Abstract
A drive block, i.e. a block-like electric drive, includes two drives for driving respective wheels. Each of the two drives can be driven by a separate electric machine, i.e. by a first electric machine and a second electric machine, respectively. The drive block further includes an inverter block and a parking lock. The inverter block and the parking lock can be situated on different sides of a structural plane defined through centers of rotation of the first and second electric machines.
Claims
1-14. (canceled)
15. A drive block of an electric motor-driven motor vehicle drive, comprising a first electric machine and a first transmission and a second electric machine and a second transmission, wherein a first transmission is arranged on an end face of a first electric machine, and a second transmission is arranged on an end face of a second electric machine, wherein respective arrangements are at least partially congruent with each other in a longitudinal vehicle direction, wherein centers of rotation of the electric machines define a structural plane through rotary shafts thereof, in relation to which structural plane a transmission output is offset, so that a V-shaped arrangement having an angle smaller than 180° between arms of the V is formed from a first position of the first rotary shaft, from a second position of the second rotary shaft and from the transmission output of one of the transmissions, on a plane parallel to the transmission, wherein at least one of an inverter block and a parking lock device is provided, and wherein at least part of at least one of the inverter block and the parking lock device is located to a side of at least one of the two electric machines and between the transmissions.
16. The drive according to claim 15, wherein at least one of the transmissions is housed in an housing and the housing of one of the transmissions projects laterally beyond an electric machine end face at an end of the first electric machine or at an end of the second electric machine.
17. The drive block according to claim 16, wherein the housing is a shallow housing which has two circular arc-shaped end regions and which is provided with two foci.
18. The drive block according to claim 17, wherein the housing has a diameter through one focus of the two foci that is wider than a diameter through another focus of the two foci.
19. The drive block according to claim 15, wherein each transmission comprises two transmission stages, one of the stages is a planetary transmission stage that is arranged upstream of the other stage, wherein the other stage is a spur gear transmission stage arranged in an output direction.
20. The drive block according to claim 15, wherein for installation in a cuboidal motor vehicle installation space, which is bounded by boundary surfaces arranged at right angles to each other, the inverter block is configured to be oriented parallel to one boundary surface.
21. The drive block according to claim 15, wherein the structural plane separates an area below the structural plane and an area above the structural plane, wherein the inverter block is arranged in the area above the structural plane.
22. The drive block according to claim 15, wherein the inverter block is located on a first side of the structural plane.
23. The drive block according to claim 22, wherein a parking lock for inhibiting at least one rotation is located on a second side of the structural plane.
24. The drive block according to claim 15, wherein the first electric machine has a first electric machine width and the second electric machine has a second electric machine width, wherein at least one housing of one of the transmissions protrudes beyond the electric machine width of its electric machine in at least one direction.
25. The drive block according to claim 15, wherein the inverter block is formed of up to two inverters.
26. The drive block according to claim 25, wherein at least one inverter is arranged in an encapsulating housing.
27. The drive block according to claim 25, wherein at least one inverter is situated with a narrow side transverse to the rotary shafts, wherein the narrow side is an end side pointing in a motor vehicle transverse direction.
28. The drive block according to claim 15, wherein at least one parking lock laterally terminates the drive block.
29. The drive block according to claim 15, wherein the drive block is configured for an installation position, wherein one of the electric machines is positioned higher than the other of the electric machines, so that the two centers of rotation are arranged at different points in relation to the longitudinal vehicle direction.
30. The drive block according to claim 15, wherein the drive block is configured for common axle transverse installation in a motor vehicle providing two single-wheel drives.
31. The drive block according to claim 25, wherein each inverter is designed to supply electrical energy to one of the two electric machines, wherein each inverter is individually electrically conductive connected to one of the electric machines and wherein at least one inverter is arranged in at least one of the following configurations: the inverter is separate from the electric machines, the inverter is arranged in a block-like manner and the inverter extends on a side of the structural plane remote from a ground.
32. The drive block according to claim 15, wherein the transmissions are housed by an housing between respective outer housing walls, which are provided in an axial direction above the structural plane.
33. The drive block according to claim 19, wherein one of the rotary shafts ends in an area of one focus.
34. The drive block according to claim 19, wherein the transmission output is situated in an area of one focus.
Description
BRIEF DESCRIPTION OF THE DRAWINGS
[0136] The present invention can be better understood by referencing the accompanying figures, which show examples of particularly advantageous embodiments without limiting the present invention thereto.
[0137] FIG. 1 schematically shows a first embodiment of a motor vehicle for accommodating a drive block according to one embodiment of the invention, in a view from one side.
[0138] FIG. 2 shows the first embodiment of the motor vehicle according to FIG. 1 in a schematic 3D representation.
[0139] FIG. 3 schematically shows the first embodiment of the motor vehicle according to FIG. 1 in a sectional view from above.
[0140] FIG. 4 schematically shows another embodiment of a motor vehicle with a drive block.
[0141] FIG. 5 schematically shows a first detailed axle arrangement of a pure single-wheel drive.
[0142] FIG. 6 schematically shows a second detailed axle arrangement of a single-wheel drive on a common axle.
[0143] FIG. 7 schematically shows a third detailed axle arrangement, which can be used as an axle drive.
[0144] FIG. 8 schematically shows a fourth embodiment of a drive block.
[0145] FIG. 9 schematically shows a fifth embodiment of a drive block.
[0146] FIG. 10 schematically shows a sixth embodiment of a drive block.
[0147] FIG. 11 schematically shows a seventh embodiment of a drive block.
[0148] FIG. 12 schematically shows an eighth embodiment of a drive block.
[0149] FIG. 13 schematically shows a ninth embodiment of a drive block.
[0150] FIG. 14 schematically shows a tenth embodiment of a drive block.
[0151] FIG. 15 schematically shows an eleventh embodiment of a drive block.
[0152] FIG. 16 schematically shows a twelfth embodiment of a drive block.
[0153] FIG. 17 shows a 3D representation of a drive block, based on the embodiment according to FIG. 8.
[0154] FIG. 18 shows a view of the drive block according to FIG. 17 from below.
[0155] FIG. 19 shows three side views of the drive block according to FIG. 17.
[0156] FIG. 20 shows a 3D representation of a drive block, based on the embodiment according to FIG. 13.
[0157] FIG. 21 shows three side views of the drive block according to FIG. 20.
[0158] FIG. 22 shows the motors, parking lock actuators and other components of a drive block.
[0159] FIG. 23 shows a side view of an embodiment of a drive block according to the invention, provided as an installation assembly.
[0160] FIG. 24 shows a perspective view of another exemplary embodiment of a drive block according to the invention, provided as an installation assembly.
DETAILED DESCRIPTION
[0161] FIG. 1 schematically shows a motor vehicle 201. FIGS. 2 and 3 show the motor vehicle 201 from two other viewing angles on the basis of the selected components. For the sake of clarity, the components shown have been selected so as not to overload the figures.
[0162] As can be seen from FIG. 1, the motor vehicle 201 has a passenger compartment 223, in which a driver of the motor vehicle 201 can be located and can act on the steering linkage 225 via the steering wheel 221 in order to change a direction of the motor vehicle 201.
[0163] Two installation spaces 239, 239.sup.I are shown in an abstract manner. One installation space 239 extends in front of the passenger compartment 223, i.e., in the front region of the motor vehicle 201, with the installation space 239 in part also extending underneath a front region of the passenger compartment 223. The other installation space 239.sup.I extends behind the passenger compartment 223, i.e., in the rear region of the motor vehicle 201, with the installation space 239.sup.I already starting beneath the passenger compartment 223.
[0164] The installation spaces 239 and 239.sup.I are located beneath a hood 247, which can also be referred to as a front flap, or beneath a trunk lid 249, which can also be referred to as a rear flap.
[0165] The installation space 239, 239.sup.I coincides with the axles 209, 209.sup.I. In other words, the installation space 239, 239.sup.I is located where the axle 209, 209.sup.I also passes through the motor vehicle 201 in the motor vehicle transverse direction 213 (for the motor vehicle transverse direction 213, see in particular FIG. 4). The installation space 239, 239.sup.I available in each case is bounded by the side-members, such as the side-member 231, and by the cross-members, such as the cross-members 233, 233.sup.I, 233.sup.II, 233.sup.III. An installation space 239, 239.sup.I is located between the front wheels 235 or the rear wheels 237.
[0166] The passenger compartment 223 is thus located above the side-members, such as the side-member 231, and the cross-members, such as the cross-members 233, 233.sup.I, 233.sup.II, 233.sup.III. The front installation space 239 is defined and bounded by its installation space boundary 241. The rear installation space 239.sup.I is likewise bounded by its installation space boundary 251.
[0167] The front installation space 239 thus extends in a region beneath the hood 247. The rear installation space thus extends in a region beneath the trunk lid 249.
[0168] The tubular installation space boundary 241, which is formed by four lateral boundaries, is composed of a lower installation space boundary 243, an upper installation space boundary 245, a front installation space boundary 253 and a rear installation space boundary 255. The maximum area available, i.e., the maximum possible volume for a drive block (see e.g., the drive block 1 in FIG. 4), extends between the opposite installation space boundaries 243, 245 and 253, 255.
[0169] The front installation space boundary 253 is formed by a radiator 261 and by a first cross-member 233. The rear installation space boundary 255 is formed by a separating wall 263 of the passenger compartment 223.
