Powertrain of an electrically or partially electrically powered motor vehicle with torque vectoring unit

Abstract

The present invention relates to a drive train of an electrically or partially electrically powered motor vehicle with a torque vectoring unit (40) for actively generating a differential torque between a left output shaft for driving a left vehicle wheel and a right output shaft for driving a right vehicle wheel.The torque vectoring unit (40) comprises an actuator (50) and a superimposed transmission (60) coupled to the actuator (50) and a differential transmission (30), wherein the actuator (50) comprises an electric machine as a torque source for generating the differential torque between the left output shaft and the right output shaft, high-voltage power electronics for operating the electric machine and a control unit for controlling the high-voltage power electronics, wherein the actuator (50) comprises an actuator housing (53) wherein the electric machine, the high-voltage power electronics and the control unit are housed in the actuator housing (53).

Description

[0001] The present invention relates to a drive train of an electrically or partially electrically powered motor vehicle with a torque vectoring unit for actively generating a differential torque between a left output shaft for driving a left vehicle wheel and a right output shaft for driving a right vehicle wheel.

[0002] Powertrains with torque vectoring systems are generally known from the prior art. In particular, it is known to incorporate a torque vectoring unit on a driven axle in motor vehicles with relatively high drive power to improve handling. The torque vectoring unit actively adjusts the distribution of drive torque to the two wheels of the driven axle. This differential distribution of drive torque to the wheels of the drive axle is intended to assist steering, especially when cornering, by directing more torque to the outer wheel. This prevents wheel spin, which always results in a loss of traction and therefore lateral grip.A control electronics system, in particular a wheel speed sensor, can detect different speeds of the driven vehicle wheels and individually meter the torque for the two vehicle wheels.

[0003] DE 10 2021 126 647 B3 discloses a drive train with a differential gear having a left output shaft for driving a left vehicle wheel and a right output shaft for driving a right vehicle wheel, with a traction machine, wherein the traction machine is coupled to the differential gear in a torque-transmitting manner for driving the right output shaft and the left output shaft, and with a torque vectoring unit.

[0004] US 2015 / 0099600A1 discloses a powertrain that has the features of the preamble of claim 1. The US 2017 / 282 909 A1, the US 2023 / 159 018 A1, the US 2022 / 203 828 A1, the US 2023 138 305 A1, the DE 10 2022 124 956 B3, the US 2007 / 265 130 A1, the US 2022 / 355 663 A1, the US 2022 / 055 593 A1, the JP 2017 - 184 523 A, the DE 10 2020 122 659 A1, the DE 10 2017 103 400 A1 and the KR 10 2020 0 042 597 A disclose further state of the art.

[0005] The object of the present invention is to provide a novel drive train which is characterized by a particularly simple and space-saving implementation of torque vectoring (drive torque distribution) to the individual vehicle wheels of a driven vehicle axle.

[0006] This problem is solved by the object that has the features of claim 1. The dependent claims relate to advantageous further developments.

[0007] The powertrain according to the invention is a powertrain for an electrically or partially electrically powered motor vehicle. The motor vehicle is, in particular, a passenger car. The powertrain according to the invention comprises: - a differential gear with a left output shaft to drive a left vehicle wheel and with a right output shaft to drive a right vehicle wheel, - an electric traction machine, wherein the traction machine is coupled to the differential gear in a torque-transmitting manner to drive the right output shaft and the left output shaft, - an electromechanical torque vectoring unit for actively generating a differential torque between the left output shaft and the right output shaft, wherein the torque vectoring unit comprises an actuator and a superimposed transmission coupled to the actuator and the differential gear, wherein the actuator comprises an electric machine as a torque source for generating the differential torque between the left output shaft and the right output shaft, high-voltage power electronics for operating the electric machine and a control unit for controlling the high-voltage power electronics, wherein the actuator comprises an actuator housing, wherein the electric machine, the high-voltage power electronics and the control unit are housed in the actuator housing.

