DRIVE ASSEMBLY FOR AN ELECTRIC DRIVE

Abstract

A drive assembly for a motor vehicle has a multi-step transmission and a differential drive. The multi-step transmission comprises a rotatingly drivable driveshaft and an intermediate shaft parallel to the driveshaft, and at least one first transmission stage and a second transmission stage for transmitting torque from the driveshaft to the intermediate shaft with different transmission ratios, as well as a shift unit, wherein the intermediate shaft comprises an output gear for transmitting torque to a differential carrier of the differential drive, wherein a rotational axis of the differential carrier extends parallel to the intermediate shaft, wherein the output gear and the shift unit are arranged axially between the at least two transmission stages, and wherein the driveshaft comprises bores for supplying lubricant.

Claims

1.-16. (canceled)

17. A drive assembly for a motor vehicle, having a multi-step transmission and a differential drive, wherein the multi-step transmission comprises a rotatingly drivable driveshaft, an intermediate driveshaft arranged parallel to the driveshaft, at least a first transmission stage and a second transmission stage for transmitting torque from the driveshaft to the intermediate shaft with different transmission ratios, as well as a shift unit which is arranged coaxially relative to the driveshaft; wherein the first transmission stage comprises a drive gear rotatably supported on the driveshaft and a first intermediate gear connected to the intermediate shaft in a rotationally fixed manner, and wherein the second transmission stage comprises a second drive gear rotatably supported on the driveshaft, and a second intermediate gear connected to the intermediate shaft in rotationally fixed manner; wherein the shift unit comprises an input part which is connected to the driveshaft in a rotationally fixed manner, a first output part which is connected to the first drive gear in a rotationally fixed manner, a second output part which is connected to the second drive gear in a rotationally fixed manner, and a coupler by which the input part can optionally be coupled to the first output part or to the second output part for transmitting torque; wherein the intermediate shaft comprises an output gear for transmitting torque to a differential carrier of the differential drive, wherein a rotational axis of the differential carrier extends parallel to the intermediate shaft; wherein the output gear and the shift unit are arranged axially between the at least two transmission stages; wherein the driveshaft comprises a longitudinal bore and at least one transverse bore for supplying lubricant to a seat portion for at least one of the first drive gear, the second drive gear and the input part; and wherein the seat portion of the input part is connected to the driveshaft in a rotationally fixed manner with an interference fit, wherein of the at least one transverse bores at least one central bore is fluidically connected with the seat portion of the input part.

18. The drive assembly of claim 17, wherein the seat portion of at least one of the first drive gear and the second drive gear is fluidically connected to the shift unit such that lubricant can flow from the seat portion to the shift unit.

19. The drive assembly of claim 17, wherein the at least one transverse bore includes at least two transverse bores and at least one first transverse bore is fluidically connected to the seat portion of the first drive gear and a second transverse bore is fluidically connected to the seat portion of the second drive gear.

20. The drive assembly of claim 17, wherein the first drive gear is rotationally supported on the driveshaft by a first bearing, wherein the first drive gear comprises a first sleeve projection which axially extends towards the input part, wherein a first annular gap is provided laterally adjoining the first bearing, between the first sleeve projection and the driveshaft, through which first annular gap lubricant can flow from the seat portion of the first drive gear to the shift unit, and the second drive gear is rotationally supported on the driveshaft by a second bearing, wherein the second drive gear comprises a sleeve projection which axially extends towards the input part, wherein a second annular gap is provided laterally adjoining the second bearing, between the second sleeve projection and the driveshaft, through which second annular gap lubricant can flow from the seat portion of the second drive gear to the shift unit.

21. The drive assembly of claim 17, wherein the first drive gear is axially supported towards the input part against a first inner disc and away from the input part against a first outer disc, wherein the first inner disc comprises at least one groove trough which lubricant can flow from the seat portion of the first drive gear to the shift unit, and the second drive gear is axially supported towards the input part against a second inner disc and away from the input part against a second outer disc, wherein the second inner disc comprises at least one groove through which lubricant can flow from the seat portion of the second drive gear to the shift unit.

