Drive unit for a vehicle and vehicle having such a drive unit

Abstract

The invention relates to a drive unit for a vehicle (100) and to a vehicle having such a drive unit. The drive unit comprises a first electric machine (EM1), a second electric machine (EM2) and a gearshift transmission (SG) having a first drive shaft (An1) for the connection of the first electric machine (EM1), a second drive shaft (An2) for the connection of the second electric machine (EM2), an output shaft (Ab), a secondary output shaft (NAb) connected to the first drive shaft (An1), a first sliding sleeve (SM1) having three switching positions (1a, 1b, 1c), a second sliding sleeve (SM2) having two switching positions (2a, 2b) and two mutually coupled planetary gear sets (PS1, PS2), wherein the first planetary gear set (PS1) has a first sun shaft (SO1), a first ring shaft (HR1) and a first carrier shaft (ST1), wherein the second planetary gear set (PS2) has a second sun shaft (SO2), a second ring shaft (HR2) and a second carrier shaft (ST2).

Description

Technical Field

[0001] This invention relates to a drive unit for a vehicle and a vehicle having such a drive unit. The drive unit includes two motors, a shift gearbox, and a secondary output shaft designed to provide drive power to an auxiliary output module. Background Technology

[0002] Auxiliary output modules are designed to drive auxiliary units located on or outside the vehicle via the vehicle's drive motor. Pumps, compressors, crushers, winches, or lifting devices can thus operate, for example. Auxiliary output modules are commonly used in specialized vehicles such as fire trucks, self-propelled concrete pumps, or suction and sweeping vehicles. These vehicles have additional functions besides driving. Depending on the requirements, the drive motor's power is directed to the vehicle's auxiliary units or drive wheels. Planetary-structure electric central drives do not have the possibility of being coupled to auxiliary output modules; instead, they have additional electric drives, which are typically used only for auxiliary output modules. This is more expensive and costly.

[0003] For example, DE 10 2023 200 355 A1 discloses an electric central drive with a planetary configuration. It includes first and second motors and a shift gearbox with four switching elements and two mutually coupled planetary gear sets. The first planetary gear set has a first sun shaft, a first ring gear shaft, and a first carrier shaft (Stegwelle). The second planetary gear set has a second sun shaft, a second ring gear shaft, and a second carrier shaft. The second sun shaft is anti-rotatably connected to the first carrier shaft, and the second ring gear shaft is anti-rotatably connected to a stationary component. In operation, the first switching element connects the first ring gear shaft to the stationary component to shift to a first gear. In operation, the second switching element connects the first ring gear shaft to the second carrier shaft to shift to a second gear. The third and fourth switching elements are simultaneously operated to interlock the first planetary gear set and shift to a third gear. Summary of the Invention

[0004] The objective of this invention is to improve drive units for vehicles. In particular, the auxiliary output should be integrated compactly and at low cost, while expanding its functional range. This objective is achieved by the features of independent claim 1. Advantageous embodiments are the subject of the dependent claims, the following description, and the accompanying drawings.

[0005] According to a first aspect, a drive unit is provided for a vehicle, the drive unit comprising a first motor, a second motor, and a shift transmission. The shift transmission has a first drive shaft for connecting to the first motor, a second drive shaft for connecting to the second motor, an output shaft, a secondary output shaft connected to the first drive shaft, a first sliding sleeve having three switching positions, a second sliding sleeve having two switching positions, and two mutually coupled planetary gear sets. The first planetary gear set has a first sun shaft, a first ring gear shaft, and a first carrier shaft. The second planetary gear set has a second sun shaft, a second ring gear shaft, and a second carrier shaft. The first carrier shaft carries a plurality of planetary gears that mesh with the first sun shaft and the first ring gear shaft. The second carrier shaft carries a plurality of planetary gears that mesh with the second sun shaft and the second ring gear shaft. According to one embodiment, the first sun shaft is anti-rotatably connected to the first drive shaft, the first carrier shaft is anti-rotatably connected to the second sun shaft, the second carrier shaft is anti-rotatably connected to the output shaft, and the second ring gear shaft is anti-rotatably connected to a stationary component. "Fixed components" can be understood as components that are fixed in place, especially those that are connected to a portion of the housing in a way that resists relative rotation or are integrally connected to it.