[0170] The rear installation space 239.sup.I has boundary surfaces 253.sup.I, 255.sup.I which form part of the installation space boundary 251 and which are arranged as a mirror image compared to the front installation space 239 because the front region thereof is located behind and partially underneath the passenger compartment 223 and the rear region thereof is located close to the rearmost cross-member 233.sup.III.
[0171] By supplementing FIG. 1 with FIGS. 2 and 3, it is particularly clear to see how an installation space 239, 239.sup.I extends between the wheels 235, 235.sup.I or 237, 237.sup.I and between the side-members 231, 231.sup.I. Hereinbelow, therefore, FIG. 1 will be discussed together with FIGS. 2 and 3.
[0172] The installation space boundaries 241, 251 of the installation spaces 239, 239.sup.I are located outside the passenger compartment 223 and between the wheels 235, 235.sup.I or 237, 237.sup.I of the respective axle 209, 209.sup.I. An installation space boundary in the upward direction is formed by the passenger compartment 223, which must be large enough that a driver in a seated position can turn the steering wheel 221 and thus adjust, via the steering linkage 225, the angle of the road wheels 235, 235.sup.I to be controlled. Viewed from above, at least a portion of the installation spaces 239, 239.sup.I is located beneath a flap 247, 249, thereby facilitating access for maintenance work. A further boundary for the installation spaces 239, 239.sup.I is formed by the cross-members 233, 233.sup.III and the side-members 231, 231.sup.I. As already stated, the installation space boundary 241 is composed of a lower installation space boundary 243, an upper installation space boundary 245, and four lateral installation space boundaries 244, 246, 253, 255, which can be considered in an abstract form as planar boundary surfaces. These boundary surfaces, when all taken together, form the cuboidal installation space boundary 241. Two lateral installation space boundaries 244, 246 face toward the wheels 235, 235.sup.I. The lateral installation space boundaries 244, 246 are defined by triangular wishbones, such as the triangular wishbone 234 (front) for the installation space boundary 241 of the front installation space 239 and the triangular wishbone 236 (rear) for the installation space boundary 251 of the rear installation space 239.sup.I (see FIG. 1). Such wishbone arrangements are present in the motor vehicle 201 not only on the left-hand side, but also on the right-hand side (not visible in the selected views). A front installation space boundary 253 extends along an inner side of the radiator 261 or of a frame for absorbing collision energy. A rear installation space boundary 255 is located in front of the separating wall 263 to the passenger compartment 223. The installation space boundary 241, 251 is thus defined in particular by the circumjacent components of the motor vehicle 201. The lower installation space boundary 243, the upper installation space boundary 245 and the four lateral installation space boundaries 244, 246, 253, 255 can be numbered as boundary surfaces in any order (first, second, etc.). As will become apparent from the other embodiments, which installation space boundary 243, 244, 245, 246, 253, 255 becomes the first installation space boundary depends on the direction in which the motor vehicle drive 203, 203.sup.I is installed (see FIGS. 4 and 7).
[0173] The installation space boundary 251 in the rear region of the motor vehicle 201 is composed of the boundary surfaces in the manner of a mirror image of the installation space boundary 241 in the front region of the vehicle 201, but the larger boundary surfaces lead to a larger volume being available for a drive unit such as the drive block 1.
[0174] As can be seen from FIG. 1, the boundary surfaces 244, 246, 253, 255 of the installation space may also have at least one gradation. In this way, use can be made of otherwise dead spaces in the motor vehicle, such as e.g., in the motor vehicle 201 shown in FIG. 1. The possible installation space is used in a particularly space-efficient manner and is filled by a suitable drive block, such as the drive block 1 shown in FIG. 1.
[0175] The installation space boundaries 241, 251 define in each case a maximum receiving volume for installation of a drive block (cf. drive block 1 shown in FIG. 4). In other words, differently configured drive blocks (cf. FIGS. 8 to 24) are particularly suitable for installation in a motor vehicle (cf. the motor vehicles 201 shown in FIGS. 1 and 201′ shown in FIG. 4), depending on the structural and safety-related installation space boundaries 241, 251. Advantages for one or the other configuration in accordance with FIGS. 8 to 24 are thus achieved, depending on the installation space boundaries 241, 251.
[0176] FIG. 4 schematically shows a motor vehicle 201.sup.I with a drive block 1 according to the invention. The drive block 1 forms part of the motor vehicle drive 203. Also forming part of the motor vehicle drive 203 is the electrical energy store 143, which is connected to the drive block 1 via cables, such as the power supply cable 139 and the power supply cable 141.
[0177] The drive block 1 is a single-wheel drive 205.sup.I, 207.sup.I which can drive two single (road) wheels via its two independently operating single-wheel drives 205, 207, i.e., first single-wheel drive 205 and second single-wheel drive 207. The two single-wheel drives 205, 207 are located on the same axle 209.sup.II, which in the exemplary embodiment shown in FIG. 4 is the rear axle of the motor vehicle 201.sup.I (e.g., of a typical sports car driven on the rear axle).
[0178] In another embodiment, which is not shown in the drawings, the single-wheel drives can be located on the front axle, see for example the axle 209 in FIG. 1. Other possible embodiments have single-wheel drives on the rear axle as a first common axle and on the front axle as a second common axle. It is thus also possible to implement, according to the invention, such axle arrangements in which a plurality of individually driven axles are present, for example, in the rear region of the vehicle. Considered individually, each axle is an axle that can be referred to as a common axle, which can be equipped with two single-wheel drives.
[0179] Based on the passenger compartment 223.sup.I and the arrangement of the steering wheel 221′ on the steering linkage 225.sup.I, it is clear in FIG. 4 that the single-wheel drive 205.sup.I, 207.sup.I is a rear-axle drive in the exemplary embodiment shown in FIG. 4. The drive block 1.sup.I is installed transversely, as can be seen with reference to the motor vehicle transverse direction 213. The drive block 1′ is narrower in the longitudinal direction than in the transverse direction, as can be seen by comparing the extent of the drive block 1′ in the longitudinal vehicle direction 211 with the extent in the motor vehicle transverse direction 213.
[0180] The axles 209.sup.II, 209.sup.III are indicated by dotted lines in FIG. 4. The axles 209.sup.II, 209.sup.III are design aids or memory aids illustrating the arrangement of the road wheels of the motor vehicle 201.sup.I.
[0181] In the design example shown in FIG. 4, the road wheels are attached by means of a respective single-wheel suspension, which forms a movable connection between a vehicle body (no reference sign), which encompasses the passenger compartment 223.sup.I, and the respective road wheel. In other words, the axles 209.sup.II, 209.sup.III are recognizable by guide elements of the wheels, such as on the basis of single-wheel suspensions, e.g., the triangular suspensions shown in the drawings, but also on the basis of the steering knuckles, on the basis of a swing axle, on the basis of a trailing link axle, on the basis of a semi-trailing link axle, on the basis of a multi-link axle, on the basis of a portal axle, on the basis of a rigid axle or on the basis of composite suspensions according to other possible embodiments not shown in detail in the drawings.
[0182] FIG. 5, which will be described in greater detail below, shows one possible transmission scheme for a blocked single-wheel drive of a drive block 1.sup.I, which can be implemented within the installation space boundaries 241, 243, 244, 245, 246, 251, 253, 253.sup.I, 255, 255.sup.I outlined in FIGS. 1 to 4. The transmission schemes derived from the transmission scheme shown in FIG. 5, which lead to the drive blocks 1.sup.II and 1.sup.III shown in FIGS. 6 and 7, can likewise be arranged within an installation space that observes the installation space boundaries 241, 243, 244, 245, 246, 251, 253, 253.sup.I, 255, 255.sup.I.
[0183] The transmission scheme shown in FIG. 6, which will be explained after FIG. 5, enables all the transmission components to be arranged next to each other in as compact a manner as possible for a single-wheel drive, so as to create an extremely compact drive block 1.sup.II.
[0184] In another embodiment (not shown in detail), based on an arrangement according to FIG. 6, the electric motor drive of both electric machines 3.sup.I, 5.sup.I can be coupled to the two road wheels 29.sup.I, 31.sup.I of the common axle 30.sup.I, and separated again, by means of a switching unit between the transmissions 19.sup.I, 21.sup.I. The common coaxial bearing 26 is replaced by a switching group which can lock together the two output shaft segments 27.sup.IV and 27.sup.III. This makes it possible to increase the drive power to one of the road wheels when ground conditions are difficult. In addition, such a motor vehicle remains drivable even though one of the electric motors might have failed.
[0185] In the further embodiment of a transmission scheme shown in FIG. 7, the electromotive drive torques of the two electric machines 3.sup.II, 5.sup.II are distributed between the two road wheels 29.sup.I, 31.sup.I via a differential 87. A drive is thus always maintained, even if one of the electric machines 3.sup.II, 5.sup.II fails.
[0186] Of course, it is also possible to combine switching units according to FIG. 6 and differentials according to FIG. 7 in order to create, from a single-wheel drive 2 shown in FIG. 5, an overall drive that can be switched to act as an axle drive.
