Electric power train for a motor vehicle

Abstract

The invention relates to an electric drive train (10) for a motor vehicle, comprising a first electric machine (12) with a first rotor (14), a second electric machine (20) with a second rotor (22), and a clutch transmission (30) in the form of a planetary gear, 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; the first electric machine (12) is arranged on the side (S1) of the clutch transmission (30) facing away from the second electric machine (20) with reference to the axial direction; a first switching element (SE1) which is designed to connect the first rotor (14) to the first planet carrier (44) in a rotationally fixed manner; a first output shaft (68) of the clutch transmission (30), which is connected in a rotationally fixed manner to the first ring gear (42) and is designed to output a torque from the clutch transmission (30) while bypassing the planet carrier (44, 54) and the sun gear (46, 56); a second output shaft (70) of the clutch transmission (30), which is connected in a rotationally fixed manner to the second ring gear (52) and is designed to output a torque from the clutch transmission (30) while bypassing the planet carrier (44, 54) and the sun gear (46, 56); and a parking lock (72) comprising a first parking lock engagement half (K1) connected in a rotationally fixed manner to the first rotor (14) and a second parking lock engagement half (K2) connected in a rotationally fixed manner to a housing (28) of the electric drive train (10).

Description

Technical Field

[0001] The invention relates to an electric drivetrain for a motor vehicle according to the preamble of patent claim 1 . Background Art

[0002] DE 10 2009 031 645 A1 discloses a power unit for an electric vehicle having a first electric motor for driving at least one wheel of the electric vehicle. DE 10 2022 000 466 A1, DE 10 2021 004 236 A1, US 2018 / 0 208 048 A1, and DE 10 2021 006 124 B3 each disclose an electric drive train for a motor vehicle, each of which includes two power motors coupled to each other via a clutch transmission. Summary of the Invention

[0003] The object of the present invention is to provide an electric drive train for a motor vehicle in which a parking lock can be implemented in a particularly convenient manner.

[0004] This object is achieved by an electric drive train having the features of patent claim 1. Advantageous embodiments with suitable developments of the invention are specified in the remaining claims.

[0005] The present invention relates to an electric drive train, also referred to as an electric drive unit or designed as an electric drive unit, for use in a motor vehicle, particularly an automobile and, in particular, a passenger car. This means that the motor vehicle, also simply referred to as a vehicle, in its finished state has an electric drive train and can be driven by means of the electric drive train, particularly in a purely electric manner. For example, in its finished state, the motor vehicle has at least two, or exactly two, axles arranged one behind the other in the longitudinal direction of the vehicle, thus also referred to as axles. Each axle of the motor vehicle has at least two, or exactly two, wheels, also referred to as wheels, wherein, for example, the wheels of the respective axles are arranged on opposite sides of the vehicle in the transverse direction of the vehicle. The wheels of at least one or both axles can be driven, particularly in a purely electric manner, for example, by means of the electric drive train, thereby driving the entire motor vehicle. Wheels that can be driven by means of the electric drive train are also referred to as drivable wheels, driven wheels, or drive wheels. References to wheels or wheels hereinafter, unless otherwise specified, are to be understood as wheels that can be driven by means of the electric drive train, i.e., drive wheels. The wheels of the axle are, in particular, ground-contacting elements, by means of which the motor vehicle is supported downwards in the vertical direction of the vehicle or can be supported on the ground. If the motor vehicle is driven along the ground while the motor vehicle is supported downwards in the vertical direction of the vehicle on the ground by the ground-contacting elements of the axle, the wheels of the axle roll, in particular directly on the ground.

[0006] An 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, a first rotor can be driven and thus rotate relative to the first stator about a first machine rotation axis. The first electric machine can, in particular, provide a first drive torque via the first rotor for driving wheels, and thus the vehicle. Furthermore, the electric powertrain includes a second electric machine having a second rotor. The second electric machine can, in particular, have a second stator, by means of which, for example, a second rotor can be driven and thus rotate relative to the second stator about a second machine rotation axis. The second electric machine can, in particular, provide a second drive torque via its second rotor, by means of which the second drive torque can drive wheels, and thus the vehicle. For example, the machine rotation axes are parallel to each other. In particular, the machine rotation axes coincide, such that the electric machines are, for example, coaxial with each other.

[0007] The electric powertrain also includes a clutch transmission in the form of a planetary gear mechanism. The clutch transmission includes a first planetary gear set with a first ring gear, also referred to as a first planetary gear carrier, and a first sun gear. Furthermore, the clutch transmission includes a second planetary gear set with a second ring gear, also referred to as a second planetary gear carrier, and a second sun gear. The first ring gear, the first planetary gear carrier, and the first sun gear are transmission elements of the first planetary gear set, also referred to as transmission elements of the first planetary gear set. The second ring gear, the second planetary gear carrier, and the second sun gear are planetary gear set elements of the second planetary gear set, also referred to as planetary gear set elements of the second planetary gear set. The electric powertrain includes a housing, in which the clutch transmission may be at least partially disposed, for example. In particular, when the corresponding transmission element is not connected to the housing in a rotationally fixed manner, the corresponding transmission element is rotatable relative to the housing about the first planetary gear set rotation axis. In particular, when the corresponding planetary gear set element is not connected to the housing in a rotationally fixed manner, the corresponding planetary gear set element is rotatable relative to the housing about the second planetary gear set rotation axis. In particular, it is provided that the planetary gear set rotation axes are parallel to one another, or particularly preferably, that the planetary gear set rotation axes coincide, so that the planetary gear sets are preferably coaxial with one another. For example, the respective machine rotation axes are parallel to the respective planetary gear set rotation axes. In particular, it is provided that the respective machine rotation axes coincide with the respective planetary gear set rotation axes, so that the respective planetary gear sets and the respective electric machines are preferably coaxial with one another.

[0008] The first planetary gear carrier is particularly permanently connected to the second planetary gear carrier in a rotationally fixed manner, i.e., coupled together. The first electric motor is arranged on a first side of the clutch transmission mechanism facing away from the second electric motor, relative to the axial direction of the electric drivetrain. Preferably, the second electric motor is arranged on a second side of the clutch transmission mechanism facing away from the first electric motor, relative to the axial direction of the electric drivetrain. Preferably, the axial direction of the electric drivetrain coincides with the corresponding machine rotation axis and / or the corresponding planetary gearset rotation axis. The first electric motor is preferably arranged on a first side of the clutch transmission mechanism facing away from the second electric motor, relative to the axial direction of the electric drivetrain, such that the first electric motor at least partially overlaps the clutch transmission mechanism in a first direction extending from the first electric motor to or toward the second electric motor, extending parallel to or coinciding with the axial direction of the drivetrain. References to the axial direction in the preceding and following text are to be understood as referring to the axial direction of the electric drivetrain, unless otherwise specified. Accordingly, unless otherwise specified, the term "axial direction" refers to the axial direction of the electric drivetrain. In other words, unless otherwise specified, the term "axial direction" refers to the axial direction of the motor. Thus, with reference to the axial direction, the second motor is preferably arranged on a second side of the clutch transmission mechanism facing away from the first motor, such that the second motor at least partially overlaps the clutch transmission mechanism in a second direction extending parallel to or coinciding with the axial direction, opposite to the first direction, and from the second motor toward the first motor.

