Drive unit for a power transmission system of an electrically drivable motor vehicle, and drive assembly

Abstract

The present invention relates to a drive unit for a powertrain of an electrically drivable motor vehicle, and to a drive assembly. A drive unit (100) for a powertrain of an electrically drivable motor vehicle, in particular a hybrid motor vehicle, the drive unit (100) having a first electric machine (110) and a second electric machine (120) and an output shaft (140), wherein the rotor (121) of the second electric machine (120) is connected to the output shaft (140) for co-rotation, and wherein the drive unit (100) further has a disconnect clutch (150) by means of which the rotor (111) of the first electric machine (110) for torque transmission can be connected to or is connected to the output shaft (140), characterized in that the rotor (111, 121) of one of the electric machines (110, 120) is radially supported at least indirectly on the rotor (121, 111) of the other electric machine (120, 110) by means of at least one rotary bearing (5). With the drive unit proposed herein, a device is provided which simultaneously meets the requirements of a small installation space, low manufacturing costs and a small installation effort.

Description

Field of the Invention

[0001] The present invention relates to a drive unit for a powertrain of a power-driven motor vehicle, in particular a hybrid motor vehicle, and to a drive assembly. Background Art

[0002] Drive devices for hybrid vehicles are known from the prior art, which in particular include an internal combustion engine, a first electric machine, and a second electric machine.

[0003] DE 10 2015 222 690 A1, DE 10 2015 222 691 A1, and WO 2017 084 887 A1 describe methods for controlling such a drive device, in which the drive device can be operated in several operating modes.

[0004] In DE 10 2015 222 690 A1, series hybrid operation is mainly described, in which a traction drive torque is generated by means of the second electric machine, and the internal combustion engine drives the first electric machine to generate electrical energy. It describes the way in which the internal combustion engine operates at an operating point based on a combined efficiency, which depends on the efficiency of the internal combustion engine and the efficiency of the first electric machine.

[0005] The documents DE 10 2015 222 691 A1 and WO 2017 084 887 A1 describe a performance-oriented mode and a consumption-oriented mode, each of which depends on certain conditions. The condition indicates that the target drive value increases to an intermediate value between an internal combustion engine threshold representing the maximum drive value in a parallel hybrid mode (in which only the internal combustion engine causes a traction drive torque) and a parallel hybrid mode threshold representing the maximum drive value in a parallel boost hybrid operation.

[0006] DE 10 2015 222 692 A1, WO 2017 084 888 A1, DE 10 2015 222 694 A1, and WO2017 084 889 A1 describe a method for operating a drive device of a hybrid vehicle, in which the drive device is used to drive drive wheels and includes an internal combustion engine, a first electric machine coupled to the internal combustion engine, a second electric machine, a storage battery, and a main clutch between the internal combustion engine and the drive wheels.

[0007] DE 10 2015 222 692 A1 and WO 2017 084 888 A1 describe that the drive device operates in one of three operating modes. That is, pure electric operation, series hybrid operation, or parallel hybrid operation, wherein the traction drive torque provided during the change from the first operating mode to the second operating mode corresponds to a suitably selectable curve between the traction drive torques provided before and after this change.

[0008] DE 10 2015 222 694 A1 and WO 2017 084 889 A1 disclose that a transmission is also encapsulated between the internal combustion engine and the drive wheels. Among them, the method includes:

[0009] When the first gear of the transmission is engaged, operate the internal combustion engine at the first speed of the first gear in the parallel hybrid mode;

[0010] Switch to series hybrid operation;

[0011] Disconnect the main clutch;

[0012] In the parallel hybrid mode, with the main clutch disengaged, set the speed of the internal combustion engine to the second speed of the second gear of the transmission;

[0013] Engage the second gear of the transmission;

[0014] Close the main clutch; and

[0015] Switch to the parallel hybrid mode when the second gear is engaged.

