DE102020120683A1 - rotor shaft assembly - Google Patents

Abstract

Rotor shaft arrangement (1) for an electric drive unit (2) with a common axis of rotation (3), the rotor shaft arrangement (1) extending along the axis of rotation (3) between a first area (4) and a second area (5) and the drive unit (2) can be arranged between the areas (4, 5); at least comprising• a rotor shaft (6) designed as a hollow shaft, which can be connected in a torque-proof manner to a rotor (7) of the drive unit (2),• a transmission shaft (8) which is at least partially arranged inside the rotor shaft (6); wherein the rotor shaft (6) and the transmission shaft (8) extend from the first area (4) to the second area (5) along the axis of rotation (3) and opposite a circumferential direction (9) in the first area (4) over a first connection (10) and in the second area (5) via a second connection (11) are connected to one another in a torque-proof manner.

Description

The invention relates to a rotor shaft arrangement for an electric drive unit, in particular with an overload protection, preferably for an electric drive train of a motor vehicle.

During various driving maneuvers or technical processes, impulsive load changes can occur in the drive train, which cause an overload in the drive train. The impulsive load changes in the drive train of a motor vehicle can be triggered both by impacts on the wheel side and load peaks caused by the drive system.

Impacts on the wheel side are mostly caused by driving manoeuvres. These include, for example, driving up and down a curb, driving over obstacles on the road or a sudden change in the friction ratio between the wheel and the road. When driving over an obstacle, the drive train experiences a strong interfering pulse, which is caused, among other things, by the changing wheel contact force. The resistance acting on the drive train increases when hitting the obstacle. When exiting the obstacle, there can be another interference pulse, which is caused, for example, by slippage when the wheel hits the road.

Another interference pulse can be introduced into the drive train if the parking lock is activated while the motor vehicle is still moving. In this case, the motor vehicle is abruptly braked, causing a violent impact to be exerted on the drive train. This impact results primarily from the relatively high inertia of the drive unit, which pushes against the closing parking lock with its inertia. The resulting torque peaks lead to high loads in the drive train, which can also result in damage.

Mass shocks are a growing problem in drive trains of motor vehicles with an electric drive unit, since the electric drive unit, in particular the rotor shaft of the electric drive unit, represents an additional large mass. Drive trains with appropriate coupling elements can limit these mass impacts, but require more space.

From the post-published DE 10 2020 104 019 A1 a rotor shaft arrangement is known in which an electric drive unit is arranged on a rotor shaft which is designed as a hollow shaft. A transmission shaft designed as a torsion bar extends through the hollow shaft. A parking lock can be connected via the torsion bar to the rotor shaft and via this to the drive unit.

Proceeding from this, the object of the present invention is to at least partially overcome the problems known from the prior art and in particular to specify a rotor shaft arrangement by means of which impacts in the drive train can be further minimized and the resulting effects can be reduced. Furthermore, an overload protection for the rotor shaft is to be realized, which is characterized by a small installation space requirement and is cost-effective.

This object is achieved with a rotor shaft arrangement according to the features of independent claim 1. Further advantageous refinements of the invention are specified in the dependent claims. The features listed individually in the dependent claims can be combined with one another in a technologically meaningful manner and can define further refinements of the invention. In addition, the features specified in the claims are specified and explained in more detail in the description, with further preferred configurations of the invention being presented.

• • eine als Hohlwelle ausgebildete Rotorwelle, die mit einem Rotor des Antriebsmotors drehfest verbindbar ist sowie
• • eine Übertragungswelle, die zumindest teilweise innerhalb der Rotorwelle angeordnet ist.

A rotor shaft arrangement for an electric drive unit with a common axis of rotation is proposed. The rotor shaft arrangement extends along the axis of rotation between a first area and a second area, it being possible for the drive unit to be arranged along the axis of rotation between the areas. The rotor shaft assembly includes at least

• • a rotor shaft designed as a hollow shaft, which can be connected in a rotationally fixed manner to a rotor of the drive motor, and
• • a transmission shaft, which is at least partially arranged inside the rotor shaft.