[0009] Within the scope of the present disclosure, the term "two components, such as a first planetary gear carrier and a second planetary gear carrier, are connected to each other in a rotationally fixed manner" means that the components are coaxially arranged and, in particular, when driven, rotate together or simultaneously, and in particular at the same angular speed, in particular relative to the housing, about a common axis of rotation of the components, such as the first planetary gear set axis of rotation or the second planetary gear set axis of rotation. The term "two components are connected to each other in a torque-transmitting manner" means that the components are coupled or connected to each other in such a way that torque can be transmitted between the components, wherein when the components are connected to each other in a rotationally fixed manner, the components are also connected to each other in a torque-transmitting manner. The term "two components are permanently connected to each other in a torque-transmitting manner" means that no control element is provided to switch the components between an engaged state and a disengaged state in which no torque can be transmitted between the components via the control element. Instead, the components are always or permanently, and therefore, permanently, connected to each other in a torque-transmitting manner, i.e., in a manner that allows torque to be transmitted between the components. Thus, for example, one component can be driven by the other component, and vice versa. The feature that two components (e.g., a first planetary gear carrier and a second planetary gear carrier) are permanently connected in a rotationally fixed manner is to be understood in particular as meaning that no switching element is provided that can be switched between an engaged state, in which the components are connected in a rotationally fixed manner, and a disengaged state, in which the components are decoupled from one another and can rotate relative to one another, in particular about an axis of rotation of the components, so that torque cannot be transmitted between the components via the switching element. Instead, the components are always or permanently connected or coupled to one another in a rotationally fixed manner. In other words, "rotationally fixed" is to be understood as meaning that two components are rotationally fixed if they are coaxial and connected to one another so that they rotate at the same angular speed, in particular about an axis of rotation of the component.

[0010] The electric drive train is in particular a so-called electric twin drive system (twin-motor drive system), since in particular exactly one electric motor of the electric drive train is provided for each wheel of the axle comprising the electric drive train, provided that the axle comprising the electric drive train has exactly two wheels designed as ground-contacting elements.

[0011] To enable a particularly simple and therefore cost-effective implementation of a parking lock, particularly when the motor vehicle is parked on a slope, and to mechanically prevent the motor vehicle from rolling away, the present invention provides a first shifting element designed to connect the first rotor to the first planetary carrier in a rotationally fixed manner. In other words, the first rotor can be connected to the first planetary carrier in a rotationally fixed manner via the first shifting element. For example, the first shifting element can be shifted between a first engaged state and a first disengaged state. In the first engaged state, the first rotor is connected to the first planetary carrier in a rotationally fixed manner via the first shifting element. In the first disengaged state, the first shifting element allows relative rotation between the first rotor and the first planetary carrier about the first machine axis of rotation or the axis of rotation of the first planetary gear set, such that no torque can be transmitted between the first rotor and the first planetary carrier via the first shifting element in the first disengaged state. For example, the first shifting element can be moved, particularly translationally and / or relative to the housing, between at least one first engaged position for achieving the first engaged state and at least one first disengaged position for achieving the first disengaged state.

[0012] Furthermore, according to the invention, it is provided that the clutch transmission, and thus the electric drive train, has a first output shaft, which is in particular permanently connected to the first ring gear in a rotationally fixed manner. The first output shaft is designed to output a torque, also referred to as a first torque or a first output torque, from the clutch transmission while bypassing the planetary gear carrier and bypassing the sun gear. This means that the first torque can be output from the clutch transmission via the first output shaft while bypassing the planetary gear carrier and bypassing the sun gear. In other words, the clutch transmission can provide the first torque while bypassing the planetary gear carrier and bypassing the sun gear. This means that with reference to the first torque flow, via which the clutch transmission can provide the first torque so that the first torque flows along the first torque flow, the planetary gear carrier and the sun gear are not arranged downstream of the first output shaft in the first torque flow.

[0013] In addition, the clutch transmission mechanism, and thus the electric powertrain, in particular, has a second output shaft, which is in particular permanently connected to the second ring gear in a rotationally fixed manner. The second output shaft is designed to output a torque called the second torque or the second output torque from the clutch transmission mechanism while bypassing the planetary gear carrier and bypassing the sun gear. In other words, the second torque can be output from the clutch transmission mechanism by the second output shaft while bypassing the sun gear and bypassing the planetary gear carrier. In other words, the clutch transmission mechanism can provide the second torque by the second output shaft while bypassing the planetary gear carrier and bypassing the sun gear. This means that with reference to the second torque flow - via which the second torque is output from the clutch transmission mechanism through the second output shaft or can be output so that the second torque flows or is transmitted along the second torque flow, the planetary gear carrier and the sun gear are not arranged downstream of the second output shaft in the second torque flow.

[0014] Furthermore, according to the present invention, a parking lock, also referred to as a parking lock arrangement, is provided. The parking lock includes a first parking lock engaging half, which is particularly permanently connected to a first rotor in a rotationally fixed manner, and a second parking lock engaging half, which is particularly permanently connected to a housing of the electric drivetrain in a rotationally fixed manner. The parking lock engaging halves can be connected to each other in a rotationally fixed manner, so that the first rotor can be locked in a rotationally fixed manner on the housing via the parking lock engaging halves. To this end, the parking lock includes, for example, a parking lock element, also referred to as a parking lock switching component, which can be moved, for example, relative to the housing and / or in a translational manner, between at least one parking lock engaged position, which realizes a parking lock engaged state, and at least one parking lock disengaged position, which realizes a parking lock disengaged state. In the parking lock engaged state, the (two) parking lock engaging halves are particularly connected to each other in a rotationally fixed manner by means of or through the parking lock element, so that the first rotor is connected to the housing in a rotationally fixed manner. This engages and subsequently activates the parking lock. In the parking lock disengaged state, the parking lock allows relative rotation between the first rotor and the housing about the first machine rotation axis. Thus, the parking lock is released, i.e., deactivated, in the parking lock disengaged state. For example, the parking lock element may be one of the parking lock engaging halves, or the parking lock element may be provided in addition to the parking lock engaging halves.

[0015] For example, the first output shaft can rotate relative to the housing about a first output shaft rotation axis. For example, the second output shaft can rotate relative to the housing about a second output shaft rotation axis. Preferably, the output shafts are coaxial with each other, such that the output shaft rotation axes coincide. Preferably, the respective output shaft rotation axes are parallel to the respective machine rotation axis and / or the respective planetary gear set rotation axis. Particularly preferably, the respective output shaft rotation axes coincide with the respective machine rotation axis and / or the respective planetary gear set rotation axis. If the parking lock is engaged, the parking lock is in its engaged state. If the parking lock is disengaged, the parking lock is in its disengaged state.

[0016] According to the present invention, the parking lock, in its engaged state, acts on both output shafts simultaneously, thereby securing both output shafts against rotation relative to the housing about their respective output shaft rotation axes. Thus, according to the present invention, both output shafts can be secured against unintentional rotation by the same parking lock, thereby securing the vehicle against unintentional rolling when the parking lock is engaged. For example, a first of the drive wheels is permanently connected to the first output shaft in a torque-transmitting manner, while a second of the drive wheels is permanently connected to the second output shaft in a torque-transmitting manner. Thus, in its engaged state, the parking lock acts on both drive wheels simultaneously, securing them against rotation relative to the housing, and thus, for example, relative to the vehicle body. This secures the vehicle against unintentional rolling. The vehicle body, which is, for example, a self-supporting vehicle, forms a vehicle interior, also referred to as a passenger compartment or passenger cabin, in which a person, such as the driver, can reside while the vehicle is in motion. Although the electric powertrain is designed as a dual-drive system, the present invention allows the use of a single parking lock for both output shafts, and thus both wheels, to secure the output shafts and, consequently, the wheels, against unintended rotation. Conventional dual-drive systems require a separate parking lock for each electric motor or each driven wheel, but this is avoided with the present invention. This minimizes the number of components in the electric powertrain, and thus its weight, costs, and installation space requirements.

