Drive unit and drive arrangement

Abstract

The drive unit (1) comprises a first electric rotary machine (10) and a second electric rotary machine (20) and a first shaft (40) and a second shaft (41), wherein a rotor (11) of the first electric rotary machine (10) is non-rotatably connected to the first shaft (40) and a rotor (21) of the second electric rotary machine (20) is non-rotatably connected to the second shaft (41), wherein the drive unit (1) has a connection element (4) for connecting an internal combustion engine (110), and wherein the two electric rotary machines (10, 20) are arranged in a spatial series arrangement as an electric drive system on the one hand and the connection element (4) on the other hand in the spatial series arrangement, wherein the drive unit (1) has a first transmission stage (61),which is formed by a first toothing (62) on or at the first shaft (40) and a first gear (63) meshing with the first toothing (62) of the first shaft, and wherein the drive unit (1) has a second transmission stage (71) formed by a second toothing, in particular an external toothing (47), on or at the second shaft (41) and a second gear (82) meshing with the toothing of the second shaft (41), and the two transmission stages (61, 71) are arranged in a spatial series arrangement between the electrical drive system and the connection element (4).

Description

[0001] The invention relates to a drive unit for a drive train of an electrically driven motor vehicle, in particular a hybrid motor vehicle, and to a drive arrangement.

[0002] Various drive units are known from the state of the art that are integrated into drive arrangements or drive trains.

[0003] DE 11 2015 006 071 T5 discloses a hybrid vehicle drive system comprising a generator capable of generating electrical energy using the power of an internal combustion engine; an electric motor driven by electrical energy to drive wheels; a housing housing the generator and the electric motor; and a power control unit for controlling the generator and the electric motor. The generator and the electric motor are arranged side by side on the same axis in the housing.

[0004] WO 2019 101 264 A1 discloses a drivetrain for a hybrid motor vehicle. The drivetrain comprises a transmission input shaft, which is operatively connected to a first electric motor and an internal combustion engine via a first drivetrain sub-unit for transmitting torque, and which is operatively connected to a second electric motor for transmitting torque via a second drivetrain sub-unit. The two electric motors are arranged coaxially and axially adjacent to one another.

[0005] US 2016 / 0218584 A1 describes a control unit used to control electrical machines. The control unit is mounted on a housing of the drive unit comprising the electrical machines. The drive unit comprises two electrical machines arranged coaxially and axially adjacent to each other.

[0006] EP 1502791 B1 and EP1847411 B1 each disclose a hybrid transmission for a hybrid vehicle, comprising a plurality of electric rotary motors. The electric motors are arranged in a radially nested manner, with the radially outer electric rotary motor being designed as an external rotor.

[0007] Integrating a drive unit with multiple electric rotary motors into a drive arrangement intended for a hybrid vehicle is subject to strict space requirements, particularly in the axial direction. A particularly short axial drive arrangement is advantageous, particularly when using such a drive unit in so-called front-transverse arrangements in motor vehicles, in which the electric rotary motors and the internal combustion engine are used as front-wheel drive systems and a respective rotational axis of an electric rotary motor and the internal combustion engine is arranged transversely to the longitudinal direction of the motor vehicle.

[0008] Many conventional hybrid transmissions with two electric rotating machines offer the option of operating in purely electric mode or connecting the internal combustion engine to the vehicle drive or drive axle of a hybrid vehicle via a coupling element. The resulting series / parallel hybrid drive combines the handling characteristics of an electric vehicle with the range advantage of a combustion-engine-powered vehicle.

[0009] Such a hybrid drive can have one or two gear ratios from the internal combustion engine to the output and one gear ratio from an electric rotary machine to the output.

[0010] However, with the specified gear ratios, a significant improvement in driving dynamics, such as is necessary during acceleration, cannot be achieved without increasing the power of the combustion engine and / or the electric rotary machines.

[0011] Based on this, the present invention is based on the object of providing a drive unit and a drive arrangement equipped therewith, which ensure optimal, efficient operation in a cost-effective design and in a space-saving manner.

[0012] The object is achieved by the drive unit according to the invention as defined in claim 1. Advantageous embodiments of the drive unit are specified in subclaims 2 to 9. In addition, a drive arrangement comprising the drive unit is provided as defined in claim 10.

