Drive unit with an electric motor

Abstract

Drive unit (10) for a vehicle, comprising an electric motor (12) and a transmission unit (16), wherein the electric motor (12) is connected to the transmission unit (16) via a drive shaft (20) and at least one first output shaft (24) a , 24 b ) is driven to rotation by the gear unit (16), wherein the drive unit (10) further comprises at least one brake unit (26) a , 26 b ) has, wherein the brake unit (26 a , 26 b ) the rotation of at least one output shaft (24 a , 24 b ) is delayed, and that the drive unit (10) has a) a lubrication circuit (42) through which both the transmission unit (16) and at least one brake unit (26) a , 26 b ) are supplied with lubricant, and b) a cooling circuit (48) through which both (i) at least one of the electric motor (12) and of the power electronics (14) associated with the electric motor; and (ii) at least one brake assembly (26a, 26b) is supplied with coolant.

Description

[0001] The present invention relates to a drive unit with an electric motor. In particular, the present invention relates to a functionally highly integrated drive unit that connects an electric motor with other components of an electrically powered vehicle. The present invention further relates to an electrically powered vehicle, such as a motor vehicle, that has such a drive unit.

[0002] The development of drive units for electrically powered vehicles, such as cars, is well known. Such solutions offer advantages, particularly regarding vehicle emissions, which is of ever-increasing importance.

[0003] WO 2018 / 029211 A1 describes a differential gear with multi-plate clutches for applying a braking torque to the output shafts of the transmission. The braking device is designed to provide effective braking and ease of maintenance. This document specifies that the braking device is a drum brake comprising a passive element with a cylindrical friction surface and brake shoes whose friction surfaces can be applied to the cylindrical friction surface of the passive element. The passive element can be a brake drum or a radial brake disc whose cylindrical rim serves as the friction surface. The passive element is attached to the differential housing and / or one of the shafts. The brake shoes are pivotally mounted on a carrier plate attached to the outside of the differential housing. The differential housing can be coupled to the drive shaft of an electric motor.

[0004] DE 102017 125 605 A1 describes a chassis comprising a vehicle frame with wheel suspensions and wheels, wherein the wheel suspensions enable relative movement in the vertical direction as well as rotational and steering movements of the wheels relative to the vehicle chassis. In detail, a chassis for a vehicle is proposed, comprising a vehicle chassis, a steered axle, wherein a first and a second steered wheel are arranged on the steered axle, and a friction brake device for braking the steered wheels, wherein the friction brake device is arranged on the vehicle chassis.

[0005] EP 3 539 812 A1 describes an electric vehicle comprising a suspension and drivetrain unit, which includes a vehicle frame module, an electric motor unit supported by the frame module centrally between two wheels, and a suspension comprising an upper and a lower swing arm for each wheel, each supporting a wheel carrier. Each wheel carrier rotatably supports a respective wheel hub, which is connected to the electric motor unit by a respective drive shaft. The brake discs are mounted on two output shafts of the electric motor unit at a distance from the respective wheels and are connected to the hubs of the two wheels by drive shafts.Thanks to the absence of brake discs near the wheel hubs, the pivot joints connecting each wheel carrier to the respective upper and lower arms can be arranged to define a steering axis passing through the respective wheel center point, thereby exhibiting a kingpin displacement of essentially zero.

[0006] WO 2019 / 101565 A1 describes how the drive torques of an electric motor are transmitted to a vehicle wheel via a belt drive, the belt drive being arranged in a housing with a preferably electric brake acting on the output hub of the belt drive. The brake consists of a brake disc coupled to the output hub and a magnetic coil arranged coaxially to it, which also serves to actuate an additional drum brake. The output hub has a central receptacle for a driveshaft, through which the forces reduced by the belt drive are transmitted to a vehicle wheel.