[0017] A preferred embodiment of the present invention is characterized by the provision of a first cylinder unit that is, in particular, permanently and rotationally fixedly connected to the first rotor. The first cylinder unit is arranged radially outside the first ring gear and radially outside the second ring gear, and axially overlaps the first and second ring gears. The first parking lock engaging half is, in particular, permanently and rotationally fixedly connected to the first cylinder unit. Advantageously, the second parking lock engaging half, which is rotationally fixedly connected to the housing, is movable axially relative to the first cylinder unit, i.e., in the axial direction of the electric drivetrain, or, like a conventional parking lock pawl, is rotatable about an axis arranged parallel to the machine's rotational axis. For example, the second parking lock engaging half is the aforementioned parking lock element, also referred to as a parking lock engagement device shifting element. For example, the second parking lock engaging half is movable relative to the first cylinder unit, in particular relative to the housing, between a first parking lock engaged position and a first parking lock disengaged position. This makes it possible to secure a motor vehicle in a particularly convenient manner to prevent it from rolling away.

[0018] In this publication, ordinal numbers, also known as ordinal numbers, such as "first," "first," "second," and "second," are not necessarily used to indicate or imply the number or quantity of components, but rather to clearly reference the term to which the ordinal number is assigned or referred to. Furthermore, the term "axially overlapping" should be understood to mean that two elements, such as the first cylindrical unit and the first ring gear, are axially overlapping, in particular, arranged axially relative to one another, when they are arranged in the same axial coordinate region. Thus, for two axially overlapping elements, such as the first cylindrical unit and the first ring gear, there exists at least one radially arranged straight line, i.e., arranged in the radial direction of the electric powertrain and thus perpendicular to the respective machine axis of rotation or the respective planetary gearset axis of rotation, that passes through or intersects both one and the other of the axially overlapping elements. The radial direction of the electric powertrain is perpendicular to the axial direction of the electric powertrain. References to the radial direction above and below are to be understood as referring to the radial direction of the electric powertrain, unless otherwise specified. Therefore, unless otherwise specified, the term "radial direction" refers to the radial direction of the electric powertrain. In other words, unless otherwise indicated, the term "radial" refers to the radial direction of the electric powertrain.

[0019] The feature that the first component, such as the first cylindrical unit, is located radially outward of the second component, such as the first ring gear, should be understood to mean that the first component is arranged radially outward of the electric drivetrain, i.e., in particular, further away from the corresponding machine axis of rotation or the corresponding planetary gearset axis of rotation than the second component. This embodiment allows the same parking lock to act simultaneously on both output shafts, even when the drivetrain, in particular the electric drivetrain, has a particularly compact design in the axial direction. This allows for a large number of overlapping assemblies, each of which may include at least two drivetrain components arranged axially one above the other.

[0020] In order to realize the parking lock in a manner particularly advantageous in terms of installation space, weight and costs, a further embodiment of the invention provides that the first cylinder unit is a length section of a first rotor shaft of the first electric machine, which is in particular permanently connected in a rotationally fixed manner to the first rotor.

[0021] Another embodiment is distinguished by the arrangement of the first and second parking lock engagement halves in the axial direction of the electric drivetrain, i.e., axially overlapping the first cylinder unit. Particularly advantageously, the first and second parking lock engagement halves are arranged axially between the first rotor and the first shift element. This allows for a particularly compact design, particularly in the axial direction of the electric drivetrain, which is therefore space-saving.

[0022] In order to implement the parking lock in a manner that is particularly advantageous in terms of cost, installation space, and weight, a further embodiment of the present invention provides that the first shift element engaging half of the first shift element is fixedly connected to the first parking lock engaging half in the axial direction of the electric drive train, wherein the first shift element engaging half is fixedly connected to the first parking lock engaging half in a rotationally fixed manner, in particular permanently in a rotationally fixed manner. The first shift element engaging half is, for example, fixedly connected to the first rotor in the axial direction of the electric drive train, so that, for example, relative movement between the first rotor and the first shift element engaging half is prohibited in the axial direction. For example, the first shift element engaging half is, in particular, permanently connected to the first rotor in a rotationally fixed manner. For example, the first shift element has a third shift element engaging half, which can, in particular, be permanently connected to the first planetary gear carrier in a rotationally fixed manner. For example, it is generally conceivable that the third shift element engaging half is movable axially relative to the first planetary gear carrier, wherein it is preferably provided that the third shift element engaging half is fixedly connected to the first planetary gear carrier in the axial direction of the electric drivetrain, thereby preventing relative movement between the first planetary gear carrier and the third shift element engaging half in the axial direction of the electric drivetrain. For example, the first shift element has a first shift element that is movable, in particular displaceable, in particular in the axial direction of the electric drivetrain and / or relative to the housing and / or relative to the first planetary gear carrier, and in particular relative to the first rotor, between a first engaged position and a first disengaged position. It is generally conceivable that the first shift element is the third shift element engaging half, or that a first shift element is provided in addition to the first and third shift element engaging half, and is thus particularly translatable and / or movable, in particular displaceable, in the axial direction of the electric drivetrain relative to the first shift element engaging half and relative to the third shift element engaging half between a first engaged position and a second engaged position. In particular, in the first engaged state, the first shift element engaging half and the third shift element engaging half are connected in a rotationally fixed manner by means of the first shift element, so that the first rotor and the first planet carrier are connected in a rotationally fixed manner.

[0023] The first parking lock engaging half is, in particular, permanently connected to the first rotor in a rotationally fixed manner, and the second parking lock engaging half is, in particular, permanently connected to the housing in a rotationally fixed manner. It is conceivable that the first parking lock engaging half is connected to the first rotor in the axial direction of the electric drivetrain, thereby prohibiting relative movement between the first rotor and the first parking lock engaging half in the axial direction of the electric drivetrain. For example, the parking lock may include a first parking lock switching element that is, in particular, translatably movable relative to the housing and / or relative to the first parking lock engaging half and / or relative to the second parking lock engaging half between a first parking lock engaged position and a first parking lock disengaged position. In principle, it is conceivable that the first parking lock switching component is the second parking lock engaging half or the first parking lock engaging half. Particularly preferably, the first parking lock switching component is provided in addition to the first parking lock engaging half and the second parking lock engaging half. In this case, the second parking lock engaging half is particularly fixedly connected to the housing in the axial direction of the electric drivetrain, thereby prohibiting relative movement between the second parking lock engaging half and the housing in the axial direction of the electric drivetrain. In the parking lock engaged state, the parking lock engaging halves are connected to each other in a rotationally fixed manner via the parking lock switching component, so that the first rotor is also rotationally fixedly connected to the housing. For example, the parking lock switching component can be a parking lock element.

[0024] In order to implement the parking lock in a particularly simple and space-saving manner, another embodiment of the present invention provides for the first and second parking lock engagement halves to be arranged axially of the electric drivetrain between the clutch mechanism and the second rotor. This significantly reduces the installation space required for the drivetrain, particularly in the axial direction.

