Switching device

Abstract

Switching device (40) for several switching elements (C1, C2, C3) of a transmission (13) for a drive unit (12) for a motor vehicle, comprising a first switching drum (D) rotatably mounted about a first axis of rotation (Da) and a second switching drum (T) rotatably mounted about a second axis of rotation (Ta), wherein • the first switching drum (D) has at least a first button (41) for a first guide element (51) of a first switching fork (61) which is axially displaceable or pivotable with respect to the first axis of rotation (Da) for switching a first switching element (C1), and • the second switching drum (T) has at least a second button (42) for a second guide element (52) of a second switching fork (62) which is axially displaceable or pivotable with respect to the first axis of rotation (Da) for switching the second switching element (C2), • the first switching drum (D) at least a third button (43) for a third guide element (53) and • the second switching drum (T) has at least a fourth button (44) for a fourth guide element (54), wherein • the third guide element (53) and the fourth guide element (54) of an axially displaceable or pivotable third switching fork (63) for switching a third switching element (C3) are assigned and spaced apart from each other - preferably on the third switching fork (63) - wherein in each displacement position of the third switching fork (63) at least the third guide element (53) or fourth guide element (54) contacts the corresponding third button (43) or fourth button (44), characterized in that • a first switching element (C1) is designed as a double switching element for switching two links (P1, P3) of a planetary gear set (PGS) of the transmission (13) in order to connect two links (P1, P3) of the planetary gear set (PGS) together in a rotationally fixed manner in one switching position (L, R), in order to connect a link (P1) of the planetary gear set (PGS) to a housing (H) of the transmission (13) in another switching position (R, L), and in a neutral position (N) to disconnect the connections, • a second switching element (C2) is designed as a double switching element for switching two loose gears (2L, 6L) of two gear pairs (2, 6) of a first gear pair group (A) of the transmission (13), each having one loose gear (2L, 6L) and one fixed gear (2F, 6F), in order to activate one of the loose gears (2L; 6L) of the first gear pair group (A) and deactivate the other loose gear (6L; 2L) in a first switching position (L), in order to deactivate this one loose gear (2L; 6L) and activate the other loose gear (6L; 2L) in a second switching position (R), and in a neutral position (N) to deactivate both loose gears (2L, 6L) of the first gear pair group (A), • a third switching element (C3) is designed as a double switching element for switching two loose gears (3L, 5L) of two gear pairs (3, 5) of a second gear pair group (B) of the transmission (13), each having one loose gear (3L, 5L) and one fixed gear (3F, 5F), in order to activate one of the loose gears (3L; 5L) of the second gear pair group (B) and deactivate the other loose gear (5L; 3L) in a first switching position (L), in order to deactivate this one loose gear (3L; 5L) and activate the other loose gear (5L; 3L) in a second switching position (R), and in order to deactivate both loose gears (3L, 5L) of the second gear pair group (B) in a neutral position (N).

Description

[0001] The invention relates to a switching device for several switching elements of a transmission for a drive unit for a motor vehicle, comprising a first switching drum rotatably mounted about a first axis of rotation and a second switching drum rotatably mounted about a second axis of rotation, wherein • the first switching drum has at least a first button for a first guide element of a first switching fork mounted axially displaceable or pivotable with respect to the first axis of rotation for switching a first switching element, and • the second switching drum has at least a second button for a second guide element of a second switching fork that is axially displaceable or pivotable with respect to the first axis of rotation for switching the second switching element, • the first shift drum at least a third button for a third guide element and • the second shift drum has at least a fourth button for a fourth guide element, wherein • the third guide element and the fourth guide element of an axially displaceable or pivotable third switching fork are assigned to and spaced apart from each other for switching a third switching element - preferably arranged on the third switching fork - wherein in each displacement position of the third switching fork at least the first or second guide element contacts the corresponding button.