[0187] In FIGS. 5 to 16, installation space boundaries 241.sup.I, 241.sup.II, 241.sup.III, 241.sup.IV for the individual drives (cf. drive 203 in FIG. 4, cf. single-wheel drive 2 in FIG. 5 or single-wheel drive 2.sup.I in FIG. 6, cf. motor vehicle drive 203.sup.I in FIG. 7) are illustrated by rectangular boxes. These arrangements can be transferred in mirror-image form to an installation space which exists in the rear part of the vehicle and which is bounded by a rear installation space boundary 251 (see FIG. 1). In other words, even though FIGS. 1 to 16 focus on installation in a front installation space 241, 241.sup.I, 241.sup.II, 241.sup.III, 241.sup.IV of a motor vehicle, such as the motor vehicle 201 according to FIG. 1, the drives shown, such as the drive 203 shown in FIG. 4, can also be installed in a rear installation space, such as the installation space 251 (shown in FIG. 1). The boundaries that define the installation space boundary surfaces 243, 243.sup.I, 243.sup.II, 243.sup.III, 244, 244.sup.I, 244.sup.II, 244.sup.III, 245, 245.sup.I, 245.sup.II, 245.sup.III, 246, 246.sup.I, 246.sup.II, 246.sup.III, which are predominantly set at right angles, are observed by the drive blocks 1.sup.I, 1.sup.II, 1.sup.III, 1.sup.IV, 1.sup.V, 1.sup.VI, 1.sup.VII, 1.sup.VIII, 1.sup.IX, 1.sup.X, 1.sup.XI, 1.sup.XII, which are shown schematically in FIGS. 5 to 16, and by the drive blocks 1.sup.XIII, 1.sup.XIV, 1.sup.XV, 1.sup.XVI, 1.sup.XVII shown in FIGS. 17 to 24, while making the best possible use of the space available.
[0188] The schematic diagrams which are shown in FIGS. 5, 6 and 7 and which illustrate drives with two motors 3, 5, 3.sup.I, 5.sup.I, 3.sup.II, 5.sup.II for road wheels on one axle (single-wheel drives and axle drives) will be discussed in greater detail below.
[0189] FIG. 5 shows the electric machines 3, 5 oriented in opposite directions. The running direction of the electric machines 3, 5 is reversible by means of a control unit (not shown). In FIGS. 5 and 7, the electric machines 3.sup.I, 5.sup.I, 3.sup.II, 5.sup.11 are to be operated in pairs and should always be operated in the same direction or in a manner rotating in the same direction of rotation.
[0190] The maximum installation space available for the drive block 1.sup.I according to FIG. 5 or for the drive block 1.sup.II according to FIG. 6 or for the drive block 1.sup.III according to FIG. 7 becomes particularly clear when each of FIGS. 5, 6 and 7 is considered together with FIGS. 1 to 4. The installation space results from a clearance between a first edge reinforcement, in particular a left spar 49, 49.sup.I, 49.sup.II, which can be seen in particular in FIGS. 5, 6 and 7, and a second edge reinforcement, in particular a right spar 51, 51.sup.I, 51.sup.II, which can likewise be seen in FIGS. 5, 6 and 7.
[0191] To make the diagram clearer, the housing parts of the housing 14, 14.sup.I, 14.sup.II, 14.sup.III of the drive block 1.sup.I, 1.sup.II, 1.sup.III have been shown only symbolically in the diagrams of FIGS. 5 to 7. In addition, the controllers of the electric machines 3, 3.sup.I, 3.sup.II, 5, 5.sup.I, 5.sup.II have been omitted in the diagrams of FIGS. 5 to 7 with the intention being to increase clarity.
[0192] Provided to the side of the drive block 1.sup.I, 1.sup.II, 1.sup.III are a first road wheel, in particular in the form of a drive wheel 29, 29.sup.I, and a second road wheel, in particular in the form of a drive wheel 31, 31.sup.I, the direction of rotation of which gives a direction of travel 61, 63 of a vehicle (cf. motor vehicle 1 shown in FIG. 1) carrying the drive unit 1.sup.I, 1.sup.II, 1.sup.III. Electric machines 3, 3.sup.I, 3.sup.II, 5, 5.sup.I, 5.sup.II are installed in the motor vehicle, e.g., the motor vehicle 1 shown in FIG. 1, transversely to the direction of travel 61, 63.
[0193] A first electric machine 3, 3.sup.I, 3.sup.II having a first electrical region 11 is present in FIG. 57. The first electric machine 3, 3.sup.I, 3.sup.II has a first drive axle 15, 15.sup.I, 15.sup.II. A second electric machine 5, 5.sup.I, 5.sup.II has a second electrical region 13. The second electric machine 5, 5.sup.I, 5.sup.II is operatively connected to a second drive axle 17, 17.sup.I, 17.sup.II. The electric machines 3, 3.sup.I, 3.sup.II, 5, 5.sup.I, 5.sup.II have a rotor arrangement which is rotatable in a stator arrangement mounted on the vehicle or on the transmission housing. Torque is thus generated by means of electric fields generated by current in windings. The first drive axle 15, 15.sup.I, 15.sup.II and the second drive axle 17, 17.sup.I, 17.sup.II extend in particular parallel to each other and are at a distance 23.sup.I, 23.sup.II from each other (see FIGS. 5 and 6), preferably at right angles to an axle extension direction. The distance 23.sup.I, 23.sup.II is greater than a stator diameter when measured at right angles to the axle extension direction. In other words, the distance 23.sup.I, 23.sup.II is greater than a sum of the first stator radius 65, 65.sup.I of the first electric machine 3, 3.sup.I and the second stator radius 67, 67.sup.I of the second electric machine 5, 5.sup.I, the radius measurement preferably being determined in each case as an external dimension, i.e., including the housings 4, 6 of the electric machines 3, 5, as shown in FIG. 5. The distance 23.sup.I, 23.sup.II is smaller than a track width between the two drive wheels 29, 31 or 29.sup.I, 31.sup.I (see FIGS. 5 and 6), said track width being transverse to the distance 23.sup.I, 23.sup.II. An input sun gear 75, 75.sup.I, 75.sup.II, 77, 77.sup.I, 77.sup.II arranged on the drive axles 15, 15.sup.I, 15.sup.II, 17, 17.sup.I, 17.sup.II is driven by the electric machines 3, 3.sup.I, 3.sup.II, 5, 5.sup.I, 5.sup.II. The first input sun gear 75, 75.sup.I, 75.sup.II is part of the first transmission 19, 19.sup.I, 19.sup.II The second input sun gear 77, 77.sup.I, 77.sup.II is part of the second transmission 21, 21.sup.I, 21.sup.II. The first transmission 19, 19.sup.I, 19.sup.II comprises a first planetary transmission 71, 71.sup.I, 71.sup.II and a first output gear stage 72, 72.sup.I, 72.sup.II, wherein the output gear stage 72, 72.sup.I, 72.sup.II is also characterized by its gear pair. The second transmission 21, 21.sup.I, 21.sup.II comprises a second planetary transmission 73, 73.sup.I, 73.sup.II and a second output gear stage 74, 74.sup.I, 74.sup.II, wherein the second output gear stage 74, 74.sup.I, 74.sup.II can be characterized on the basis of its gear pair. The two planetary transmissions 71, 71.sup.I, 71.sup.II, 73, 73.sup.I, 73.sup.II respectively comprise the input sun gears 75, 75.sup.I, 75.sup.II, 77, 77.sup.I, 77.sup.II, a first carrier 79, 79.sup.I, 79.sup.II or second carrier 80, 80.sup.I, 80.sup.II having a plurality of planet gears, and a first ring gear 81, 81.sup.I, 81.sup.II or second ring gear 82, 82.sup.I, 82.sup.II. These ring gears 81, 81.sup.I, 81.sup.II, 82, 82.sup.I, 82.sup.II are fixed to the transmission housing 14, 14.sup.I, 14.sup.II, 14.sup.III. The transmissions 19, 19.sup.I, 19.sup.II, 21, 21.sup.I, 21.sup.II each have, on the drive axles 15, 15.sup.I, 15.sup.II, 15.sup.IV, 17, 17.sup.I, 17.sup.II, a roller bearing arrangement 20, 22 with three roller bearings (see FIG. 5). A first roller bearing 20.sup.I, 22.sup.I supports the first carrier 79, 79.sup.I, 79.sup.II or second carrier 80, 80.sup.I, 80.sup.II on the first electric machine housing 4 or on the second electric machine housing 6, respectively. A rotor-driven drive shaft 16, 18 of the respective electric machine 3, 3.sup.I, 3.sup.II, 5, 5.sup.I, 5.sup.II rotates the input sun gear 75, 75.sup.I, 75.sup.II, 77, 77.sup.I, 77.sup.II A torque is transmitted from the input sun gear 75, 75.sup.I, 75.sup.II, 77, 77.sup.I, 77.sup.II, via the carrier 79, 79.sup.I, 79.sup.II, 80, 80.sup.I, 80.sup.II, to a respective intermediate shaft 83, 83.sup.I, 83.sup.II, 84, 84.sup.I, 84.sup.II connected to the carrier 79, 79.sup.I, 79.sup.II, 80, 80.sup.I, 80.sup.II. Via the gear pair 70, 70.sup.I, 70.sup.II of the output gear stage 72, 72.sup.I, 72.sup.II (see FIGS. 5, 6 and 7), the intermediate shaft 83, 83.sup.I, 83.sup.II drives the respective output shaft 27, 91, 91.sup.II, 91.sup.III or the output shaft segment 27.sup.IV. As shown in FIG. 7, the output shafts 91.sup.II, 9.sup.III are driven via a differential 87 arranged downstream of the output gear stage 72.sup.II. The Output shafts 27, 27.sup.I, 91, 91.sup.I, 91.sup.II or the output shaft segments 27.sup.II, 27.sup.III, 27.sup.IV are guided or supported in an output shaft roller bearing arrangement 28, 28.sup.I, 28.sup.II, 28.sup.III on the transmission housing 14, 14.sup.I, 14.sup.II, 14.sup.III. The output shaft roller bearing arrangement 28, 28.sup.I, 28.sup.II is a co-linear arrangement around a common axle, which can also be referred to as the driven axle 30, 30.sup.I. The output shaft roller bearing arrangement 28, 28.sup.I, 28.sup.II is offset with respect to the roller bearing arrangement 20, 22 of the drive axles 15, 15.sup.I, 15.sup.II, 17, 17.sup.I, 17.sup.II. The installation space available can thus be used particularly efficiently.