[0013] The features of the claims can be combined in any technically reasonable manner, whereby the explanations from the following description as well as features from the figures can also be used to comprise additional embodiments of the invention.

[0014] In the context of the present invention, the terms “axial” and “radial” always refer to the rotational axis of the drive unit, which corresponds to the rotational axis of at least one of the electrical rotary machines comprised by the drive unit.

[0015] The invention relates to a drive unit for a drive train of an electrically driven motor vehicle, in particular a hybrid motor vehicle. The drive unit comprises a first electric rotary machine and a second electric rotary machine, as well as a first shaft and a second shaft, wherein a rotor of the first electric rotary machine is connected in a rotationally fixed manner to the first shaft, and a rotor of the second electric rotary machine is connected in a rotationally fixed manner to the second shaft.

[0016] The drive unit further comprises a connection element for connecting an internal combustion engine, wherein the two electric rotary machines are arranged in a spatial series arrangement as an electric drive system on the one hand and the connection element on the other hand are arranged in the spatial series arrangement.

[0017] Furthermore, the drive unit comprises a first gear ratio stage, which is formed by a first toothing on or at the first shaft and a first gear meshing with the first toothing of the first shaft, and the drive unit comprises a second gear ratio stage, which is formed by a second toothing, in particular an external toothing, on or at the second shaft and a second gear meshing with the toothing of the second shaft.

[0018] The connection of an internal combustion engine provided by the connection element can be an indirect connection, possibly realized via a vibration damper.

[0019] The aforementioned series arrangement refers to the arrangement of the modules forming the electric rotating machines or the electric drive system and the connecting element. However, a torque transmission path from these modules to the individual gear ratios is not tied to the spatial arrangement of the individual modules.

[0020] The first gear of the first gear stage can be located on an intermediate shaft.

[0021] The two gear ratios allow the operating modes to be made more variable and thus more precisely tailored to the respective driving situation within the framework of cycle consumption considerations and in real driving conditions.

[0022] The drive unit thus represents a two-electric machine transmission for serial and parallel drive of a hybrid vehicle with two electric machines, whereby the first electric rotary machine can be used, for example, as a generator, for boosting and for starting the combustion engine, and the second electric rotary machine can be designed, for example, as a traction or main driving machine, and can be used for boosting and recuperation.

[0023] Furthermore, the drive unit can have a first decoupling device with which the first gear ratio can be deactivated.

[0024] The first decoupling device can be configured to interrupt the torque transmission path from the first gear to an intermediate shaft, or can be configured to interrupt the torque transmission path from the first shaft to the first gearing.

[0025] This ensures that the second electric rotating machine can be decoupled from the power take-off, thus avoiding unnecessary drag losses in driving conditions where the second electric rotating machine is not needed. This contributes to increasing the system's efficiency and thus reducing fuel consumption.

[0026] One advantage of the drive unit is that it not only allows for a gear ratio from the second electric rotary machine to the output, but also, when the first decoupling device is used with the appropriate switching logic, enables a first gear ratio. Due to its functionality, purely electric travel is not practical using this first gear ratio, as the internal combustion engine would have to be dragged along. However, the feasible parallel travel of the internal combustion engine and the first electric rotary machine also allows for boosting and recuperation using this first gear ratio.

[0027] Furthermore, the drive unit can have a second decoupling device with which the second gear ratio can be deactivated.

[0028] The second decoupling device can be configured to interrupt the torque transmission path from the second gear to an intermediate shaft. The second decoupling device can be implemented on the intermediate shaft. It can be designed, for example, as a claw clutch.

[0029] At least one of the decoupling devices can also be arranged in the spatial series arrangement between the electric drive system and the connection element.

[0030] The drive unit may further comprise a separating clutch with which the rotor of the first electric rotary machine is connectable or connected to the second shaft for torque transmission.

[0031] This separating clutch can be configured to close or open the torque transmission path between the first shaft and the second shaft. It can be a multi-disk clutch, for example.

[0032] The drive unit may include an actuation system for actuating the separating clutch.

[0033] Advantageously, the axes of rotation of the rotors of the electric rotary machines are positioned coaxially.

[0034] In one embodiment, the first electric rotary machine is arranged at least partially radially and axially within a space radially delimited by the second electric rotary machine.