[0002] From AT 520 187 B1, a switching device for switching switching elements formed by clutches or brakes of a transmission is known, comprising a first and a second switching drum. Each switching drum has several buttons for guide elements of shift forks. Each shift fork serves to switch one switching element. Two guide elements, each interacting with a button on the first and second switching drums, are assigned to the same shift fork, with the first or second guide element contacting the corresponding button in each displacement position of the shift fork. The transmission requires a relatively large amount of installation space.

[0003] Further switching devices are known from EP 3 106 336 A1, DE 199 20 440 A1, DE 10 2014 003 239 A1 and AT 520 310 A4.

[0004] The object of the invention is to propose a switching device for a compact transmission with a variety of switching options and high shifting comfort.

[0005] According to the invention, this problem is solved in a switching device of the type mentioned by the fact that • a first switching element is designed as a double switching element for switching two links of a planetary gear set of the transmission, in order to connect two links of the planetary gear set to each other in a rotationally fixed manner in one switching position, in order to connect a link of the planetary gear set to a housing of the transmission in another switching position, and in order to disconnect the connections in a neutral position, • a second switching element is designed as a double switching element for switching two loose gears of two gear pairs of a first gear pair group of the transmission, each having one loose gear and one fixed gear, in order to activate one of the loose gears of the first gear pair group and deactivate the other loose gear in a first switching position, in order to deactivate this one loose gear and activate the other loose gear in a second switching position, and in order to deactivate both loose gears of the first gear pair group in a neutral position, • a third switching element is designed as a double switching element for switching two loose gears of two gear pairs of a second gear pair group of the transmission, each having one loose gear and one fixed gear, in order to activate one of the loose gears of the second gear pair group and deactivate the other loose gear in a first switching position, in order to deactivate this one loose gear and activate the other loose gear in a further switching position, and in order to deactivate both loose gears of the second gear pair group in a neutral position.

[0006] The transmission preferably features: • a first input wave and a second input wave, wherein the second input wave is arranged coaxially to the first input wave; • an output wave; • an intermediate wave arranged parallel to the first and second input waves and connected to the output wave; where • the first element of the planetary gear set is formed; in order to be connected to a primary drive motor, • the second member is designed to be connected to a secondary drive machine, and wherein • the third link is connected to the first input wave; • two loose gears of the first gear pair group are rotatably mounted on the intermediate shaft and two fixed gears of the first gear pair group are arranged non-rotatably on the first input shaft, • Two loose gears of the second gear pair group are rotatably mounted on the intermediate shaft and two fixed gears of the second gear pair group are arranged non-rotatably on the second input shaft.

[0007] In one embodiment of the invention, at least one first switching button is formed by a first switching lane molded into the outer surface of the first switching drum. The first switching lane serves to control the first switching element between the first switching position, the neutral position, and the second switching position.

[0008] Furthermore, it may be provided that at least a second button is formed by a second switching lane molded into the outer surface of the second switching drum. The second switching gate serves to control the second switching element between the first switching position, the neutral position, and the second switching position.

[0009] The first axis of rotation of the first switching drum and the second axis of rotation of the second switching drum are preferably arranged parallel to each other. Advantageously, the first switching drum can be rotated by a first switching actuator motor and the second switching drum by a second switching actuator motor.

[0010] Advantageously, at least a third button is formed by a third switching lane molded into the outer surface of the first switching drum. According to a further embodiment of the invention, at least a fourth button is formed by a fourth switching lane molded into the outer surface of the second switching drum. The third switching lane and the fourth switching lane together serve to control the third switching element between the first switching position, the neutral position, and the second switching position.

[0011] The third switching element is thus actuated synchronously by the third switching fork via two guide elements, namely the third guide element and the fourth guide element, wherein the third guide element is actuated by the third switching lane of the first switching drum and the fourth guide element by the fourth switching lane of the second switching drum. Preferably, the third guide element and the fourth guide element are connected to each other via a coupling area rigidly connected to the third switching fork.

[0012] At least one guide element can be formed, for example, by a guide roller, a guide pin or a cam follower and / or have a cylindrical or spherical surface in the contact area with the corresponding button.