[0006] In the context of this invention, "shaft" can be understood as a rotatable component of a transmission, through which each relevant part of the transmission is interconnected against relative rotation, or through which such connection can be established when operating one of the switching elements. The corresponding shaft can connect the parts to each other axially or radially, or axially and radially. Therefore, the corresponding shaft can also exist as an intermediate piece, through which the corresponding parts are radially connected, for example. The term "shaft" does not exclude the possibility that the parts to be connected can be integrally formed. In particular, two or more shafts interconnected against relative rotation can be constructed integrally.

[0007] A neutral position is formed between the two switching positions of the first sliding sleeve. Therefore, the first sliding sleeve has a total of five positions: three switching positions and two neutral positions. In the first switching position of the first sliding sleeve, the first gear shaft is connected to a stationary component in a rotationally inverse manner to switch to the first gear. In the second switching position of the first sliding sleeve, the first gear shaft is connected to the output shaft in a rotationally inverse manner to switch to the second gear. In the third switching position of the first sliding sleeve, the first gear shaft is connected to the first carrier shaft and the second sun shaft in a rotationally inverse manner to interlock the first planetary gear set and switch to the third gear (which is a direct drive). These three gears have different gear ratios and are used for driving the vehicle.

[0008] A neutral position is formed between the two switching positions of the second sliding sleeve. Therefore, the first sliding sleeve has a total of three positions: two switching positions and one neutral position. In the first switching position of the second sliding sleeve, the second drive shaft is connected to the first gear ring shaft in a rotationally inverse manner to enable power shifting. In the second switching position of the second sliding sleeve, the two drive shafts are connected to each other in a rotationally inverse manner, thereby enabling synchronous drive of the two motors.

[0009] Two sliding sleeves are constructed in a form-locking configuration and have form-locking claws that cooperate in a form-locking manner with their respective corresponding claw teeth in their respective switching positions to adjust the anti-rotational connection between two shafts or between a shaft and a stationary component. Therefore, the respective claw teeth cooperating with the respective sliding sleeves in a form-locking manner can be understood as form-locking switching elements, which can have an open or closed switching state. The efficiency of the drive unit is improved by the form-locking switching elements due to reduced drag losses. In particular, the form-locking switching elements are constructed more compactly and with optimized efficiency, and have a cost advantage compared to friction-locking switching elements. The corresponding sliding sleeve is axially moved by a single actuator to adjust the positioning of the corresponding sliding sleeve, especially the corresponding switching position. Since only two actuators are used for shifting, the compactness and efficiency of the shift transmission are improved.

[0010] The electric central drive comprises two motors and a shift gearbox, which provides three gears and different drive functions for the secondary output shaft. The secondary output shaft is always operatively connected to the first drive shaft, independent of the corresponding positioning of the sliding sleeves. Different gears for driving are achieved via a first sliding sleeve, and a second motor can be supplementarily engaged via a second sliding sleeve.

[0011] For example, to drive the secondary output shaft during the static operation of the vehicle, the first sliding sleeve is in a neutral position between two of the three switching positions, and the second sliding sleeve is in either the neutral position or the second switching position. The neutral position of the first sliding sleeve is between the first and second switching positions and between the second and third switching positions. When the first sliding sleeve is in the neutral position, no gear is engaged, and therefore the output shaft cannot be driven. When the second sliding sleeve is also in the neutral position, i.e., between the first and second switching positions of the second sliding sleeve, the secondary output shaft is driven solely by the first motor. When the second sliding sleeve is in the second switching position, the two drive shafts are connected to each other with anti-relative rotation, so the secondary output shaft can be driven by two motors. This is particularly advantageous when additional drive power is required to drive the secondary output shaft during the static operation of the vehicle.

[0012] According to one embodiment, in order to drive the secondary output shaft during the non-static operation of the vehicle, the first sliding sleeve is in one of three switching positions, and the second sliding sleeve is in a second switching position or a neutral position. When the first sliding sleeve is in one of the three switching positions, it is switched to one of the three gears, so that the output shaft can be driven either by two motors or only by the first motor, depending on the positioning of the second sliding sleeve (the second switching position or the neutral position of the second sliding sleeve). For example, the secondary output shaft and the output shaft can be driven only by the first motor when the second sliding sleeve is in the neutral position and the first sliding sleeve is in one of the three switching positions, because the second motor is decoupled through the second sliding sleeve. For example, the secondary output shaft and the output shaft can be driven by two motors when the second sliding sleeve is in the second switching position and the first sliding sleeve is in one of the three switching positions, because the two output shafts are connected to each other against relative rotation. This is particularly advantageous when additional drive power is required to drive the secondary output shaft during the static operation of the vehicle. When the second sliding sleeve is in the second switching position and the neutral position, the rotational speed of the secondary output shaft in the corresponding gear is proportional to the rotational speed of the drive shaft, especially to the vehicle's travel speed.