The rotor shaft and the transmission shaft extend from the first area to the second area along the axis of rotation and are non-rotatably connected to one another with respect to a circumferential direction in the first area via a first connection and in the second area via a second connection.

The drive unit can, for. B. have a rotor and a stator, wherein the rotor is rotatably connected between the areas with the rotor shaft.

Torsionally means here in particular that the relevant components relative to a circumferential Rich tion are essentially free of play, ie rigidly connected to one another.

The torque of the electric drive unit can thus be introduced along the rotor shaft and via the second connection into the transmission shaft. The torque can be directed to the first area via the transmission shaft, which is designed in particular as a torsion bar.

In the event of an overload acting on the rotor shaft, the transmission shaft enables elastic, reversible deformation in the manner of a torsion bar, in order to absorb the overload and release it again to the rotor shaft after the overload has ended. This allows both an attenuation of light interference pulses, for example when crossing a threshold, and an effective overload protection in the event of strong interference pulses. Thus, the maximum forces and moments that can be transmitted by the transmission shaft can be limited, so that the risk of damage to the rotor shaft is reduced.

With a torque increase, for example from the drive train or a z. B. arranged in the first area and connected to the transmission shaft parking lock, the rotor rotates relative to a transmission input shaft connected in the first area to the transmission shaft and the parking lock. The torsion bar twists and thus reduces the energy of the overload, in particular a torque surge.

The torsion bar, which can be a torsion bar as described above, can be designed in such a way that it does not exceed an end torsion angle after the energy has been dissipated. For this purpose, an optionally elastic stop can be provided in relation to the rotor shaft and/or an angle limitation. The angle limitation can be implemented via a shape that can in particular be subject to play, preferably in a range from 5° to 20°. In particular, a torsion bar or torsion bar with the features described here and for use in a rotor shaft arrangement as claimed here can also be the subject of an independent protection request.

In a further development of the rotor shaft arrangement and/or the torsion bar or torsion bar, it can be provided that the angle of rotation of the torsion bar or torsion bar relative to the rotor shaft is detected by sensors and the size of the torque can be deduced from this.

The small number of components required is advantageous compared to other known solutions. Due to the integrated design of the transmission shaft in the first rotor shaft, the overload protection does not require any additional installation space in the axial direction, i.e. along the axis of rotation of the rotor shaft.

Furthermore, the proposed rotor shaft arrangement offers the advantage of a modular design with regard to different limit torques, it being possible for the limit torque to be set by replacing the transmission shaft. In addition, the proposed overload protection has a particularly fast response behavior due to a possible mechanical coupling to a drive train.

In particular, the transmission shaft has a lower torsional rigidity between the areas than the rotor shaft designed as a hollow shaft. This can prevent an overload from causing irreversible damage to the hollow shaft. Since the transmission shaft is the weakest link in the drive torque transmission chain, an overload causes the transmission shaft, which is designed as a torsion bar, to twist. This leads to a twisting of the rotor shaft relative to an end of the transmission shaft arranged in the first area.

If a limit torque is exceeded, plastic deformation occurs in addition to reversible, elastic deformation of the torsion bar. As a result, additional energy can be dissipated, which prevents damage to the rotor or a gear connected via the transmission shaft.

For some applications it can be advantageous if the transmission shaft has a predetermined breaking point. If the overload exceeds a threshold value that is greater than the limit torque, the torsion bar can break at a predetermined breaking point, causing the rotor and gearbox to separate in the event of a critical overload. This can prevent a drive axle of a motor vehicle connected to the transmission from locking.