[0025] Another embodiment is characterized in that, in particular, a second shifting element is provided in addition to the first shifting element, which is designed to connect the first rotor to the second sun gear in a rotationally fixed manner. In other words, the first rotor can be connected to the second sun gear in a rotationally fixed manner via the second shifting element. This allows for particularly advantageous maneuverability while improving installation space. The second shifting element is particularly switchable between a second engaged state and a second disengaged state. In the second engaged state, the first rotor is connected to the second sun gear in a rotationally fixed manner via the second shifting element. In the second disengaged state, the second shifting element allows relative rotation between the first rotor and the second sun gear about the first machine axis of rotation or about the axis of rotation of the second planetary gear set. For example, the second shifting element is movable, in particular translationally and / or relative to the housing, between at least one second engaged position for achieving the second engaged state and at least one second disengaged position for achieving the second disengaged state. In particular, the second shifting element includes a second shifting component that is particularly movable translationally and / or relative to the housing between the second engaged state and the second disengaged position. In the second engaged state, the first rotor is connected to the second sun gear in a rotationally fixed manner via the second shifting component.

[0026] In order to implement the parking lock in a particularly space-saving manner, another embodiment of the present invention provides that the second shift element engagement half of the second shift element is fixedly connected axially to the first shift element engagement half, thereby preventing relative movement between the second shift element engagement half and the first shift element engagement half in the axial direction of the electric drivetrain. Furthermore, the second shift element engagement half is preferably connected to the first shift element engagement half in a rotationally fixed manner, in particular permanently, thereby preventing relative rotation between the first shift element engagement half and the second shift element engagement half. Particularly preferably, the second shift element engagement half is fixedly connected axially to the first rotor, thereby preventing relative movement between the second shift element engagement half and the first rotor in the axial direction. In this case, the second shift element, for example, has a fourth shift element engagement half, which is, for example, permanently connected to the second sun gear in a rotationally fixed manner. In principle, it is conceivable that the fourth shift element engagement half is movable in the axial direction of the electric drivetrain relative to the housing and also relative to the second sun gear, and in particular relative to the first rotor and relative to the second shift element engagement half, i.e., is capable of translational movement, and thus in particular is capable of movement between a second engaged position and a second disengaged position. It is particularly preferred that the fourth shift element engagement half is axially fixedly connected to the second sun gear and the rotor, such that relative movement between the fourth shift element engagement half and the second sun gear is prohibited in the axial direction of the electric drivetrain. Preferably, the second shift element has a second shift component that is particularly movable in the axial direction of the electric drivetrain and / or relative to the housing and / or relative to the first rotor and / or relative to the second sun gear and / or relative to the second shift element engagement half and / or relative to the fourth shift element engagement half, between a second engaged position and a second disengaged position. In principle, it is conceivable that the second shift component is the fourth shift element engagement half, or in particular, that a second shift component is provided in addition to the second shift element engagement half and the fourth shift element engagement half. As a result, the parking lock can be designed in a particularly simple and space- and weight-efficient manner so that, in its engaged state, it acts in particular simultaneously on both output shafts and thus on both drive wheels.

[0027] Another embodiment is distinguished by the provision, in particular, of a third shifting element in addition to the first and second shifting elements, which is designed to connect the first rotor to the second rotor in a rotationally fixed manner. This means that the first rotor can be connected to the second rotor in a rotationally fixed manner via the third shifting element. This allows for particularly advantageous shifting performance, and thus particularly advantageous driving characteristics of the drivetrain, wherein the parking lock can be designed to act simultaneously on both output shafts in the engaged state, thereby rotationally fixing both output shafts relative to the housing. The third shifting element can be switched, for example, between a third engaged state and a third disengaged state. In the third engaged state, the first rotor is connected to the second rotor in a rotationally fixed manner via the third shifting element, preventing relative rotation between the first and second rotors about the first or second machine axis of rotation. In the third disengaged state, the third shifting element allows relative rotation between the first and second rotors about the first or second machine axis of rotation. For example, the third shift element has a third shift component that is particularly movable in a translational manner and / or relative to the housing and / or relative to the first rotor and / or relative to the first sun gear between at least one third engaged position for achieving a third engaged state and at least one third disengaged position for achieving a third disengaged state. In this way, the third shift element can be shifted as required.

[0028] Finally, the electric drivetrain particularly advantageously includes a fourth shifting element, which is preferably provided in addition to the first, second, and third shifting elements. The fourth shifting element is designed to connect the second rotor to the first sun gear in a rotationally fixed manner. In other words, the second rotor can be connected to the first sun gear in a rotationally fixed manner via the fourth shifting element. This achieves particularly advantageous shifting behavior and, therefore, particularly advantageous driving characteristics of the drivetrain, wherein the parking lock can act simultaneously on both output shafts, thereby simultaneously securing both output shafts and, consequently, both drive wheels in rotation, thereby securing the vehicle and preventing it from rolling away.

[0029] The fourth shifting element can, for example, be shifted between a fourth engaged state and a fourth disengaged state. In the fourth engaged state, the second rotor is connected to the first sun gear in a rotationally fixed manner by means of the fourth shifting element, such that relative rotation about the second machine axis of rotation or the axis of rotation of the first planetary gear set is impossible between the second rotor and the first sun gear. In the fourth disengaged state, the fourth shifting element allows relative rotation about the first machine axis of rotation or the axis of rotation of the first planetary gear set between the second rotor and the first sun gear. For example, the fourth shifting element can be moved, in particular translationally and / or relative to the housing, between at least one fourth engaged position for achieving the fourth engaged state and at least one fourth disengaged position for achieving the fourth disengaged state. For example, the fourth shifting element can include a fourth shifting element that is movable, in particular, in the axial direction of the electric drivetrain and / or relative to the housing and / or relative to the second rotor and / or relative to the first sun gear, between a fourth engaged position for achieving the fourth engaged state and a fourth disengaged position for achieving the fourth disengaged state. For example, in the fourth engaged state, the second rotor is connected to the first sun gear in a rotationally fixed manner by means of the fourth shifting element.

[0030] Furthermore, a motor vehicle, also referred to simply as a vehicle, is disclosed, which is preferably designed as an automobile, in particular a passenger car, and has at least or exactly one electric drivetrain according to the invention and can be driven, in particular purely electrically, by means of the electric drivetrain. The advantages and advantageous configurations of the electric drivetrain according to the invention are to be regarded as advantages and advantageous configurations of the motor vehicle, and vice versa.

[0031] Further advantages, features and details of the present invention will become apparent from the following description of preferred embodiments with reference to the accompanying drawings. 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 alone in the drawings, may be used not only in the respective combination but also in other combinations or alone without departing from the scope of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] In the attached figure:

[0033] Figure 1 shows a schematic diagram of a first embodiment of an electric powertrain for a motor vehicle;

[0034] Figure 2 A schematic diagram of a second embodiment of an electric powertrain is shown. DETAILED DESCRIPTION

[0035] In the figures, identical or functionally identical elements are provided with the same reference symbols.

