Drive unit with a manual transmission for a vehicle

Abstract

The invention relates to a drive unit for a vehicle (100), comprising an electric machine (EM) and a coaxially arranged gearbox (SG) having • a first switching unit (SE1) with a first switching element (A) and a second switching element (B), • a second switching unit (SE2) with a third switching element (C) and a fourth switching element (D), • a planetary gear set (PS) with several planetary gears, a first sun shaft (SO1), a first ring gear shaft (HR1) and a first carrier shaft (ST1), • a stepped planetary gear set (SP) with several stepped planetary gears, a second sun shaft (SO2), a second ring gear shaft (HR2), a third ring gear shaft (HR3) and a second carrier shaft (ST2), and • a differential (DG) with one differential input shaft (D1) and two differential output shafts (D2, D3), • wherein in the closed state of the first switching element (A) the planetary gear set (PS) is blocked, • wherein, in the closed state of the second switching element (B), one of the three shafts of the planetary gear set (PS) is connected in a rotationally fixed manner to a stationary component, • wherein in the closed state of the third switching element (C), the second ring gear shaft (HR2) is connected to the stationary component in a rotationally fixed manner, • wherein in the closed state of the fourth switching element (D) the third ring gear shaft (HR3) is connected in a rotationally fixed manner to the stationary component.

Description

[0001] The invention relates to a drive unit for a vehicle, the drive unit having an electric motor and a two-speed transmission. Furthermore, the invention relates to a method for setting four gears with different gear ratios for the transmission of such a drive unit. The invention also relates to a vehicle having such a drive unit.

[0002] For example, DE 10 2019 205 747 A1 discloses a transmission comprising an input shaft, a first output shaft, a second output shaft, a first planetary gear set, and a second planetary gear set connected to the first planetary gear set. The planetary gear sets each comprise a plurality of elements, wherein the first output shaft is rotationally fixedly connected to a second element of the first planetary gear set, the second output shaft is rotationally fixedly connected to a third element of the second planetary gear set, a third element of the first planetary gear set is rotationally fixedly connected to a first element of the second planetary gear set via a shaft, and a second element of the second planetary gear set is fixed to a rotationally fixed component. The transmission further comprises a third planetary gear set comprising three elements and two shift elements.A first shifting element is designed to lock the third planetary gear set by non-rotatably connecting two of its elements. A second shifting element is designed to secure a first element of the third planetary gear set to the non-rotatable component. A second element of the third planetary gear set is non-rotatably connected to the first element of the first planetary gear set via an intermediate shaft. A third element of the third planetary gear set is non-rotatably connected to the input shaft.

[0003] The object of the present invention is to provide an alternative drive unit with a gearbox for a vehicle. In particular, the drive unit is to be designed to be compact and have a high gear ratio. Furthermore, the drive unit is to have multiple gear stages. The object is achieved by a drive unit having the features of independent claim 1. Advantageous embodiments are the subject matter of the dependent claims, the following description and the figures.

[0004] A drive unit according to the invention for a vehicle comprises an electric machine and a manual transmission arranged coaxially therewith, which is connected to the electric machine via a drive shaft, the manual transmission having a first switching unit with a first switching element and a second switching element, a second switching unit with a third switching element and a fourth switching element, a planetary gear set with a plurality of planetary gears, a first sun shaft, a first ring gear shaft and a first carrier shaft, a stepped planetary gear set with a plurality of stepped planetary gears, a second sun shaft, a second ring gear shaft, a third ring gear shaft and a second carrier shaft, and a differential with a differential input shaft and two differential output shafts, wherein a first gear of the respective stepped planetary gear meshes with the second sun shaft and the second ring gear shaft,wherein a second gear of the respective stepped planetary gear meshes with the third ring gear shaft, wherein the second carrier shaft is connected in a rotationally fixed manner to the differential input shaft, wherein the planetary gear set is designed to be switchable and one of its three shafts is connected in a rotationally fixed manner to the drive shaft, wherein another of its three shafts is connected in a rotationally fixed manner to the second sun gear shaft, wherein another of its three shafts is switchable via the first switching unit, wherein in the closed state of the first switching element, the planetary gear set is blocked, wherein in the closed state of the second switching element, one of the three shafts of the planetary gear set is connected in a rotationally fixed manner to a stationary component, wherein in the closed state of the third switching element, the second ring gear shaft is connected in a rotationally fixed manner to the stationary component,When the fourth shift element is engaged, the third ring gear shaft is connected to the stationary component in a rotationally fixed manner. To lock the planetary gear set, two of the three shafts of the planetary gear set are connected to each other in a rotationally fixed manner via the first shift element. This creates a block circuit on the planetary gear set, thus setting a gear ratio of 1.