[0194] A torque can be transmitted via the output shaft 27, 27.sup.I, 91, 91.sup.I, 91.sup.II, 9.sup.III or the output shaft segments 27.sup.II, 27.sup.III, 27.sup.IV. The torque passes via a first joint 33, 33.sup.I and a second joint 35, 35.sup.I to the first road wheel 29, 29.sup.I. The first joint 33, 33.sup.I and the second joint 35, 35.sup.I are connected to each other via a first side shaft 41, 41.sup.I (cardan shaft) and are thus part of a first single-wheel suspension 45, 45.sup.I. A third joint 37, 37.sup.I is connected to a fourth joint 39, 39.sup.I via a second side shaft 43, 43.sup.I, and these parts 37, 37.sup.I, 39, 39.sup.I, 43, 43.sup.I can thus be referred to as components of a second single-wheel suspension 47, 47.sup.I.
[0195] Elements which are shown only schematically in connection with FIG. 7 and which are provided with reference signs in FIGS. 5 and 6 can be carried over to FIG. 7. The explanation of FIGS. 5 and 6 can also be carried over to the corresponding elements shown in FIG. 7.
[0196] The output shaft 27, 27.sup.I, 91 shown in FIGS. 5 and 6 is formed of at least two parts. Parts of the output shaft 91, 91.sup.I are also referred to as output shaft segments 27.sup.II, 27.sup.III, 27.sup.IV.
[0197] As shown in the example of FIG. 5, a first output shaft 27 and a second output shaft 27.sup.I are formed separately from each other. Both output shafts 27, 27.sup.I are power-carrying shafts. The first output shaft 27 drives the first road wheel 29 because it transmits a torque from the first electric machine 3. The second output shaft 27.sup.I, which is arranged in a substantially co-linear manner with respect to the first output shaft 27, transmits the rotational movement or the torque from a second electric machine 5 to the second road wheel 31 via the third joint 37 and the fourth joint 39.
[0198] In the example shown in FIG. 6, the output shaft 91 has three segments 27.sup.II, 27.sup.III, 27.sup.IV. Two output shaft segments 27.sup.II, 27.sup.III are coupled by means of a plug-in connection 32 to form a torque transmission unit. This can also be referred to as a power-transmitting unit. Located next to the non-rotatable plug-in connection 32 is a coaxial bearing 26, at which a decoupled introduction of torque from the output gear stages 72.sup.I, 74.sup.I to the output shafts 91, 91.sup.I is made possible for a single-wheel drive 2.sup.I. Among other things, this facilitates assembly. In addition, as also shown in FIG. 5, a first and a second single-wheel suspension 45, 47 is present. Both a first output side 7 and a second output side 9 are drivable separately from each other or independently of each other.
[0199] While in FIG. 5 the output sides 7, 9 can also be referred to as motor end faces, in FIGS. 6 and 7 only one of the output sides, the output side 7.sup.I, is located on a motor end face that faces toward the transmissions 19.sup.I, 19.sup.II, 21.sup.I, 21.sup.II. The other output side 9.sup.I is located on a side of the electric machines 3.sup.I, 5.sup.I, 3.sup.II, 5.sup.II that faces away from the end faces 8, 8.sup.I.
[0200] FIGS. 6 and 7 show single-wheel drives 2, 2.sup.I (cf. drive 203 of FIG. 4). The drive 203.sup.I of FIG. 7, which is a drive according to the invention, is a differential drive.
[0201] The drive unit 1.sup.III shown in FIG. 7, which also includes the electric machines 3.sup.II, 5.sup.II, has an arrangement similar to the drive unit 1.sup.II comprising the electric machines 3.sup.I, 5.sup.I in FIG. 6. In a manner differing therefrom, however, the torque from the two electric machines 3.sup.II, 5.sup.II in the drive unit 1.sup.III is combined and is distributed between the first output shafts 91.sup.I, 91.sup.II via a differential 87.
[0202] In another advantageous embodiment, which is based on FIG. 7 but is not shown in the drawings, a shaft switching element is provided, by means of which the first intermediate shaft can be decoupled from a hollow shaft or, in the decoupled state, can be coupled thereto. By means of the shaft switching element, one of the electric machines can be decoupled from the gear pair. The hollow shaft carries a first gear. The first gear forms a gear pair with a second gear, which is connected to the differential. When the drive unit is operated using only the second electric machine, the shaft switching element enables operation in a manner that is substantially free of drag torque in relation to the first electric machine and the planetary transmission thereof and is therefore more energy-efficient. When the second electric machine is driving the differential, the first electric machine can be switched on by actuating the shaft switching element. In the other switch position of the shaft switching element, the electric machine can be switched off. It is thus possible to operate just one electric machine, namely the second electric machine, while the first electric machine is off. If the electric machines belong to different performance classes, the shaft switching element, an identical one of which can also be installed in the train of the second electric machine, makes it possible to operate just one of the two electric machines and to (temporarily) switch off the electric machine that is not in the correct performance class.
[0203] The structural arrangement shown in FIGS. 5 to 7 results in a longer installation space for a coverage area or overlap area 25, 25.sup.I (see FIGS. 5 and 6), in particular of the electric machines 3, 3.sup.I, 3.sup.II, 5, 5.sup.I, 5.sup.II.
[0204] As can also be seen from FIG. 5, a splash guard 54, which is formed by a floor plate, can be placed beneath the electric machines 3, 5.
[0205] FIGS. 8 to 16 show exemplary embodiments of drive blocks 1.sup.IV, 1.sup.V, 1.sup.VI, 1.sup.VII, 1.sup.VIII, 1.sup.IX, 1.sup.X, 1.sup.XI, 1.sup.XII, wherein the viewing direction for the diagrams is selected in each case from the same side along an output shaft 91.sup.IV, 91.sup.V, 91.sup.VI, with the aim of enabling an easier comparison.
[0206] FIGS. 8 to 16 each show a drive block 1.sup.IV, 1.sup.V, 1.sup.VI, 1.sup.VII, 1.sup.VIII, 1.sup.IX, 1.sup.X, I.sup.XI, 1.sup.XII. The illustrated drive blocks 1.sup.IV, 1.sup.V, 1.sup.VI, 1.sup.VII, 1.sup.VIII, 1.sup.IX, 1.sup.X, 1.sup.XI, 1.sup.XII are arranged in terms of volume such that the drive blocks 1.sup.IV, 1.sup.V, 1.sup.VI, 1.sup.VII, 1.sup.VIII, 1.sup.IX, 1.sup.X, 1.sup.XI, 1.sup.XII have placed their components, such as e.g., the inverters 111, 113, within the predefined installation space boundary 241.sup.I, 241.sup.II, 241.sup.III. In the plane of the drawing in each of FIGS. 8 to 16, the installation space boundary 241.sup.I, 241.sup.II, 24.sup.III is formed by a lower installation space boundary 243.sup.I, 243.sup.II, 243.sup.III, an upper installation space boundary 245.sup.I, 245.sup.II, 245.sup.III, a front boundary surface 253.sup.I, 253.sup.II, 253.sup.III and a rear boundary surface 255.sup.I, 255.sup.II, 255.sup.III, the specification “front” and “rear” being defined by reference to a motor vehicle, such as e.g., the motor vehicle 201 according to FIG. 1 (it being possible to refer more generally to a first and a second boundary surface). The drive blocks 1.sup.IV, 1.sup.V, 1.sup.VI, 1.sup.VII, 1.sup.VIII, 1.sup.IX, 1.sup.X, 1.sup.XI, 1.sup.XII each include a first inverter 111 and a second inverter 113 as well as two electric machines, such as the second electric machine 5.sup.III, 5.sup.IV, wherein, in the diagrams shown in FIGS. 8 to 16, a respectively present first electric machine is covered and therefore cannot be seen. Also belonging to a drive block 1.sup.IV, 1.sup.V, 1.sup.VI, 1.sup.VII, 1.sup.VIII, 1.sup.IX, 1.sup.X, 1.sup.XI, 1.sup.XII are two transmissions, such as a first transmission 19.sup.III, 19.sup.IV and a second transmission 21.sup.III, 21.sup.IV. The first transmission 19.sup.III, 19.sup.IV is driven by the first electric machine, and the second transmission 21.sup.III, 21.sup.IV is driven by the second electric machine 5.sup.III, 5.sup.IV. The transmissions 19.sup.III, 21.sup.III, 19.sup.IV, 21.sup.IV are accommodated in sub-housings, such as the sub-housing 14.sup.IV, which are each terminated by an outer housing wall shell 10, 10.sup.I (cf. FIG. 8). In the cross-sectional plane shown, a first rotary shaft, which is a drive shaft 16.sup.I, 16.sup.II, 16.sup.III, and a second rotary shaft, which is a drive shaft 18.sup.I, 18.sup.II, 18.sup.III (the position of each of which is marked), form together with an output shaft 91.sup.IV, 91.sup.V, 91.sup.VI a triangular configuration, wherein the shafts 16.sup.I, 16.sup.II, 16.sup.III, 18.sup.I, 18.sup.II, 18.sup.III, 91.sup.IV, 91.sup.V, 91.sup.VI define the position of the corners of a triangle. This can also be referred to as a V-shaped arrangement 93, 93.sup.I, 93.sup.II when starting from the output shaft 91.sup.IV, 91.sup.V, 91.sup.VI and assigning a first leg or first arm 95, 95.sup.I, 95.sup.II to the first rotary shaft (drive shaft 16.sup.I, 16.sup.II, 16.sup.III) and assigning a second leg or arm 97, 97.sup.I, 97.sup.II to the second rotary shaft (drive shaft 18.sup.I, 18.sup.II, 18.sup.III). Between the two arms 95, 95.sup.I, 95.sup.II, 97, 97.sup.I, 97.sup.II, there is an angle 99, 99.sup.I, 99.sup.II.