[0008] Integrating the electric motor, high-voltage power electronics, and torque vectoring unit control unit into a single actuator housing allows for a particularly compact design. An additional advantage is that the actuator components can be pre-assembled, simplifying the installation of the actuator and thus the torque vectoring unit into the vehicle's powertrain.Pre-assembling the actuator reduces the number of interfaces required when installing it in the powertrain. This is because, for example, the wiring between the control unit and the high-voltage power electronics, and between the high-voltage power electronics and the electric motor, can be done in advance, particularly within the housing. This reduces the number of steps required when installing the actuator in the powertrain and also provides excellent protection for the wiring between the components housed in the common actuator casing against external influences. Another advantage of integrating the actuator components in the common actuator casing is that a functional test of the actuator can be easily performed before installation, especially outside the vehicle or powertrain.Furthermore, it is advantageous that by using a single actuator housing, separate housings for the control unit, the high-voltage power electronics, and the actuator's electric motor are eliminated, thus saving weight and installation space. In addition, the actuator housing can be designed more robustly, for example, with a relatively thick wall, since separate housings for each actuator component are no longer necessary. This at least partially compensates for the increased weight of the more robust actuator housing, which results from the reduction in individual housings for the actuator components.A further advantage of integrating the actuator components into a common actuator housing is that the aforementioned actuator components can be cooled together within the actuator housing, thus eliminating the need for separate cooling lines to the individual components, as would be the case with a design using separate components or components arranged in separate housings within the actuator housing according to the invention. This also improves operational reliability, as potential leakage points can be reduced.

[0009] The high-voltage power electronics are specifically designed to convert the direct current from a high-voltage battery of the motor vehicle into an alternating current to operate the electric machine.

[0010] Preferably, the high-voltage power electronics include a pulse inverter.

[0011] In a particularly preferred embodiment, the actuator housing comprises a first housing section, in which the high-voltage power electronics are housed, and a second housing section connected to the first housing section, in which the electric machine is housed. Preferably, the first housing section and the second housing section are formed as a single unit and are not connected to each other by separate fasteners, such as screws. This is particularly advantageous when a cooling fluid flows through both the first and second housing sections, since a single-piece design eliminates the need for sealing elements or gaskets in the transition area between the first and second housing sections.

[0012] Preferably, the control unit is arranged in the first housing section.

[0013] It is considered particularly advantageous if the first housing section is cuboid or substantially cuboid in shape, and the second housing section is cylindrical or substantially cylindrical in shape. This design allows for the simple assembly of the high-voltage power electronics in the first housing section and the assembly of the electric machine in the second housing section, while maintaining a particularly compact design for each housing section, since the aforementioned geometries, namely cuboid and cylindrical respectively, correspond to the typical outer contours of the components located there.

[0014] The electric machine is preferably a radial flux machine.

[0015] In a particularly preferred embodiment, the actuator has a cooling fluid inlet and a cooling fluid outlet, with an internal cooling fluid channel running from the cooling fluid inlet to the cooling fluid outlet within the actuator housing. The internal cooling fluid channel has the advantage that external cooling fluid lines, for example in the form of tubing, for guiding the flowing cooling fluid between the first and second housing sections can be omitted. This makes the cooling fluid channel particularly compact and protected against external influences, thereby reducing potential leakage points.

[0016] In a particularly preferred embodiment, the internal cooling fluid guide is designed such that the cooling fluid flowing from the cooling fluid inlet to the cooling fluid outlet flows in both the first housing section and the second housing section.

[0017] The internal coolant flow is preferably achieved via cooling channels, which are formed in the housing walls. In this context, it is considered particularly advantageous if the internal coolant flow is free of hoses and / or connection points formed within the housing. This, in turn, helps to avoid potential leakage points.