[0005] The planetary gear set can be switched via the first switching unit and is designed as a minus planetary gear set with three shafts, namely a sun gear shaft, a ring gear shaft and a carrier shaft, whereby the carrier shaft guides several planetary gears in a rotatable manner.

[0006] The stepped planetary gear set can be shifted via the second shifting unit and has a sun gear shaft, two ring gear shafts, and a carrier shaft, with the carrier shaft rotatably supporting several stepped planetary gears. The first gear, i.e., the first toothed section, of each stepped planetary gear is connected in a rotationally fixed manner to the second gear, i.e., the second toothed section of each stepped planetary gear. The stepped planetary gears are, for example, formed as a single piece. The sun gear shaft serves as the input shaft of the stepped planetary gear set, and the carrier shaft serves as the output shaft of the stepped planetary gear set.

[0007] For the purposes of the invention, a “shaft” is understood to be a rotatable component of the transmission via which associated components of the transmission are connected to one another in a rotationally fixed manner or via which such a connection can be established upon actuation of one of the shift elements. The respective shaft can connect the components axially or radially, or even both axially and radially. The respective shaft can also be in the form of an intermediate piece via which a respective component is connected radially, for example. The term “shaft” does not exclude the possibility that the components to be connected can be designed as a single piece. In particular, two or more shafts connected to one another in a rotationally fixed manner can be designed as a single piece.

[0008] The manual transmission is always driven via the input shaft, with the output always via the differential output shafts. Each differential output shaft is at least indirectly connected to a vehicle wheel for driving purposes. For example, a single drive unit is used in an electric drive axle for an electric vehicle. The manual transmission has exactly four gears, which are shifted by means of the two shift units, in particular by means of the four shift elements, thus ensuring high energy efficiency for electric vehicles.

[0009] For example, the vehicle is designed as a construction machine and has two gears that can be shifted within the gear range to achieve higher torques, especially when the vehicle weight is subject to significant fluctuations due to loading or when driving empty. The planetary gear set, intended as a pre-transmission ratio, can be shifted using the first shift unit to shift the vehicle's gears.

[0010] The shifting elements are designed as gearshift elements and are thus configured for shifting gears. A "shifting element" is a switchable device that, when closed, connects two shafts or a shaft and a stationary component in a rotationally fixed manner. When opened, it decouples the two shafts or the shaft and the stationary component. The two shafts can then rotate relative to each other.

[0011] According to a method according to the invention, four gears can be set with the two switching units, in particular with the four switching elements.

[0012] In first gear, the second shift element and the fourth shift element are engaged, and the first shift element and the third shift element are disengaged. As a result, one of the three shafts of the planetary gear set is non-rotatably connected to a stationary component via the first shift unit, and the third ring gear shaft is non-rotatably connected to the stationary component via the second shift unit.

[0013] A “stationary component” is a component that is fixed in a stationary manner, in particular that is connected in a rotationally fixed manner or in one piece to a housing or part of a housing.

[0014] In second gear, the first shift element and the fourth shift element are engaged, and the second shift element and the third shift element are disengaged. This locks the planetary gear set via the first shift unit, and the third ring gear shaft is connected to the stationary component via the second shift unit in a rotationally fixed manner.