[0007] DE 102019208226 B3 relates, without an included electric motor vehicle drive, to a multi-disc brake 1, comprising a parking brake device, attached to a motor vehicle transmission, wherein the multi-disc brake 1 is designed to open towards the transmission in such a way that the transmission's lubrication circuit enters the multi-disc brake and lubricates and cools it, without the need for or recommendation of specifically separated circuits for this purpose. Therefore, this prior art provides a preferential recommendation.

[0008] DE 10 2011 113 654 A1 relates to an apparently lubricant-free device, including a method for cooling an electric traction motor of a rail vehicle, and which furthermore lacks a gearbox unit as well as a brake unit. As a result, a combination of fluid cooling and air cooling is recommended for cooling purposes.

[0009] DE 10 2005 003 881 A1 includes a method for cooling an electric machine of a hybrid drive unit with an electric motor, as well as an internal combustion engine, without necessarily defining a transmission. It is also nowhere mentioned that this known hybrid drive unit is associated with a brake unit and a lubrication circuit.

[0010] DE 44 17 432 A1 describes a liquid-cooled drive unit for an electric vehicle comprising an electric motor, gearbox unit, drive shaft and cooling circuit, wherein this drive unit lacks a brake unit, and wherein no lubrication circuit is described.

[0011] DE 39 35 115 A1 relates to a special steering axle assembly with a jointly actuated differential lock and brake, wherein the differential lock can be actuated independently of the brake disc packs, and disc packs are housed in the same assembly housing, the axle assembly belongs to a driven steering axle and has a differential lock disc pack on each side of an axle drive axially between a differential housing and a respective associated axle bevel gear, the disc pack being supported with its circumference against the differential housing and being automatically activated in the event of torque differences, and that brake disc packs are mounted on both sides of the axle drive, but on the wheel side in front of a housing intermediate wall supporting an axle tapered roller bearing, which are supported on the circumference in the direction of rotation, wherein the inner discs of the brake disc packs are each mounted on a hollow shaft rotating with the associated axle bevel gears.are guided by these supported brake plate carriers and wherein the hollow shaft is externally and internally toothed and axially displaceable to a limited extent relative to the respective input shaft with which it engages, and that the plate packs can be controlled individually or together both simultaneously and with time delay and individually metered, so that the input shaft can deflect axially into the differential housing when the steering wheel is turned.

[0012] However, known solutions can be further improved, especially with regard to cost-effective and simple manufacturing.

[0013] The object of the present invention is to provide a solution with which a drive unit with an electric motor can be manufactured simply and cost-effectively.

[0014] The present invention is achieved by a quasi-autonomously arranged drive unit with the features of claim 1. The problem is further solved by an electrically powered vehicle with the features of claim 11. Preferred embodiments of the invention are described in the dependent claims, in the description, or in the figures, wherein further features described or shown in the dependent claims, in the description, or in the figures may, individually or in any combination, constitute an object of the invention unless the context clearly indicates otherwise.

[0015] The present invention relates to a drive unit for a vehicle, comprising an electric motor and a transmission unit, wherein the electric motor is connected to the transmission unit via a drive shaft and at least one first output shaft is driven to rotation by the transmission unit, wherein the drive unit further comprises at least one brake unit, wherein the brake unit decelerates the rotation of the at least one output shaft, wherein the drive unit comprises a) a lubrication circuit through which both the transmission unit and at least one brake unit are supplied with lubricant, and b) a cooling circuit through which both (i) at least one of the electric motor and power electronics associated with the electric motor; and (ii) at least one brake assembly is supplied with coolant.

[0016] Such a quasi-autonomous drive unit can, in particular, allow for improved manufacturability and improved synergy effects.

[0017] The drive unit described here is primarily used to power a vehicle. Specifically, the drive unit is designed to power an electrically powered vehicle. An electrically powered vehicle can be understood to be either a purely electric vehicle or a hybrid vehicle.