[0016] According to DE 10 2017 128 289.0 (not yet published), a drive unit for a powertrain of a hybrid motor vehicle is known, which drive unit has an internal combustion engine, a first electric motor, a second electric motor, a first transmission stage, and drive shafts of the first electric motor and / or the second electric motor. In addition, the drive unit includes a transmission sub-unit via which the drive shafts of the respective electric motors can be coupled to or are coupled to the wheel drive shaft. A second transmission stage is coupled to a countershaft unit, wherein the countershaft unit has an integral clutch and is further connected to the wheel drive shaft such that the internal combustion engine can be coupled to the wheel drive shaft via the second transmission stage depending on the position of this clutch.

[0017] DE 10 2017 127 695.5 (not published either) discloses a powertrain for a hybrid vehicle, which has a transmission input shaft that is in operative relationship with a first electric machine and an internal combustion engine via a first partial powertrain to transmit torque, and is in operative relationship with a second electric machine via a second partial powertrain to transmit torque. The second electric machine is permanently connected to the transmission input shaft to transmit torque, and the first electric machine and the internal combustion engine can be connected to the transmission input shaft in a connectable manner to transmit torque. The first electric machine and / or the second electric machine can be designed to be cooled. Particularly preferably, the cooling system is designed to use water cooling from the vehicle cooling circuit or transmission oil cooling from the transmission. In addition, the disengaging clutch used can also be designed as an oil-cooled multi-plate clutch.

[0018] In addition, the corresponding named documents describe hybrid vehicles in which the corresponding methods can be implemented, and for all the documents mentioned, the structure of the hybrid vehicle is basically the same.

[0019] Hybrid vehicles repeatedly described in the prior art include an internal combustion engine, a first electric machine and a second electric machine, at least one drive wheel, a main clutch, and a first clutch and a second clutch. The main clutch is encapsulated between the internal combustion engine and the drive wheel, the first clutch is encapsulated between the first electric machine and the output shaft of the internal combustion engine, and the second clutch is provided between the second electric machine and the drive wheel.

[0020] It is also known that the electric machines are arranged coaxially in a housing. The electric machines or their rotors are rotatably mounted on both sides, and each electric machine has at least one mounting, and such mountings are preferably realized in the wall of the housing.

[0021] Figure 1 An assembly of two electric machines known from the prior art is shown. Figure 1 A schematic diagram of a drive unit is shown.

[0022] Figure 1 A first electric machine 110, a second electric machine 120, and a disengaging clutch 150 are shown. The rotors 111, 121 of the first electric machine 110 and the second electric machine 120 are arranged substantially coaxially with each other, and the disengaging clutch 150 is arranged axially between the two electric machines 110, 120.

[0023] The first electric machine 110 includes a first stator 112 and a first rotor 111 mounted on a rotor support 10 of the first electric machine 110, where the rotor support 10 is here the first shaft 130. On both sides of the first electric machine 110 in the axial direction, there are provided housing elements in the form of housing walls 41, 40a, that is, an outer housing wall 41 on the side of the first electric machine 110 facing away from the disconnect clutch 150 and an inner housing wall 40a on the side of the first electric machine 110 facing the disconnect clutch 150. The first shaft 130 is supported on the outer housing wall 41 by a first rotary bearing 1 of the first electric machine 110 and on the inner housing wall 40a by a second rotary bearing 2 of the first electric machine 110, where these rotary bearings 1, 2 are arranged on the radially outer side 30 of the first shaft 130.

[0024] The second electric machine 120 includes a second stator 122 and a second rotor 121 mounted on a rotor support 11 of the second electric machine 120, where the rotor support 11 is here the output shaft 140. The space in which the second electric machine 120 is arranged is limited in the axial direction on both sides by housing walls 40b, 42, that is, by an outer housing wall 42 on the side of the second electric machine 120 facing away from the disconnect clutch 150 and by an inner housing wall 40b on the side of the second electric machine 120 facing the disconnect clutch 150. The output shaft 140 is supported on the inner housing wall 40b via a first rotary bearing 3 of the second electric machine 120 and on the outer housing wall 42 via a second rotary bearing 4 of the second electric machine 120, where these rotary bearings 3, 4 are arranged on the radially outer side 32 of the output shaft 140.