The first connection is in particular an (exclusively) frictionally acting connection, d. H. A friction torque acts in the circumferential direction when the rotor shaft and the transmission shaft rotate relative to each other. In particular, a friction ring is arranged between the rotor shaft and the transmission shaft, in the first area. In particular, the degree of twisting is not limited by the first connection itself; H. in the area of the first connection there is in particular no positive locking with respect to the circumferential direction.

The relative torsion of the shafts to one another and thus the overload torque can be converted into heat via the first connection.

In the area of the first connection, the rotor shaft or also the transmission shaft can be arranged on the outside in the radial direction.

In addition to the second connection or the design of the transmission shaft as a torsion bar, an overload moment can be further reduced via this first connection.

The transmission shaft can be supported in particular on the rotor shaft, which is designed as a hollow shaft, with respect to a radial direction via the first connection.

The relative torsion between the rotor shaft and the transmission shaft occurs in particular only with an at least initially elastic torsion of the transmission shaft relative to the rotor shaft.

The second connection is in particular a positive connection. For example, the rotor shaft can be connected to the transmission shaft in one piece via a tooth system, e.g. B. a spline, be connected.

In particular, the rotor shaft arrangement is rotatably mounted in the first area via a first bearing arranged on the rotor shaft and in the second area via a second bearing with respect to an environment.

The bearings listed here are in particular rolling bearings, the z. B. have an inner ring and an outer ring and rolling elements arranged therebetween. However, other designs of bearings are also possible. In particular, the inner ring is arranged on the relevant shaft, ie the rotor shaft or transmission shaft. Alternatively, however, the outer ring can be arranged there.

In particular, the second bearing is arranged on the rotor shaft or on the transmission shaft.

In particular, the rotor shaft arrangement has, in the first region, a first shaft section which is connected to the transmission shaft in a torque-proof manner and has teeth. This first shaft section is, in particular, a disk or a gear wheel which is non-rotatably connected to the transmission shaft. The first shaft section can also be made in one piece with the transmission shaft.

In particular, the first bearing is arranged along the axis of rotation between the first shaft section and the second bearing. In particular, the first shaft section is arranged as far away as possible along the axis of rotation from the second connection, so that the transmission shaft designed as a torsion bar or torsion bar (and thus the first shaft section) can rotate by the largest possible angular range in relation to the second connection.

In particular, the first connection is arranged as far as possible along the axis of rotation away from the second connection, so that the greatest possible relative torsion between the rotor shaft and the transmission shaft can be used to reduce a torque or overload torque via the friction connection.

In particular, the rotor shaft arrangement is rotatably mounted in the first region via a third bearing relative to an environment, with the first shaft section being arranged along the axis of rotation between the third bearing and the first bearing. In particular, the transmission shaft can be supported with respect to the radial direction via the third bearing.

In particular, the first shaft section is part of a parking lock and the rotor shaft arrangement has a first gear wheel or a second shaft section (with teeth) which is non-rotatably connected in the first area to the transmission shaft or the rotor shaft.

The first gear wheel is in particular part of a transmission via which the drive torque of the electric drive unit can be passed on via a translation, e.g. B. to a wheel of a motor vehicle.

When arranging the first gear wheel, the required reduction in an overload torque can be taken into account. In particular, the gear wheel is arranged at a distance from the second connection as far as possible along the axis of rotation. In particular, the first gear wheel is arranged between the first shaft section and the first bearing or between the first shaft section and the third bearing and is connected to the transmission shaft extending into the first area. Alternatively, the first shaft section is arranged between the first gear wheel and the first bearing or between the first gear wheel and the third bearing and is connected to the transmission shaft extending into the first area.

Alternatively, the first gear wheel is directly, ie not via the torsion bar portion of the transmission that can be rotated elastically in the circumferential direction transmission shaft, connected to the rotor shaft. In this case, the first gear wheel can be connected to the rotor shaft in the first area or to the rotor shaft or to the transmission shaft in the second area.

In particular, the first shaft section is part of a parking lock and the rotor shaft arrangement has a first gear wheel which is arranged in the second area and is non-rotatably connected to the transmission shaft or the rotor shaft.