[0013] According to one embodiment, in order to drive the secondary output shaft during non-static operation of the vehicle, the first sliding sleeve is in a neutral position between two of the three switching positions, and the second sliding sleeve is in the first switching position. These positioning of the two sliding sleeves enables electric driving operation by simultaneously driving two motors. The vehicle's speed is adjusted according to the rotational speeds and speed ratio of the two motors, wherein the rotational speed of the secondary output shaft can be kept constant.

[0014] According to one embodiment, the secondary output shaft is arranged parallel to the axis of the first drive shaft and is operatively connected to the first drive shaft via a transmission stage. The transmission stage is preferably configured as a constant transmission stage and includes at least two gears meshing with each other. For example, the first gear is arranged on the first drive shaft in a rotationally resistant manner, and the second gear is arranged on the secondary output shaft, for example, in a rotationally resistant manner. The secondary output shaft is configured to connect to an auxiliary output module. At least one axis offset is achieved through at least one transmission stage, and optionally, a transmission ratio is also achieved.

[0015] According to one embodiment, the two motors are arranged coaxially with each other. More specifically, the two motors are arranged axially adjacent to each other. Preferably, the two motors are arranged in a common housing. Preferably, the first drive shaft is supported in the housing by three bearings, while the second drive shaft is supported in the housing by two bearings, wherein a housing wall is formed between the two motors to accommodate the corresponding bearings of the respective drive shafts. This further improves the compactness of the drive unit.

[0016] According to one embodiment, two planetary gear sets are arranged radially inward of the first motor. Therefore, the two planetary gear sets are radially nested with the first motor. For example, the two motors are configured as internal movers, i.e., having built-in rotors. This further improves the compactness of the drive unit.

[0017] According to one embodiment, two sliding sleeves are at least partially arranged radially inside the second motor. Therefore, the two sliding sleeves are radially nested with the second motor. Preferably, the first sliding sleeve is arranged radially inside the second sliding sleeve. For example, at least one of the two sliding sleeves may at least partially overlap with the first motor axially. This further improves the compactness of the drive unit.

[0018] According to the second aspect, a vehicle having a drive unit according to the first aspect is provided. In essence, the above-described limitations and embodiments regarding the technical effects, advantages, and advantageous implementations of the drive unit according to the invention also apply to the vehicle according to the invention. The vehicle is preferably configured as a special-purpose vehicle or a commercial vehicle and includes an auxiliary output module, with a secondary output shaft drivably connected to the auxiliary output module. Attached Figure Description

[0019] Advantageous embodiments of the invention, which are described subsequently, are shown in the accompanying drawings, wherein the same or similar elements are given the same reference numerals. Wherein: Figure 1 A very simplified schematic diagram of the vehicle is shown, and Figures 2 to 6 The different switching positions of the drive unit are shown in a very simplified illustration. Detailed Implementation

[0020] Figure 1 A vehicle 100 is shown, having a first axle 101 with two wheels 103 and a second axle 102 with two wheels 104. Currently, the first axle 101 is configured as the rear drive axle of the vehicle 100 and includes a drive unit with a first motor EM1, a second motor EM2, and a shift transmission SG, the shift transmission having an output shaft Ab and a secondary output shaft NAb. The output shaft Ab is operatively connected to the wheels 103 of the first axle 101 via a differential D. For example, the vehicle 100 may be configured as an electric suction vehicle, wherein the secondary output shaft NAb is configured to drive a suction device (not shown in detail).

[0021] Figure 2 It shows Figure 1The drive unit of the vehicle 100 shown. A first motor EM1 has a first stator EMS1 and a first rotor EMR1, the first rotor being arranged radially inside the first stator EMS1. A second motor EM2 has a second stator EMS2 and a second rotor EMR2, the second rotor being arranged radially inside the second stator EMS2. The shift transmission SG of the drive unit includes a first drive shaft An1 for connecting the first motor EM1, a second drive shaft An2 for connecting the second motor EM2, an output shaft Ab, a secondary output shaft Nab connected to the first drive shaft An1, a first sliding sleeve SM1 having three switching positions 1a, 1b, 1c, a second sliding sleeve SM2 having two switching positions 2a, 2b, and two mutually coupled planetary gear sets PS1, PS2 arranged axially adjacent to each other.