[0018] The drive unit includes an electric motor, which can be designed in a manner known per se and comprises, for example, a stator and a rotor. With regard to its performance data, the electric motor can be adapted to the chosen application, such as the type of vehicle that is to be powered by the electric motor.

[0019] Furthermore, the drive unit includes a gearbox. While it is possible to operate electric motors without a gearbox, it has proven advantageous to include one even when operating electric motors. The gearbox unit can, for example, have gear stages and a differential in a manner known per se.

[0020] To transmit the electric motor's driving force to output shafts, the electric motor is connected to the transmission unit, particularly to the gear stages, via a drive shaft, as is generally known. Furthermore, the transmission unit, such as the differential, can transmit the driving force to at least one first output shaft, for example, to two output shafts, in order to ultimately drive the output shaft of the electric motor. This can be achieved, in particular, by setting the output shaft or shafts into rotation. Thus, in the drive unit described here, a first output shaft and, optionally, a second drive unit can be driven by the transmission unit and therefore by the electric motor. Furthermore, a wheel of the vehicle can be driven by the output shaft in a manner known per se.

[0021] The described drive unit further includes at least one brake unit, which can decelerate the rotation of at least one output shaft. Accordingly, the brake unit can slow down the output shaft and thus, for example, the wheels of a vehicle. The exact design of the at least one brake unit, or the two brake units of the drive unit, is not fundamentally restricted. However, the brake unit(s) can preferably be a wet brake, as will be described in greater detail later.

[0022] Furthermore, the drive unit described here has at least one of a) a lubrication circuit through which both the transmission unit and at least one brake unit can be supplied with lubricant, and b) a cooling circuit through which both (i) at least one of the electric motor and power electronics associated with the electric motor and (ii) at least one brake assembly can be supplied with coolant and thus be cooled.

[0023] It is intended that both features a) and b) are provided.

[0024] This design, as described in feature a), takes advantage of the fact that the transmission is often equipped with a lubrication circuit, such as an oil circuit containing a lubricant like gear oil, which is circulated within this circuit. This lubrication circuit includes, in particular, corresponding lubrication lines and a lubrication pump. If the lubrication circuit also supplies, for example, the brake unit, synergistic effects can be achieved by reducing the number of corresponding components in the circuit, such as the pump. This allows for component savings, which can reduce costs and simplify manufacturing. Furthermore, the overall design can be simpler, with smaller dimensions and lower weight.

[0025] These advantages apply equally to other lubricants.

[0026] For example, the lubricant in the lubrication circuit can be used in this case for lubrication and / or internal or external cooling of the brake unit. Thus, a single circuit can fulfill both features a) and b) equally.

[0027] Regarding the cooling circuit, it can differ from the previously described lubrication circuit, such as the oil circuit, but can also be a fluid-based system. In particular, the cooling circuit can be water-based and thus have cooling channels that carry cooling water to enable, for example, external or internal cooling.

[0028] In this configuration, for example, the cooling circuit required for cooling the electric motor and / or the power electronics can also be used to cool the brake unit, such as multi-disc brakes. This reduces costs, weight, and installation space, as components such as a second coolant pump can be omitted, and the cooling circuit can also be simpler in design.

[0029] Thus, the integration of the lubrication circuit and the cooling circuit described above offers significant advantages in terms of component integration and therefore improved manufacturability and space or weight requirements.

[0030] With regard to the brake unit, it is particularly preferred that at least one brake unit comprises a wet brake. In this configuration, the aforementioned synergistic effects can occur, especially in combination with the feature that the drive unit has a lubrication circuit through which both the transmission unit and at least one brake unit can be supplied with lubricant. This is because the lubricant required anyway for lubricating the transmission, as well as the pump, can be used, in particular, for lubricating and / or cooling the wet brake. The increased lubricant volume associated with the brake thus improves the thermal capacity of the brakes. Lubricant pumps can be used for actively pumping lubricant into and out of the brakes, thereby reducing residual torque during unbraked driving.As indicated above, the multiple use of lubricants and pumps reduces costs, weight and installation space.