[0015] In third gear, the second shift element and the third shift element are closed, and the first shift element and the fourth shift element are open. As a result, one of the three shafts of the planetary gear set is non-rotatably connected to the stationary component via the first shift unit, and the second ring gear shaft is non-rotatably connected to the stationary component via the second shift unit.

[0016] In fourth gear, the first shift element and the third shift element are engaged, and the second shift element and the fourth shift element are disengaged. This locks the planetary gear set via the first shift unit, and the second ring gear shaft is connected to the stationary component via the second shift unit in a rotationally fixed manner.

[0017] According to a preferred embodiment, all four shift elements are designed as positive-locking shift elements. For example, one positive-locking shift element is designed as a dog clutch. Positive-locking shift elements can increase the efficiency of the manual transmission due to reduced drag losses. In particular, positive-locking shift elements are more compact and have an optimized efficiency, offering a cost advantage over friction-locking shift elements. Alternatively, at least one shift element can be designed as a friction-locking shift element, for example, as a multi-plate clutch. Friction-locking shift elements enable conventional powershifting during a gear change.

[0018] According to a preferred embodiment, each respective switching unit has a single axially displaceable sliding sleeve with three switching positions each. In particular, each respective switching unit has a neutral position between two gear positions. In a respective neutral position, two shafts or one shaft and a stationary component are decoupled from each other via the respective switching unit, whereupon the first sliding sleeve is only in frictional engagement with a shaft of the planetary gear set and the second sliding sleeve is only in frictional engagement with the stationary component. Thus, the first switching element and the second switching element form the first switching unit with three switching positions, and the third switching element and the fourth switching element form the second switching unit with three switching positions.

[0019] The respective sliding sleeve can be moved into the respective switching position by means of a respective single actuator. In particular, the respective actuator moves the respective sliding sleeve into the respective switching position. Preferably, the respective sliding sleeve has positive-locking claws which, in the respective gear position, interact positively with a respective corresponding claw toothing in order to establish a rotationally fixed connection between two shafts or a shaft and a stationary component. Thus, the respective claw toothing with which the respective sliding sleeve interacts positively is to be understood as a switching element. In particular, the respective sliding sleeve is arranged axially between the two gear positions in the neutral position, so that changing between the gears always requires passing through the neutral position. Preferably, the switching unit comprises an unsynchronized claw clutch.

[0020] According to one embodiment, the first sun shaft is connected to the drive shaft in a rotationally fixed manner, wherein the first carrier shaft is connected to the second sun shaft in a rotationally fixed manner, wherein the first ring gear shaft is connected to the first sun shaft in a rotationally fixed manner in order to block the planetary gear set in the closed state of the first switching element, wherein the first ring gear shaft is connected to the stationary component in a rotationally fixed manner in the closed state of the second switching element. Reference is made here to the embodiment according to Fig. 2.

[0021] According to an alternative embodiment, the first ring gear shaft is connected to the drive shaft in a rotationally fixed manner, wherein the first carrier shaft is connected to the second sun shaft in a rotationally fixed manner, wherein the first sun shaft is connected to the first carrier shaft in a rotationally fixed manner in order to block the planetary gear set, wherein the first sun shaft is connected to the stationary component in a rotationally fixed manner in the closed state of the second shift element. Reference is made here to the embodiment according to Fig. 3.

[0022] According to one embodiment, the differential is designed as a bevel gear differential. Preferably, the bevel gear differential is arranged at least partially radially stacked with the stepped planetary gear set. This makes the manual transmission more axially compact. In other words, the bevel gear differential is arranged at least partially or completely radially within the stepped planetary gear set. For this purpose, the bevel gear differential projects at least partially or completely axially into the stepped planetary gear set and is designed to at least partially or completely axially overlap with the stepped planetary gear set. For example, the planetary gear set is arranged axially adjacent to the stepped planetary gear set, in particular axially between the electric machine and the stepped planetary gear set. In other words, the stepped planetary gear set and the planetary gear set have no axial overlap. This increases the compactness of the manual transmission in the radial direction.