[0025] The output shaft 140 is designed as a hollow shaft, where the first shaft 130 is at least arranged in a radially inner section of the output shaft 140. In addition, a rotary bearing 5 for supporting the output shaft 140 is arranged between the radially inner side 31 of the output shaft 140 and the radially outer side 30 of the first shaft 130 and is thus located radially between the output shaft 140 and the first shaft 130.

[0026] The disconnect clutch 150 is arranged in the torque transmission path between the first shaft 130 and the output shaft 140, where an input element 20 of the disconnect clutch 150 is connected to the first shaft 130 for co-rotation and an output element 21 of the disconnect clutch 150 is connected to the output shaft 140 for co-rotation, which allows torque to be transmitted from the first shaft 130 to the output shaft 140 when the disconnect clutch 150 is closed and vice versa.

[0027] It is known to design the so-called first shaft in several parts. The first shaft can include, for example, a hub and an input shaft, where the hub is arranged on the radially outer side of the input shaft and the rotor of the electric machine is arranged on the radially outer side of the hub.

[0028] The prior art presented clearly shows that the conventional design of the drive unit is associated with a large axial installation space requirement, as well as a high complexity of the housing and the correspondingly high manufacturing and assembly costs.

[0029] On this basis, the object of the present invention is to provide a drive unit and a drive assembly equipped with this drive unit, which combine the characteristics of small installation space requirement, low manufacturing cost, and less installation work.

[0030] This object is achieved by the drive unit according to claim 1 of the present invention. Advantageous embodiments of the drive unit are listed in dependent claims 2 to 9. In addition, a drive assembly according to claim 10 is provided.

[0031] The features of the claims can be combined in any technically useful way, including the explanations given in the following description and the features of the drawings, including additional embodiments of the present invention.

[0032] In connection with the present invention, the terms "axial" and "radial" always refer to the rotational axis of the electric drive unit. Summary of the Invention

[0033] The present invention relates to a drive unit for a powertrain of a power-driven motor vehicle, in particular a hybrid motor vehicle, the drive unit comprising a first electric motor, a second electric motor, and an output shaft, which is also referred to as a transmission input shaft, wherein the rotor of the second electric motor is connected to the output shaft for co-rotation. In addition, the drive unit has a disconnect clutch, by means of which the rotor of the first electric motor and thus an internal combustion engine connected to a first shaft (which is connected to the rotor of the first electric motor for co-rotation) can be connected to or disconnected from the output shaft for torque transmission. According to the invention, it is provided that the rotor of one of the electric motors is at least indirectly radially supported on the rotor of the other electric motor by means of at least one rotary bearing.

[0034] In particular, it is provided that the two electric motors are arranged in series. In a preferred embodiment, it is provided that the rotors of the two electric motors or their rotational axes are arranged coaxially.

[0035] The disconnect clutch is a switchable clutch, which can be switched from an open state to a closed state and vice versa.

[0036] Thus, the radially inner side of the disconnect clutch can be connected to the first shaft on the first electric motor for co-rotation, and the radially outer side of the disconnect clutch can be connected to the output shaft, which is connected to the rotor of the second electric motor for co-rotation.

[0037] Furthermore, the drive unit may have a transmission which is operatively connected to the output shaft (also referred to as the transmission input shaft) of the drive unit such that the torque provided by the output shaft or the rotational movement achieved by the output shaft can be transmitted via the transmission to another transmission unit of the motor vehicle in a higher or lower ratio, or can be directly transmitted to the drive wheels of the motor vehicle.

[0038] The transmission may include or be designed as a differential transmission.

[0039] According to an advantageous embodiment, the rotor of the support motor is supported on the housing wall via its rotor bracket, wherein the rotor of the supported motor is radially supported on a respective other rotor bracket.