[0031] With regard to wet brakes, the use of one or more multi-disc brakes can be particularly advantageous. For example, a multi-disc brake can be a multi-disc brake system. The advantage of a multi-disc brake lies in the fact that its encapsulated design prevents brake dust emissions, which can be a significant benefit considering potential future legal restrictions. Furthermore, it prevents brake dust from settling on rims or other parts of the vehicle.

[0032] Furthermore, multi-disc brakes can be designed as so-called lifetime brakes. This means that the brakes can be designed in such a way that no pad replacement is necessary. This reduces maintenance and, in turn, saves costs.

[0033] Furthermore, a relatively simple modular adjustment of the braking performance is possible.

[0034] The drive unit is preferably highly integrated such that the gearbox unit and the brake unit are arranged in a common housing, and that the electric motor is also arranged in or on the common housing. An arrangement on the common housing particularly means that the brake unit or the plurality of brake units are attached directly to the housing, i.e., form a single unit with the housing.

[0035] The arrangement of these components in or on a common housing, as defined in the present invention, particularly means that the housing is formed in one piece or, in the case of a multi-part housing consisting of a plurality of housing parts, that all corresponding housing parts forming the housing into which or on which the aforementioned components are integrated are connected to one another in a manner that is particularly immovable or rigid. In particular, in a multi-part design, the housing parts are fixed to one another in a manner that is immovable.

[0036] In particular, the drive unit configuration described here can offer a self-contained, largely autonomous drive and braking system, including the gearbox. This provides significant advantages in manufacturing and planning, as the development effort for the body shell and suspension can be reduced. With regard to the wheel suspension, a further advantage arises from increased design freedom. This freedom is limited when using brakes integrated into the wheel, which can significantly improve the range of applications and adaptability of the drive unit according to the invention.

[0037] Furthermore, a reduction in unsprung mass can be achieved in a vehicle equipped with such a drive unit, which in turn leads to an improvement in driving dynamics.

[0038] Integrating the brake housings into existing components, or integrating the brake unit into or onto a common housing with gearbox and electric motor, can also enable a compact design with high power density and low component complexity. This further improves the advantages in terms of manufacturability and adaptability to the desired application.

[0039] In particular, when multiple brake units are used, they can also be individually controlled. In this respect, the use of two independent brakes can enable wheel-specific braking and thus high controllability and safety. This can further improve the driving and braking behavior of a vehicle equipped with the drive unit described here.

[0040] When using an electromechanical brake as at least one braking unit, the wiring harness can be simplified compared to a brake located in the wheel, due to the proximity of the electrical components. The close arrangement of the drive and brakes simplifies the electrical and / or mechanical communication between these components, which can be advantageously used, for example, in blending, i.e., simultaneous regenerative braking by the electric motor and friction brake.

[0041] Finally, the drive unit, as described here, can enable a reduction in weight, which can be of immense advantage, especially in vehicles.

[0042] It may be further preferred that the transmission unit can drive two output shafts for rotation, with two brake units being provided, each brake unit being able to decelerate the rotation of one output shaft. In this configuration, the two output shafts can, in particular, drive two wheels of an axle, and the corresponding brakes can each brake one wheel. This can increase the safety of the vehicle, as each wheel can be selectively accelerated or decelerated according to a critical driving situation. This can be achieved, for example, by an anti-lock braking system (ABS) or traction control system (TCS).

[0043] It may further be preferred that the transmission unit has a differential for driving two output shafts, wherein a first distance D1 between the differential and a first brake unit acting on the first output shaft, and a second distance D2 between the differential and a second brake unit acting on the second output shaft, are substantially equal. For the purposes of the invention, "essentially equal distance" is understood to mean, in particular, that the distance has a maximum deviation of less than 1% relative to the larger distance. In this embodiment, the design can be particularly simple, thus improving manufacturing, for example, in terms of complexity and cost.