[0018] The actuator housing is designed to include a venting element, which is configured to allow volume or pressure equalization between the interior enclosed by the actuator housing and the surrounding environment. Because the electric motor and the high-voltage power electronics of the actuator are located within the same actuator housing, separate venting elements for each component are unnecessary, as volume or pressure equalization for both components can be achieved via the same venting element. If the electric motor and the high-voltage power electronics were not integrated into the same actuator housing, at least one venting element each would be required, for example, to allow the respective components to be submerged underwater.

[0019] Preferably, the actuator housing has exactly one venting element.

[0020] The venting element can be, for example, a pressure equalization element with a membrane or a vent hose. The membrane is preferably air-permeable but waterproof. For example, the membrane could be a Gore-Tex membrane.

[0021] In a particularly preferred embodiment, the actuator is provided with a high-voltage connection for establishing an electrical connection with a high-voltage battery of the motor vehicle. The high-voltage connection can be designed, in particular, as a plug or socket, which facilitates the establishment of the electrical connection between the high-voltage battery of the motor vehicle and the actuator, especially the high-voltage power electronics of the actuator.

[0022] It is considered particularly advantageous if the actuator has an external control connection for connecting a signal line, wherein the control connection is linked to the control unit via signal transmission. The control connection can be either a plug or a socket. Preferably, the control connection is a BUS connection. In particular, a wired communication link with a control module of the motor vehicle can be established via the control connection.

[0023] It is considered particularly advantageous if the cooling fluid inlet and / or the cooling fluid outlet are formed on the first housing section and / or the high-voltage connection is formed on the first housing section and / or the control connection is formed on the first housing section.

[0024] In a particularly preferred embodiment, the cooling fluid inlet and outlet are formed on the first housing section, as are the high-voltage and control connections. This design is particularly advantageous because only the first housing section needs to be easily accessible during actuator mounting on the drive train, in order to establish the electrical, signal, and fluid connections. In particular, this reduces the required installation space in the second housing section, as good accessibility is not necessary there, and in particular, no wiring or tubing is required at all.

[0025] It is considered particularly advantageous if the torque vectoring unit has a transmission unit, wherein the transmission unit has a two-stage transmission gearbox with overload clutch, wherein the transmission unit is interposed between the superimposed gearbox and an output shaft of the electric machine of the actuator.

[0026] In this context, it is considered particularly advantageous if the transmission unit has a separate housing, wherein this separate housing is detachably attached to the actuator housing and detachably attached to a gearbox housing of the differential. Such a design facilitates assembly, and the actuator housing can be mechanically attached to the gearbox housing via the transmission unit housing. It is considered particularly advantageous if the superimposed transmission and the differential are arranged in the same gearbox housing.

[0027] The differential gear can be designed, for example, as a bevel differential or as a planetary differential.

[0028] In a further advantageous embodiment, the actuator housing is provided with a monolithic base housing. This base housing defines a first receiving space for the high-voltage power electronics and a second receiving space for the electric machine. The base housing has a first access opening for inserting the high-voltage power electronics into the first receiving space and a second access opening for inserting the electric machine into the second receiving space. This design allows the base housing to be mechanically particularly stable and robust, and especially torsionally rigid. The separate access openings allow the corresponding components, namely the high-voltage power electronics and the electric machine, to be inserted into their respective receiving spaces with particular ease, for example, by sliding them in.

[0029] Preferably, the base housing forms a component of the first housing section and a component of the second housing section, in particular such that the component of the first housing section formed by the base housing is trough-shaped, in particular with a substantially rectangular cross-section, and / or the component of the second housing section formed by the base housing is cylindrical-shaped, in particular with a circular cross-section.

[0030] Preferably, the basic housing is a cast component.

[0031] Preferably, the material of the base housing is a metallic material, particularly preferably aluminium.