[0207] As shown in FIG. 8, this angle 99 opens toward the inverters 111, 113. This can also be seen in FIGS. 9, 10, 11 and 12. The rotary shafts 16.sup.I, 18.sup.I, which run through the plane of the drawing in FIG. 8, also define a structural plane 101 which extends parallel to the stacked inverters 111, 113. The structural plane 101 shown in FIG. 8 can also be defined in all the exemplary embodiments shown in FIGS. 9, 10, 11 and 12.
[0208] If FIGS. 8 and 9 are compared with each other, the drive block 1.sup.V in the diagram shown in FIG. 9 is rotated through 90 degrees in the clockwise direction within the installation space boundary 241.sup.I. FIG. 10 shows the drive block 1.sup.VI, which compared to the diagram in FIG. 8 has been rotated through 90 degrees in the counterclockwise direction within the installation space boundary 241.sup.I. Because the inverters 111, 113 are oriented at the front, these can be cooled particularly efficiently by drafts or by the airflow during travel. In the arrangement shown in FIG. 9, in the event of a frontal impact directed toward the front boundary surface 253.sup.I, the impact energy is first directed toward the transmissions 19.sup.III, 21.sup.III, which due to their mass are particularly well suited to absorbing the (collision) energy.
[0209] The arrangement of the drive block 1.sup.VII shown in FIG. 11 is an arrangement that has been rotated through approximately 45 degrees compared to FIG. 8, which offers a good compromise between impact protection and cooling.
[0210] The drive block 1.sup.VIII shown in FIG. 12 is particularly well suited when a distance between a lower installation space boundary 243.sup.II and an upper installation space boundary 245.sup.II is smaller than a distance between a front installation space boundary 253.sup.II and a rear installation space boundary 255.sup.II. This arrangement, which is extremely space-efficient in relation to one dimension (in the x-extension), is made possible by the fact that the angle 99.sup.I between the legs 95.sup.I, 97.sup.I of the V-shaped arrangement 93′ is selected to be only slightly smaller than 180 degrees, e.g., in the region of 179 degrees. The output shaft 91.sup.VI is thus located close to the structural plane 101.sup.I spanned by the rotary shafts 16.sup.II, 18.sup.II. The installation space boundary 241.sup.II encloses a narrow, elongated area which is (particularly) low in height (an installation space that is wider than it is high).
[0211] In the arrangements of the drive blocks 1.sup.IX, 1.sup.X, 1.sup.XI, 1.sup.XII shown in FIGS. 13, 14, 15 and 16, the angle of the respective V-shaped arrangement opens away from the inverters 111, 113 (cf. FIG. 13 with the indicated angle 99.sup.II of the V-shaped arrangement 93.sup.II oriented away from the inverters 111, 113). In this way, compared to the rotary shafts 16.sup.III, 18.sup.III, the output shaft 91.sup.VI is located closer to the inverters 111, 113. This can also be referred to as a high-lying output shaft arrangement. In an arrangement according to the illustration of the drive block 1.sup.IX (see FIG. 13), the inverters 111, 113 extend immediately adjacent to and along the upper installation space boundary 245.sup.III. In the arrangement according to the illustration of the drive block 1.sup.X (as shown in FIG. 14), the inverters 111, 113 extend parallel to and close to the lower installation space boundary 243.sup.III. For the drive block 1.sup.XI (see FIG. 15), installation space boundaries 241.sup.III are defined, in the case of which the upper installation space boundary 245.sup.III is located at a distance from the lower installation space boundary 243.sup.III that is greater than the distance between the front installation space boundary 253.sup.III and the rear installation space boundary 255.sup.III. The inverters 111, 113 extend parallel to and close to the rear installation space boundary 255.sup.III. In FIG. 16, the inverters 111, 113 extend close to the front installation space boundary 253.sup.III.
[0212] As can additionally be seen from FIG. 8, a ring gear housing 342 is provided on the side of the second electric machine 5.sup.III remote from the output side, said ring gear housing being part of the parking lock of the drive block 1.sup.IV.
[0213] FIGS. 17, 18 and 19 show views of a drive block 1.sup.XIII or of a block-like drive assembly, with FIG. 17 showing a perspective view. FIG. 18 schematically shows the drive block 1.sup.XIII, or the motor/transmission/inverter assembly thereof according to FIG. 17, from a side that faces toward the ground in the installed position. FIG. 19 shows three side views of the drive block 1.sup.XIII, which are drawn next to each other on a structural plane 101.sup.III and which, by using the letters (a), (b) and (c), are distinguished as FIG. 19(a), FIG. 19(b) and FIG. 19(c). FIGS. 17 to 19 will be jointly discussed below.
[0214] The drive block 1.sup.XIII has an inverter block 109 with a first inverter 111 and a second inverter 113. An inverter housing 115.sup.I of the first inverter 111 and an inverter housing 117.sup.I of the second inverter 113 adjoin each other on a narrow side. The inverter housings 115.sup.I, 117.sup.I can also be referred to as inverter sub-housings of the drive block 1.sup.XIII. The inverters 111, 113 are electrically and electronically isolated from each other. The inverter housings 115.sup.I, 117.sup.I are located above the transmission housings, namely a first transmission housing 127 and a second transmission housing 129, which can also be referred to as transmission sub-housings of the drive block 1.sup.XIII. Between the transmission housings 127, 129 and also beneath the inverters 111, 113, two electric machines, a first electric machine 3.sup.V and a second electric machine 5.sup.V, are housed in the electric machine housings 4, 6 (of which only the first electric machine housing 4 of the first electric machine 3.sup.V is visible in the view shown in FIG. 17). A parking lock device is also seated beneath the first inverter housing 115.sup.I in a housing region 121, which is provided for this purpose and belongs to the transmission housing 127. Located beneath the second inverter housing 117.sup.I is a housing region 151, which belongs to the second transmission housing 129. A device for drive switching or axle switching is accommodated in the housing region 151. Drive switching enables a torque from either the first electric machine 3.sup.V or the second electric machine 5.sup.V, or jointly from both electric machines 3.sup.V, 5.sup.V, to be directed onto the output shafts, such as the first output shaft 131, more precisely via the flange thereof, depending on the switching state. Drive switching also enables idling largely free of drag torque. It can be seen particularly clearly in FIG. 18 how, in the case of the drive block 1.sup.XIII, the configurations of the first electric machine 3.sup.V with its first electric machine width 145 and with the first transmission 19.sup.V, wherein the transmission 19.sup.V is located in the first sub-housing 127, and of the second electric machine 5.sup.V with its second electric machine width 147 and with the second transmission 21.sup.V, which is located in the second sub-housing 129, are in the form of two “L”-shaped assemblies and thus fit together well. The respective group consisting of electric machine 3.sup.V or 5.sup.V and transmission 19.sup.V or 21.sup.V forms a drive combination for the first output shaft 131 or the second output shaft 133, respectively. It is also clear from the view from below shown in FIG. 18 that the receiving regions 121, 151 of the housing are located on a side of the drive block 1.sup.XIII remote from the ground and in a region between the inverters 111, 113 and the output shafts 131, 133. The inverters 111, 113 are obscured in the view shown in FIG. 18.
[0215] The perspective view that can be seen in FIG. 17 can be comprehended even better when considered together with the three side views in FIG. 19 (a), (b) and (c). In the selected diagram of FIG. 19, all three views (a), (b) and (c) are aligned on a common structural plane 101.sup.III. The structural plane 101.sup.III separates an area below the plane 102 from an area 102.sup.I above the plane. Above the structural plane 101.sup.III, the two inverters 111, 113 are arranged next to each other in their respective housings 115.sup.I, 117.sup.I. The first electric machine 3.sup.V and the second electric machine 5.sup.V are on both sides of the structural plane 101.sup.III. It should again be recalled that the position of the rotor shafts of the electric machines 3.sup.V, 5.sup.V are the reference axes for the position of the structural plane 101.sup.III (cf. FIG. 8). The first output shaft 131, which leads out from the first transmission housing part 127 of the first transmission 19.sup.V (see plan view in FIG. 19, view (c)), extends below the structural plane 101.sup.III, as does the second output shaft 133 that belongs to the second transmission 21.sup.V (see plan view in FIG. 19, view (a)). A design aid line in the form of a first arm 95.sup.III and a second arm 97.sup.III, which forms a V-shaped arrangement 93.sup.III, is drawn from the respective centers of rotation of the output shafts 131, 133 to the centers of the respective rotary shafts of the electric machines 3.sup.V, 5.sup.V (see FIG. 19, view (a) and view (c)) (viewed spatially, therefore, the arms 95.sup.III, 97.sup.III are sections through corresponding sub-planes). The arms 95.sup.III, 97.sup.III enclose an angle 99.sup.III with respect to each other. The first output shaft 131 leading out from the first transmission 127 is therefore located exactly opposite the second output shaft 133 leading out from the second transmission housing 129. However, the two output shafts 131, 133 are not permanently connected to each other for conjoint rotation. A plane 103 parallel to the transmissions 19.sup.V, 21.sup.V intersects the structural plane 101.sup.III at right angles. As can also be seen from FIG. 19, the rotor shafts in FIG. 19, view (a) and FIG. 19, view (c) each occupy the same positions 107, 108; they are thus parallel to each other. The housing parts 121, 151 for the parking lock device, in particular for the controller thereof, and for the drive switching or axle switching are also situated in the upper area 102.sup.I above the structural plane 101.sup.III.