22. The drive assembly of claim 17, wherein at one end of the driveshaft, a supplying assembly is provided for supplying lubricant into the longitudinal bore; and wherein the supplying assembly comprises a supplying element with a tubular channel which extends into the longitudinal bore, as well as a ring attached in the longitudinal bore which prevents lubricant from returning out of the longitudinal bore.

23. The drive assembly of claim 17, wherein exactly one electric motor with a motor shaft is provided for driving the driveshaft and wherein the driveshaft is arranged coaxially relative to the motor shaft of the electric motor and wherein a transmission ratio between the motor shaft and the driveshaft is one.

24. The drive assembly of claim 17, wherein at least one of the following applies with regard to a transmission from the driveshaft to the intermediate shaft: the first transmission ratio between the first drive gear and the first intermediate gear is between 3.0 and 4.0; and the second transmission ratio between the second drive gear and the second intermediate gear is between 1.3 to 2.3.

25. The drive assembly of claim 17, wherein the shift unit partially radially overlaps the first intermediate gear and the second intermediate gear.

26. The drive assembly of claim 17, wherein at least one of the following applies: the shift unit has at least partially an axial overlap with a central differential plane of the differential drive, and the central differential plane extends perpendicularly to the differential axis and contains a differential gear axis.

27. The drive assembly of claim 17, wherein the coupler is provided in the form of a sliding sleeve, which is held on the input part in a rotationally fixed manner and is axially movable relative to same by means of an actuator and wherein the sliding sleeve is in a neutral position freely rotatable relative to the first and to the second output part, is in a first transmission position connected to the first output part in a rotationally fixed manner, and is in a second transmission position connected to the second output part in a rotationally fixed manner.

28. The drive assembly of claim 27, wherein the actuator comprises a spindle drive, with a rotationally drivable spindle and a spindle sleeve which engages a corresponding outer thread of the spindle with an inner thread so that the spindle sleeve is axially moved when the spindle rotates, wherein a switch fork is fixed at the spindle sleeve, which switch fork engages an annular groove of the sliding sleeve.

29. The drive assembly of claim 28, wherein a sensor is provided which is configured to detect a signal representing the position of the spindle sleeve, which signal can be transmitted to an electronic control unit for controlling the spindle drive.

30. The drive assembly of claim 28, wherein there are provided detecting means which are configured to detect a signal representing the force for axially moving the spindle sleeve, which signal is transmitted to the control unit for controlling the spindle drive.

31. The drive assembly of claim 17, wherein the output gear is integrally formed with the intermediate shaft, wherein the first intermediate gear is axially supported against a first side face of the output gear and the second intermediate gear is axially supported against a second side face of the output gear facing in an opposite direction, wherein the output gear comprises a smaller diameter and a greater width than the first intermediate gear and the second intermediate gear.

Description

SUMMARY OF THE DRAWINGS

[0031] Examples will be described below with reference to the Figures below where

[0032] FIG. 1 shows an example drive assembly in a sectional illustration;

[0033] FIG. 2 shows a detail of the drive assembly according to FIG. 1;

[0034] FIG. 3 shows the supply assembly according to FIG. 1 and FIG. 2 in detail;

[0035] FIG. 4 shows the assembly consisting of the driveshaft and elements mounted thereon according to FIG. 1 as a detail;

[0036] FIG. 5 shows a detail of the assembly according to FIG. 4;

[0037] FIG. 6 is a diagrammatic illustration of an example drive assembly with an electric motor;

[0038] FIG. 7 shows the drive assembly according to FIG. 6 in a neutral position (N);

[0039] FIG. 8 shows the drive assembly according to FIG. 7 in a first shift position (P1);

[0040] FIG. 9 shows the drive assembly according to FIG. 8 in a second shift position (P2).