[0023] A differential designed as a bevel gear differential has two wheel-side output elements, in particular a first output gear and a second output gear. The two output gears each mesh with two compensating elements. The compensating elements are mounted in a differential carrier so that they can rotate about their own axis. The respective output gear is connected in a rotationally fixed manner to the respective differential output shaft. The differential is driven via the differential carrier, which is designed as the differential input shaft. The drive power fed into the differential gear is distributed between the differential output shafts and transmitted to the drive wheels of the axle. The differential output shafts are designed to be drivingly connected to the drive wheels of the vehicle. The respective differential output shaft can be directly or indirectly.be indirectly connected to the corresponding vehicle wheel via a joint, a cardan shaft and / or a wheel hub.

[0024] According to one embodiment, the drive shaft is designed as a hollow shaft, and one of the two differential output shafts extends axially at least through the electric motor, the drive shaft, and the planetary gear set. For example, the first differential output shaft extends axially through the electric motor, the drive shaft, and the planetary gear set. In particular, the first differential output shaft also extends at least partially axially through the stepped planetary gear set.

[0025] A vehicle according to the invention comprises at least one drive unit according to the invention. The above definitions as well as explanations of technical effects, advantages and advantageous embodiments of the drive unit according to the invention apply mutatis mutandis also to the vehicle according to the invention. The vehicle is preferably designed as a construction machine.

[0026] Advantageous embodiments of the invention, which will be explained below, are shown in the drawings, wherein identical or similar elements are provided with the same reference signs. It shows: Fig. 1 a highly abstracted schematic view of a vehicle with a drive axle having a drive unit according to the invention; Fig. 2 a highly abstracted schematic view of the drive unit according to the invention according to a first embodiment; Fig. 3 a highly abstracted schematic view of the drive unit according to the invention according to a second embodiment; and Fig. 4 a switching matrix for the drive units according to the invention.

[0027] Fig. 1 shows a vehicle 100 with a first axle 101 having two vehicle wheels R1, R2 and a second axle 102 having two vehicle wheels R3, R4. Here, the first axle 101 is designed as the rear drive axle of the vehicle 100 and is equipped with a drive unit according to the invention. The drive unit includes an electric machine EM which is configured to generate drive power, and a gearbox SG with two gears. Thus, the vehicle 100 is designed as an electric vehicle, i.e., as an electrically drivable vehicle. The drive unit is arranged transversely to the vehicle longitudinal direction and is drivingly connected to the vehicle wheels R1, R2 of the first axle 101. Here, no further drive unit is arranged on the second axle 102, i.e., on the front axle of the vehicle 100, thereby saving costs, weight and installation space.Alternatively, the drive unit can be arranged on the front axle of the vehicle 100 instead of on the rear axle. To implement an all-wheel drive system, a further drive unit can be arranged on the second axle 102 and can be drivingly connected to the vehicle wheels R3, R4 of this axle 102.

[0028] Fig. Figure 2 shows the drive unit with the manual transmission SG according to a first embodiment. The manual transmission SG is connected via a drive shaft An to an electric machine EM, which has a housing-fixed stator EMS and a rotatable rotor EMR. The electric machine EM is arranged coaxially to the manual transmission SG. The manual transmission SG has a first shifting element A, a second shifting element B, a third shifting element C, and a fourth shifting element D for shifting four gears, which are arranged in the shift matrix according to Fig. 4. The manual transmission SG and the electric motor EM thus form an electric drive unit with four gears.

[0029] The manual transmission SG also has a planetary gear set PS, a stepped planetary gear set SP, and a differential DG with a differential input shaft D1 and two differential output shafts D2, D3. The planetary gear set PS is designed as a switchable minus planetary gear set and comprises three shafts, namely a first sun gear shaft SO1, a first ring gear shaft HR1, and a first carrier shaft ST1. The first carrier shaft ST1 carries a plurality of planet gears, each of which meshes with the first sun gear shaft SO1 and the first ring gear shaft HR1. The stepped planetary gear set SP comprises four shafts, namely a second sun gear shaft SO2, a second ring gear shaft HR2, a third ring gear shaft HR3, and a second carrier shaft ST2. The second carrier shaft ST2 carries a plurality of stepped planet gears, each of which has a first gear Z1 and a second gear Z2 connected thereto in a rotationally fixed manner.The first gear Z1 of each stepped planetary gear meshes with the second sun gear SO2 and the second ring gear HR2. The second gear Z2 of each stepped planetary gear meshes with the third ring gear HR3.