[0216] FIG. 20 shows another exemplary embodiment of a drive block 1.sup.XIV. With regard to the output shaft 131.sup.I, 133.sup.I, the drive block 1.sup.XIV shown in FIGS. 20 and 21 differs from the diagram in FIG. 17, which shows an output shaft 131, 133 located at the bottom, because in FIGS. 20 and 21 there is an output shaft 131.sup.I, 133.sup.I, or more precisely a connection flange, located at the top. A difference in the output shaft arrangement of the two exemplary embodiments, drive block 1.sup.XIII (FIGS. 17 to 19) and drive block 1.sup.XXIV (FIGS. 19 and 20), relative to a structural plane 101.sup.III (in FIG. 19) or 101.sup.IV (in FIG. 21) can be seen with particular ease if the side views of FIG. 19 (a), (b) and (c) and of FIG. 21 (a), (b) and (c) are viewed side by side.
[0217] FIGS. 20 and 21 each show different views of a drive block 1.sup.XIV, wherein the first inverter 111 and the second inverter 113 are arranged as a stack above the two electric machines 3.sup.V, 5.sup.V. By virtue of their stacked arrangement, the two inverters 111, 113 form the inverter block 109.sup.I.
[0218] It will be conducive to understanding if FIGS. 20 and 21 are discussed jointly.
[0219] The first inverter 111 is seated in a first inverter housing 115. The second inverter 113 is seated in a second inverter housing 117. The transmissions 19.sup.V, 21.sup.V driven by the electric machines 3.sup.V, 5.sup.V are accommodated in the transmission housings 127.sup.I, 129.sup.I. The second electric machine 5.sup.V drives the second transmission 21.sup.V, which, as can be seen from FIG. 21, is connected to the second output shaft 133.sup.I that leads out from the second transmission housing 129.sup.I. In FIG. 21, the drive block 1.sup.XIV is shown together with a structural plane 101.sup.IV in views (a), (b) and (c), wherein the position of the structural plane 101.sup.IV is defined by the rotor shafts of the electric machines 3.sup.V, 5.sup.V. A V-shaped arrangement 93.sup.IV is selected such that, starting from the positions 107.sup.I, 108.sup.I of the rotor shafts of the electric machines 3.sup.V, 5.sup.V, arms 95.sup.IV, 97.sup.IV extend from the respective centers thereof toward the output shaft 131.sup.I, 133.sup.I (see FIG. 21, view (a) and view (c)). The output shafts 131.sup.I, 133.sup.I are arranged in the area 102.sup.I, i.e., above the structural plane 101.sup.IV. The two inverter housings 115, 117 are also located in the upper area. An angle 99.sup.IV between the arms 95.sup.IV, 97.sup.IV thus opens away from the inverters 111, 113; it is directed downward. The transmission housings 127.sup.I, 129.sup.I protrude into the lower area 102. The drive block 1.sup.XIV thus enables installation in a motor vehicle even when the installation space available therein above the drive shafts 131.sup.I, 133.sup.I is only small (compared to other exemplary embodiments). A plane 103.sup.I which extends parallel to the transmissions 19.sup.V, 21.sup.V, and which in particular intersects the output shafts 131.sup.I, 133.sup.I at right angles, is assigned to the transmissions 19.sup.V, 21.sup.V as a further design aid.
[0220] In another embodiment, which is based on the drive block 1.sup.XIV shown in FIGS. 20 and 21, but in which the inverter housings 115, 117 only adjoin each other on a narrow side, a drive block which occupies an even smaller installation space height in a vertical direction can be provided.
[0221] FIG. 22 shows a drive block 1.sup.XV, in which the output has a larger pinion 333, 333.sup.I which, as can be seen with reference to the pinion 331, is driven by a smaller pinion, the pinion 331. The two pinions 331, 333.sup.I form the transfer stage 345. The small pinion 331 and the large pinion 333.sup.I are brought together to form a geared transmission stage 351 (shown in simplified form, i.e., without teeth). A further transfer stage is formed by a planetary transmission stage 349, of which it is possible to see an external toothing of a ring gear for immobilization in the transmission housing 129 (see, for example, FIG. 23). The ring gear (not shown) of the planetary transmission stage 349 is therefore located in the (second) transmission housing 129. Between the planetary transmission stage 349 and the geared transmission stage 351, there is a pawl-type lock 335 with a ring gear 341, on which a toothed outer rim 343 is present. The parking lock 319 is kept in the open state by a spring energy store 339; this is the case for as long as the second parking lock actuator 323 has not yet actuated the parking lock 319. Between the rotor shaft of the electric machine 3.sup.VI, 5.sup.VI and the planetary transmission stage, such as the planetary transmission stage 349, a spline connection is formed between the two shafts (not visible). The planet carrier of the planetary transmission stage 349 is guided on the pinion 331, which operates as an input pinion of the geared transmission stage 351.
[0222] In order to move a vehicle, the electric machine 5.sup.VI, for example, transmits a torque via an input shaft 359 to a pinion 331 and onward via the geared transmission stage 351 to a road wheel on an axle (cf. road wheel and axle 209 in FIG. 1) when the parking lock 319 is in an open state. In a locked position of the parking lock, i.e., when the parking lock 319 is in a closed or engaged state, torque transmission is prevented inter alia by a blocking signal, which can be applied—in the manner of a feedback loop—to an electronic parking lock interlock input on the electric machine 5.sup.VI or to an inverter control unit (not shown).
[0223] The two parking lock actuators 321, 323 are part of a parking lock actuation mechanism 324, which is classed as a first type of parking lock device 309. The first type of parking lock actuation mechanism 324 enables individual actuation of a respective parking lock assigned to the parking lock actuator 321, 323, such as the parking lock 319 and the parking lock 317. An actuating force exerted by one of the parking lock actuators 321, 323 undergoes a deflection in the parking lock actuation mechanism 324. An actuating force of the actuator is leveraged and thus amplified via an actuating linkage (not shown).
[0224] As can be seen with reference to the drive block 1.sup.XVI of FIG. 23, the two electric machines, such as the electric machine 5.sup.VI, cover the parking lock actuators 321, 323 placed in the area 325 close to the ground, i.e., the electric machines 5.sup.V bound the installation space for the parking lock actuators 321, 323 in the upward direction. In FIG. 23, the two electric machines are situated at the same height, and therefore the second electric machine 5.sup.VI covers a first electric machine that is present. If FIG. 22 is considered alongside FIG. 23, the second electric machine 5.sup.VI is situated higher than the first electric machine 3.sup.VI in the drive block 1.sup.XV. The second electric machine 5.sup.VI is thus located closer to an area more remote from the ground, i.e., closer to the area 327 remote from the ground, than the first electric machine 3.sup.VI (cf. the arrangement of drive block 1.sup.VII according to FIG. 11). FIG. 22 also shows that the parking lock actuators 321, 323 are situated in the area 325 close to the ground.
[0225] In other words, FIG. 23 shows the drive block 1.sup.XVI from a perspective from which it is possible to see a first parking lock actuator 321 and a second parking lock actuator 323, which are situated in the area 325 close to the ground. The parking lock actuators 321, 323 are situated between the two transmission housings 127, 129, from which output shafts 131, 133 protrude. The parking lock actuators 321, 323 are located between the transmissions or the transmission housings 127, 129. Located in each of the transmission housings 127, 129 is an output gear 357, 357.sup.I (not visible in the selected diagram), which connects a spur gear stage of the transmissions (not visible, cf. transmissions 19, 21 in FIG. 5) located in the transmission housings 127, 129 to the output shafts 131, 133. The parking lock actuators 321, 323 can each immobilize one of the output gears 357, 357.sup.I by way of an associated parking lock (not visible in the diagram). In an immobilized state, the output shafts 131, 133 are fixed in position; they can no longer rotate. A motor vehicle (cf. motor vehicle 201 in FIG. 1) immobilized by the parking lock actuators 321, 323 is doubly secured against rolling away.
[0226] The inverters 111, 113 are placed in the area 327 remote from the ground.