[0035] This design with nested electric rotary machines allows the integration of additional functionalities due to the reduction in length in order to meet constantly increasing requirements in terms of efficiency and driving dynamics.

[0036] The radial nesting of the two electric rotary machines has the advantage that when manufacturing the individual laminations of the rotor package and the stator package of both electric rotary machines from a blank with one punching stroke, both a lamination of the rotor of the radially inner electric rotary machine and the stator of the radially inner electric rotary machine and also the stator of the radially outer electric rotary machine and the rotor of the radially outer electric rotary machine can be cut out.

[0037] For the purpose of its connection to the second shaft, the rotor of the radially outer electric rotary machine can be carried by a rotor carrier which is connected to the second shaft, wherein the rotor is in particular connected to the rotor carrier in a force-fitting and / or form-fitting manner and the rotor carrier is connected to the second shaft in a force-fitting and / or form-fitting manner.

[0038] For the rotatable mounting of the first shaft and / or the second shaft, the drive unit can have a central bearing or a central bearing unit, which is designed in one or more parts and by means of which the first shaft and / or the second shaft are mounted on a housing of the drive unit. The rotor carrier of the radially outer electric rotary machine can be mounted directly on the central bearing or indirectly on the central bearing via the second shaft. The central bearing is designed, for example, as a roller, ball, or angular contact ball bearing.

[0039] This does not preclude the possibility of using both the radially inner electric rotary machine and the radially outer electric rotary machine to drive a motor vehicle equipped with the drive unit. For example, the radially inner electric rotary machine can be used to transmit torque to an input side of the drive unit, enabling the start of an internal combustion engine connected to the input side. Alternatively, one or both electric rotary machines can provide torque and, together with a connected internal combustion engine, realize hybrid operation of the drive unit.

[0040] Furthermore, the drive unit can comprise a combustion transmission stage, wherein the combustion transmission stage is formed by the connecting element of the drive unit, which comprises an internally toothed gear, and the first shaft, which has an element with external teeth, wherein the teeth of the internally toothed gear and the external teeth mesh with one another for the purpose of transmitting the rotary movement from the connecting element to the first shaft.

[0041] The first electric rotary machine is coupled to the internal combustion engine via the combustion engine transmission stage.

[0042] In a structurally advantageous and space-saving embodiment, the two shafts are arranged coaxially. For this purpose, it is provided, in particular, that the second shaft is designed as a hollow shaft, and the first shaft extends partially within the second shaft.

[0043] In particular, the first electric rotary machine can be configured for generator operation. This means that the radially inner electric rotary machine can advantageously be operated as a generator. The rotor of the radially inner electric rotary machine is relatively small and thus has a lower mass moment of inertia than the rotor of the radially outer rotary machine.

[0044] Accordingly, the second electric rotary machine can be configured for drive motor operation. This means that the radially outer electric rotary machine can advantageously be used as a drive unit, since the rotor of this electric rotary machine is relatively large and can generate a correspondingly large torque.

[0045] In a further advantageous embodiment, the rotor of the second electric rotary machine is supported by a rotor carrier that is non-rotatably connected to the second shaft. In particular, the rotor of the second electric rotary machine is connected to the rotor carrier in a force-locking and / or positive-locking manner, and the rotor carrier is connected to the second shaft in a force-locking and / or positive-locking manner.

[0046] In an embodiment in which the drive unit has a transmission, the second gear can be non-rotatably coupled to an intermediate shaft of the transmission. This transmission can include a differential gear in the output area. An external toothing of the intermediate shaft can mesh with an input gear of the differential gear, thereby creating a differential gear ratio.

[0047] The second shaft thus functions as a transmission input shaft and is operatively connected to the transmission, so that a torque provided by the second shaft or the rotary movement realized by the second shaft can be transmitted via the transmission in an increased or reduced ratio to another transmission unit of a motor vehicle, or can also be transmitted directly to the drive wheels of a motor vehicle.

[0048] Furthermore, according to the invention, a drive arrangement is provided which has a drive unit according to the invention and an internal combustion engine which is or can be coupled in a rotationally fixed manner to the rotor of the first electric rotary machine by means of an output element of the internal combustion engine and the connection element of the drive unit.