DETAILED DESCRIPTION

[0041] FIGS. 1 to 9 will be described jointly below. FIG. 1 shows an inventive drive assembly 2 with a multi-step transmission 4 and a differential drive 5. For driving the assembly including the multi-step transmission 4 and the differential drive 5, which assembly can also be referred to as transmission unit, an electric motor 3 is used which is shown in FIG. 6. The electric motor 3, the multi-step transmission 4 and the differential drive 5 jointly form an electric drive for driving a driving axle of a motor vehicle. The electric drive can be used as the only driving source or as an additional driving source.

[0042] The electric motor 3 comprises a stator 6 and a rotor 7 which is rotatable relative to the stator 6 and which, when the electric motor is supplied with current, rotatingly drives the motor shaft 8. The rotational movement of the motor shaft 8 is transmitted to the driveshaft 9 of the multi-step transmission 4. The electric motor 3 is supplied with electric current by a battery, wherein, in a generator mode, the battery can also be charged by the electric motor.

[0043] The multi-step transmission 4 comprises two transmission stages, so that the introduced torque can be transmitted from the driveshaft 9 to the intermediate shaft with two different transmission ratios i1, i2. The intermediate shaft 10 is drivingly connected to the differential carrier 11 of the differential drive 5. By means of the differential drive 5, the introduced torque is divided between the sideshafts 81, 82, via which the torque is transmitted to the vehicle wheels 83, 84. There is provided a shift unit 12 which can be actuated by an actuator 13 for selectively switching the multi-step transmission 4 into the neutral position, the first gear, or the second gear. The design and mode of operation of the shift unit 12 will be described in greater detail below.

[0044] The multi-step transmission 4 is provided in the form of a reduction gearing, so that a rotational movement introduced by the electric motor 3 is reduced from a fast speed to a slow speed. The first reduction stage comprises a drive gear 14 rotatably supported on the driveshaft 9 and an intermediate gear 15 connected to the intermediate shaft 10 in a rotationally fixed way, with the drive gear 14 and the intermediate gear 15 engaging one another. The first drive gear 14 and the first intermediate gear 15 form a first set of gears with a first reduction ratio i1 which can be between 3.0 and 4.0. The second reduction stage comprises a second drive gear 16 rotatably supported on the driveshaft 9 and a second intermediate gear 17 connected to the intermediate shaft 10 in a rotationally fixed way, which second drive gear 16 and second intermediate gear 17 engage one another. The second drive gear 16 and the second intermediate gear 17 form a second gear set with a second transmission ratio i2 which preferably lies between 1.3 and 2.3. A third reduction stage comprises an output gear 18 rotationally fixed to the intermediate shaft 10 and the annular gear 19 firmly connected to the differential carrier 11. The output gear 18 of the intermediate shaft 11 and the annular gear 19 form a third set of gears with a third transmission ratio i3 which preferably lies between 2.4 and 3.4. The reduction of the rotational movement between the driveshaft 9 and the differential carrier 11 will be further described in connection with the description of FIGS. 6 to 9.

[0045] It can be seen that the output gear 18 of the intermediate shaft 10 is axially arranged between the first and the second intermediate gear 15, 17. The output gear 18 is produced so as to be integral with the intermediate shaft 10 and forms two lateral supporting faces against which the two intermediate gears 15, 17 are axially supported. The drive gears 14, 16 are rotatably supported via respective bearing means 20, 20 on the driveshaft 9. The intermediate gears 15, 17 are connected to the intermediate shaft 10 in a rotationally fixed manner via shaft connections 22, 23, more particularly by a press and/welded connection.

[0046] The driveshaft 9 is rotatably supported in a housing 26 of the drive assembly 2 around a first axis of rotation A9 by means of first bearings 24, 25. The annular chamber formed at the input side of the driveshaft 9 between the shaft and the housing 26 is sealed by a radial shaft sealing ring 27. The housing 26 comprises a first housing part 28 and a second housing part 29 which are connected to one another in a joining plane E26 by suitable connecting means 30 such as threaded connections.

[0047] The intermediate shaft 10 is rotatably supported in the housing 26 around a second rotational axis A10 by means of second bearings 32, 33. The bearings 32, 33 are provided in the form of rolling contact bearings which are provided at ends of the intermediate shaft 10.