[0013] Some shift states can be dangerous, as they can lead to transmission lock-up and loss of vehicle stability, or to excessive stress on drivetrain components. These combinations are prevented by the shape of the shift gates, which block incorrect actuation of the shift actuator.

[0014] To ensure error-free operation of the shift actuator, it is particularly advantageous if the third shift gate, in at least one circumferential region of the first shift drum defining a neutral position of the third shift element, in which the at least one third button of the third shift gate is formed essentially in a normal plane to the axis of rotation of the first shift drum, has a first transverse gate in at least one rotational position of the first shift drum, wherein the first transverse gate is preferably formed parallel to the axis of rotation of the first shift drum. The third shift gate of the first shift drum prevents the activation of the loose gear of the gear pair for the fifth gear by the fourth shift gate of the second shift drum and thus prevents the transmission from locking up in the event of an erroneous software command.The first cross passage allows the third shifting element to be shifted by the second shift drum into the second shift position in order to activate the loose gear of the gear pair for the fifth gear.

[0015] At the same time, with a correct software command, the second shift drum enables the third shifting element to be switched into a position in which a loose gear of the gear pair for the fifth gear is activated.

[0016] Advantageously, the fourth switching lane has at least one clearance area with a second width that is larger than a first width of the fourth switching lane outside the clearance area, wherein the first width and the second width are measured transversely to the fourth switching lane, and wherein the second width of the fourth switching lane corresponds to at least half the maximum axial deflection of the fourth guide element on the second switching drum when switching the third switching element between the two switching positions, and wherein preferably at least one fourth button of the fourth switching lane in the clearance area is formed in a plane normal to the axis of rotation of the second switching drum. The clearance area is advantageously arranged in a circumferential region of the outer surface of the second switching drum in which the second switching lane defines a switching between the two switching positions of the second switching element.This allows the third switching element to be switched by the first switching drum into the first switching position to activate the loose gear of the gear pair for the third gear.

[0017] In an advantageous embodiment of the invention, an elastic element, preferably formed by a preload spring, is arranged between at least one guide element and the corresponding shift fork. This allows shift forks to be preloaded and thus decoupled from the shift actuator of the respective shift drum. This reduces the load on the components involved in the shifting process. Furthermore, deactivation by a residual force of the shift actuator is possible. In particular, it is possible to disengage a gear if residual torque is still present in the drivetrain. This torque keeps the respective shift element engaged and prevents actuation. With the preloaded elastic element, it is possible to rotate the respective shift drum into a neutral position, whereby the shift element remains preloaded by the respective elastic element.When the drivetrain torque approaches zero, the elastic element can pull the shift element into neutral faster than the shift actuator. The difference between the moment of inertia of the shift element and the moment of inertia of the shift actuator is tenfold; this difference in inertia significantly affects the disengagement dynamics.

[0018] To enable energy-saving switching, it is advantageous if at least one - preferably each - button - considered in a shell development of the first switching drum or the second switching drum - has at least a first ramp section which is arranged at a defined first angle - preferably between 0° and 45° - inclined to a normal plane to the axis of rotation of this switching drum.

[0019] One embodiment of the invention provides that at least one - preferably the first - button - viewed in a shell development of the first switching drum or second switching drum - has at least a second ramp section, which is arranged at a defined second angle - preferably between -45° and 0° - inclined to a normal plane on the first axis of rotation of this switching drum.

[0020] To enable simple and space-saving switching, it is advantageous if at least one switching fork is mounted to be slidable parallel to the axes of rotation of the switching drums.

[0021] One embodiment of the invention provides that the first switching drum and / or the second switching drum has four or five defined rotational positions.

[0022] To avoid incorrect switching as much as possible, it is advantageous if each rotary position is defined by a detent element which engages positively with a position pointer, wherein the position pointer is preferably formed by a recess or notch in the switching drum.