[0044] Alternatively, it may be preferred that the transmission unit has a differential for driving two output shafts, wherein a first distance D1 between the differential and a first brake unit acting on the first output shaft and a second distance D2 between the differential and a second brake unit acting on the second output shaft are different. For the purposes of the invention, a different distance shall be understood in particular to mean that the distance has a minimum deviation that is greater than or equal to 1%, for example greater than or equal to 5%, or approximately greater than or equal to 35%, relative to the larger distance.

[0045] This design allows for particularly advantageous adaptability to specific circumstances. This enables, for example, saving installation space, taking mechanical conditions into account, and considering a specific installation position of the drive unit and, in particular, the differential, thus responding to space-specific requirements.

[0046] With regard to the housing or housing components, it may also be preferable for the common housing to be designed as an aluminum die-cast component. This design allows for further simplified manufacturing, as the housing components can be easily adapted to the required spatial conditions. Furthermore, this design makes it particularly easy to integrate the described invention into existing processes.

[0047] With regard to further advantages and technical features of the drive unit, reference is made to the description of the vehicle, to the figures, and vice versa.

[0048] The invention further relates to an electrically powered vehicle comprising a drive unit for driving at least one vehicle wheel, wherein the drive unit is designed as described in detail above.

[0049] Such a vehicle can offer, in particular, the aforementioned advantages, for example with regard to the design and manufacture of the drive unit.

[0050] For example, a corresponding drive unit can be provided for each wheel to be driven, or it can be provided that one drive unit is provided for one axle, i.e. for two wheels to be driven.

[0051] In the latter embodiment, it is therefore possible for two output shafts to be driven by a single drive unit. Alternatively, only one drive unit may be provided, or one drive unit for each driven axle. This latter embodiment, in particular, allows for a cost- and space-saving design, and manufacturing can be inexpensive and simple.

[0052] With regard to further advantages and technical features of the vehicle, reference is made to the description of the drive unit, to the figures, and vice versa.

[0053] The invention is further explained below with reference to the figures, whereby one or more features of the figures, individually or in combination, can constitute a feature of the invention. Furthermore, the figures are to be considered merely exemplary and in no way limiting. Fig. Figure 1 schematically shows a sectional view through a first embodiment of a drive unit; Fig. Figure 2 schematically shows a sectional view through a further embodiment of a drive unit; and Fig. Figure 3 schematically shows a cross-sectional view through a detail of a further embodiment of a drive unit.

[0054] In the Fig. Figure 1 shows an embodiment of a drive unit 10 according to the present invention. The drive unit 10 is used in particular for driving an electrically powered vehicle, such as a purely electric vehicle.

[0055] The drive unit 10 comprises an electric motor 12, to which, for example, power electronics 14 may be assigned, and a gearbox unit 16. The gearbox unit 16 can have a plurality of gear stages 18 in order to transmit the rotation of a drive shaft 20, which is connected to or set in rotation by the electric motor 12, in particular via a differential 22 to at least one, in the present embodiment to two, output shafts 24. a , 24 b to translate. Thus, the electric motor 12 is connected to the gearbox unit 16 via the drive shaft 20, and the output shafts 24 a , 24 b are driven to rotation by the gearbox unit 16 and thus by the electric motor 12.

[0056] In the Fig. 1 is further shown that the drive unit 10 also includes two brake units 26 a , 26 bexhibits components that may be fundamentally identical or different in design. In particular, the brake units 26 a , 26 b These should be wet-running brakes, with multi-disc brakes being particularly preferred. The brake units 26 a , 26 b are arranged in such a way that the brake units 26 a , 26 b the rotation of the output shafts 24 a , 24 b is delayable.

[0057] In particular, it shows Fig. 1, that the electric motor 12, the gearbox unit 16 and the brake units 26 a , 26 b are arranged in a common housing 28. The housing 28 is multi-part and comprises a multitude of housing parts fastened to one another. In detail, the housing parts are connected to each other by screws 30.