[0048] The output gear 18 of the intermediate shaft 10 engages the annular gear 19 of the differential carrier 11 for introducing torque into the differential. The differential carrier 11 which is also referred to as a differential cage, is rotatably supported in the housing 26 around the axis of rotation A11 by bearings 34, 35 and sealed by radial shaft sealing rings 36, 37. Furthermore, the differential 5 comprises a plurality of differential gears 38 which are rotatably supported in the differential carrier 11 on an axis A38 extending perpendicularly relative to the rotational axis A11, as well as two sideshaft gears 39, 40 which are rotatably arranged coaxially relative to the rotational axis A11 and which engage the differential gears 38. Two opposed differential gears 38 are rotatably supported on a bolt 41 which has been inserted into bores of the differential carrier 11 and is axially fixed. The axis A38 of the differential gears 38 defines a central differential plane E5. Torque introduced by the annular gear 19 into the differential carrier 11 is transmitted via the differential gears 38 to the two sideshaft gears 39, 40 between which there prevails a balancing effect. For transmitting torque, the sideshaft gears 39, 40 are connected to the associated sideshafts 81, 82 which transmit the torque as introduced to the wheels 83, 84 of the motor vehicle, as shown in FIGS. 6 to 9. The two sideshaft gears 39, 40 each comprise an inner toothing which, for transmitting torque, can be engaged by an associated sideshaft with a corresponding outer toothing.

[0049] It can be seen that the driveshaft 9, the intermediate shaft 10, and a rotational axis A11 of the differential carrier 11 extend parallel relative to one another. The output gear 18 of the intermediate shaft 10 at least partially has an axial overlap with the central differential plane E5. Furthermore, the joining plane E26 of the housing 26 axially overlaps the output gear 18 of the intermediate shaft, and respectively the shift unit 12. Overall, the present design achieves a symmetrical construction of the transmission unit with reference to the central differential plane, respectively the joining plane. This leads to a compact design and ensures easy mounting conditions of the assembly.

[0050] The shift unit 12 whose details are shown in FIGS. 2 and 4 is axially arranged between the first output gear 14 and the second output gear 16. The shift unit comprises an input part 42, which is connected to the driveshaft 9 so as to be rotationally fixed and axially fixed, as well as a second output part 44 which is fixedly connected to the second drive gear 16. The input part 42 is connected with a press fit to the driveshaft in a rotationally fixed way. For the purpose of axial securing a securing ring 78 is provided which engages corresponding annular grooves in the driveshaft and of the input part respectively. A coupler 45 is provided which can connect the input part 42 optionally to the first output part 43 or the second output part 44 for transmitting torque. For this, the coupler 45 is provided in the form of a sliding sleeve which is held on the input part 44 so as to be rotationally fixed and axially displaceable.

[0051] The sliding sleeve is actuated by an actuator 13 which comprises an electromotive rotary drive 46 and convertor unit 47 which converts a rotational movement into a linear movement. The convertor unit 47 comprises a spindle drive with a rotatingly drivable spindle 48 and a spindle sleeve 49 which is moved axially when the spindle rotates. A shift fork 50 is fixed to the spindle sleeve 49, which, by means of two catch members 52 engages an annular groove 53 of the sliding sleeve 45. The actuator 13 can be controlled by an electronic control unit (not illustrated) and can be controlled by same as required depending on the driving condition of the motor vehicle. For this, the electronic control unit can receive as input values a value representing the rotational speed of the driveshaft 9 and a value representing the rotational speed of the intermediate shaft 10. For example, these could be the rotational speed of the electric motor 3 and the rotational speed of the vehicle wheels 83, 84, from which the rotational speeds of the driveshaft 9 and of the intermediate shaft 10 can be determined.