[0030] The first sun shaft SO1 is non-rotatably connected to the drive shaft An. The first carrier shaft ST1 is non-rotatably connected to the second sun shaft SO2. The second carrier shaft ST2 is non-rotatably connected to the differential input shaft D1.

[0031] The first ring gear shaft HR1 can be connected in a rotationally fixed manner to the first sun gear shaft SO1 via the first switching element A in order to block the planetary gear set PS and to set a gear ratio of 1 on the planetary gear set PS. The first ring gear shaft HR1 can be connected in a rotationally fixed manner to a stationary component designed as a housing G via the second switching element B in order to set a different gear ratio on the planetary gear set PS. The second ring gear shaft HR2 can be connected in a rotationally fixed manner to the stationary component designed as a housing G via the third switching element C in order to set a gear ratio on the stepped planetary gear set SP. The third ring gear shaft HR3 can be connected in a rotationally fixed manner to the stationary component designed as a housing G in order to set a different gear ratio on the stepped planetary gear set SP.

[0032] The manual transmission SG has a rotational axis of symmetry R, ​​which coincides with the input shaft An and the two differential output shafts D2, D3. The electric motor EM and the manual transmission SG with the differential DG are arranged coaxially. The differential DG is designed as a bevel gear differential and is arranged at least partially radially stacked with the stepped planetary gear set SP. The planetary gear set PS is arranged axially between the electric motor EM and the stepped planetary gear set SP. This gives the drive unit a particularly compact design. The bevel gear differential has two wheel-side output elements, in particular a first output gear 21 and a second output gear 22. The two output gears 21, 22 each mesh with two compensating elements 23, 24. The compensating elements 23, 24 are mounted in a differential carrier 20 so as to be rotatable about their own axis.The respective output gear 21, 22 is connected in a rotationally fixed manner to the respective differential output shaft D2, D3. The differential DG is driven via the differential cage 20, which is configured as the differential input shaft D1. The drive power fed into the differential DG is distributed to the differential output shafts D2, D3 and transmitted to the drive wheels of the axle, which are simplified here by arrows on the differential output shafts D2, D3. The differential output shafts D2, D3 are configured to be drivingly connected to the drive wheels of the vehicle. The respective differential output shaft D2, D3 can be connected to the associated vehicle wheel directly or indirectly via a joint, a propeller shaft, and / or a wheel hub.

[0033] The first shifting element A and the second shifting element B are jointly configured to form a first shifting unit SE1 with three shift positions, wherein the first shifting unit SE1 has a single axially displaceable first sliding sleeve SM1, with which the three shift positions are realized. The first sliding sleeve SM1 has claw shifting elements and can be axially displaced into the respective shift position by means of a first actuator AK1. Thus, all three shift positions of the first shifting unit SE1 are arranged linearly and consist of two gear positions and one neutral position, with the neutral position being located between the two gear positions.

[0034] The third shifting element C and the fourth shifting element D are jointly configured to form a second shifting unit SE2 with three shift positions, wherein the second shifting unit SE2 has a single axially displaceable second sliding sleeve SM2 with which the three shift positions are realized. The second sliding sleeve SM2 has claw shifting elements and can be axially displaced into the respective shift position by means of a second actuator AK2. Thus, all three shift positions of the second shifting unit SE2 are arranged linearly and consist of two gear positions and one neutral position, with the neutral position located between the two gear positions.