[0022] The first planetary gear set PS1 includes a first sun shaft SO1, a first ring gear shaft HR1, and a first carrier shaft ST1. The first carrier shaft ST1 carries multiple planetary gears, which mesh with both the first sun shaft SO1 and the first ring gear shaft HR1. The second planetary gear set PS2 includes a second sun shaft SO2, a second ring gear shaft HR2, and a second carrier shaft ST2. The second carrier shaft ST2 carries multiple planetary gears, which mesh with both the second sun shaft SO2 and the second ring gear shaft HR2. The first sun shaft SO1 is connected to the first drive shaft An1 in a rotationally inert manner. The first carrier shaft ST1 is connected to the second sun shaft SO2 in a rotationally inert manner. The second carrier shaft ST2 is connected to the output shaft Ab in a rotationally inert manner. The second ring gear shaft HR2 is connected to a stationary component, which is a housing G, in a rotationally inert manner. The first drive shaft An1 is connected to the first rotor EMR1 in a rotationally inert manner, and the second drive shaft An2 is connected to the second rotor EMR2 in a rotationally inert manner. The first drive shaft An1 is supported by three bearings and is rotatably supported in the housing G. The second drive shaft An2 is supported by two bearings and is rotatably supported in the housing G.

[0023] The secondary output shaft NAb is arranged parallel to the axis of the first drive shaft An1 and is driven by the transmission stage N. The transmission stage N is configured as a constant transmission stage and includes two gears Z1 and Z2 in mesh with each other. The first gear Z1 is connected to the first drive shaft An1 in a rotationally resistant manner, and the second gear Z2 is connected to the secondary output shaft NAb in a rotationally resistant manner. The transmission stage N achieves the transmission ratio and axis offset. Two motors EM1 and EM2 are arranged coaxially with each other and with the shift transmission SG. Two planetary gear sets PS1 and PS2 are arranged radially inside the first motor EM1 and axially overlap with it. Two sliding sleeves SM1 and SM2 are at least partially arranged radially inside the second motor EM2 and axially overlap with it. Currently, the first sliding sleeve SM1 is arranged radially inside the second sliding sleeve SM2. This improves the compactness of the drive unit.

[0024] The first sliding sleeve SM1 has a total of five axial positions: three switching positions 1a, 1b, and 1c, and two neutral positions. The two neutral positions are respectively located between each of the two switching positions of the first sliding sleeve SM1. The positioning of the first sliding sleeve SM1 can be adjusted by axially moving the first sliding sleeve SM1 using a first actuator (not shown). Figure 2 In the middle, the first sliding sleeve SM1 is in the first switching position 1a.

[0025] The second sliding sleeve SM2 has a total of three axial positions: two switching positions 2a and 2b and a neutral position, which is located between the two switching positions 2a and 2b. The positioning of the second sliding sleeve SM2 can be adjusted by axially moving the second sliding sleeve SM2 using a second actuator (not shown). Figure 2 The second sliding sleeve SM2 is in the second switching position 2b.

[0026] Currently, in the second switching position 2b of the second sliding sleeve SM2, the two drive shafts An1 and An2 are connected to each other in a way that resists relative rotation, and in the first switching position 1a of the first sliding sleeve SM1, the first gear ring shaft HR1 is connected to a stationary component constructed as a housing G in a way that resists relative rotation. Positioning, i.e., the first sliding sleeve SM1 is in the first switching position 1a and the second sliding sleeve SM2 is in the second switching position 2b, is configured to drive the output shaft Ab and the auxiliary output shaft NAb via the two motors EM1 and EM2 in the first gear position.

[0027] If the first sliding sleeve SM1 moves axially to the right by two positions, then in the neutral position, the first gear ring shaft HR1 is first disengaged from the stationary component, and then in the second switching position 1b, the first gear ring shaft HR1 is connected to the output shaft Ab in a rotationally inverse manner, so as to switch to the second gear. Therefore, the transmission ratio changes, wherein in the second gear, the output shaft Ab and the auxiliary output shaft NAb can be driven by two motors EM1 and EM2.

[0028] If the first sliding sleeve SM1 moves further axially to the right by two positions, then in the neutral position, the first gear ring shaft HR1 is first disengaged from the output shaft, and then in the third switching position 1c, the first gear ring shaft HR1 is anti-rotatably connected to the first frame shaft ST1 and the second sun shaft SO2, so as to switch to the third gear. Therefore, the transmission ratio changes, wherein in the third gear, the output shaft Ab and the auxiliary output shaft NAB can be driven by two motors EM1 and EM2.