[0049] In a spatial series arrangement, the two electric rotary machines are arranged as an electric drive system on the one hand and the connecting element with the internal combustion engine connected to it on the other hand.

[0050] This series arrangement refers to the arrangement of the modules forming the electric rotating machines or the electric drive system and the connecting element. However, a torque transmission path from these modules to the individual gear ratios is not tied to the spatial arrangement of the individual modules.

[0051] During operation of a motor vehicle, in particular a hybrid vehicle, with a drive arrangement according to the invention, comprising a drive unit according to the invention and an internal combustion engine, the following driving modes are possible, for example: - Electric driving and recuperation: The separating clutch is open, decouples the second electric rotating machine from the first electric rotating machine and the internal combustion engine. The second electric rotating machine is thus controlled separately as a traction machine or as a generator. The internal combustion engine and the first electric rotating machine are not operating. - Serial driving and charging: The separating clutch is open. The internal combustion engine is started by means of the first electric rotary machine, whereby the internal combustion engine can drive the first electric rotary machine, and consequently the first electric rotary machine is controlled as a generator to charge the motor vehicle's battery. The second electric rotary machine is controlled as a traction machine. - Parallel hybrid drive, charging and boosting: The separating clutch is closed, coupling the first electric rotary machine, the second electric rotary machine, and the internal combustion engine. The motor vehicle is powered by the internal combustion engine and / or one or both electric rotary machines. The two electric rotary machines can be controlled as a traction machine or as a generator.

[0052] In a further embodiment, the drive arrangement also comprises at least one wheel drive shaft, on which wheels of a motor vehicle equipped with the drive arrangement are to be arranged, and which is connected to the second shaft of the drive unit via the transmission of the drive unit, so that a rotational movement realized by the second shaft can be transmitted through the transmission to the wheel drive shaft and thus to the wheels.

[0053] The invention described above will be explained in detail below against the relevant technical background with reference to the accompanying drawings, which show preferred embodiments. The invention is in no way limited by the purely schematic drawings, and it should be noted that the embodiments shown in the drawings are not limited to the dimensions shown. It is shown in Fig. 1: a schematic representation of a drive arrangement with drive unit of a first embodiment, Fig. 2: a schematic representation of a drive arrangement with drive unit of a second embodiment, Fig. 3: a schematic representation of a drive arrangement with drive unit of a third embodiment, and Fig. 4: a schematic representation of a drive arrangement with drive unit of a fourth embodiment.

[0054] In the Fig. 1 to 4 each show a schematic representation of a drive arrangement 100 with a drive unit 1.

[0055] All embodiments shown have a basic structure, which is explained below.

[0056] The drive unit 1 comprises a first electric rotary machine 10, a second electric rotary machine 20, a first shaft 40 and a second shaft 41.

[0057] Furthermore, the drive assembly 100 comprises an internal combustion engine 110 and a vibration damper 101, wherein an output element 111 of the internal combustion engine 110 is coupled to the vibration damper 101. The vibration damper 101 is also connected to a connecting element 4 of the drive assembly 1, which functions as an input side 2 of the drive assembly 1. The internal combustion engine 110 is thus coupled to the drive assembly 1 via the vibration damper 110.

[0058] The connecting element 4 is coupled to the first shaft 40 such that a combustion transmission stage 70 is formed between the connecting element 4 and the first shaft 40.

[0059] A rotor 11 of the first electric rotary machine 10 is rotationally fixed to the first shaft 40, and a rotor 21 of the second electric rotary machine 20 is rotationally fixed to the second shaft 41. The connection of the rotor 11 of the first electric rotary machine 10 to the first shaft 40 is realized such that the rotor 11 of the first electric rotary machine 10 is arranged directly on the first shaft 40. The rotor 21 of the second electric rotary machine 20, on the other hand, is supported by a rotor carrier 30, and the rotor carrier 30 is connected to the second shaft 41.

[0060] The two shafts 40, 41 are arranged coaxially on a common rotational axis 6. The first electric rotary machine 10 is arranged radially and, in some areas, axially within a space radially delimited by the second electric rotary machine 20. The first electric rotary machine 10 is designed as an internal rotor motor, and the second electric rotary machine 20 is designed as an external rotor motor.