[0040] According to a further embodiment, the rotor of the support motor is the rotor of a second motor such that the second motor is supported on the housing wall at two axially opposite ends via its rotor bracket. The rotor of the first motor is at least indirectly radially supported on the rotor bracket of the second motor via its rotor bracket.

[0041] It can be provided that an inner housing wall is arranged between the two motors, wherein the separating clutch is arranged axially between the first motor and the inner housing wall.

[0042] Thus, only one separating clutch and the inner housing wall are axially located between the two motors, wherein only one rotary bearing of the rotor of the second motor is arranged on the inner housing wall.

[0043] Furthermore, in an advantageous embodiment, the rotor bracket of the first motor is a first shaft to which the rotor of the first motor is connected for co-rotation.

[0044] Furthermore, the subject matter of the present invention is preferably implemented in such a way that the output shaft is a hollow shaft, wherein the first shaft is arranged in the radially inner section of the output shaft.

[0045] Thus, it is provided that the output shaft assigned to the second motor is supported in the housing of the drive unit by two rotary bearings, wherein the two rotary bearings assigned to the output shaft are arranged in the axially opposite end regions of the output shaft.

[0046] The first shaft assigned to the first motor is also supported on the housing of the drive unit by a first rotary bearing, and the first shaft is radially supported on the output shaft in the axially opposite end regions.

[0047] In particular, it is provided that this support is carried out on the housing by means of a rotary bearing on the side of the first motor axially facing away from the second motor, while the support on the output shaft by means of a rotary bearing is carried out on the side of the second motor axially facing away from the first motor.

[0048] Furthermore, according to an embodiment of the present invention, it is provided that the first shaft is a hollow shaft. Here, it can be provided that the radial interior of the first shaft configured as a hollow shaft is designed to guide a coolant.

[0049] According to a further embodiment, the first shaft is radially supported on the radially inner side of the output shaft by a rotary bearing, which is specifically designed as a needle bearing. Thus, compared with conventional embodiments, radial installation space can be saved.

[0050] In an embodiment of the drive unit according to the present invention, the first shaft is designed integrally.

[0051] This means that, compared with a conventional embodiment in which the first shaft is formed by an input shaft and a hub arranged thereon, in this embodiment according to the present invention, the first shaft is a component that can have multiple mechanical elements, such as bearings, gears, or torque transmission devices, etc. Thus, compared with the prior art, the number of components can be reduced.

[0052] In order to non-rotatably connect the disengaging clutch to the first shaft, it is preferably provided that the first shaft forms a shoulder, which forms the radially inner side of the disengaging clutch or the input element of the disengaging clutch, or is connected thereto for co-rotation. Thus, the input element of the disengaging clutch is connected to the rotor of the first motor for co-rotation.

[0053] According to a further embodiment, the first shaft has at least one axial section and at least one flow channel, the at least one axial section being radially covered by the rotor of the first motor, and the at least one flow channel being used to discharge the coolant from the radial interior of the first shaft to the first motor.

[0054] In a further advantageous embodiment, it is provided that the outer diameter D of the hollow first shaft a relative to its inner diameter D i has the following ratio: D a / D i = 3...5.

[0055] This means that the inner diameter D of the hollow first shaft i is relatively large with respect to its outer diameter D a such that the coolant can be conveyed through the interior of the first shaft in a simple, reliable, and energy-saving manner. Furthermore, during the assembly of the first shaft, the relatively large diameter or width inside the first shaft can be used to receive a mandrel therein, thereby moving or positioning the first shaft with its assistance, such that the overall assembly work is significantly reduced and the assembly can be simplified.

[0056] Furthermore, according to the present invention, a drive assembly is provided, which has a drive unit according to the present invention and an internal combustion engine, wherein the internal combustion engine is coupled or can be coupled to the rotor of the first motor for co-rotation.

[0057] Such a drive assembly is advantageously configured such that a first transmission stage is arranged between the internal combustion engine and a first shaft which is connected to the rotor of the first electric machine for common rotation, in order to convert the speed of the rotational movement effected by the internal combustion engine on the first shaft.