[0035] Gears one to four are shifted by moving the sliding sleeves SM1 and SM2 into the respective gear position. This not only saves weight and components, but also reduces costs, installation space, and assembly effort. In this case, the first shift unit SE1 is arranged radially stacked on the circumference of the planetary gear set PS, and the second shift unit SE2 is arranged radially stacked on the circumference of the stepped planetary gear set SP, thus saving axial installation space.

[0036] Fig. 3 shows a second embodiment of the drive unit according to the invention. The drive unit according to Fig. 3 essentially corresponds to the drive unit according to Fig. 2, whereby the difference between these two embodiments lies in the connection of the planetary gear set PS, which generates smaller pre-transmission ratios. In the present case, the first ring gear shaft HR1 is connected in a rotationally fixed manner to the drive shaft An, whereby the first carrier shaft ST1 is connected in a rotationally fixed manner to the second sun gear shaft SO2, whereby the first sun gear shaft SO1 is connected in a rotationally fixed manner to the first carrier shaft ST1 in the closed state of the first shifting element A in order to block the planetary gear set PS, whereby the first sun gear shaft SO1 is connected in a rotationally fixed manner to the stationary component designed as a housing G in the closed state of the second shifting element B. Otherwise, the embodiment according to Fig. 3 the embodiment according to Fig. 2, to which reference is made.

[0037] The drive trains according to Fig. 2 and Fig. 3 each have four gears G1, G2, G3, G4, which are arranged in the shift matrix according to Fig. 4, wherein the respective shift elements A, B, C, D are listed in the columns of the shift matrix, and the respective gears G1, G2, G3, G4 are listed in the rows of the shift matrix. By entering a cross in a respective box of the shift matrix, a closed state of the respective shift element A, B, C, D is shown, wherein an empty box indicates an open state of the respective shift element A, B, C, D. The gears G1, G2, G3, G4 can be shifted in any order. For example, the vehicle can be designed as a construction machine and have two driving gears that can be shifted within the gear ratio range in order to achieve higher torques. The planetary gear set PS, which is provided as the pre-transmission, can be shifted by means of the first shifting unit SE1 in order to shift the vehicle's driving gears.

[0038] According to Fig. 4, in a first gear G1, the second switching element B and the fourth switching element D are closed and the first switching element A and the third switching element C are opened. This is done via the first switching unit SE1 according to Fig. 2 the first ring gear shaft HR1 is connected in a rotationally fixed manner to the stationary component designed as a housing G and according to Fig. 3 the first sun shaft SO1 is connected in a rotationally fixed manner to the stationary component designed as a housing G. Via the second switching unit SE2 the third ring gear shaft HR3 is connected in a rotationally fixed manner to the stationary component designed as a housing G. In this case, Fig. 2 and Fig. 3 shows the switching position of the sliding sleeves SM1, SM2.

[0039] The second gear G2 is engaged by axially shifting the first sliding sleeve SM1 from the third switching position past the neutral position, i.e., past the second switching position, into the first switching position. In the second switching position of the first sliding sleeve SM1, the first sliding sleeve SM1 is in Fig. only in rotational engagement with the first hollow shaft HR1 according to Fig. 3 only in rotational engagement with the first sun gear SO1. In the neutral position of the first sliding sleeve SM1, both switching elements A and B are open, so that the drive shaft An is decoupled from the differential DG. In the neutral position, the electric machine EM can synchronize the target gear.

[0040] In a second gear G2, the first switching element A and the fourth switching element D are closed and the second switching element B and the third switching element C are open. As a result, the planetary gear set PS is blocked via the first switching unit SE1 by Fig. 2 the first ring gear shaft HR1 and the first sun shaft SO1 are connected in a rotationally fixed manner and according to Fig. 3, the first sun gear shaft SO1 and the first carrier shaft ST1 are connected in a rotationally fixed manner. The third ring gear shaft HR3 is connected in a rotationally fixed manner to the stationary component formed as housing G via the second switching unit SE2.