[0036] Figure 1 A first embodiment of an electric drive train 10 for a motor vehicle (also referred to as vehicle for short) is shown in a schematic diagram. The electric drive train 10 has a first electric machine 12, which has a first rotor 14 and a first stator 16. In the first embodiment, the first electric machine 12 is designed as an axial flux electric machine. The rotor 14 can be driven by means of the stator 16 and can therefore rotate relative to the stator 16 about a first machine axis of rotation 18. In addition, the electric drive train 10 includes a second electric machine 20, which has a second rotor 22 and a second stator 24. In the first embodiment, the electric machine 20 is designed as an axial flux electric machine (AFM). The rotor 22 can be driven by means of the stator 24 and can therefore rotate relative to the stator 24 about a second machine axis of rotation 26. It can be seen that the electric machines 12 and 20 are arranged coaxially relative to each other, so that the machine axes of rotation 18 and 26 coincide. Figure 1 , the housing 28 of the electric drive train 10 is also particularly schematically shown. For example, the respective electric machine 12, 20 is at least partially arranged in the housing 28. The rotors 14 and 22 can rotate relative to the housing 28 about the respective machine axis of rotation 18, 26.

[0037] Electric drivetrain 10 includes a clutch mechanism 30 in a planetary configuration. For example, clutch mechanism 30 is at least partially disposed within housing 28. Electric drivetrain 10 is, for example, a component of a motor vehicle axle 32, also referred to as a drive axle or drive axle. Axle 32 specifically includes two wheels 34 and 36, which are arranged on opposite sides of the vehicle in the transverse direction of the vehicle. The transverse direction is indicated by a double arrow 38. Wheels 34 and 36, also referred to simply as wheels or drive wheels, are ground-contacting elements by which the vehicle can be supported downwardly or on the ground in the vehicle's vertical direction. If the vehicle is traveling along the ground and the drive wheels are supported downwardly on the ground in the vehicle's vertical direction, the drive wheels roll, in particular, directly on the ground. Wheels 34 and 36 can be driven by respective electric motors 12 and 20 via clutch mechanism 30, in particular purely electrically, and therefore wheels 34 and 36 are also referred to as drive wheels.

[0038] The clutch transmission 30 includes a first planetary gear set 40 having a first ring gear 42, a first planetary gear carrier 44, and a first sun gear 46. Ring gear 42, planetary gear carrier 44, and sun gear 46 are transmission elements of the first planetary gear set 40. Unless they are connected to the housing 28 in a rotationally fixed manner, the corresponding transmission elements are rotatable relative to the housing 28 about a first planetary gear set axis of rotation 48. The clutch transmission 30 includes a second planetary gear set 50 having a second ring gear 52, a second planetary gear carrier 54, and a second sun gear 56. Ring gear 52, planetary gear carrier 54, and sun gear 56 are planetary gear set elements of the second planetary gear set 50. Unless they are connected to the housing 28 in a rotationally fixed manner, the corresponding planetary gear set elements are rotatable relative to the housing 28 about a second planetary gear set axis of rotation 58. The planetary gear sets 40 and 50 are coaxial with each other, so that the planetary gear set axes of rotation 48 and 58 coincide. Furthermore, planetary gear sets 40 and 50 are arranged coaxially with respect to electric machines 12 and 20, respectively, such that planetary gear set axes of rotation 48 and 58 coincide with machine axes of rotation 18 and 26. First and second planet gears 60 and 62 are rotatably mounted on first planet carrier 44, wherein first planet gears 60 are, in particular, permanently meshed with first sun gear 46. Second planet gears 62 are, in particular, permanently meshed with ring gear 42, with each first planet gear 60 being, in particular, permanently meshed with, in particular, exactly one of the second planet gears 62. For example, each second planet gear 62 has a first toothing that is, in particular, permanently meshed with ring gear 42 and the corresponding first planet gear 60. For example, the corresponding planet gear 62 does not mesh with sun gear 46. For example, the corresponding planet gear 60 does not mesh with ring gear 42. Second planet gears 62 are rotatably mounted on second planet carrier 54, and third planet gears 64 are also rotatably mounted on second planet carrier 54. The second planetary gears 62 are in particular permanently meshed with the sun gear 56. The third planetary gears 64 are in particular permanently meshed with the ring gear 52. Furthermore, each second planetary gear 62 is in particular permanently meshed with, in particular, exactly one of the third planetary gears 64. In addition to the respective first toothing, the respective second planetary gear 62 has, for example, a second toothing, in particular, which meshes with the sun gear 56 and the respective third planetary gear 64. The respective planetary gears 60, for example, do not mesh with the ring gear 42, and the respective planetary gears 62, for example, do not mesh with the sun gear 46. The respective planetary gears 62, for example, do not mesh with the ring gear 52, and the respective planetary gears 64, for example, do not mesh with the sun gear 56. In particular, the respective second planetary gears 62 are designed as corresponding stepped planetary gears.

[0039] In particular, the first planetary gear carrier 44 is permanently connected to the second planetary gear carrier 54 in a manner that cannot rotate relative to each other. With reference to the axial direction of the electric powertrain 10, the first motor 12 is arranged along the axial direction of the electric powertrain 10 on a first side S1 of the clutch transmission mechanism 30 that is away from the second motor 20, and with reference to the axial direction of the electric powertrain 10, the second motor 20 is arranged along the axial direction of the electric powertrain 10 on a second side S2 of the clutch transmission mechanism 30 that is away from the first motor 12 and the first side S1. If the axial direction is mentioned above and below, unless otherwise specified, it should be understood that it is 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 corresponding motor rotation axis 18, 26, and thus coincides with the corresponding planetary gear set rotation axis 48, 58. The radial direction of the electric powertrain 10 is Figure 1 This is indicated by a double arrow 66 .

[0040] The electric drivetrain 10 includes a first shift element SE1, which is designed to connect the first rotor 14 to the first planetary carrier 44 in a rotationally fixed manner. The clutch mechanism 30, and thus the electric drivetrain 10, includes a first output shaft 68, which is particularly permanently connected to the first rotor 14 in a rotationally fixed manner. This first output shaft is designed to output a torque, also referred to as a first torque, from the clutch mechanism 30 while bypassing the planetary carriers 44 and 54 and the sun gears 46 and 56. Furthermore, the clutch mechanism 30, and thus the electric drivetrain 10, includes a second output shaft 70, which is particularly permanently connected to the second ring gear 52 in a rotationally fixed manner. This second output shaft is designed to output a torque, also referred to as a second torque, from the clutch mechanism 30 while bypassing the planetary carriers 44 and 54 and the sun gears 46 and 56. It can be seen that the wheels 34 can be driven by the output shaft 68 and, via the clutch mechanism 30, and, via the clutch mechanism, by the respective electric machines 12 and 20. Accordingly, the wheels 36 can be driven by the output shaft 70 and, via the output shaft 70, by the clutch transmission 30, and, via the clutch transmission, by the respective electric machines 12 and 20. For example, the clutch transmission 30 in particular forms or includes a central superposition unit, by means of which a respective first drive torque provided or capable of being provided by the electric machine 12 via its rotor 14 for driving the wheels 34 and 36 can be superimposed with a respective second drive torque provided or capable of being provided by the electric machine 20 via its rotor 22 for driving the wheels 34 and 36, thereby enabling a particularly efficient drive of the motor vehicle.