[0058] The output element of the internal combustion engine can be a damper unit or a clutch for disconnecting and closing the torque transmission path between the internal combustion engine and the drive unit, or a combination of a damper unit and a clutch.

[0059] Furthermore, the output element can have an internally toothed gear as a component which meshes with the external teeth of the first shaft and thus effects the first transmission stage.

[0060] In a further embodiment, the drive assembly further comprises at least one wheel drive shaft which is connected via a transmission to the output shaft of the drive unit such that the rotational movement effected by the output shaft can be transmitted via the transmission to the wheel drive shaft. Description of the Drawings

[0061] The invention as described above will be explained in detail below based on the relevant technical background and with reference to the associated drawings showing preferred embodiments. The invention is in no way limited to the purely schematic drawings, but it should be noted that the embodiments shown in the drawings are not limited to the dimensions shown. In the drawings:

[0062] Figure 1 A schematic view of a drive unit according to the prior art is shown, and

[0063] Figure 2 A cross-sectional view of a partial area of a drive unit according to the invention is shown. Detailed Description of the Invention

[0064] has been discussed in detail Figure 1 to explain the prior art.

[0065] Figure 2 A drive unit 100 for a powertrain of an electrically drivable motor vehicle, in particular a hybrid motor vehicle, according to the invention is shown. The drive unit 100 has a first electric machine 110 and a second electric machine 120, both of which are arranged on a common axis of rotation 101. The rotor 111 of the first electric machine 110 is arranged coaxially with the axis of rotation 101 and also coaxially with the rotor 121 of the second electric machine 120. The space in which the two electric machines 110, 120 are arranged is bounded in the axial direction on both sides by housing walls 40, 41, 42. Each electric machine 110, 120 is assigned bearings 1, 3, 4, 5 arranged axially on both sides.

[0066] The stator 112 of the first electric machine 110 and also the stator 122 of the second electric machine 120 are accommodated in the housing 102 of the drive unit 100.

[0067] The rotor 111 of the first electric machine 110 is connected to the first shaft 130 for common rotation.

[0068] The rotor 121 of the second electric machine 120 is connected to the output shaft 140 for common rotation, which output shaft can also be referred to as the transmission input shaft.

[0069] The first electric machine 110 is mounted on the outer housing wall 41 by means of the first rotary bearing 1 of the first electric machine 110. The second electric machine 120 is supported on the inner housing wall 40 of the housing 102 by means of the first rotary bearing 3 of the second electric machine 120 and is supported on the outer housing wall 42 by means of the second rotary bearing 4 of the second electric machine 120.

[0070] Furthermore, the first shaft 130 is radially supported on the radially inner side 31 of the output shaft 140 by means of a rotary bearing 5. Compared with the other rotary bearings 1, 3, 4, the rotary bearing 5 is designed here as a needle bearing and thus requires a smaller radial installation space than the other rotary bearings 1, 3, 4.

[0071] The drive unit 100 further includes a disconnect clutch 150 by means of which the first electric machine 110 and thus an internal combustion engine connected to the first shaft 130 (which is non-rotatably connected to the rotor 111 of the first electric machine 110) can be connected to or disengaged from the output shaft 140 to transmit torque. Here, the disconnect clutch 150 is arranged in the axial direction between the first electric machine 110 and the inner housing wall 40. In order to fix the axial position of the disconnect clutch 150 relative to the output shaft 140, an axial fixing element 6 is used here, which axial fixing element 6 is a fixing nut shown in the figures in the embodiment, but can also be a retaining ring.

[0072] In the section of the drive unit 100 shown in the figures, the first shaft 130 is designed as one piece, wherein the first shaft 130 is firmly connected to the rotor 111 of the first electric machine 110.

[0073] The first shaft 130 forms the radially inner side 151 of the disconnect clutch 150 or the input element 20 of the disconnect clutch 150, or is firmly connected to this input side of the disconnect clutch 150.

[0074] The radially outer side 152 of the disconnect clutch 150 (which implements the output side of the disconnect clutch 150 or the output element 21 of the disconnect clutch 150) is connected to the output shaft 140 for common rotation.

