompanied by the second coupled state, in particular since the first coupling position is accompanied by the second decoupling position, and the first decoupling position is accompanied by the second coupling position. Thus, for example, especially when the first switching device SE1 is in its first coupled state, the switching device SE2 is especially always in the second decoupled state. And for example, when the first switching device SE1 is in the first decoupled state, the switching device SE2 is especially always in the second coupled state.

[0051] Furthermore, the electric powertrain 10 includes a third switching device SE3 configured to non-rotatably connect the second rotor 22 to the first sun gear 46. Thereby, the switching device SE3 can be switched, for example, between a third coupled state and a third decoupled state. In the third coupled state, the second rotor 22 is non-rotatably connected to the first sun gear 46 by means of the third switching device SE3, while in the third decoupled state, the third switching device SE3 allows relative rotation of the second rotor 22 and the first sun gear 46 about the machine axis of rotation 26.

[0052] With reference to the axial direction of the electric powertrain, the first switching device engagement part half SK1 on the clutch transmission side of the switching device SE1 is arranged between the third switching device engagement part half SK3 on the clutch transmission side of the second switching device SE2 and the second rotor 22.

[0053] The third switching device SE3 has a fifth switching device engagement part half SK5 on the clutch transmission side, which is also referred to as the fifth switching half on the clutch transmission side, for example. Furthermore, the switching device SE3 has a sixth switching device engagement part half SK6 on the rotor side, which is also referred to as the sixth switching half on the rotor side. The switching device engagement part half SK5 of the third switching device SE3 is permanently and non-rotatably connected to the first sun gear 46, in particular. The sixth switching device engagement part half SK6 of the third switching device SE3 is permanently and non-rotatably connected to the rotor 22, for example. It is hereby specified that, with reference to the axial direction of the electric powertrain 10, the fifth switching device engagement part half SK5 on the clutch transmission side of the third switching device SE3 is arranged between the first switching device engagement part half SK1 on the clutch transmission side of the first switching device SE1 and the second rotor 22.

[0054] The drive system 10 has a first transmission stage 74, which is arranged downstream of the first output shaft 68 and downstream of the clutch transmission 30 with reference to the first torque flow, and upstream of the wheel 34, and a corresponding first torque can be transmitted from the first output shaft 68 to the first wheel 34 along or through the first torque flow. Correspondingly, the drive system 10 has a second transmission stage 78, which is arranged downstream of the second output shaft 70 and downstream of the clutch transmission 30 with reference to the second torque flow, and upstream of the second wheel 36, and a corresponding second torque can be transmitted from the second output shaft 70 to the second wheel 36 through or along the second torque flow. For example, each transmission stage 74, 78 is designed as a corresponding third planetary gear set, which respectively has a third sun gear 80, a third planet carrier 82 and a third ring gear 84. A corresponding additional planet gear 86 is rotatably arranged, i.e., mounted, on the corresponding planet carrier 82, wherein the corresponding planet gear 86 meshes with the corresponding sun gear 80 and the corresponding ring gear 84 of each transmission stage 74, 78 at the same time. Here, the first output shaft 68 is especially permanently and non-rotatably connected to the sun gear 80 of the transmission stage 74, and the second output shaft 70 is especially permanently and non-rotatably connected to the sun gear 80 of the transmission stage 78. The corresponding ring gear 84 is especially permanently and non-rotatably connected to the housing 28. The corresponding planet carrier 82 is especially permanently and non-rotatably connected to a corresponding further shaft 88, and the corresponding wheel 34, 36 can be driven through the shaft. The corresponding shaft 88 is especially permanently torque-transmitting, especially permanently and non-rotatably connected to the corresponding wheel 34, 36.

[0055] Figure 2 A switching table is shown, by means of which different modes, also called operating modes, are shown, in which the powertrain 10 can be operated or the powertrain 10 can be switched. In Figure 2 the modes named M1, M2, M3 and M4 are recorded in column SP1 of the switching table, and the parking lock named P and the switching devices SE1, SE2 and SE3 are recorded in row Z1. In the first mode M1, the parking lock 72 is engaged, so that the motor vehicle is fixed to prevent accidental rolling. For this purpose, the parking lock 72 is in the engaged state, wherein the switching devices SE1, SE2 and SE3 are in the decoupled state.

[0056] For example, the second mode M2 is an efficiency mode, wherein the parking lock 72 is in the parking lock decoupled state, wherein the switching device SE1 is in the first coupling state, and the switching devices SE2 and SE3 are in the decoupled state.

[0057] The third mode M3 is, for example, a superimposed mode, in which the parking lock 72 is in a parking lock decoupled state, in which the switching devices SE2 and SE3 are in a coupled state, while the first switching device SE1 is in a decoupled state.

[0058] The fourth mode M4 is, for example, a torque translation and accumulation mode, in which the parking lock 72 is in a parking lock decoupled state, in which the switching devices SE2 and SE3 are in a coupled state, while the first switching device SE1 is in a decoupled state.