[0058] The design of the housing 28 is described in more detail below. First, a motor-cover unit 32 with bearings 40 is described. a 40 b provided, which forms the housing part for the electric motor 12. This is connected to the gearbox housing part 34, which forms a first gearbox housing half 34. a and a second gearbox housing half 34 b includes. For the brake units 26 a , 26 b are also an integrated first brake housing 36 a as well as an integrated second brake housing 36 b provided, which is provided by a first brake housing cover 38 a and a second brake housing cover 38 b are locked.

[0059] Alternatively, as shown in the enlarged version according to Fig. 3 is shown, on the second gearbox housing half 34 b a brake housing part 39 is arranged, which includes the second brake unit 26b This includes the following: A brake housing cover 386 can then be omitted. The same applies, of course, to the first gearbox housing half 34. a possible, on which a brake housing part 39 may also be arranged.

[0060] The design according to Fig. Figure 3 allows for the particularly simple realization of an axial installation space, which can be varied by means of an adjustable number of brake discs in a multi-disc brake, using brake housing parts 39 of different sizes. This is advantageous because the achievable braking torque can be changed by the number of brake discs. Different disc thicknesses also allow for adaptation to thermal requirements. However, this results in the need for variable axial installation space.

[0061] For guiding the output shafts 24 a , 24 bfrom the inside of the housing 28 to the outside of the housing 28 and furthermore to support the output shafts 24 a , 24 b are also warehouse 40 a 40 b 40 c 40 d 40 e planned.

[0062] Fig. Figure 1 further shows that the drive unit 10 has a lubrication circuit 42, such as an oil circuit, through which both the transmission unit 16 and the brake units 26 are lubricated. a , 26 b can be supplied with lubricant, such as oil. Accordingly, oil supplied to the gear stages 18, for example, can also be supplied to the brake units 26 in the direction of the arrow. a , 26 b or be promoted away from them. The design according to Fig. 1 Lubrication lines 44, such as oil lines, since the brake unit 26 ais not located directly adjacent to the volume 46 of the gear stages 18. This is due to the fact that, according to the design, Fig. 1 a first distance D1 between the differential 22 and the first brake unit 26 a and a second distance D2 between the differential 22 and the second brake unit 26 b The distance is different, with D1 being particularly larger than D2, or vice versa. In the Fig. 1 the distance D1 is chosen such that the first brake unit 26 a is still located below the electric motor 12. If the distance D1 is chosen to be larger, the electric motor 12 can, for example, be positioned between the brake units 26. a , 26 b are located, whereby the first output shaft 24 a can be positioned closer to the electric motor 12. This allows for a reduced radial space requirement, i.e., perpendicular to the first output shaft 24. aand thus approximately perpendicular to a vehicle axis.

[0063] Furthermore, the design according to Fig. 1 that via the output shaft 24 a The braking torque to be transmitted is higher than the drive torque. Therefore, this shaft can be dimensioned more compactly and lighter than the output shaft 24. b .

[0064] Furthermore, it will be possible to store 40 a 40 b 40 c 40 d 40 e to save. Regarding the in the Fig. 1 of the shown warehouses 40 a 40 b 40 c 40 d 40 e For example, the bearings can be 40 b and 40 c Savings can be achieved.

[0065] In Fig. Figure 1 also shows a cooling circuit 48, which includes at least one brake unit 26. a , 26 bas well as supplying the electric motor 12 and / or power electronics 14 with coolant, such as water. The cooling circuit 48 includes, in particular, a coolant pump and, if applicable, a coolant reservoir, and also coolant lines 50 through which the corresponding components can be supplied with coolant and thus cooled.

[0066] Overall, this can save weight and costs.