[0032] In a further advantageous embodiment, the high-voltage connection is provided on the base housing, and / or the control connection is provided on the base housing, and / or the cooling fluid inlet is provided on the base housing, and / or the cooling fluid outlet is provided on the base housing. Since the base housing is designed as a monolithic component, it exhibits particularly high stability, meaning that the provision of the aforementioned connection points on the base housing only minimally reduces its mechanical integrity. Furthermore, such a base housing possesses sufficient stability to permanently hold, for example, screw connections or other fasteners. This is particularly advantageous because relatively high vibrations are to be expected in the drive train area, which could cause any weak connections to loosen.Especially when the base housing is designed as a cast component, mechanically highly resilient connections can be made between other components and the base housing, for example in the form of screw connections or welded connections.

[0033] It is considered advantageous if the high-voltage connection is formed on the base housing, the control connection is formed on the base housing, the cooling fluid inlet is formed on the base housing, and the cooling fluid outlet is formed on the base housing.

[0034] It is considered particularly advantageous if the actuator housing has a first housing cover, wherein the first housing cover closes the first access opening, and / or wherein the actuator housing has a second housing cover, wherein the second housing cover closes the second access opening.

[0035] Preferably, the first housing cover and / or the second housing cover are detachably connected to the base housing. This detachable connection can be achieved, for example, by means of one or more screw connections.

[0036] In a particularly preferred embodiment, the first housing cover is a sheet metal component and / or the second housing cover is a sheet metal component. However, it is also conceivable that the first housing cover and / or the second housing cover are each a cast component. The advantages of a sheet metal component lie in its simple and cost-effective manufacturing and the possibility of producing the respective housing cover with a particularly thin material. Preferably, the material thickness of the first housing cover and / or the second housing cover is less than the material thickness of the base housing. Because the base housing is designed as a cast component, mechanically less robust housing covers can be used.

[0037] It is considered particularly advantageous if cooling channels for guiding the cooling fluid are formed in the housing walls of the base housing.

[0038] In a particularly preferred embodiment, the first access opening is formed on a first side of the base housing, and the second access opening is formed on a second side of the base housing that is not identical to the first side. Providing the first and second access openings on different sides of the base housing has the advantage that the weakening of the mechanical integrity of the base housing caused by the access openings occurs on different sides, thus avoiding the formation of a particularly unstable side, as would be the case if both access openings were formed on the same side. In this respect, forming the access openings on different sides has a beneficial effect on the overall stability of the base housing.

[0039] It is considered particularly advantageous if the first access opening is formed in the area of ​​the first housing section and the second access opening is formed in the area of ​​the second housing section.

[0040] Preferably, the first receiving space bounded by the base housing is open in a first spatial direction, for example in the transverse direction of the vehicle, and the second receiving space bounded by the base housing is open in a second spatial direction, in particular in the longitudinal direction of the vehicle.

[0041] Preferably, the first spatial direction and the second spatial direction are angled towards each other, in particular perpendicular to each other.

[0042] In a particularly preferred embodiment, it is provided that the second housing section adjoins the first housing section in a third spatial direction, wherein the third spatial direction is perpendicular to the first spatial direction and perpendicular to the second spatial direction.

[0043] It is considered particularly advantageous if the second housing section is designed below the first housing section in the upward direction of the vehicle.

[0044] It is considered particularly advantageous if the high-voltage connection and the control connection are located on different sides, preferably on opposite sides. Preferably, the sides on which the high-voltage connection and the control connection are located are opposite each other in the transverse direction of the vehicle.

[0045] Preferably, the coolant inlet and outlet are located on the same side of the housing. This facilitates establishing a fluid connection and thus connecting the actuator to a cooling circuit. The side with the coolant inlet and outlet preferably faces upwards towards the vehicle.

[0046] Preferably, the maximum power and / or maximum torque of the electric machine of the actuator is lower than the maximum power and / or maximum torque of the electric traction machine.