[0041] The third gear G3 is engaged by axially shifting the first sliding sleeve SM1 from the first shift position through the neutral position, i.e. through the second shift position, into the third shift position, and axially shifting the second sliding sleeve SM2 from the third shift position through the neutral position, i.e. through the second shift position, into the first shift position. In the second shift position of the second sliding sleeve SM2, the second sliding sleeve SM2 is in accordance with Fig. 2 and Fig. 3 only in rotational engagement with the housing G. In the neutral position of the second sliding sleeve SM2, both switching elements C and D are open, so that the drive shaft An is decoupled from the differential DG.

[0042] In a third gear G3, the second switching element B and the third switching element C are closed and the first switching element A and the fourth switching element D are open. This is done via the first switching unit SE1 according to Fig. 2 the first ring gear shaft HR1 is connected in a rotationally fixed manner to the stationary component designed as a housing G and according to Fig. 3 The first sun gear shaft SO1 is connected in a rotationally fixed manner to the stationary component designed as a housing G. The second ring gear shaft HR2 is connected in a rotationally fixed manner to the stationary component designed as a housing G via the second switching unit SE2.

[0043] The fourth gear G4 is engaged by moving the first sliding sleeve SM1 axially from the third shift position via the neutral position, i.e. via the second shift position, into the first shift position.

[0044] In a fourth gear G4, the first shift element A and the third shift element C are closed and the second shift element B and the fourth shift element D are open. This blocks the planetary gear set PS via the first shift unit SE1 by Fig. 2 the first ring gear shaft HR1 and the first sun shaft SO1 are connected in a rotationally fixed manner and according to Fig. 3 The first sun gear shaft SO1 and the first carrier shaft ST1 are connected in a rotationally fixed manner. The second ring gear shaft HR2 is connected in a rotationally fixed manner to the stationary component formed as housing G via the second switching unit SE2. Reference symbol 100 vehicles 101 first axis 102 second axis R1 vehicle wheel R2 vehicle wheel R3 vehicle wheel R4 vehicle wheel On drive shaft SG manual transmission EM electric machine EMS stator of the electrical machine EMR rotor of the electric machine PS planetary gear set SP stepped planetary gear set Z1 first gear of a stepped planetary gear Z2 second gear of a stepped planetary gear SO1 first solar wave SO2 second solar wave HO1 first ring gear shaft HO2 second ring gear shaft HO3 third ring gear shaft ST1 first bridge wave ST2 second bridge wave G Housing R axis of symmetry DG Differential D1 differential input shaft D2 first differential output shaft D3 second differential output shaft 20 Differential cage 21 first output gear 22 second output gear 23 Compensating element 24 Compensating element 30 first planetary gear set 31 Sun gear of the first planetary gear set 32 Ring gear of the first planetary gear set 33 Carrier shaft of the first planetary gear set 40 second planetary gear set 41 Sun gear of the second planetary gear set 42 Ring gear of the second planetary gear set 43 Carrier shaft of the second planetary gear set AK1 first actuator AK2 second actuator SE1 first switching unit SE2 second switching unit SM1 first sliding sleeve SM2 second sliding sleeve A first switching element B second switching element C third switching element D fourth switching element G1 first course G2 second gear G3 third gear G4 fourth gear QUOTES CONTAINED IN THE DESCRIPTION

[0000] This list of documents submitted by the applicant was generated automatically and is included solely for the convenience of the reader. This list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions. Cited patent literature

[0000] DE 10 2019 205 747 A1

[0002]