[0067] The design according to Fig. 2 largely corresponds to the design according to Fig. 1, so that the above statements also apply to the design of the Fig. 2 apply with the exception that according to Fig. 2 the first distance D1 between the differential 22 and the first brake unit 26 a and the second distance D2 between the differential 22 and the second brake unit 26 b is essentially the same. In the Fig. 2 the first brake unit 26 a as well as the second brake unit 26 b below the electric motor 12 and on one side of it, which reduces the axial space requirement, i.e. parallel to the first output shaft 24 a and thus approximately parallel to a vehicle axle, is possible. Furthermore, additional lubrication lines 44 can be dispensed with, which can further simplify the manufacturability of the drive unit 10. In addition, corresponding lubricant volume can be saved. Further savings may be possible, for example, because bearing 40 a 40 b 40 c 40 d 40 e can be dispensed with, as is particularly evident in the Fig. 2 bearings located immediately to the left of the first brake unit 26a 40 b , which in turn saves costs and weight.

Claims

[1] Drive unit (10) for a vehicle, comprising an electric motor (12) and a transmission unit (16), wherein the electric motor (12) is connected to the transmission unit (16) via a drive shaft (20) and at least one first output shaft (24) a , 24 b ) is driven to rotation by the gear unit (16), wherein the drive unit (10) further comprises at least one brake unit (26) a , 26 b ) has, wherein the brake unit (26 a , 26 b ) the rotation of at least one output shaft (24 a , 24 b ) is delayed, and that the drive unit (10) has a) a lubrication circuit (42) through which both the transmission unit (16) and at least one brake unit (26) a , 26 b ) are supplied with lubricant, and b) a cooling circuit (48) through which both (i) at least one of the electric motor (12) and of the power electronics (14) associated with the electric motor; and (ii) at least one brake assembly (26a, 26b) is supplied with coolant. [2] Drive unit (10) according to claim 1, characterized by , that at least one brake unit (26 a , 26 b ) includes a wet-running brake. [3] Drive unit (10) according to claim 2, characterized by that the wet brake is a multi-disc brake. [4] Drive unit (10) according to one of claims 1 to 3, characterized by , that the transmission unit (16) and the brake unit (26) a , 26 b ) are arranged in a common housing (28), and that the electric motor (12) is also arranged in or on the common housing (28). [5] Drive unit (10) according to one of claims 1 to 4, characterized by , that the lubrication circuit (42) is an oil circuit. [6] Drive unit (10) according to any one of claims 1 to 5, characterized by , that the cooling circuit (48) is a water-based cooling circuit (48). [7] Drive unit (10) according to one of claims 1 to 6, characterized by , that the transmission unit (16) provides two output shafts (24) a , 24 b ) are capable of being driven to rotation, wherein two brake units (26 a , 26 b ) are provided, each by a brake unit (26 a , 26 b ) the rotation of an output shaft (24 a , 24 b ) is delayable. [8] Drive unit (10) according to one of claims 1 to 7, characterized by , that the transmission unit (16) has a differential (22) for driving two output shafts (24) a , 24 b ) has a first distance D1 between the differential (22) and a first brake unit (26) a ), which is on the first output shaft (24 a) acts, and a second distance D2 between the differential (22) and a second brake unit (26) b ), which connects to the second output shaft (24 b ) is essentially the same. [9] Drive unit (10) according to any one of claims 1 to 7, characterized by , that the transmission unit (16) has a differential (22) for driving two output shafts (24) a , 24 b ) has a first distance D1 between the differential (22) and a first brake unit (26) a ), which is on the first output shaft (24 a ) acts, and a second distance D2 between the differential (22) and a second brake unit (26) b ), which connects to the second output shaft (24 b ) is different. [10] Drive unit (10) according to any one of claims 1 to 9, characterized by , that the common housing (28) is designed as an aluminium die-cast component. [11] Electrically powered vehicle comprising a drive unit (10) for driving at least one vehicle wheel, characterized by , that the drive unit (10) is designed according to one of claims 1 to 10.

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