[0052] For accurately controlling and positioning the sliding sleeve 45 a sensor 54 is provided which is configured to detect a signal representing the axial position of the shift fork 50 and of the switching sleeve 45 and passing same on to the control unit. The sensor is provided in the form of a path sensor, more particularly as a contact-less sensor such as a magnet field sensor or an inductive sensor. Using a contact-less sensor is advantageous in that there is little loss of power and little wear. The contact-less sensor cooperates with a sensor target 55. The sensor 54 detects the axial position of the sensor target 55 and transmits a corresponding sensor signal to the electronic control unit. The sensor target 55 is connected to the spindle sleeve 49, so that the sensor target 55 is axially moved together with the spindle sleeve 49 when the actuator 13 is actuated. The sensor target 55 is received in a carrier element which is fixed to the spindle sleeve by means of a screwed connection 56. To achieve particularly accurate control conditions, further detecting means can be provided in addition to said path sensor 54. More particularly, said means detect a signal representing the force needed for axially moving the sliding sleeve 45 and the spindle sleeve 49 respectively, which is the reason why they can also be referred to as force sensor. For example, a current signal for controlling the actuator can be detected, which signal is representative of the force required to drive the spindle.

[0053] Furthermore, the gear shift unit 12 comprises a synchronising mechanism 57, 57 for an output part 43, 44 by which, prior to the switching operation, the speeds of the components to be connected are equalised, i.e., between the input part 42 and the respective output part 43, 44. As the synchronising mechanisms 57, 57 have the same structure, only one is described as representative for the other one, too. The synchronising mechanism 57 comprises an outer ring 58 with an inner cone, an inner ring 59 with an outer cone, and an intermediate ring 60 arranged therebetween. The outer ring 58 is rotationally fixed to the inner ring 42 such that both jointly rotate around the rotational axis A9, with a limited relative movement between the input part 42 and the outer ring 58 being possible. The intermediate ring 60 is rotationally fixed to the output part 43. The inner ring 59, again, is connected to the input part 42 in a rotationally fixed manner. This design ensures that engagement between the sliding sleeve 45 and the respective output part 43, 44 can only take place if both rotate at the same speed, i.e., that they are synchronised. Synchronisation is achieved by a plurality of circumferentially distributed pressure pieces 62 which are rotationally fixed to the input part 42 such that they rotate jointly with same. By axially moving sliding sleeve 45, the pressure pieces 62 are loaded against the outer ring 58, so that friction locking occurs at the surface pairs between the outer race 58 and the intermediate ring 60 on the one side, and between the intermediate ring 60 and the inner ring 59 on the other side. Such friction locking leads to the speeds between the input part 42 and the respective output part 43, 44 being equalised. If the parts to be connected rotate synchronously, the sliding sleeve 45 can be moved fully into the engaging position, so that the input part 42 and the respective output part 43, 44 are connected to one another for the transmitting torque. The pressure pieces 62 are each connected to the sliding sleeve 45 via a ball 63 which is tensioned radially outwardly by a spring 64. Thereby, the ball 63 form-lockingly engages the inner groove 65 of the sliding sleeve 45. If the axial actuating force of the sliding sleeve 45 exceeds the holding force of the ball 63, the ball 63 is moved radially inwardly against the pretensioning force of the spring 64, so that the sliding sleeve can continue to be moved towards the respective output parts 43, 44.

[0054] In order to achieve a good supply of lubricant and a long service life of the rotating parts, the driveshaft 9 comprises a longitudinal bore 75 as well as several circumferentially distributed transverse bores 76, 77, 77 for a seat face for the gears 42, 14, 16 arranged thereon. In this way lubricant can flow from the inside of the driveshaft to the seat portion 31 of the input part 42 and, respectively, to the seat portions 21, 21 of the first and second drive gear 14, 16 for lubricating same. The seat portions 21, 21 of the first and of the second drive gear 14, 16 are fluidically connected to the shift unit 12, so that lubricant can flow from the respective seat portion subsequently to the shift unit 12 to lubricate same.