[0059] List of Reference Signs

[0060] 10 Electric powertrain

[0061] 12 First electric machine

[0062] 14 First rotor

[0063] 16 First stator

[0064] 18 First machine rotation axis

[0065] 20 Second electric machine

[0066] 22 Second rotor

[0067] 24 Second stator

[0068] 26 Second machine rotation axis

[0069] 28 Housing

[0070] 30 Clutch drive mechanism

[0071] 32 Shaft

[0072] 34 First wheel

[0073] 36 Second wheel

[0074] 38 Double arrow

[0075] 40 First planetary gear set

[0076] 42 First ring gear

[0077] 44 First planet carrier

[0078] 46 First sun gear

[0079] 48 First planetary gear set rotation axis

[0080] 50 Second planetary gear set

[0081] 52 Second ring gear

[0082] 54 Second planet carrier

[0083] 56 Second sun gear

[0084] 58 Axis of rotation of the second planetary gear set

[0085] 60 First planetary gear

[0086] 62 Second planetary gear

[0087] 64 Third planetary gear

[0088] 66 Double arrow

[0089] 67 Connecting shaft

[0090] 68 First output shaft

[0091] 69 Axis of rotation of the connecting shaft

[0092] 70 Second output shaft

[0093] 72 Parking lock

[0094] 73 Axis of rotation

[0095] 74 First gear stage

[0096] 78 Second gear stage

[0097] 80 Third sun gear

[0098] 82 Third planet carrier

[0099] 84 Third ring gear

[0100] 88 Rotating shaft

[0101] S1 First side

[0102] S2 Second side

[0103] K1 First half of the engaging part

[0104] K2 Second half of the engaging part

[0105] AS Connecting part

[0106] SK1 First half of the engaging part of the first switching device

[0107] SK2 Second half of the engaging part of the second switching device

[0108] SK3 Third half of the engaging part of the third switching device

[0109] SK4 Fourth half of the engaging part of the fourth switching device

[0110] SK5 Fifth half of the engaging part of the fifth switching device

[0111] SK6 Sixth switching device engagement part half

[0112] P Parking lock

[0113] SE1 First switching device

[0114] SE2 Second switching device

[0115] SE3 Third switching device

[0116] SP1 Column

[0117] Z1 Row

[0118] M1 First mode

[0119] M2 Second mode

[0120] M3 Third mode

[0121] M4 Fourth mode

Claims

1. An electric powertrain (10) for a motor vehicle, the electric powertrain having a first electric machine (12) comprising a first rotor (14), a second electric machine (20) comprising a second rotor (22), and a clutch transmission (30) in the form of a planetary transmission, wherein: – The clutch transmission (30) has a first planetary gear set (40) and a second planetary gear set (50), the first planetary gear set comprising a first ring gear (42), a first planet carrier (44) and a first sun gear (46), and the second planetary gear set comprising a second ring gear (52), a second planet carrier (54) and a second sun gear (56); – The first planet carrier (44) is non-rotatably connected to the second planet carrier (54); – The clutch transmission (30) has a first output shaft (68) non-rotatably connected to the first ring gear (42), the first output shaft (68) being configured to output torque from the clutch transmission (30) while bypassing the planet carriers (44, 54) and bypassing the sun gears (46, 56); – The clutch transmission (30) has a second output shaft (70) non-rotatably connected to the second ring gear (52), the second output shaft (70) being configured to output torque from the clutch transmission (30) while bypassing the planet carriers (44, 46) and bypassing the sun gears (46, 56); It is characterized in that – With reference to the axial direction coinciding with the machine rotation axes (18, 26), the first electric machine (12) is arranged on the side (S1) of the clutch transmission (30) opposite to the second electric machine (20). – A connecting shaft (67) is provided, which is configured to non-rotatably connect the first planet carrier (44) to a first engagement part half (K1) of a parking lock (72); – With reference to the axial direction, between the first planetary gear set (40) and the second planetary gear set (50), a connection part (AS) for non-rotatably connecting to the connecting shaft (67) is arranged on the first planet carrier (44).

2. The electric powertrain (10) according to claim 1, It is characterized in that With reference to the axial direction, the first engagement part half (K1) is arranged between the clutch transmission (30) and the second rotor (22).

3. The electric powertrain (10) according to claim 1 or 2, It is characterized in that A first switching device (SE1) and a second switching device (SE2) are provided, the first switching device being configured to non-rotatably connect the first rotor (14) to the second planet carrier (54), and the second switching device being configured to non-rotatably connect the first rotor (14) to the second sun gear (56).

4. The electric powertrain (10) according to claim 3, It is characterized in that With reference to the axial direction, the clutch transmission side switching half (SK1) of the first switching device (SE1) is arranged between the clutch transmission side switching half (SK3) of the second switching device (SE2) and the second rotor (22).

5. The electric powertrain (10) according to any one of the preceding claims, characterized in that it is provided with a third switching device (SE3), which is configured to connect the second rotor (22) to the first sun gear (46) in a non-rotatable relative manner.

6. The electric powertrain (10) according to claim 5, characterized in that with reference to the axial direction, the clutch transmission mechanism side switching half (SK5) of the third switching device (SE) is arranged between the two planetary gear sets (40, 50) and the second rotor (22).

7. The electric powertrain (10) according to any one of the preceding claims, characterized in that the first engaging member half (K1) of the parking lock (72) is permanently connected to the connecting shaft (67) in a non-rotatable relative manner.

8. The electric powertrain (10) according to any one of the preceding claims, characterized in that the second engaging member half (K2) of the parking lock (72) is at least permanently and non-rotatably connected to the housing (28) with reference to the axis of rotation, and the first engaging member half (K1) can rotate relative to the housing (28) of the electric powertrain about the axis of rotation.

9. A motor vehicle having at least one electric powertrain (10) according to any one of the preceding claims.

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