A drive arrangement for a motor vehicle is proposed, at least comprising the rotor shaft arrangement described and an electric drive unit with a rotor and a stator, the rotor being arranged along the axis of rotation between the areas and being non-rotatably connected to the rotor shaft. In particular, a transmission is connected in a torque-transmitting manner to the drive arrangement via the transmission shaft.

In such a drive arrangement, the transmission shaft represents an elastically deformable buffer element which, in normal operation, transmits the drive torque of the electric drive unit to the transmission without any significant twisting and, in the event of an overload, preferably reversibly deforms in order to absorb a torque surge from the overload and, once the overload has ended, again deliver the drive arrangement.

In particular, the transmission shaft has a (torsional) stiffness of 500 to 5,000 Nm/° [Newton meters/angular degree]. In particular, the material of the transmission shaft is suitably processed, e.g. B. at least partially cured.

A method for limiting torque in the drive arrangement described is also proposed, in which, in a first operating state, a drive torque is transmitted between the rotor shaft of the drive unit and a transmission input shaft through the transmission shaft, and in which the transmission shaft, which is designed as a torsion bar, twists in the event of an overload in the manner of a torsion bar , in order to reduce the energy of an overload, in particular of a torque surge acting on the drive arrangement.

The explanations regarding the rotor shaft arrangement can be transferred in particular to the drive arrangement and the method and vice versa.

The use of indefinite articles (“a”, “an”, “an” and “an”), particularly in the claims and the description reflecting them, is to be understood as such and not as a numeral. Correspondingly introduced terms or components are to be understood in such a way that they are present at least once and in particular can also be present several times.

As a precaution, it should be noted that the numerals used here (“first”, “second”, ...) primarily (only) serve to distinguish between several similar objects, sizes or processes, i.e. in particular no dependency and/or sequence of these objects, sizes or make processes mandatory for each other. Should a dependency and/or order be necessary, this is explicitly stated here or it is obvious to the person skilled in the art when studying the specifically described embodiment. If a component can occur several times (“at least one”), the description of one of these components can apply equally to all or part of the majority of these components, but this is not mandatory.

• 1: eine bekannte Rotorwellenanordnung in einer perspektivischen Ansicht im Schnitt;
• 2: eine Antriebsanordnung mit der Rotorwellenanordnung nach 1 in einer Seitenansicht im Schnitt;
• 3: eine erste Ausführungsvariante einer Rotorwellenanordnung in einer Seitenansicht im Schnitt;
• 4: die Rotorwellenanordnung nach 3 in einer Seitenansicht;
• 5: eine zweite Ausführungsvariante einer Rotorwellenanordnung in einer Seitenansicht;
• 6: eine dritte Ausführungsvariante einer Rotorwellenanordnung in einer Seitenansicht;
• 7: eine vierte Ausführungsvariante einer Rotorwellenanordnung in einer Seitenansicht;
• 8: eine fünfte Ausführungsvariante einer Rotorwellenanordnung in einer Seitenansicht;
• 9: eine sechste Ausführungsvariante einer Rotorwellenanordnung in einer Seitenansicht; und
• 10: eine siebte Ausführungsvariante einer Rotorwellenanordnung in einer Seitenansicht.

The invention and the technical environment are explained in more detail below with reference to the accompanying figures. It should be pointed out that the invention should not be limited by the exemplary embodiments given. In particular, unless explicitly stated otherwise, it is also possible to extract partial aspects of the facts explained in the figures and to combine them with other components and findings from the present description. In particular, it should be pointed out that the figures and in particular the proportions shown are only schematic. Show it:

• 1 1: a known rotor shaft arrangement in a perspective view in section;
• 2 : according to a drive arrangement with the rotor shaft arrangement 1 in a side view in section;
• 3 1: a first embodiment variant of a rotor shaft arrangement in a side view in section;
• 4 : following the rotor shaft assembly 3 in a side view;
• 5 : a second embodiment variant of a rotor shaft arrangement in a side view;
• 6 : a third embodiment variant of a rotor shaft arrangement in a side view;
• 7 : a fourth embodiment variant of a rotor shaft arrangement in a side view;
• 8th : a fifth embodiment variant of a rotor shaft arrangement in a side view;
• 9 : a sixth embodiment variant of a rotor shaft arrangement in a side view; and
• 10 : a seventh embodiment variant of a rotor shaft arrangement in a side view.