[0075] The disconnect clutch 150 is a switchable clutch which can be switched from an open state to a closed state and vice versa. For this purpose, an actuation system 153 is assigned to the disconnect clutch 150.

[0076] In this way, when the disconnect clutch 150 is closed, torque can be transmitted from the first shaft 130 to the output shaft 140 or vice versa.

[0077] Accordingly, in the embodiment shown here, it is provided that two electric motors 110, 120 are arranged in series, with the rotors 111, 121 of the two electric motors 110, 120 or their axes of rotation being arranged coaxially.

[0078] The first shaft 130 is arranged radially inside the output shaft 140 which is configured as a hollow shaft, whereby the overall volume required for the drive unit 100 can be reduced.

[0079] Furthermore, the first shaft 130 is also designed as a hollow shaft such that it forms a radial interior 51.

[0080] The axial section 50 of the first shaft 130 (which is radially covered by the rotor 111 of the first electric motor 110) includes a flow channel 52 which is designed to guide a coolant, for example from the radial interior 51 of the first shaft 130, to the first electric motor 110. For this purpose, the flow channel 52 extends in the axial section 50 substantially in the radial direction perpendicular to the axis of rotation 101. In this case, the radial interior space 51 has a suitable radial extent for conducting a sufficient amount of coolant to cool the first electric motor 110. Additional holes for supplying liquid to the disconnect clutch and / or the second electric motor can also be provided. The section of the drive unit 100 shown in the figures may further preferably include a transmission (not shown in the figures) which is operatively connected to the output shaft 140 of the drive unit 100 (also referred to as the transmission input shaft) such that the torque provided by the output shaft 140 or the rotational movement achieved by the output shaft 140 can be transmitted via the transmission to another transmission unit of a motor vehicle in a higher or lower ratio or can be directly transmitted to the drive wheels of the motor vehicle.

[0081] The section of the drive unit 100 according to the invention shown in the figures can be part of a drive assembly (not shown in the figures).

[0082] Such a drive assembly is preferably designed such that a first gear stage 160 is formed between the internal combustion engine and the first shaft 130 (which is connected to the rotor 111 of the first electric motor 110 for common rotation) for converting the speed of the rotational movement formed on the first shaft 130 by the internal combustion engine.

[0083] The first gear stage 160 is implemented on the external teeth 131 of the first shaft 130.

[0084] In this way, the rotational movement generated by the internal combustion engine can be guided on the first shaft 130 via the first transmission stage 160, such that the rotor 111 of the first electric machine 110 located thereon can be set in rotational movement for use as a generator.

[0085] When the disconnect clutch 150 is closed, the applied rotational movement (which may be amplified by the electric motor drive via the first electric machine 110) can be transmitted from the first shaft 130 to the output shaft 140. Since the rotor 121 of the second electric machine 120 is rotatably connected to the output shaft 140, the torque provided by the second electric machine 120 can also be applied to the output shaft 140.

[0086] Alternatively, when the disconnect clutch 150 is open, only the second electric machine 120 can be operated alone to rotate the output shaft 140.

[0087] The rotational movement of the output shaft 140 is guided via the external teeth 141 of the output shaft 140 to a transmission, in which a second transmission stage 161 is implemented.

[0088] If the drive unit 100 presented according to the invention is integrated into a drive assembly, a variety of drive states can be achieved. For example, the internal combustion engine can be operated alone to drive a motor vehicle, or the internal combustion engine can be operated to drive a motor vehicle with the addition of the second electric machine 120 and / or the first electric machine 110; the first electric machine 110 can be simultaneously operated as a generator during operation of the internal combustion engine and / or the second electric machine 120; and the second electric machine 120 can be operated alone, or there can also be a regenerative operation of the first electric machine 110 and / or the second electric machine 120.

[0089] With the drive unit proposed herein, a device is provided that simultaneously meets the requirements of a small installation space, low manufacturing costs, and a small installation effort.