[0055] At the end of the driveshaft 9, a supply assembly 68 is provided for supplying lubricant into the longitudinal bore 75. The housing 26 comprises a catching rib (not illustrated) which catches any lubricant centrifuged in the transmission, which lubricant can flow into a chamber 85 via a channel. The supply assembly 68 comprises a ring 51 which is positioned in the longitudinal bore 75, as well as a supplying element 70 with a tubular channel 61 which extends from the chamber 85 through the ring 51 into the longitudinal bore 75. Thus, any lubricant contained in the chamber 85 can flow through the channel 61 into the longitudinal bore 75. The ring 51 is pressed into the longitudinal bore 75 with interference and is axially supported against a shoulder of the driveshaft 9. The ring 51 has a smaller inner diameter than the longitudinal bore 75 so that it forms a barrier for any lubricant having entered the longitudinal bore. The ring 51 prevents the lubricant from returning from the bore, which lubricant due to the centrifugal forces, spreads annularly as a film at the inner wall forming the bore. In this way, lubricant reaches the transverse bores 76, 77, 77 in a targeted manner and from there it flows to the bearing seats of the drive gears 14, 16 and to the seat face of the input part 42 respectively. Between the tube 61 and the ring 51 an annular gap is formed through which excessive lubricant can flow out of the longitudinal bore 75 and through radial gaps 71 in a flange portion of the supply element 70 towards the bearing 25 for lubricating same.

[0056] The first output part 43 is firmly connected to a first ring 66, e.g., welded thereto. For this, the first ring 66 comprises an annular recess in which the output part 43 is positioned. Radially inside, the first ring 66 comprises a hub portion which is positioned on a sleeve projection 67 of the first drive gear 14 and is firmly connected to same. For fixing, a weld 69 is provided which, from the end face, is produced in the axial direction. The first output part 43, the first ring 66, and the first drive gear 14 jointly form a first gearwheel. The first gearwheel is rotatably supported on the driveshaft 9 by means of a bearing 20. The bearing 20 is provided in the form of a slide bearing and comprises two bearing bushes, with other suitable bearing means also being possible. In the axial direction, the first gearwheel is fixed between a first inner disc 72 and a first outer disc 73, with the expressions inner disc and outer disc referring to a central plane of the shift unit. The inner disc 72 is positioned on a corresponding seat face of the driveshaft 9, e.g., with interference fit, and is axially supported against a shoulder of the driveshaft. The outer disc 73 is axially supported against the driveshaft 9 in the opposed axial direction via a securing ring 74. The discs 72, 73 are provided in the form of sliding discs from a low-friction material. It can be seen in particular in FIGS. 4 and 5 that the first inner disc 72 comprises a plurality of circumferentially distributed grooves 79 through which lubricant can flow from the bearing 20 through an annular gap 86 formed between the drive gear 14 and the driveshaft 9 to the first synchronising mechanism 57 of the shift unit 12. In contrast thereto, the outer disc 73 comprises a continuous, groove-less contact face against which the drive gear 14 is axially supported. By this design with lubricating grooves 79 in the inner disc 72 and a groove-less outer disc 73, the lubricant flowing through the transverse bores 77 of the driveshaft to the bearing seat of the drive gear 14 is directed to the shift unit and the synchronising mechanism respectively.

[0057] The second output part 44, the second ring 66 and the second drive gear 16, accordingly, form a second gear-wheel which is designed analogously to the first gear-wheel. To that extent, regarding the joint features, reference is made to the description of the first gear-wheel, with corresponding details having been given the same reference numbers with indices. The mode of operation and the structure of the details referring to the lubrication of the second gear 16 and, respectively of the second synchronising mechanism 57 are identical to those of the first drive gear and, respectively to those of the first synchronising mechanism 57 so that, for the sake of brevity reference is again made to the above description.

[0058] Below, with special reference to FIGS. 6 to 9, the gear shifting of the drive assembly 2 is explained. FIG. 6 shows diagrammatically the drive assembly 2 with the electric motor 3 for driving the motor vehicle axle 80. One can see the sideshafts 81, 82 and the wheels 83, 84 of the vehicle axle 80, with the wheels 83, 84 being connected to the sideshafts 82, 83.