[0047] The following figures explain the invention in more detail using one exemplary embodiment, without being limited to this embodiment. They show: Fig. 1 a drive train according to the invention in a schematic representation, Fig. 2 the drive train according to Fig. 1 in a perspective view, Fig. 3 components of the powertrain according to Fig. 2 in a view along the vehicle's vertical direction, Fig. 4 the components according to Fig. 3 in a perspective view, Fig. 5 a torque vectoring unit of the powertrain according to Fig. 2 in an isolated representation, Fig. 6 an actuator of the torque vectoring unit according to Fig. 5 in a first perspective view, Fig. 7 the actuator according to Fig. 6 in a second perspective view, Fig. 8 the actuator according to Fig. 6 in a third perspective view, Fig. 9 the actuator according to Fig. 6 in a sectional view.

[0048] The Fig. Figure 1 shows a schematic representation of the drivetrain 1 of a motor vehicle. The drivetrain 1 comprises a differential 30 with a left output shaft 31 for driving a left wheel and a right output shaft 32 for driving a right wheel. The differential 30 is designed as a bevel gear differential. However, the differential 30 can also be designed as a planetary differential. The differential 30 has a differential housing 33, which is driven by an electric traction motor 20 via a gear stage (not shown). The differential 30 further comprises two output gears, each of which is connected to one of the output shafts 31 and 32.

[0049] The differential gear 30 serves to balance the rotational speeds of the drive torque between the two vehicle wheels. When driving straight ahead, components of the differential gear 30 rotate around a common axis of rotation, so that the effect of the differential gear 30 is neutral. When cornering, however, the differential gear 30 causes the outer vehicle wheel to be driven faster than the inner vehicle wheel.

[0050] In order to actively effect a different distribution of the drive torque to the two vehicle wheels, the drive train 1 has an electromechanical torque vectoring unit 40.

[0051] The torque vectoring unit 40 serves to actively generate a differential torque between the left output shaft 31 and the right output shaft 32. For this purpose, the torque vectoring unit 40 has an actuator 50 and a superimposed transmission 60 coupled to the actuator 50 and the differential gear 30.

[0052] The actuator 50 includes an electric machine 51 as a torque source for generating the differential torque between the left output shaft 31 and the right output shaft 32. The electric machine 51 is designed as a radial flux machine and comprises a stator 512 and a rotor 513, the rotor 513 being rotationally fixed to an output shaft 511 of the electric machine 51. The output shaft 511 is operatively connected to a transmission unit 70, the transmission unit 70 comprising a two-stage transmission with an overload clutch, and the transmission unit 70 being in turn coupled to the superimposed transmission 60.

[0053] The superimposed transmission 60 comprises a first planetary gear set 61 and a second planetary gear set 62. The first planetary gear set 61 includes a sun gear 611, several planet gears 612, a planet carrier 613, and a ring gear 614. The sun gear 611 is non-rotatably connected to an output shaft of the transmission unit 70. The planet gears 612 are rotatably mounted on the planet carrier 613. The planet carrier 613 is non-rotatably connected to the differential housing 33. The ring gear 614 is non-rotatably connected to a ring gear 624 of the second planetary gear set 62. The second planetary gear set 62 includes a sun gear 621, several planet gears 622, a planet carrier 623, and the ring gear 624. The sun gear 621 is non-rotatably connected to a housing and is thus rigidly arranged. The planet carrier 623 is non-rotatably connected to the second output shaft 32.Regarding the details of the operation of the superimposed gear 60, reference is also made to the explanations in sections

[0024] to

[0028] of DE 10 2021 126 647 B3.

[0054] For clarity, actuator 50 is in the Fig. Figures 2 to 4 are shown in a highly schematic form. The actuator 50 itself is shown in the Fig. 6 to 9 are displayed with a higher level of detail than in the Fig. 2 to 4. How to Fig. As can be seen from 6 to 9, the actuator 50 forms an assembly unit that can be handled as a single unit.