1 shows a known rotor shaft arrangement 1 in a perspective view in section. 2 shows a drive assembly 20 with the rotor shaft assembly 1 after 1 in a side view in section. the 1 and 2 are described together below.

In the known rotor shaft arrangement 1, an electric drive unit 2 is arranged on a rotor shaft 6, which is designed as a hollow shaft. A transmission shaft 8, which is designed as a torsion bar, extends through the hollow shaft. A parking lock 18 is connected to the rotor shaft 6 and above it to the drive unit 2 via the transmission shaft 8 designed as a torsion bar.

The rotor shaft arrangement 1 extends along the axis of rotation 3 between a first area 4 and a second area 5, with the drive unit 2 being arranged along the axis of rotation 3 between the areas 4, 5. The rotor shaft arrangement 1 comprises a rotor shaft 6 designed as a hollow shaft, which is connected in a torque-proof manner to a rotor 7 of the drive unit 2 , and a transmission shaft 8 which is at least partially arranged inside the rotor shaft 6 . The rotor shaft 6 and the transmission shaft 8 extend from the first area 4 to the second area 5 along the axis of rotation 3 and are connected to one another in a rotationally fixed manner with respect to a circumferential direction 9 in the second area 5 via a second connection 11 .

The drive arrangement 20 for a motor vehicle 21 comprises at least the rotor shaft arrangement 1 and an electric drive unit 2 with a rotor 7 and a stator 22, the rotor 7 being arranged along the axis of rotation 3 between the regions 4, 5 and being non-rotatably connected to the rotor shaft 6. A transmission 23 is connected in a torque-transmitting manner to the drive arrangement 20 via the transmission shaft 8 .

In the drive arrangement 20, the transmission shaft 8 represents an elastically deformable buffer element which, in normal operation, transmits the drive torque of the electric drive unit 2 to the gear mechanism 23 without significant torsion and, in the event of an overload, preferably reversibly deforms in order to absorb a torque surge from the overload and, after the end of the Return overload to the drive assembly 20.

In the first area 4 the transmission shaft 8 is arranged via a spline in another shaft which carries a first shaft section 16 forming a parking lock 18 and a first gear wheel 19 . The first gear wheel 19 rolls with a second gear wheel 24 which is arranged on a transmission input shaft 25 .

3 shows a first embodiment variant of a rotor shaft arrangement 1 in a side view in section. 4 shows the rotor shaft arrangement 1 3 in a side view. the 3 and 4 are described together below. On the remarks on the 1 and 2 is referred to.

In contrast to the known rotor shaft arrangement 1 or drive arrangement 20 , the rotor shaft 6 and the transmission shaft 8 are additionally connected to one another by friction in the first region 4 via a first connection 10 with respect to a circumferential direction 9 .

The first connection 10 is a friction-only connection, e.g. H. A friction torque acts in the circumferential direction 9 when the rotor shaft 6 and the transmission shaft 8 rotate relative to each other. A friction ring 26 is arranged in the first area 4 between the rotor shaft 6 and the transmission shaft 8 . The degree of twisting is not limited by the first connection 10 itself.

In the area of the first connection 10 the rotor shaft 6 and the friction ring 26 are arranged outside the transmission shaft 8 in the radial direction 27 .