[0227] As can also be seen from FIG. 23, the drive block 1.sup.XVI includes a first and a second transmission housing 127, 129, a first and a second box-like housing 115, 117 in which respectively a first and a second inverter 111, 113 is arranged, and a first and a second output shaft 131, 133. The electric machine housings, such as the electric machine housing 6.sup.I, are located between the transmission housings 127, 129 and below the box-like inverter housings 115, 117. Seated on the drive block 1.sup.XVI in an area 325 closer to the ground than the electric machine, which is enclosed by the electric machine housing 6.sup.I in a lubricant-tight manner, are the parking lock actuators 321, 323, namely arranged between the transmission housings 127, 129. The box-like inverter housings 115, 117 of the drive block 1.sup.XVI extend next to each other in an area 327 further away from the ground and are separated from each other by a separation gap 181. Torque is conducted out of the transmission housings 127, 129 by means of output shafts 131, 133.sup.I, which are each equipped with a connecting sleeve. Compared to the electric machine in the electric machine housing 6.sup.I, the output shafts 131, 133.sup.I are located in an area 325 closer to the ground. The drive block 1.sup.XVI according to FIG. 23 is shown in its installation position 171, i.e., in the position in which the drive block 1.sup.XVI is to be installed in a motor vehicle (cf. FIG. 4), namely with the inverters 111, 113 in the area 327 remote from the ground.
[0228] In exemplary embodiments according to the invention, it is possible to provide other types of parking locks, in which the parking lock actuation mechanism in the drive block is designed both to immobilize a first output shaft, which is assigned to a first electric machine for transmitting drive power, and to immobilize a second output shaft, which is assigned to a second electric machine for transmitting drive power. One parking lock actuator can thus immobilize one complete axle 209 (cf. FIG. 1). An actuating force or actuating motion exerted by the parking lock actuator is branched or split by means of the parking lock actuation mechanism. A partial actuating force or motion within the parking lock device is diverted to a first and a second parking lock (no reference signs), with the force being converted in particular from a rotational motion of the actuator into a pushing motion in order to bring about a locked state of the parking lock.
[0229] In one embodiment variant, the locked state of the parking lock can be achieved by means of a pulling motion.
[0230] By virtue of such a parking lock device, such as the parking lock device 309 in FIG. 22, the vehicle 201 or 201′ shown (schematically) in FIG. 1 or FIG. 4 can be placed in an “inactive” state or can no longer be moved by wheels rotating on an axle 209 or 209.sup.II Of two axles 209, 209.sup.I or 209.sup.II, 209.sup.III, at least one of the two axles can thus be immobilized.
[0231] FIG. 24 shows another embodiment of a drive block 1.sup.XVII. An inverter block 109.sup.II is located on an upper side 177. The inverter block 109.sup.II comprises a first inverter 111.sup.I and a second inverter 113.sup.I, each covered by a box-like housing 115.sup.II, 117.sup.II. In order to cool the inverters 111.sup.I, 113.sup.I, a first cooling circuit inlet 187 and a first cooling circuit outlet 191 and respectively a second cooling circuit inlet 189 and a second cooling circuit outlet 193 are located on box-like housing lids 115.sup.II, 117.sup.II, separately for each inverter 111.sup.I, 113.sup.I. To aid cooling, the inverter housings 115.sup.II, 117.sup.II each have cooling fins, such as a first cooling fin 161 and a second cooling fin 163. Control connectors, such as the control connector 149, and respectively a first power supply cable 139, 139.sup.I and a second power supply cable 141, 141.sup.I for conducting electrical energy from or to an electrical energy store (cf. energy store 143 in FIG. 4) are located on the two housings 115.sup.II, 117.sup.II. The power supply cables 139, 141 to the first inverter 111.sup.I have a greater current path length 153 along their cable routing 157 than the lines 139.sup.I, 141.sup.I with their second current path length 155 along a second cable routing 159. Asynchronous drives can thus be weakened by propagation time differences. An electronic isolation and shielding of the inverters 111.sup.I, 113.sup.I is improved as a result of the fact that each inverter 111.sup.I, 113.sup.I has its own ground connection to a vehicle chassis via a respective ground cable 119, 119.sup.I. The connections 149, 119, 119.sup.I for the cables 139, 139.sup.I, 141, 141.sup.I are located on narrow sides 135, 135.sup.I of the inverter housings 115.sup.II, 117.sup.II. The connection to the electrical energy store (cf. energy store 143 in FIG. 4) takes place by means of electrical connections 183, 185. Located in separate housing regions 151.sup.I below the inverter housings 115.sup.II, 117.sup.II in the drive block 1.sup.XVII are a parking lock controller and, in a second electric machine housing 6.sup.II, a second electric machine 5.sup.V. A first electric machine is obscured in the view shown in FIG. 24. Beneath the second electric machine housing 611, the drive block 1.sup.XVII comprises a parking lock actuator of a second type of parking lock actuation mechanism 347, which by way of a linkage in the housing interior can immobilize the transmissions arranged on both sides in the transmission housings 127.sup.I, 129.sup.I. The sub-housings 151.sup.I, 6.sup.II form part of a core housing 118, which together with the outer housing walls 10.sup.II, 10.sup.III of the transmission housings 127.sup.I, 129.sup.I and the inverter housings 115.sup.II, 117.sup.II forms an overall housing 114 of the drive block 1.sup.XVII. The outer housing wall 10.sup.II encloses a first transmission 19 in the transmission housing 127.sup.I, and a second outer housing wall 10.sup.III encloses a second transmission 21 in a second transmission housing 129.sup.I. Along a vertical axis 179 of the housing, the drive block 1.sup.XVII has a highest point 173 and a lowest point 175, which must fit into a predefined installation space (cf. installation spaces 239, 239.sup.I in FIG. 1). The drive block 1.sup.XVII can be mounted at attachment points, such as the attachment points 195, 197, 199. The outer housing walls 10.sup.II, 1.sup.III have arc-shaped end regions, such as the end region 123, and are equipped with a plurality of reinforcing webs, such as the reinforcing webs 125, 125.sup.I, in order to provide counter-bearings for forces that occur in the transmissions 19, 21. A first group of reinforcing webs, such as the reinforcing web 125, leads in a star-shaped manner to a first focus 165, to which a position of the first output shaft 131.sup.I is assigned, as shown on the first outer housing wall 10.sup.II. A second group of stabilizing webs, such as the stabilizing web 125.sup.I, leads to a second focus 167, which is assigned to a rotor shaft (not visible) of a first electric machine. In the same way as on the first outer housing wall 10.sup.II, correspondingly arranged foci are present on the second outer housing wall 10.sup.III. This results in a very compact design of the drive block 1.sup.XVII, which is additionally equipped with numerous safety features.
[0232] In its preferred installation position 171, the drive block 1.sup.XVII is oriented with the inverters 111.sup.I, 113.sup.I at the top.
[0233] The cooling fins 161, 163 on the box-like housings 115.sup.II, 117.sup.II of the inverters 111.sup.I, 113.sup.I of the drive block 1.sup.XVII can be seen particularly clearly in FIG. 24.
[0234] It can also be seen clearly in FIG. 24 that each inverter 111.sup.I, 113.sup.I has its own electrical connection 183, 185, its own cooling circuit inlet 187, 189, its own cooling circuit outlet 191, 193 and its attachment points.
[0235] The (second) current path length 155 of the (second) cable routing 159 is defined by the distance between the electrical energy store (see energy store 143 in FIG. 4) and the drive block 1.sup.XVII (cf. drive block 1 in FIG. 4).
[0236] The two box-like housings 115.sup.II, 117.sup.II of the inverters 111.sup.I, 113.sup.I are at a slight distance from each other, so that a separation gap 181.sup.I is formed between the two.
[0237] The inverters 111.sup.I, 113.sup.I may be structurally identical. Simply by rotating about a vertical axis 179 of the housing, it is possible to use two inverters 111.sup.I, 113.sup.I which are identical to each other and which both form part of the upper side 177 of the drive block 1.sup.XVII.
[0238] The possible embodiments shown in the individual figures can also be combined with each other in any form.
[0239] The centrally arranged battery, such as the electrical energy store 143 (see FIG. 4), may also be placed in the vehicle in a manner distributed across multiple locations. This results in even greater differences in the cable lengths of the power supply cables 139, 139.sup.I, 141, 141.sup.I.