[0055] The actuator 50 includes, in addition to the electric machine 51, a high-voltage power electronics unit 52 for operating the electric machine 51 and a control unit 58 in the form of a circuit board for controlling the high-voltage power electronics unit 52, wherein the electric machine 51, the high-voltage power electronics unit 52 and the control unit 58 are housed in a common actuator housing 53 of the actuator 50, namely in an interior enclosed by the actuator housing 53.

[0056] The actuator housing 53 has a first cuboid housing section 531 and a second housing section 532 connected to the first housing section 531, the second housing section 532 being cylindrical in shape. The high-voltage power electronics 52 and the control unit 58 are housed in the first housing section 531, as can be seen in particular in the sectional view of the Fig. 9 can be seen. The electric machine 51 is arranged in the second housing section 532.

[0057] The actuator housing 53 has a monolithic base housing 533. In this case, the base housing 533 is a cast component made of aluminum.

[0058] The basic housing 533 defines a trough-shaped first receiving space 534, in which the high-voltage power electronics 52 and the control unit 58 are received.

[0059] The base housing 533 defines a second receiving space 537, in which the electric machine 51 is inserted. The second receiving space 537 is cylindrical.

[0060] The base housing 533 has a first access opening for inserting the high-voltage power electronics 52 and the control unit 58 into the first receiving space 534. This first access opening is closed by means of a first housing cover 536, which is detachably connected to the base housing 533, namely screwed to it.

[0061] The base housing 533 has a second access opening for inserting, in particular for sliding, the electric machine 51 into the second receiving space 537. This second access opening is closed by means of a second housing cover 539, which is detachably connected to the base housing 533, namely screwed to it.

[0062] The first access opening, and thus the first housing cover 536, is formed or arranged on a first side of the base housing 533. The second access opening, and thus the second housing cover 539, is formed or arranged on a second side of the base housing 533. The first side faces along a longitudinal direction X of the vehicle, and the second side faces along a transverse direction Y of the vehicle.

[0063] The second receiving compartment 537 is formed in the area of ​​the second housing section 532, and the first receiving compartment 534 is formed in the area of ​​the first housing section 531. The first housing section 531 is located above the second housing section 532 in the vehicle's vertical direction Z.

[0064] To cool the components of the actuator 50 arranged or housed in the actuator housing 53, the actuator 50 has a cooling fluid inlet 54 and a cooling fluid outlet 55, wherein an internal cooling fluid channel is formed in the actuator housing 53 from the cooling fluid inlet 54 to the cooling fluid outlet 55. The internal cooling fluid channel is designed such that the cooling fluid flowing from the cooling fluid inlet 54 to the cooling fluid outlet 55 flows at least partially in both the first housing section 531 and the second housing section 532, so that both the high-voltage power electronics 52 arranged in the first housing section 531 and the electric machine 51 arranged in the second housing section 532 are cooled by the cooling fluid. The cooling fluid inlet 54 and the cooling fluid outlet 55 are formed or arranged on a third side of the base housing 533 pointing in the vehicle's vertical direction Z.

[0065] The actuator 50 has a high-voltage connection 56 for establishing an electrical connection with a high-voltage battery of the motor vehicle. This high-voltage connection 56 is located on a fourth side of the base housing 533, which is opposite the second side of the base housing 533.

[0066] The actuator 50 also has a control connection 57 for connecting a signal line, wherein the control connection 57 is connected to the control unit 58 in terms of signal technology and is formed or arranged on the second side of the basic housing 533.

[0067] How especially the Fig. As can be seen from 6 to 9, the cooling fluid inlet 54, the cooling fluid outlet 55, the high voltage connection 56 and the control connection 57 are formed in the area of ​​the first housing section 531.

[0068] The design of the actuator 50 described above results in an actuator 50 with a particularly compact package and therefore a small installation space requirement. Furthermore, the actuator 50 described above is characterized by its low weight and easy installation in the powertrain 1 of the vehicle, as it can be pre-assembled and requires only a small number of interfaces for integration into the powertrain 1. By arranging the components of the actuator 50 within the common actuator housing 53—namely, the integration of the electric motor 51, the high-voltage power electronics 52, and the control unit 58—these components are particularly well protected from external influences, and the length of necessary connecting cables is reduced, as internal wiring and internal cooling fluid routing are possible.