[0029] Figure 3 It shows according to Figure 2 The drive unit is referenced here, wherein the second sliding sleeve SM2 is in a neutral position, i.e., relative to... Figure 2 It has moved one position to the left, and the first sliding sleeve SM1 is in the second switching position 1b, that is, relative to... Figure 2 The position was moved two positions to the right. Since the first sliding sleeve SM1 is in the second switching position 1b and the second sliding sleeve SM2 is in the neutral position, that is, between the first and second switching positions 2a and 2b, the second motor EM2 is decoupled from the shift transmission SG, so that in the second gear, only the first motor EM1 can be used to drive the output shaft Ab and the auxiliary output shaft NAb during the non-static operation of the vehicle 100.

[0030] Figure 4 It shows according to Figure 2 The drive unit is referenced here, wherein the second sliding sleeve SM2 is in the first switching position 2a, that is, relative to Figure 2 It has moved two positions to the left, and the first sliding sleeve SM1 is in the second neutral position, that is, relative to... Figure 2 The vehicle was moved three positions to the right. With the second sliding sleeve SM2 in the first switching position 2a and the first sliding sleeve SM1 in the second neutral position (between the second and third switching positions 1b and 1c), the second drive shaft An2 is connected to the first gear ring shaft HR1 in a rotationally inverse manner. Output-supported shifting, i.e., power shifting, is achieved in this position. Specifically, electric driving is achieved by simultaneously driving two motors EM1 and EM2, wherein the vehicle's speed is adjusted based on the rotational speeds of the two motors EM1 and EM2, and the rotational speed of the auxiliary output shaft NAb can be kept constant.

[0031] Figure 5 It shows according to Figure 2 The drive unit is referenced here, wherein the second sliding sleeve SM2 is in a neutral position, i.e., relative to... Figure 2 It has been moved one position to the left, and the first sliding sleeve SM1 is in the second neutral position, that is, relative to... Figure 2 The position was shifted three positions to the right. Since both sliding sleeves SM1 and SM2 are in their neutral positions, the second drive shaft An2 is decoupled from the shift transmission SG, and there is no torque support on the first gear ring shaft HR1, thus decoupling the output shaft Ab from the two motors EM1 and EM2. The first motor EM1 can then be used to drive the auxiliary output shaft NAb during this static operation of the vehicle.

[0032] Figure 6 It shows according to Figure 2 The drive unit is referenced here, wherein the second sliding sleeve SM2 is in the second switching position 2b, that is, relative to Figure 2 There is no change, and the first sliding sleeve SM1 is in the second neutral position, that is, relative to... Figure 2 The position was shifted three positions to the right. Since the first sliding sleeve SM1 is in the neutral position and the second sliding sleeve connects the two drive shafts An1 and An2 to each other without relative rotation, there is no torque support on the first gear shaft HR1, thus decoupling the output shaft Ab from the two motors EM1 and EM2. The two motors EM1 and EM2 can then be used to drive the auxiliary output shaft NAb during the vehicle's static operation. This is particularly advantageous when additional drive power is required to drive the auxiliary output shaft NAb during the vehicle's static operation.