[0041] To park a motor vehicle in a particularly simple manner and in a manner that is favorable in terms of installation space, weight, and cost, and to prevent unintentional rolling away, particularly when the motor vehicle is parked on or on an incline, the electric drivetrain 10 now includes a parking lock 72 having a first parking lock engagement half K1, which is particularly permanently connected to the first rotor 14 in a rotationally fixed manner, and a second parking lock engagement half K2, which is particularly permanently connected to the housing 28 in a rotationally fixed manner. 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 engaged state, while the disengaged state is also referred to as the parking lock disengaged state. The parking lock 72, for example, includes a parking lock switching element that is particularly movable translationally and / or relative to the housing 28. The parking lock switching element is particularly movable translationally and / or rotationally relative to the housing 28 between at least one parking lock engaged position that results in a parking lock engaged state and at least one parking lock disengaged position that results in a parking lock disengaged state. For example, the parking lock switching element is provided in addition to the parking lock engaging halves K1 and K2, or the parking lock switching element is one of the parking lock engaging halves K1 and K2. Thus, one of the parking lock engaging halves K1 and K2 is movable, for example, particularly in the axial direction of the electric powertrain 10 and / or translationally and / or rotationally relative to the other parking lock engaging halves K2, K1, and / or relative to the housing 28 between at least one parking lock engaged position that results in a parking lock engaged state and at least one parking lock disengaged position that results in a parking lock disengaged state. In the engaged state of the parking lock 72, the parking lock engaging halves K1 and K2 are connected to one another in a rotationally fixed manner, so that the rotor 14 is connected to the housing 28 in a rotationally fixed manner. In the disengaged state, the parking lock 72 allows, in particular, relative rotation between the parking lock engaging halves K1 and K2 about the machine axis of rotation 18, and thus between the rotor 14 and the housing 28, in particular about the machine axis of rotation 18. Particularly advantageously, the second parking lock engaging half K2 on the housing side is designed as a parking lock switching element.

[0042] The shift element SE1 has a first shift element engaging half SK1 and a third shift element engaging half SK3. The (first) shift element engaging half SK1 is, in particular, permanently connected to the first rotor 14 in a rotationally fixed manner, while the (third) shift element engaging half SK3 is, in particular, permanently connected to the planetary carrier 44 in a rotationally fixed manner, in particular via the planetary carrier 54. The first shift element SE1 can be switched, for example, between a first engaged state and a first disengaged state. In the first engaged state, the first rotor 14 is connected to the second planetary carrier 54 in a rotationally fixed manner via the first shift element SE1. The first shift element SE1 has, for example, a first shift element that is movable, in particular axially and / or translationally relative to the housing 28 and / or the electric drivetrain 10, between at least one first engaged position for achieving the first engaged state and at least one first disengaged position for achieving the first disengaged state. The first shift element can be provided in addition to the shift element engaging halves SK1 and SK3, or it can be one of the shift element engaging halves SK1 and SK3. Thus, one of the shift element engagement halves SK1 and SK3 can be moved between at least one first engagement position for achieving a first engagement state and at least one first disengagement position for achieving a first disengagement state, in particular relative to the housing 28 and / or in the axial direction of the electric powertrain 10 and / or translationally and / or relative to the other shift element engagement halves SK2, SK1. Thus, one of the shift element engagement halves SK1 and SK3 is, for example, a first shift component of the first shift element SE1. Furthermore, one of the parking lock engagement halves K1 and K2 is, for example, a parking lock shift component of the parking lock 72. Particularly preferably, for Figure 1The first embodiment shown in FIG provides that one of the parking lock engagement halves K1, K2, i.e., the parking lock shifting element, is movable between a parking lock engaged position and a parking lock disengaged position relative to, and thus independently of, one of the shift element engagement halves SK1 and SK3, i.e., relative to, and thus independently of, the first shifting element. Furthermore, it is particularly preferred that one of the shift element engagement halves SK1 and SK3, i.e., the first shifting element, is movable between a first engaged position and a first disengaged position relative to, and thus independently of, one of the parking lock engagement halves K1 and K2, i.e., relative to, and thus independently of the parking lock shifting element. Thus, in the first embodiment, it is preferably provided that the parking lock shifting element is movable between a parking lock engaged position and a parking lock disengaged position, wherein the first shifting element, for example, remains in the first engaged position or the first disengaged position, and that the first shifting element, for example, is movable between the first engaged position and the first disengaged position, wherein the parking lock shifting element, for example, remains in the parking lock engaged position or the parking lock disengaged position, i.e., cannot be moved. In other words, for the first specific embodiment it is at least preferably provided that the parking lock shift element and the first shift element are decoupled from one another with regard to their respective movements.

[0043] The electric powertrain 10 includes a second shifting element SE2, which is designed to connect the first rotor 14 to the second sun gear 56 in a rotationally fixed manner. The second shifting element SE2 has a second shifting element engagement half SK2, which is, in particular, permanently connected to the first rotor 14 in a rotationally fixed manner. Furthermore, the shifting element SE2 has a fourth shifting element engagement half SK4, which is, in particular, permanently connected to the sun gear 56 in a rotationally fixed manner. In a first engaged state of the shifting element SE1, the shifting element engagement halves SK1 and SK3 are rotationally fixed to one another, and in a first disengaged state of the first shifting element SE1, the shifting element engagement halves SK1 and SK3 are rotationally fixed to one another about the machine axis of rotation 18. The shifting element SE2 can be switched between a second engaged state and a second disengaged state. In the second engaged state, the shifting element engagement halves SK2 and SK4 are rotationally fixed to one another, so that in the second engaged state, the first rotor 14 and the second sun gear 56 are rotationally fixed to one another. In the second disengaged state, the shift element engagement halves SK2 and SK4 are particularly rotatable relative to each other about the machine axis of rotation 18, so that in the second disengaged state, the first rotor 14 and the second sun gear 56 are particularly rotatable relative to each other about the machine axis of rotation 18. For example, the second shift element SE2 has a second shift component that is movable, particularly in the axial direction of the electric powertrain 10 and / or translationally, and / or relative to the housing 28, between at least one second engaged position for achieving the second engaged state and at least one second disengaged position for achieving the second disengaged state. The second shift component can be provided in addition to the shift element engagement halves SK2 and SK4, or the second shift component can be one of the shift element engagement halves SK2 and SK4. Thus, it can be provided that one of the shift element engagement halves SK2 and SK4 is movable, in particular translationally, in particular in the axial direction of the electric drive train 10 and / or translationally and / or relative to the housing 28 and / or relative to the other shift element engagement halves SK2 and SK4 between at least one second engaged position forming a second engaged state and at least one second disengaged position forming a second disengaged state, and thus is moved such that one of the shift element engagement halves SK2 and SK4 is a second shift element of the shift element SE2 or also referred to as the second shift element of the shift element SE2. In a first embodiment, the second shift element is, for example, connected to the first shift element in a rotationally fixed manner, and the first shift element is, for example, fixedly connected to the second shift element in the axial direction of the electric drive train 10, so that relative movement between the first shift element and the second shift element is prohibited, in particular in the axial direction of the electric drive train 10. The second shift element is, in particular, movable together with the first shift element.In the first embodiment, the first switching component is, for example, the switching element engagement half SK1, and the second switching component is, for example, the switching element engagement half SK2. In the first embodiment, the first switching component and the second switching component are movable together, particularly in the axial direction of the electric powertrain 10, and thus simultaneously, such that when the first switching component is in the first engaged position, the second switching component is in the second disengaged position, and when the first switching component is in the first disengaged position, the second switching component is in the second engaged position. Thus, the second disengaged position is bound to the first engaged position, and the second engaged position is bound to the first disengaged position.