In addition to the second connection 11 or the design of the transmission shaft 8 as a torsion bar, an overload moment can be further reduced via this first connection 10 .

Via the first connection 10, the transmission shaft 8 can be supported in relation to a radial direction 27 on the rotor shaft 6 designed as a hollow shaft.

The rotor shaft arrangement 1 is rotatably mounted in the first area 4 via a first bearing 12 arranged on the rotor shaft 6 and in the second area 5 via a second bearing 13 with respect to an environment 14 . The second bearing 13 is arranged on the rotor shaft 6 .

The rotor shaft arrangement 1 has, in the first area 4 , a first shaft section 16 which has teeth 15 and is connected to the transmission shaft 8 (which is made in one piece and is therefore non-rotatable with it). This first shaft section 16 is rotatably connected to the transmission shaft 8 ver bonded disk or gear wheel (see also 1 and 2 ).

The first bearing 12 is arranged along the axis of rotation 3 between the first shaft section 16 and the second bearing 13 or the rotor 7 . The first shaft section 16 is arranged as far away as possible along the axis of rotation 3 from the second connection 11, so that the transmission shaft 8 designed as a torsion bar or torsion bar can rotate in the area of the first shaft section by the largest possible angular range in relation to the second connection 11.

5 shows a second embodiment variant of a rotor shaft arrangement 1 in a side view. On the remarks on the 1 until 4 is referred to.

In contrast to the first embodiment variant, the rotor shaft arrangement 1 is rotatably mounted in the first region 4 via a third bearing 17 relative to an environment 14, with the first shaft section 16 being arranged along the axis of rotation 3 between the third bearing 17 and the first bearing 12.

The first shaft section 16 is part of a parking lock 18 and the rotor shaft arrangement 1 has a first gear wheel 19 which is non-rotatably connected to the transmission shaft 8 in the first area 4 .

The first gear wheel 19 is arranged between the first shaft section 16 and the first bearing 12 or the first connection 10 and is connected to the transmission shaft 8 extending into the first area 4 .

6 shows a third embodiment variant of a rotor shaft arrangement 1 in a side view. To the remarks 5 is referred to.

In contrast to the second embodiment variant, the first gear wheel 19 is arranged between the first shaft section 16 and the third bearing 17 . The first shaft section 16 is arranged between the first gear wheel 19 and the first bearing 12 or the first connection 10 . The first gear wheel 19 and the first shaft section 16 are connected to the transmission shaft 8 extending into the first area 4 .

7 shows a fourth embodiment variant of a rotor shaft arrangement 1 in a side view. To the remarks 5 and 6 is referred to.

In contrast to the second and third embodiment variants, the first gear wheel 19 is connected directly to the rotor shaft 6 , ie not via the torsion bar portion of the transmission shaft 8 that can be rotated elastically in the circumferential direction 9 . The first gear wheel 19 is connected in the second region 5, directly adjacent to the second connection 11 and the second bearing 13, to the rotor shaft 6 and to the transmission shaft 8, respectively. A third bearing 17 is not provided here.

8th shows a fifth embodiment variant of a rotor shaft arrangement 1 in a side view. To the remarks 3 until 5 is referred to.

In contrast to the first embodiment variant, a first gear wheel 19 is provided here. In contrast to the second embodiment variant, the first gear wheel 19 is connected directly to the rotor shaft 6 , ie not via the torsion bar portion of the transmission shaft 8 that can be rotated elastically in the circumferential direction 9 . The first gear wheel 19 is connected to the rotor shaft 6 in the first region 4 , immediately adjacent to the first connection 10 and the first bearing 12 . A third bearing 17 is not provided here.

9 shows a sixth embodiment variant of a rotor shaft arrangement 1 in a side view. To the remarks 8th is referred to.

In contrast to the fifth embodiment variant, the transmission shaft 8 is arranged in the area of the first connection 10 on the outside of the rotor shaft 6 in the radial direction 27 .