[0240] The following is a list of reference numbers used in the drawings and this description. [0241] 1, 1.sup.I, I.sup.II, 1.sup.III, 1.sup.IV, drive block 1.sup.V, 1.sup.VI, 1.sup.VII, 1.sup.VIII, 1.sup.IX, 1.sup.X, 1.sup.XIV, 1.sup.XV, 1.sup.XVI, 1.sup.XVII [0242] 2, 2.sup.I single-wheel drive [0243] 3, 3.sup.I, 3.sup.II, 3.sup.V, 3.sup.VI first electric machine [0244] 4 first electric machine housing [0245] 5, 5.sup.I, 5.sup.II, 5.sup.III, second electric machine 5.sup.IV, 5.sup.V, 5.sup.VI [0246] 6, 6.sup.I, 6.sup.II second electric machine housing [0247] 7, 7.sup.I first output side, in particular first end face [0248] 8, 8.sup.I end face of the electric machine [0249] 9, 9.sup.I second output side, in particular second end face [0250] 10, 10.sup.I, 10.sup.II, outer housing wall, in particular shell of the transmission sub-housing 10.sup.III arranged in the axial direction [0251] 11 first electrical region, in particular first winding region [0252] 13 second electrical region, in particular second winding region [0253] 14, 14.sup.I, 14.sup.II, transmission housing, in particular sub-housing for accommodating a 14.sup.III, 14.sup.IV transmission [0254] 15, 15.sup.I, 15.sup.II first drive axle [0255] 16, 16.sup.I, 16.sup.II, first drive shaft, in particular a shaft driven by the electric machine, such as a 16.sup.III first rotary shaft having a center of rotation [0256] 17, 17.sup.I, 17.sup.II second drive axle [0257] 18, 18.sup.I, 18.sup.II, second drive shaft, in particular a shaft driven by the electric machine, such as 18.sup.III a second rotary shaft having a center of rotation [0258] 19, 19.sup.I, 19.sup.II, first transmission 19.sup.III, 19.sup.IV, 19.sup.V [0259] 20 first roller bearing arrangement [0260] 20.sup.I first roller bearing [0261] 21, 21.sup.I, 21.sup.II, second transmission 21.sup.III, 21.sup.IV, 21.sup.V [0262] 22 second roller bearing arrangement [0263] 22.sup.I first roller bearing [0264] 23.sup.I, 23.sup.II distance, in particular between the drive axles [0265] 25, 25.sup.I coverage area or overlap area, in particular of the electric machines [0266] 26 coaxial bearing [0267] 27, 27.sup.I output shaft, in particular wheel drive shaft [0268] 27.sup.II first output shaft segment [0269] 27.sup.III second output shaft segment [0270] 27.sup.IV third output shaft segment [0271] 28, 28.sup.I, 28.sup.II, output shaft roller bearing arrangement 28.sup.III [0272] 29, 29.sup.I first road wheel, in particular drive wheel [0273] 30, 30.sup.I driven axle, in particular common axle [0274] 31, 31.sup.I second road wheel, in particular drive wheel [0275] 32 plug-in connection, in particular non-rotatable shaft connection [0276] 33, 33.sup.I first joint [0277] 35, 35.sup.I second joint [0278] 37, 37.sup.I third joint [0279] 39, 39.sup.I fourth joint [0280] 41, 41.sup.I first side shaft [0281] 43, 43.sup.I second side shaft [0282] 45, 45.sup.I first single-wheel suspension [0283] 47, 47.sup.I second single-wheel suspension [0284] 49, 49.sup.I, 49.sup.II first edge reinforcement, in particular left spar [0285] 51, 51.sup.I, 51.sup.II second edge reinforcement, in particular right spar [0286] 54 floor plate, in particular splash guard [0287] 61 first direction of travel [0288] 63 second direction of travel [0289] 65, 65.sup.I first stator radius [0290] 67, 67.sup.I second stator radius [0291] 70, 70.sup.I, 70.sup.II gear pair, in particular as a drive for the differential [0292] 71, 71.sup.I, 71.sup.II first planetary transmission, in particular first planetary transmission stage [0293] 72, 72.sup.I, 72.sup.II first output gear stage, in particular gear pair [0294] 73, 73.sup.I, 73.sup.II second planetary transmission, in particular second planetary transmission stage [0295] 74, 74.sup.I, 74.sup.II second output gear stage, in particular gear pair [0296] 75, 75.sup.I, 75.sup.II first drive sun gear [0297] 77, 77.sup.I, 77.sup.II second drive sun gear [0298] 79, 79.sup.I, 79.sup.II first carrier [0299] 80, 80.sup.I, 80.sup.II second carrier [0300] 81, 81.sup.I, 81.sup.II first ring gear, in particular internal gear [0301] 82, 82.sup.I, 82.sup.II second ring gear, in particular internal gear [0302] 83, 83.sup.I, 83.sup.II first intermediate shaft [0303] 84, 84.sup.I, 84.sup.II second intermediate shaft [0304] 87 differential, in particular cone differential [0305] 91, 91.sup.I, 91.sup.II, first output shaft, in particular transmission output, such as a wheel drive shaft 91.sup.III, 91.sup.IV, 91.sup.V, 91.sup.VI [0306] 93, 93.sup.I, 93.sup.II, V-shaped arrangement 93.sup.III, 93.sup.IV [0307] 95, 95.sup.I, 95.sup.II, first arm of the V-shaped arrangement 95.sup.III, 95.sup.IV [0308] 97, 97.sup.I, 97.sup.II, second arm of the V-shaped arrangement 97.sup.III, 97.sup.IV [0309] 99, 99.sup.I, 99.sup.II, angle of the V-shaped arrangement 99.sup.III, 99.sup.IV [0310] 101, 101.sup.I, 101.sup.II, structural plane 101.sup.III, 101.sup.IV [0311] 102 first side, in particular area below [0312] 102.sup.I second side, in particular area above [0313] 103, 103.sup.I plane parallel to the transmission [0314] 107, 107.sup.I first position, in particular position of the first rotor shaft [0315] 108, 108.sup.I second position, in particular position of the second rotor shaft [0316] 109, 109.sup.I, 109.sup.II inverter block [0317] 111, 111.sup.I first inverter [0318] 113, 113.sup.I second inverter [0319] 114 overall housing of the drive block [0320] 115, 115.sup.I, 115.sup.II first box-like housing, in particular encapsulating housing of the first inverter, such as a sub-housing of the inverter [0321] 117, 117.sup.I, 117.sup.II second box-like housing, in particular encapsulating housing of the second inverter, such as a sub-housing of the inverter [0322] 118 core housing [0323] 119, 119.sup.I ground cable [0324] 121 housing region for covering a parking lock device, in particular region for accommodating a parking lock controller [0325] 123 circular arc-shaped end region [0326] 125, 125.sup.I reinforcing web [0327] 127, 127.sup.I first transmission housing, in particular sub-housing of the first transmission [0328] 129, 129.sup.I second transmission housing, in particular sub-housing of the second transmission [0329] 131, 131.sup.I first output shaft [0330] 133, 133.sup.I second output shaft [0331] 135, 135.sup.I narrow side of inverter [0332] 139, 139.sup.I first power supply cable [0333] 141, 141.sup.I second power supply cable [0334] 143 electrical energy store [0335] 145 first width of the first electric machine [0336] 147 second width of the second electric machine [0337] 149 controller connector [0338] 151, 151.sup.I housing region for drive switching, in particular sub-housing [0339] 153 first current path length [0340] 155 second current path length [0341] 157 first cable routing [0342] 159 second cable routing [0343] 161 first cooling fin [0344] 163 second cooling fin [0345] 165 first focus [0346] 167 second focus [0347] 171 installation position [0348] 173 highest point [0349] 175 lowest point [0350] 177 upper side of the drive block [0351] 179 vertical axis of housing [0352] 181, 181.sup.I separation gap [0353] 183 first electrical connection [0354] 185 second electrical connection [0355] 187 first cooling circuit inlet [0356] 189 second cooling circuit inlet [0357] 191 first cooling circuit outlet [0358] 193 second cooling circuit outlet [0359] 195 first attachment point [0360] 197 second attachment point [0361] 199 third attachment point [0362] 201, 201.sup.I motor vehicle [0363] 203, 203.sup.I motor vehicle drive [0364] 205 first single-wheel drive [0365] 207 second single-wheel drive [0366] 209 axle [0367] 209.sup.I axle [0368] 209.sup.II axle, in particular motor vehicle axle, implemented with two single-wheel drives [0369] 209.sup.III axle, in particular motor vehicle axle, on which a steering linkage can be found [0370] 211 longitudinal vehicle direction [0371] 213 motor vehicle transverse direction [0372] 221, 221.sup.I steering wheel [0373] 223, 223.sup.I passenger compartment [0374] 225, 225.sup.I steering linkage [0375] 231, 231.sup.I side-member [0376] 233, 233.sup.I, 233.sup.II, cross-member 233.sup.III [0377] 234 triangular wishbone, in particular a front triangular wishbone [0378] 235, 235.sup.I front wheel [0379] 236 triangular wishbone, in particular a rear triangular wishbone [0380] 237, 237.sup.I rear wheel [0381] 239, 239.sup.I installation space [0382] 241, 241.sup.I, 241.sup.II, installation space boundary, in particular front boundary of the installation space 241.sup.III, 241.sup.IV [0383] 243, 243.sup.I, 243.sup.II, lower installation space boundary, in particular boundary surface of the 243.sup.III installation space [0384] 244 lateral boundary surface [0385] 245, 245.sup.I, 245.sup.II, upper installation space boundary, in particular boundary surface of the 245.sup.III installation space [0386] 246 lateral boundary surface [0387] 247 hood or front flap [0388] 249 rear flap or trunk lid [0389] 251 installation space boundary, in particular rear boundary of the installation space [0390] 253, 253.sup.I, 253.sup.II, front boundary surface 253.sup.III [0391] 255, 255.sup.I, 255.sup.II, rear boundary surface 255.sup.III [0392] 261 radiator, in particular on a frame for absorbing collision energy [0393] 263 boundary of the passenger compartment, in particular separating wall between installation space and passenger compartment [0394] 309 parking lock device [0395] 317 first parking lock [0396] 319 second parking lock [0397] 321 first parking lock actuator, in particular of a first type of parking lock actuation mechanism [0398] 323 second parking lock actuator, in particular of a first type of parking lock actuation mechanism [0399] 324 first type of parking lock actuation mechanism [0400] 325 area close to the ground, in particular first side of a structural plane [0401] 327 area remote from the ground, in particular second side of a structural plane [0402] 331 smaller pinion [0403] 333, 333.sup.I larger pinion [0404] 335 pawl-type lock [0405] 339 spring energy store [0406] 341 ring gear, in particular parking lock ring gear [0407] 342 ring gear housing [0408] 343 toothed outer rim, in particular of the ring gear [0409] 345 transfer stage [0410] 347 parking lock actuator of a second type of parking lock actuation mechanism [0411] 348 second type of parking lock actuation mechanism [0412] 349 planetary transmission stage [0413] 351 geared transmission stage, in particular spur gear transmission stage [0414] 357, 357.sup.I output gear, in particular of a spur gear stage [0415] 359 input shaft