[0061] A separating clutch 50 of the drive unit 1 is connected by its input side 51 to the first shaft 40 and by its output side 52 to the second shaft 41. The separating clutch 50 thus serves to transmit torque between the first shaft 40 and the second shaft 41. Accordingly, a torque transmission path between the rotor 11 of the first electric rotary machine 10 and the rotor 21 of the second electric rotary machine 20 can be opened or closed by means of the separating clutch 50.

[0062] The second shaft 41 is designed as a hollow shaft, and the first shaft 40 extends radially within the second shaft 41 in sections. The two shafts 40, 41 thus extend coaxially to one another, with the rotors 11, 21 of the two electric rotary machines 10, 20 also being arranged coaxially to one another and coaxially to the shafts 40, 41.

[0063] The first shaft 40 is connected to an intermediate shaft 81 via a first gear stage with a first toothing 62, which is located on or on the first shaft 40, with a first gear 63, which meshes with the first toothing 62 of the first shaft 40.

[0064] The second shaft 41 is connected to the intermediate shaft 81 via a second gear stage 71. The intermediate shaft 81 runs parallel to the second shaft 41.

[0065] The intermediate shaft 81 is connected via a differential gear stage 72 to an input element of a differential gear 80 of the drive unit 1 for the purpose of transmitting torque. The differential gear 80 forms an output side 3 of the drive unit 1.

[0066] A wheel drive shaft 103, on which wheels of a motor vehicle equipped with the drive arrangement 100 are to be arranged, forms the output of the differential gear 80, so that a rotary movement realized by the first shaft 40 or by the second shaft 41 can be transmitted via the first gear stage 61 or via the second gear stage 71 and the differential gear stage 72 as well as via the differential gear 80 to the wheel drive shaft 103 and thus to the wheels.

[0067] A torque provided by the internal combustion engine 110 is transmitted via the vibration damper 101 and the combustion engine transmission stage 70 to the first shaft 40 of the drive unit 1. If the separating clutch 50 is disengaged, the torque of the internal combustion engine 110 is transmitted only to the rotor 11 of the first electric rotary machine 10. Thus, the first electric rotary machine 10 can be used in generator mode to charge a battery. Alternatively, or additionally, torque from the internal combustion engine can be transmitted directly to the output via the first transmission stage 61.

[0068] When the separating clutch 50 is closed, the torque provided by the internal combustion engine 110 is transferred from the first shaft 40 to the second shaft 41.

[0069] From the second shaft 41, the torque of the internal combustion engine 110 is transmitted via the second gear stage 71 to the intermediate shaft 81 and via the differential gear stage 72 into the differential gear 80. Via the differential gear 80, the torque is transmitted by means of the wheel drive shaft 103 to the wheels of a motor vehicle equipped with the drive arrangement 100.

[0070] A torque provided by the rotor 11 of the first electric rotary machine 10 can be transmitted to the internal combustion engine 110 via the combustion engine gear ratio 70 when the separating clutch 50 is open. When the separating clutch 50 is closed, torque is transmitted to the differential gear 80 and thus to the wheel drive shaft 103 via the second gear ratio 71 and the differential gear ratio 72.

[0071] A torque provided by the rotor 21 of the second electric rotary machine 20 is transmitted independently of the engagement of the separating clutch 50 via the second gear ratio stage 71 and the differential gear ratio stage 72 to the differential gear 80 and thus to the wheel drive shaft 103.

[0072] The drive assembly 100 can accordingly be operated in a variety of driving modes.

[0073] Fig. 1 also shows a detailed structure of the gear ratios 61, 70, 71, 72.

[0074] The combustion engine transmission stage 70 is designed such that the connecting element 4 comprises an internally toothed gear 5, which meshes with an external toothing 46 on the second axial end region 43 of the first shaft 40. The second shaft 41 also has an external toothing 47 on its second axial end region 45, with which it meshes with a second gear 82. The second gear 82 is arranged in a rotationally fixed manner on the intermediate shaft 81, so that the second transmission stage 71 is formed between the second shaft 41 and the intermediate shaft 81. An external toothing 84 of the intermediate shaft 81 meshes with a differential gear 83 as the input element of the differential gear 80, whereby the differential transmission stage 72 is formed between the intermediate shaft 81 and the differential gear 80.