Claims

[1] Powertrain (1) of an electrically or partially electrically powered motor vehicle, wherein the powertrain (1) comprises: - a differential gear (30) with a left output shaft (31) for driving a left vehicle wheel and with a right output shaft (32) for driving a right vehicle wheel, - an electric traction machine (20), wherein the traction machine (20) is coupled to the differential gear (30) for torque transmission to drive the right output shaft (32) and the left output shaft (31), - an electromechanical torque vectoring unit (40) for actively generating a differential torque between the left output shaft (31) and the right output shaft (32), wherein the torque vectoring unit (40) comprises an actuator (50) and a superimposed transmission (60) coupled to the actuator (50) and the differential gear (30), wherein the actuator (50) comprises an electric machine (51) as a torque source for generating the differential torque between the left output shaft (31) and the right output shaft (32), high-voltage power electronics (52) for operating the electric machine (51), and a control unit (58) for controlling the high-voltage power electronics (52), wherein the actuator (50) comprises an actuator housing (53), wherein the electric machine (51), the high-voltage power electronics (52), and the control unit (58) are located in the Actuator housing (53) are included characterized bythat the actuator housing (53) has a venting element, wherein the venting element is configured to allow volume or pressure equalization between an interior enclosed by the actuator housing (53) and an environment. [2] Drive train (1) according to claim 1, wherein the actuator housing (53) has a first housing section (531) in which the high-voltage power electronics (52) are accommodated, and a second housing section (532) connected to the first housing section (531) in which the electric machine (51) is accommodated. [3] Drive train (1) according to claim 1 or 2, wherein the actuator (50) has a cooling fluid inlet (54) and a cooling fluid outlet (55), wherein an internal cooling fluid guide is formed in the actuator housing (53) from the cooling fluid inlet (54) to the cooling fluid outlet (55). [4] Drive train (1) according to claim 2 and claim 3, wherein the internal cooling fluid guide is designed such that the cooling fluid flowing from the cooling fluid inlet (54) to the cooling fluid outlet (55) flows in both the first housing section (531) and the second housing section (532). [5] Powertrain (1) according to one of claims 1 to 4, wherein the actuator (50) has a high-voltage connection (56) for establishing an electrical connection with a high-voltage battery of the motor vehicle and / or wherein the actuator (50) has an external control connection (57) for connecting a signal line, wherein the control connection (57) is connected to the control unit (58) via a signal connection. [6] Drive train (1) according to one of claims 1 to 5, wherein the actuator housing (53) has a monolithic base housing (533), wherein the base housing (533) defines a first receiving space (534) for the high-voltage power electronics (52) and wherein the base housing (533) defines a second receiving space (537) for the electric machine (51), wherein the base housing (533) has a first access opening for inserting the high-voltage power electronics (52) into the first receiving space (534) and wherein the base housing (533) has a second access opening for inserting the electric machine (51) into the second receiving space (537). [7] Drive train (1) according to claim 6, wherein the high-voltage connection (56) is formed on the base housing (533) and / or wherein the control connection (57) is formed on the base housing (533) and / or wherein the cooling fluid inlet (54) is formed on the base housing (533) and / or wherein the cooling fluid outlet (55) is formed on the base housing (533). [8] Drive train (1) according to claim 6 or 7, wherein the actuator housing (53) has a first housing cover (536), wherein the first housing cover (536) closes the first access opening, and / or wherein the actuator housing (53) has a second housing cover (539), wherein the second housing cover (539) closes the second access opening. [9] Drive train (1) according to one of claims 6 to 8, wherein the first access opening is formed on a first side of the base housing (533) and the second access opening is formed on a second side of the base housing (533) which is not identical to the first side.

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