[0090] Explanation of reference numerals

[0091] 1 First rotating bearing of the first electric motor 2 Second rotating bearing of the first electric motor 3 First rotating bearing of the second electric motor 4 Second rotating bearing of the second electric motor 5 Rotating bearing of the output shaft 6 Axial fixing element 10 Rotor support of the first electric motor 11 Rotor support of the second electric motor 20 Input element of the separating clutch 21 Output element of the separating clutch 30 Radial outside of the first shaft 31 Radial inside of the output shaft 32 Radial outside of the output shaft 40 Inner housing wall 40a Inner housing wall on the first electric motor 40b Inner housing wall on the second electric motor 41 Outer housing wall on the first electric motor 42 Outer housing wall on the second electric motor 50 Axial section of the first shaft 51 Radial interior of the first shaft 52 Flow channel 100 Drive unit 101 Axis of rotation 102 Housing of the drive unit 110 First electric motor 111 Rotor of the first electric motor 112 Stator of the first electric motor 120 Second electric motor 121 Rotor of the second electric motor 122 Stator of the second electric motor 130 First shaft 131 External teeth of the first shaft 140 Output shaft 141 External teeth of the output shaft 150 Separating clutch 151 Radial inside of the separating clutch 152 Radial outside of the separating clutch 153 Actuation system 160 First speed stage 161 Second speed stage.

Claims

1. A drive unit (100) for a powertrain of an electrically drivable motor vehicle, the drive unit (100) having a first electric machine (110), a second electric machine (120) and an output shaft (140), wherein a rotor (121) of the second electric machine (120) is connected to the output shaft (140) for co-rotation, and wherein the drive unit (100) further has a disconnect clutch (150) by means of which a rotor (111) of the first electric machine (110) for torque transmission can be connected to the output shaft (140), characterized in that, The rotor (111, 121) of one of the motors (110, 120) is at least indirectly radially supported on the rotor (121, 111) of the other motor (120, 110) by means of at least one rotary bearing (5); One end of the first shaft (130) connected to the rotor (111) of the first motor (110) is supported on the housing wall (102) by the first rotary bearing (1), and the axial other end of the first shaft (130) is supported on the output shaft (140) by the second rotary bearing (5); the first shaft (130) is a hollow shaft; An inner housing wall is arranged between the two motors, a disconnect clutch (150) is arranged between the inner housing wall and the first motor (110), and only one rotary bearing (3) is arranged between the inner housing wall and the output shaft (140).

2. The drive unit (100) according to claim 1, characterized in that, The rotors (111, 121) of the support motors (110, 120) are supported on the housing wall (102) via their rotor brackets (10, 11), and the rotors (111, 121) of the support motors (110, 120) are radially supported on the other rotor bracket (11, 10).

3. The drive unit (100) according to claim 2, characterized in that, The rotor (121) of the support motor (120) is the rotor of the second motor (120), and the rotor (111) of the first motor (110) is radially supported on the rotor bracket (11) of the second motor (120) via its rotor bracket (10).

4. The drive unit (100) according to claim 1, characterized in that, The output shaft (140) is a hollow shaft, and the first shaft (130) is at least arranged in the radially inner section of the output shaft (140).

5. The drive unit according to any one of claims 1 to 4, characterized in that, The first shaft (130) is radially supported on the radially inner side (31) of the output shaft (140) by a rotary bearing (5).

6. The drive unit according to any one of claims 1 to 4, characterized in that The first shaft (130) is designed integrally.

7. The drive unit according to any one of claims 1 to 4, characterized in that, The first shaft (130) has at least one flow channel (52) at least in the axial section (50), and the flow channel (52) is radially covered by the rotor (111) of the first motor (110) so that the coolant is discharged from the radially inner part (51) of the first shaft (130) to the first motor (110).

8. A drive assembly having a drive unit (100) according to any one of claims 1 to 7 and having an internal combustion engine that can be coupled to the rotor (111) of the first motor (110) for co-rotation.

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