[0044] A third shifting element SE3 is also provided, which is designed to connect the first rotor 14 to the first sun gear 46 in a rotationally fixed manner. A fourth shifting element SE4 is also provided, which is designed to connect the second rotor 22 to the first sun gear 46 in a rotationally fixed manner. The third shifting element SE3 is switchable between a third engaged state and a third disengaged state. In the third engaged state, the first rotor 14 is connected to the first sun gear 46 in a rotationally fixed manner via the third shifting element SE3. In the third disengaged state, the third shifting element SE3 allows relative rotation between the first rotor 14 and the first sun gear 46 about the machine axis of rotation 18. The fourth shifting element SE4 is switchable between a fourth engaged state and a fourth disengaged state. In the fourth engaged state, the second rotor 22 is connected to the first sun gear 46 in a rotationally fixed manner via the fourth shifting element SE4. In the fourth disengaged state, the fourth shifting element SE4 allows relative rotation between the second rotor 22 and the first sun gear 46 about the machine axis of rotation 26.

[0045] For example, the electric powertrain 10 has different modes in which the powertrain 10 can operate or be switched. In the first mode, the parking lock 72 is engaged, securing the vehicle and preventing it from rolling away. To this end, the parking lock 72 is in its engaged state, i.e., the engaged state, while the first shift element SE1 is in its first engaged state. For example, the second shift element SE2 is in its second disengaged state, and the third shift element SE3 is in its third disengaged state. Preferably, when, or preferably whenever, the third shift element SE3 is in its third engaged state, the fourth shift element SE4 is in its fourth disengaged state. Furthermore, preferably, when, or preferably whenever, the third shift element SE3 is in its third disengaged state, the fourth shift element SE4 is in its fourth engaged state. For example, the second mode is an efficiency mode, in which the parking lock 72 is in its disengaged state, wherein the shift element SE1 is in particular in its first engaged state, the second shift element SE2 is in its second disengaged state, and the third shift element SE3 is in its third disengaged state. The third mode is, for example, the overlay mode, in which the parking lock 72 is in the parking lock disengaged state, with the shift element SE1 in its first engaged state, the second shift element S2 in its second disengaged state, and the third shift element SE3 in its third disengaged state. For example, the fourth mode is the efficiency assistance mode, also known as the efficiency boost mode, in which the parking lock 72 is in the parking lock disengaged state, with the shift element SE1 in its first engaged state, the shift element SE2 in its disengaged state, and the shift element SE3 in its third engaged state. For example, the fifth mode is the torque splitting and overlay mode, in which the parking lock 72 is in the parking lock disengaged state, with the shift element SE1 in particular in its first disengaged state, the shift element SE2 in its second engaged state, and the shift element SE3 in its third disengaged state.

[0046] Figure 2 A second embodiment of a drivetrain 10 is shown in a schematic diagram. In this second embodiment, the shift element engagement half SK1 and the first parking lock engagement half K1 of the shift element SE1 are fixedly connected to one another in the axial direction, i.e., in the axial direction of the electric drivetrain 10, and are therefore movable simultaneously, i.e., jointly. The first shift element engagement half SK1 and the first parking lock engagement half K1 are connected to one another in a rotationally fixed manner. In other words, the parking lock shift element and the first shift element are movable jointly and simultaneously, such that whenever, and preferably whenever, the first shift element is moved between a first engaged position and a first disengaged position, in particular back and forth, the parking lock shift element also moves with the first shift element between the park lock engaged position and the park lock disengaged position, i.e., back and forth with the first shift element.

[0047] In the second embodiment, the first parking lock engagement half K1 and the second parking lock engagement half K2 are arranged axially, ie in the axial direction, between the clutch transmission 30 and the second rotor 22 .

[0048] In the first embodiment, a first cylinder unit Z1 is provided. Preferably, the first cylinder unit Z1 is a length section of the rotor shaft 76 that is, in particular, permanently and rotationally fixedly connected to the first rotor 14. The first cylinder unit Z1 is arranged radially outside the first ring gear 42—that is, in the radial direction of the electric drivetrain 10—and radially outside the second ring gear 52. Furthermore, the first cylinder unit Z1 is arranged axially overlapping the first ring gear 42 and the second ring gear 52. The first parking lock engaging half K1 is, in particular, permanently and rotationally fixedly connected to the first cylinder unit Z1. The first parking lock engaging half K1 is translatably movable relative to the first cylinder unit Z1 in the axial direction of the electric drivetrain 10, and thus, in particular, between a parking lock engaged position and a parking lock disengaged position. Thus, in the first embodiment, the first parking lock engaging half K1 serves as a parking lock switching element.

[0049] For the second embodiment, the first shift element engagement half SK1 of the first shift element SE1 is fixedly connected to the first parking lock engagement half K1 in the axial direction, that is, in the axial direction of the electric powertrain 10, and the first shift element engagement half SK1 is connected to the first parking lock engagement half K1 in a manner that cannot be rotated relative to each other, so that the first shift element engagement half SK1 and the first parking lock engagement half K1, that is, the first shift component of the shift element SE1 and the parking lock shift component can move together, that is, simultaneously, in particular, when, in particular, whenever the parking lock engagement half K1 or the parking lock shift component moves between the parking lock engaged position and the parking lock disengaged position, in particular back and forth, the shift element engagement half SK1 or the first shift component of the shift element SE1 moves together with the first parking lock engagement half K1 or the parking lock shift component between the first engaged position and the first disengaged position, in particular back and forth together. In particular, it is provided that the first shift element of the shift element SE1 is in the first engaged position when, preferably whenever, the parking lock shift element is in the parking lock engaged position, and the first shift element of the shift element SE1 is in the first disengaged position when, preferably whenever, the parking lock shift element is in the parking lock disengaged position. Thus, the parking lock engaged position is preferably coupled to the first engaged position, and preferably the parking lock disengaged position is coupled to the first disengaged position. Furthermore, for the second embodiment, and preferably also for the first embodiment, it is provided that the second shift element engagement half SK2 of the second shift element SE2 is axially fixedly connected to the first shift element engagement half SK1 of the shift element SE1, and the second shift element engagement half SK2 of the second shift element SE2 is rotationally fixedly connected to the first shift element engagement half SK1 of the first shift element SE1. Thus, for the second embodiment, it is provided that the parking lock shift element, the first shift element of the first shift element SE1, and the second shift element of the second shift element SE2 can be moved simultaneously, in particular back and forth, together.

[0050] As can be seen, the ring gears 42 and 52 are or form the output components of the clutch transmission 30, since torque can be output from the clutch transmission 30 via the ring gears 42 and 52. Furthermore, the electric motors 12 and 20 are arranged axially on either side of the clutch transmission 30. This arrangement makes the planetary carriers 44 and 54 and the rotational shafts, also referred to as carrier shafts, which are connected to the planetary carriers 44 and 54 in a rotationally fixed manner and to which the parking lock 72 or the parking lock engagement half K1 can be advantageously connected difficult or impossible to access, as they are thus covered or shielded from view by the output shafts 68 and 70 or any drive shafts and associated shifting elements. Nevertheless, the electric drivetrain 10 still allows the parking lock 72 to act simultaneously on both output shafts 68 and 70, and thus on both wheels 34 and 36. In particular, when the parking lock 72 is engaged, it secures the output shafts 68 and 70 and the wheels 34 and 36 against unintentional rotation. To this end, the parking lock 72 is engaged, and the shift element SE1 is simultaneously in its first engaged state. This advantageously secures the vehicle against unintentional rolling when it is parked on or near an incline, without requiring a separate parking lock for each output shaft 68, 70. This significantly reduces the number of components, costs, and weight.