[0075] In other words, the present invention allows the operation of the second electric rotary machine 20 via the second gear ratio 71 without using the combustion engine gear ratio 70 with the output assigned to the internal combustion engine for purely electric travel.

[0076] Furthermore, the second electric rotary machine 20 can enable parallel travel of the internal combustion engine via the first gear ratio 61.

[0077] In the following, reference is made to the features of the drive arrangement which cause differences between the embodiments shown in the figures.

[0078] The Fig. 1 and Fig. 2 show embodiments in which a first decoupling device 85 is arranged on the intermediate shaft 81 and is designed to bring the first gear 63 out of engagement with the intermediate shaft 81 or to couple it to the intermediate shaft 81.

[0079] The Fig. 3 and Fig. 4 show embodiments in which a first decoupling device 85 is arranged on the first shaft 40 and is configured to open or close the torque transmission path between the first shaft 40 and the first gearing 62.

[0080] The Fig. 2 and Fig. 4 also show a second decoupling device 86 which is arranged on the intermediate shaft 81 and is designed to open or close the torque transmission path between the second gear 82 and the intermediate shaft 81.

[0081] In the Fig.1-4 it can be seen that both the first gear ratio 61 and the second gear ratio 71 and also, in different embodiments, the two decoupling devices 85, 86 are arranged in the spatial series arrangement between the two electric rotary machines 10, 20 and the internal combustion engine 110.

[0082] The inventive solution of a 2-speed hybrid transmission with nested electric rotary motors, due to the expanded number of possible operating modes, increases both driving dynamics, e.g., during acceleration, and the system's efficiency. This is reflected in the consumption cycle and in real-world operation through lower energy consumption of the vehicle, not least due to the decoupling option for the second electric rotary motor.

[0083] The 2-speed transmission allows for a more targeted adaptation of the gear ratios to the respective vehicle application and, depending on the selected gear ratio, enables the combustion engine to be coupled to the vehicle output at speeds below 50 km / h.

[0084] Possible operating modes are listed in the following table, where the entries “towed” and “switched off” mean:

[0085] Towed: Electric rotating machine is not active, but is rotated because the respective rotor shaft cannot be decoupled

[0086] Switched off: Electric rotating machine is not active and does not rotate when its respective rotor shaft is disconnected. Table: 1 Operating modes Operating modes for embodiments of the Fig. 1 and Fig. 3 ; without decoupling the second electric rotary machine Operating modes for embodiments of the Fig. 2 and Fig. 4 ; with decoupling of the second electric rotary machine Element Mode (translation) Separating clutch first decoupling device internal combustion engine First electric rotary machine Second electric rotary machine Separating clutch first decoupling device second decoupling device internal combustion engine First electric rotary machine Second electric rotary machine Park open open switched off switched off switched off open open closed switched off switched off switched off Electric drive by second electric rotary machine open open switched off switched off driving open open closed switched off switched off driving Table 1 (continued) Recuperation open open switched off switched off driven open open closed switched off switched off driven Electric drive by both electric rotary machines open open driving driven driving open open closed driving driven driving Driven by internal combustion engine closed open driving driven dragged along closed open closed driving driven dragged along Drive through all machines closed open driving driven driving closed open closed driving driven driving Table 1 (continued) Driven by internal combustion engine open closed driving driven dragged along open closed open driving driven switched off Drive through all machines open closed driving driven driving closed closed open driving driven driving Recuperation / engine braking closed open driven driven driven closed open closed driven driven driven Recuperation / engine braking open closed driven driven driven closed closed open driven driven driven

[0087] The drive unit according to the invention and the drive arrangement ensure optimal and efficient operation in a cost-effective and space-saving manner. List of reference symbols 1 drive unit 2 Input side of the drive unit 3 Output side of the drive unit 4 Connection element of the drive unit 5 internally toothed gear of the connecting element 6 Rotation axis 10 first electric rotary machine 11 Rotor of the first electric rotary machine 12 Stator of the first electric rotary machine 20 second electric rotary machine 21 Rotor of the second electric rotary machine 22 Stator of the second electric rotary machine 30 Rotor carrier of the second electric rotary machine 40 first wave 41 second wave 42 first axial end area of ​​the first shaft 43 second axial end region of the first shaft 44 first axial end region of the second shaft 45 second axial end region of the second shaft 46 External gearing of the first shaft 47 External gearing of the second shaft 50 separating coupling 51 Input side of the separating clutch 52 Output side of the separating clutch 53 Actuation system 60 housings 61 First translation level 62 First gearing 63 First gear 70 combustion engine gear ratio 71 second translation stage 72 differential gear ratio 80 differential gears 81 Intermediate shaft 82 second gear 83 Differential gear 84 External gearing of the intermediate shaft 85 first uncoupling device 86 second decoupling device 90 central storage unit 91 needle bearings 92 support bearings 100 drive arrangement 101 Vibration dampers 110 Internal combustion engine 111 Output element of the internal combustion engine 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 11 2015 006 071 T5