10 shows a seventh embodiment variant of a rotor shaft arrangement 1 in a side view. To the remarks 9 is referred to.

In contrast to the sixth embodiment variant, the first gear wheel 19 is arranged in the first area 4 on the transmission shaft 8 . The transmission shaft 8 is supported in the first area 4 via a third bearing 17 .

Reference List

1

rotor shaft assembly

2

drive unit

3

axis of rotation

4

first area

5

second area

6

rotor shaft

7

rotor

8th

transmission shaft

9

circumferential direction

10

first connection

11

second connection

12

first camp

13

second camp

14

Surroundings

15

gearing

16

first wave segment

17

third camp

18

parking lock

19

first gear

20

drive assembly

21

motor vehicle

22

stator

23

transmission

24

second gear

25

transmission input shaft

26

friction ring

27

radial direction

QUOTES INCLUDED IN DESCRIPTION

This list of documents cited by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent Literature Cited

• DE 102020104019 A1 [0006]

Claims (10)

Rotor shaft arrangement (1) for an electric drive unit (2) with a common axis of rotation (3), the rotor shaft arrangement (1) extending along the axis of rotation (3) between a first area (4) and a second area (5) and the drive unit (2) can be arranged between the areas (4, 5); at least extensively • a rotor shaft (6) designed as a hollow shaft, which can be connected in a torque-proof manner to a rotor (7) of the drive unit (2), • a transmission shaft (8) which is arranged at least partially within the rotor shaft (6); wherein the rotor shaft (6) and the transmission shaft (8) extend from the first area (4) to the second area (5) along the axis of rotation (3) and opposite a circumferential direction (9) in the first area (4) over a first connection (10) and in the second area (5) via a second connection (11) are connected to one another in a torque-proof manner. Rotor shaft assembly (1) after claim 1 , wherein the second connection (11) is a positive connection. Rotor shaft arrangement (1) according to one of the preceding claims, wherein the rotor shaft arrangement (1) in the first area (4) via a rotor shaft (6) arranged on the first bearing (12) and in the second area (5) via a second bearing (13) is rotatably mounted relative to an environment (14). Rotor shaft assembly (1) after claim 3 , wherein the second bearing (13) is arranged on the rotor shaft (6) or on the transmission shaft (8). Rotor shaft arrangement (1) according to one of the preceding claims 3 and 4 wherein the rotor shaft arrangement (1) in the first region (4) has a first shaft section (16) which is connected in a torque-proof manner to the transmission shaft (8) and has teeth (15). Rotor shaft assembly (1) after claim 5 , wherein the first bearing (12) is arranged along the axis of rotation (3) between the first shaft portion (16) and the second bearing (13). Rotor shaft assembly (1) after claim 6 , wherein the rotor shaft arrangement (1) is rotatably mounted in the first area (4) via a third bearing (17) relative to the surroundings (14), the first shaft section (16) along the axis of rotation (3) between the third bearing (17) and the first bearing (12) is arranged. Rotor shaft arrangement (1) according to one of the preceding Claims 5 until 7 , wherein the first shaft section (16) is part of a parking lock (18) and the rotor shaft arrangement (1) has a first gear wheel (19) which is non-rotatably in the first area (4) with the transmission shaft (8) or the rotor shaft (6). connected is. Rotor shaft arrangement (1) according to one of the preceding Claims 5 until 7 , wherein the first shaft section (16) is part of a parking lock (18) and the rotor shaft arrangement (1) has a first gear wheel (19) which is arranged in the second area (5) and connected to the transmission shaft (8) or the rotor shaft (6 ) is rotatably connected. Drive arrangement (20) for a motor vehicle (21), at least comprising a rotor shaft arrangement (1) according to one of the preceding claims and an electric drive unit (2) with a rotor (7) and a stator (22), the rotor (7) along of the axis of rotation (3) between the areas (4, 5) and is non-rotatably connected to the rotor shaft (6).

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