[0051] The powertrain 10 has a first transmission stage 74, which is arranged downstream of the first output shaft 68 and the clutch mechanism 30 in the first torque flow, and upstream of the wheels 34. A corresponding first torque can be transmitted from the output shaft 68 to the first wheels 34 along or via the first torque flow. Accordingly, the powertrain 10 has a second transmission stage 78, which is arranged downstream of the second output shaft 70 and the clutch mechanism 30 in the second torque flow, and upstream of the second wheels 36. A corresponding second torque can be transmitted from the second output shaft 70 to the second wheels 36 along or via the second torque flow. For example, the respective transmission stages 74 and 78 are designed as respective third planetary gear sets, each having a third sun gear 80, a third planetary gear carrier 82, and a third ring gear 84. Further planetary gears 86 are rotatably arranged, i.e., mounted, on the planetary gear carrier 82, with the respective planetary gears 86 meshing simultaneously with the respective sun gear 80 and the respective ring gear 84 of the respective transmission stage 74 and 78. Here, the first output shaft 68 is particularly permanently connected in a rotationally fixed manner to the sun gear 80 of the transmission stage 74, and the second output shaft 70 is particularly permanently connected in a rotationally fixed manner to the sun gear 80 of the transmission stage 78. The corresponding ring gear 84 is particularly permanently connected in a rotationally fixed manner to the housing 28. The corresponding planetary carrier 82 is particularly permanently connected in a rotationally fixed manner to the corresponding further rotational shaft 88, via which the corresponding wheel 34, 36 can be driven. The corresponding rotational shaft 88 is particularly permanently connected in a torque-transmitting manner, particularly in a rotationally fixed manner, to the corresponding wheel 34, 36.

[0052] Reference Signs List

[0053] 10 Electric powertrain

[0054] 12 First Motor

[0055] 14First rotor

[0056] 16First stator

[0057] 18 first machine rotation axis

[0058] 20 Second motor

[0059] 22 Second rotor

[0060] 24 Second stator

[0061] 26 Second machine rotation axis

[0062] 28 shell

[0063] 30 Clutch transmission mechanism

[0064] 32 axles

[0065] 34 wheels

[0066] 36 wheels

[0067] 38 double arrows

[0068] 40 first planetary gear set

[0069] 42 first ring gear

[0070] 44First planetary gear carrier

[0071] 46First sun gear

[0072] 48 first planetary gear set rotation axis

[0073] 50 Second planetary gear set

[0074] 52 Second ring gear

[0075] 54 Second planetary gear carrier

[0076] 56 Second sun gear

[0077] 58 Second planetary gear set rotation axis

[0078] 60 first planetary gear

[0079] 62 Second planetary gear

[0080] 64 third planetary gear

[0081] 66 double arrows

[0082] 68 first output shaft

[0083] 70 second output shaft

[0084] 72 parking lock

[0085] 74 first gear

[0086] 76 rotor shaft

[0087] 78 second gear

[0088] 80 third sun gear

[0089] 82 Third planetary gear carrier

[0090] 84 third ring gear

[0091] 86 Another planetary gear

[0092] 88 Another Reel

[0093] K1 first parking lock engagement half

[0094] K2 second parking lock engagement half

[0095] SE1 first switching element

[0096] SE2 second switching element

[0097] SE3 third switching element

[0098] SE4 fourth switching element

[0099] SK1 first shift element engaged half

[0100] SK2 second shift element engaged half

[0101] SK3 third shift element engaged half

[0102] SK4 fourth shift element engaged half

[0103] Z1 first cylindrical element

Claims

1. An electric powertrain (10) for a motor vehicle, comprising a first electric machine (12) including a first rotor (14), a second electric machine (20) including a second rotor (22), and a clutch transmission (30) in the form of a planetary gear mechanism, wherein: The clutch transmission mechanism (30) comprises a first planetary gear set (40) and a second planetary gear set (50), wherein the first planetary gear set comprises a first ring gear (42), a first planetary gear carrier (44) and a first sun gear (46), and the second planetary gear set comprises a second ring gear (52), a second planetary gear carrier (54) and a second sun gear (56); The first planetary gear carrier (44) is connected to the second planetary gear carrier (54) in a manner that is non-rotatable relative to each other; − With reference to the axial direction, the first motor (12) is arranged on a side (S1) of the clutch transmission mechanism (30) facing away from the second motor (20); Its characteristics are: A first switching element (SE1) is provided, which is designed to connect the first rotor (14) to the first planetary gear carrier (44) in a rotationally fixed manner; A first output shaft (68) provided with a clutch transmission mechanism (30) and connected to the first ring gear (42) in a non-rotatable manner, wherein the first output shaft (68) is designed to output torque from the clutch transmission mechanism (30) while bypassing the planetary gear carrier (44, 54) and the sun gear (46, 56); A second output shaft (70) provided with a clutch transmission mechanism (30) and connected to the second ring gear (52) in a non-rotatable manner, wherein the second output shaft (70) is designed to output torque from the clutch transmission mechanism (30) while bypassing the planetary gear carrier (44, 54) and the sun gear (46, 56); A parking lock (72) is provided, comprising a first parking lock engaging half (K1) connected in a rotationally fixed manner to the first rotor (14) and a second parking lock engaging half (K2) connected in a rotationally fixed manner to the housing (28) of the electric drive train (10).

2. The electric powertrain (10) according to claim 1, It is characterized in that A first cylindrical unit (Z1) is provided, which is connected to the first rotor (14) in a manner that is non-rotatable relative to the first cylindrical unit (Z1), the first cylindrical unit (Z1) being arranged radially outside the first gear ring (42) and radially outside the second gear ring (52), and axially overlapping with the first gear ring (42) and the second gear ring (52), and a first parking lock engaging half (K1) being connected to the first cylindrical unit (Z1) in a manner that is non-rotatable relative to the first cylindrical unit (Z1).

3. The electric powertrain (10) according to claim 2, It is characterized in that The first cylinder unit (Z1) is a length section of a first rotor shaft (76) of a first electric machine (12), which is connected to the first rotor (14) in a rotationally fixed manner.

4. An electric powertrain (10) according to any one of the preceding claims, It is characterized in that A first parking lock engagement half (K1) and a second parking lock engagement half (K2) are arranged axially between the first rotor (14) and the first shift element (SE1).

5. The electric powertrain (10) according to claim 1, It is characterized in that A first shift element engagement half (SK1) of a first shift element (SE1) is connected to a first parking lock engagement half (K1) in an axially fixed and rotationally fixed manner.

6. The electric powertrain (10) according to claim 5, It is characterized in that The first parking lock engagement half (K1) and the second parking lock engagement half (K2) are arranged axially between the clutch transmission (30) and the second rotor (22).

7. An electric powertrain (10) according to any one of the preceding claims, It is characterized in that A second shifting element (SE2) is provided, which is designed to connect the first rotor (14) to the second sun gear (56) in a rotationally fixed manner.

8. An electric powertrain (10) according to claim 7 when dependent on claim 5 or 6, It is characterized in that A second shift element coupling half (SK2) of a second shift element (SE2) is connected to the first shift element coupling half (SK1) in an axially fixed and rotationally fixed manner.

9. An electric powertrain (10) according to any one of the preceding claims, It is characterized in that A third shift element (SE3) is provided, which is designed to connect the first rotor (14) to the second rotor (22) in a rotationally fixed manner.

10. An electric powertrain (10) according to any one of the preceding claims, It is characterized in that A fourth shift element (SE4) is provided, which is designed to connect the second rotor (22) to the first sun gear (46) in a rotationally fixed manner.

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