[0003] WO 2019 101 264 A1

[0004] US 2016 / 0218584 A1

[0005] EP 1502791 B1

[0006] EP 1847411 B1

[0006]

Claims

[1] Drive unit (1) for a drive train of an electrically driven motor vehicle, comprising a first electric rotary machine (10) and a second electric rotary machine (20) and a first shaft (40) and a second shaft (41), wherein a rotor (11) of the first electric rotary machine (10) is connected in a rotationally fixed manner to the first shaft (40) and a rotor (21) of the second electric rotary machine (20) is connected in a rotationally fixed manner to the second shaft (41), wherein the drive unit (1) has a connecting element (4) for connecting an internal combustion engine (110), and wherein the two electric rotary machines (10, 20) are arranged in a spatial series arrangement as an electric drive system on the one hand and the connecting element (4) on the other hand in the spatial series arrangement, wherein the drive unit (1) has a first transmission stage (61),which is formed by a first toothing (62) on or on the first shaft (40) and a first gear (63) meshing with the first toothing (62) of the first shaft, and wherein the drive unit (1) has a second transmission stage (71) which is formed by a second toothing, in particular an external toothing (47), on or on the second shaft (41) and a second gear (82) meshing with the toothing of the second shaft (41), and the two transmission stages (61, 71) are arranged in the spatial series arrangement between the electric drive system and the connection element (4). [2] Drive unit (1) according to claim 1, characterized by that the drive unit (1) has a first decoupling device (85) with which the first gear ratio (61) can be deactivated. [3] Drive unit (1) according to claim 2, characterized bythat the first decoupling device (85) is designed to interrupt the torque transmission path from the first gear (63) to an intermediate shaft (81), or that the first decoupling device (85) is designed to interrupt the torque transmission path from the first shaft (40) to the first toothing (62). [4] Drive unit (1) according to one of the preceding claims, characterized by that the drive unit (1) has a second decoupling device (86) with which the second gear ratio (71) can be deactivated. [5] Drive unit (1) according to claim 4, characterized by that the second decoupling device (86) is designed to interrupt the torque transmission path from the second gear (82) to an intermediate shaft (81). [6] Drive unit (1) according to one of claims 2 to 5, characterized bythat at least one of the decoupling devices (85, 86) is arranged in the spatial series arrangement between the electric drive system and the connection element (4). [7] Drive unit (1) according to one of the preceding claims, characterized by that the drive unit (1) has a separating clutch (50) with which the rotor (11) of the first electric rotary machine (10) can be or is connected to the second shaft (41) for torque transmission. [8] Drive unit (1) according to one of the preceding claims, characterized by that the first electric rotary machine (10) is arranged at least partially radially and axially within a space radially delimited by the second electric rotary machine (20). [9] Drive unit (1) according to one of the preceding claims, characterized byin that the drive unit (1) comprises a combustion transmission stage (70), wherein the combustion transmission stage (70) is formed by the connecting element (4) of the drive unit (1), which comprises an internally toothed gear (5), and the first shaft (40), which has an element with external teeth (46), wherein the teeth of the internally toothed gear (5) and the external teeth (46) mesh with one another for the purpose of transmitting the rotary movement from the connecting element (4) to the first shaft (40). [10] Drive arrangement (100) with a drive unit (1) according to one of claims 1 to 9 and with an internal combustion engine (110) which is or can be coupled in a rotationally fixed manner to the rotor (11) of the first electric rotary machine (10) by means of an output element (111) of the internal combustion engine (110) and the connection element (4) of the drive unit.

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