[0033] List of reference numerals

[0034] An1 First Drive Shaft

[0035] An2 Second Drive Shaft

[0036] Ab output axis

[0037] Nab secondary output shaft

[0038] SG shift transmission

[0039] 100 vehicles

[0040] 101 First Axle

[0041] 102 Second Axle

[0042] 103 Wheels on the first axle

[0043] 104 Wheels on the second axle

[0044] EM1 First Motor

[0045] Stator of EMS1 First Motor

[0046] The rotor of the first motor in EMR1

[0047] EM2 Second Motor

[0048] EMS2 second motor stator

[0049] EMR2 Second Motor Rotor

[0050] PS1 First Planetary Gear Set

[0051] SO1 First Sun Axis

[0052] HR1 First Gear Shaft

[0053] ST1 First Frame Axis

[0054] PS2 Second Planetary Gear Set

[0055] SO2 Second Sun Axis

[0056] HR2 Second Gear Shaft

[0057] ST2 Second Frame Axis

[0058] G housing

[0059] SM1 First Slide

[0060] 1a First switching position of the first sliding sleeve

[0061] 1b Second switching position of the first sliding sleeve

[0062] 1c Third switching position of the first sliding sleeve

[0063] SM2 Second Sliding Sleeve

[0064] 2a First switching position of the second sliding sleeve

[0065] 2b Second switching position of the second sliding sleeve

[0066] N transmission stage

[0067] Z1 First Gear

[0068] Z2 Second Gear

[0069] D differential

Claims

1. A drive unit for a vehicle (100), the drive unit comprising a first motor (EM1), a second motor (EM2), and a shift gearbox (SG), the shift gearbox having a first drive shaft (An1) for connecting to the first motor (EM1), a second drive shaft (An2) for connecting to the second motor (EM2), an output shaft (Ab), a secondary output shaft (NAb) connected to the first drive shaft (An1), a first sliding sleeve (SM1) having three switching positions (1a, 1b, 1c), a second sliding sleeve (SM2) having two switching positions (2a, 2b), and two mutually coupled planetary gear sets (PS1, PS2), wherein, The first planetary gear set (PS1) has a first sun axis (SO1), a first ring gear axis (HR1), and a first carrier axis (ST1), while the second planetary gear set (PS2) has a second sun axis (SO2), a second ring gear axis (HR2), and a second carrier axis (ST2). In the first switching position (1a) of the first sliding sleeve (SM1), the first gear shaft (HR1) is connected to a fixed component in a way that resists relative rotation, so as to switch to the first gear. In the second switching position (1b) of the first sliding sleeve (SM1), the first gear ring shaft (HR1) is connected to the output shaft (Ab) in a rotationally incompatible manner to switch to the second gear. In the third switching position (1c) of the first sliding sleeve (SM1), the first gear ring shaft (HR1) is connected to the first frame shaft (ST1) and the second sun shaft (SO2) in a rotationally resistant manner to switch to the third gear. In the first switching position (2a) of the second sliding sleeve (SM2), the second drive shaft (An2) is connected to the first gear ring shaft (HR1) in a way that resists relative rotation. In the second switching position (2b) of the second sliding sleeve (SM2), the two drive shafts (An1, An2) are connected to each other in a way that resists relative rotation. A neutral position is formed between the two switching positions (2a, 2b) of the second sliding sleeve (SM2) to disengage the second drive shaft (An2).

2. The driving unit according to claim 1, wherein, In order to drive the secondary output shaft (NAb) during the static operation of the vehicle (100), the first sliding sleeve (SM1) is in a neutral position between two of the three switching positions (1a, 1b, 1c), and the second sliding sleeve (SM2) is in either the neutral position or the second switching position (2b).

3. The driving unit according to any one of the preceding claims, wherein, In order to drive the secondary output shaft (NAb) during the non-static operation of the vehicle (100), the first sleeve (SM1) is in one of three switching positions (1a, 1b, 1c), and the second sleeve (SM2) is in the second switching position (2b) or the neutral position.

4. The driving unit according to any one of the preceding claims, wherein, In order to drive the secondary output shaft (NAb) during the non-static operation of the vehicle (100), the first sleeve (SM1) is in a neutral position between two of the three switching positions (1a, 1b, 1c), and the second sleeve (SM2) is in the first switching position (2a).

5. The driving unit according to any one of the preceding claims, wherein, The first sun shaft (SO1) is connected to the first drive shaft (An1) in a rotational manner against relative rotation, wherein the first frame shaft (ST1) is connected to the second sun shaft (SO2) in a rotational manner against relative rotation, wherein the second frame shaft (ST2) is connected to the output shaft (Ab) in a rotational manner against relative rotation, and wherein the second gear shaft (HR2) is connected to a stationary component in a rotational manner against relative rotation.

6. The driving unit according to any one of the preceding claims, wherein, The secondary drive shaft (NAb) is arranged parallel to the axis of the first drive shaft (An1) and is connected to the first drive shaft (An1) in a driving action through a transmission stage (N).

7. The driving unit according to any one of the preceding claims, wherein, The two motors (EM1 and EM2) are arranged coaxially with each other.

8. The driving unit according to any one of the preceding claims, wherein, Two planetary gear sets (PS1, PS2) are arranged radially inside the first motor (EM1).

9. The driving unit according to any one of the preceding claims, wherein, Two sliding sleeves (SM1, SM2) are arranged at least partially in the radial interior of the second motor (EM2).

10. A vehicle (100) comprising a drive unit according to any one of the preceding claims.

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