[0059] As explained above, the drive assembly 2 comprise a two-stage transmission which is formed by a first power path and a functionally parallel second power path. By controlling the shift unit 12 accordingly, torque can be transmitted selectively via the first power path or, alternatively, via the second power path, from the electric motor 3 to the differential 5 and, respectively, to the driving axle 80.

[0060] FIG. 7 shows the shift unit 12 in the neutral position (N) which can also be referred to as the idling position. The components drivingly connected to the electric motor 3 are shown in bold lines. It can be seen that the switching sleeve 45, when in the neutral position, is in a central position. In this position, the electric motor 3 and the differential 5 are uncoupled from one another, so that no torque can be transmitted between the sideshafts 81, 82 and the electric motor 3. This is necessary, for example, if the motor vehicle has to be towed away because of an accident.

[0061] In the first switched position (P1), which is shown in FIG. 8, the sliding sleeve 45 is connected to the first output part 43, and/or to the first drive gear 14, in a rotationally fixed way. Torque is transmitted from the electric motor 3 to the differential 5 via the first power path which is drawn in bold lines. The first power path comprises the driveshaft 9 driven by the electric motor 3, the input part 42, the first drive gear 14, the first intermediate gear 15, the intermediate shaft 10 and the output gear 18 which engages the annular gear 19 for driving the differential 5.

[0062] In the second switching position (P2), which is shown in FIG. 9, the sliding sleeve 45 is coupled to the second output part 44, and/or to the second drive gear 16, so that torque is transmitted via the second power path, which again is shown in bold lines. The second power path comprises the driveshaft 9, the input part 42, the second drive gear 16, the intermediate gear 17, the intermediate shaft 10 and the output gear 18 which engages the annular gear 19.

[0063] Overall, the drive assembly 2 comprises three pairs of gears: the first drive gear 14 and the intermediate gear (first pair of gears); the second drive gear 16 and the intermediate gear 17 (second pair of gears); and the output gear 18 and the annular gear 19 (third pair of gears). Depending on the switching position of the shift unit 12, drive is effected via the first or the second pair of gears, so that there are thus obtained two gear-stages.

[0064] The first and the second power path are functionally arranged in parallel and have different transmission ratios, i.e., the transmission of torque takes place in the first power path with a first transmission ratio (first gear stage), or via the second power path with the second transmission ratio (second gear stage). The transmission ratio of the first power path is influenced by the pair of gears between the first drive gear 14 and the second intermediate gear 15, with the number of teeth of the first drive gear 14 being smaller than those of the first intermediate gear 15. The transmission ratio of the second power path is influenced by the pair of gears between the second drive gear 16 and the second intermediate gear 17 which comprises a larger number of teeth than the second drive gear 16. Furthermore, it can be seen that the first drive gear 14 comprises a smaller number of teeth than the second drive gear 16 and that the first intermediate gear 15 comprises a larger number of teeth than the second intermediate gear 17. As a result, the first transmission ratio (i1=z15/z14) of the first pair of gears (15, 14) is greater than the second transmission ratio (i2=z17/z16) of the second pair of gears (17, 16). As a result, in the case that torque is transmitted via the first power path (first gear) the annular gear 19 rotates slower than in the case of a torque transmission via the second power path (second gear).

[0065] A special feature of the, drive assembly 2 is that the shift unit 12 has a substantial axial overlap with the output gear 18 of the intermediate shaft. The overlap is largely at least, i.e., the axially overlapping portion between the shift unit 12 and the drive gear 18 is bigger than the non-overlapping portion. A radially outer part of the switch unit 12 covers the first intermediate gear 15 and the second intermediate gear 17 in a radial direction. Furthermore, the annular gear 19 of the differential 5 and, respectively, the central differential plane E5 are also arranged in the region of axial overlap with the shift unit 12. A further special feature is that the first and the second drive gears 14, 16 of the transmission stages are arranged coaxially relative to the driveshaft 9 driven by the electric motor 3. Overall, this design ensures excellent utilisation of the available space and a very compact size of the drive assembly 2.