Claims

[1] Drive unit for a vehicle (100), comprising an electric machine (EM) and a manual transmission (SG) arranged coaxially thereto, which is connected to the electric machine (EM) via a drive shaft (An), the manual transmission (SG) having • a first switching unit (SE1) with a first switching element (A) and a second switching element (B), • a second switching unit (SE2) with a third switching element (C) and a fourth switching element (D), • a planetary gear set (PS) with several planetary gears, a first sun shaft (SO1), a first ring gear shaft (HR1) and a first carrier shaft (ST1), • a stepped planetary gear set (SP) with several stepped planetary gears, a second sun shaft (SO2), a second ring gear shaft (HR2), a third ring gear shaft (HR3) and a second carrier shaft (ST2), and • a differential (DG) with one differential input shaft (D1) and two differential output shafts (D2, D3), • wherein a first gear (Z1) of the respective stepped planetary gear meshes with the second sun shaft (SO2) and the second ring gear shaft (HR2), • wherein a second gear (Z2) of the respective stepped planetary gear meshes with the third ring gear shaft (HR3), • wherein the second carrier shaft (ST2) is connected to the differential input shaft (D1) in a rotationally fixed manner, • wherein the planetary gear set (PS) is switchable and one of its three shafts is connected in a rotationally fixed manner to the drive shaft (An), wherein another of its three shafts is connected in a rotationally fixed manner to the second sun shaft (SO2), wherein another of its three shafts is switchable via the first switching unit (SE1), • wherein in the closed state of the first switching element (A) the planetary gear set (PS) is blocked, • wherein, in the closed state of the second switching element (B), one of the three shafts of the planetary gear set (PS) is connected in a rotationally fixed manner to a stationary component, • wherein in the closed state of the third switching element (C), the second ring gear shaft (HR2) is connected to the stationary component in a rotationally fixed manner, • wherein in the closed state of the fourth switching element (D) the third ring gear shaft (HR3) is connected in a rotationally fixed manner to the stationary component. [2] Drive unit according to claim 1, wherein the first sun shaft (SO1) is connected in a rotationally fixed manner to the drive shaft (An), wherein the first carrier shaft (ST1) is connected in a rotationally fixed manner to the second sun shaft (SO2), wherein the first ring gear shaft (HR1) is connected in a rotationally fixed manner to the first sun shaft (SO1) in the closed state of the first switching element (A) in order to block the planetary gear set (PS), wherein the first ring gear shaft (HR1) is connected in a rotationally fixed manner to the stationary component in the closed state of the second switching element (B). [3] Drive unit according to claim 1, wherein the first ring gear shaft (HR1) is connected in a rotationally fixed manner to the drive shaft (An), wherein the first carrier shaft (ST1) is connected in a rotationally fixed manner to the second sun shaft (SO2), wherein the first sun shaft (SO1) is connected in a rotationally fixed manner to the first carrier shaft (ST1) in the closed state of the first switching element (A) in order to block the planetary gear set (PS), wherein the first sun shaft (SO1) is connected in a rotationally fixed manner to the stationary component in the closed state of the second switching element (B). [4] Drive unit according to one of the preceding claims, wherein the differential (DG) is designed as a bevel gear differential and is arranged at least partially radially stacked with the stepped planetary gear set (SP). [5] Drive unit according to one of the preceding claims, wherein the drive shaft (An) is designed as a hollow shaft and one of the two differential output shafts (D2, D3) is axially guided at least by the electric machine (EM), the drive shaft (An) and the planetary gear set (PS). [6] Drive unit according to one of the preceding claims, wherein all four switching elements (A, B, C, D) are designed as positive-locking switching elements. [7] Drive unit according to one of the preceding claims, wherein the respective switching unit (SE1, SE2) each has a single axially displaceable sliding sleeve (SM1, SM2) with three switching positions each. [8] Drive unit according to one of the preceding claims, wherein the respective switching unit (SE1, SE2) has a neutral position between two gear positions. [9] Method for setting four gears (G1, G2, G3, G4) for a drive unit according to one of the preceding claims, • wherein in a first gear (G1) the second switching element (B) and the fourth switching element (D) are closed and the first switching element (A) and the third switching element (C) are open, • wherein in a second gear (G2) the first switching element (A) and the fourth switching element (D) are closed and the second switching element (B) and the third switching element (C) are open, • wherein in a third gear (G3) the second switching element (B) and the third switching element (C) are closed and the first switching element (A) and the fourth switching element (D) are open, • wherein in a fourth gear (G4) the first switching element (A) and the third switching element (C) are closed and the second switching element (B) and the fourth switching element (D) are open. [10] Vehicle (100) comprising at least one drive unit according to one of claims 1 to 8.

Images