[0023] The invention will be explained in more detail below with reference to the non-limiting embodiments shown in the figures. These schematically illustrate: Fig. 1 a motor vehicle with a drive unit according to the invention, Fig. 2 a drive unit according to the invention in a first embodiment variant, Fig. 3 a drive unit according to the invention in a second embodiment variant, Fig. 4 a drive unit according to the invention in a third embodiment variant, Fig. 5 a drive unit according to the invention in a fourth embodiment variant, Fig.6 a drive unit according to the invention in a fifth embodiment variant, Fig. 7 the drive unit from Fig. 2 with a switching unit according to the invention in a first embodiment, Fig. 8 a first switching drum of this switching unit in a development of the cylindrical surface, Fig. 9 a second switching drum of this switching unit in a development of the cylindrical surface, Fig. 10 the two switching drums of this switching unit during a first faulty actuation, Fig. 11 the two switching drums of this switching unit during a second faulty actuation, Fig. 12 the drive unit from Fig. 5 with a switching unit according to the invention in a second embodiment, Fig. 13 a first switching drum of this switching unit in a development of the cylindrical surface, Fig.14 a second switching drum of this switching unit in a development of the cylindrical surface, and Fig. 15 a parking lock of this switching device in a front view on the second switching drum, Fig. 16 a switching device according to the invention in a further embodiment variant, Fig. 17 to 19 pre-tensioned switching operations in different phases and Fig. 20 the switching delay over the force for these switching operations, Fig. 21 a circuit diagram for the in Fig. 2 and Fig. 7 shown drive unit and Fig. 22 a circuit diagram for the in Fig. 5 and Fig. 12 drive units shown.

[0024] Fig.Figure 1 shows a motorcycle 1 with a drive unit 12 according to the invention, consisting of a primary drive motor ICE, a secondary drive motor EM, and a gearbox 13 with transversely arranged parallel input shafts 14, 15, intermediate shafts 16, and output shafts 17. The output shaft 17 is connected to a rear wheel 19 of the motorcycle 1 via a final drive FD, which in the illustrated embodiment is formed by a traction drive, for example, via a drive chain 18. In the exemplary embodiments, the primary drive motor ICE is formed by an internal combustion engine and the secondary drive motor EM by an electric motor.

[0025] In Fig. 2 is the drive unit 12 from Fig. Figure 1 is shown in detail. The gearbox 13 of the drive unit 12 is designed in each of the embodiment variants to perform at least two gear changes with active torque support by the secondary drive motor EM.

[0026] The gearbox 13 has a first input shaft 14 and a second input shaft 15, the second input shaft 15 being arranged coaxially to the first input shaft 14 and non-rotatably connected to the primary drive motor ICE. The output shaft 17 is non-rotatably connected to an intermediate shaft 16 or formed integrally with it. The intermediate shaft 16 is arranged parallel to the first 14 and the second input shaft 15. The gearbox 13 has a planetary gear set PGS with a first P1, a second P2, and a third P3, the first P1 being connected to the primary drive motor ICE, the second P2 to the secondary drive motor EM, and the third P3 to the first input shaft 4. Fig. In the first embodiment shown in Figure 1, the primary drive machine is connected to the first element P1 of the planetary gear set PGS via a primary drive PD formed by a spur gear stage.

[0027] To perform gear changes, a switching device 40 is provided with a first switching element C1, a second switching element C2, and a third switching element C3. The switching elements C1, C2, and C3 can be designed as simple – i.e., unsynchronized – dog clutches.

[0028] Each of the switching elements C1, C2, C3 is designed as a double switching element and has two switching positions – a first switching position L and a second switching position R – and a neutral position N. In the switching positions L, R, rotating transmission elements such as loose gears 2L, 3L, 5L, 6L or axially displaceable fixed gears 3F, 5F of gear pairs 1 / 2, 3, 5, 4 / 6 (which will be explained in more detail below) are brought into a rotationally fixed connection with a torque-transmitting or torque-supporting partner, for example, the first input shaft 14 or the housing H of the gearbox 13 or the supporting intermediate shaft 16. In the neutral position N, the rotationally fixed connection with the torque-transmitting or -supporting partner is interrupted and, for example, the loose gear 2L, 3L, 5L, 6L of the switched gear pair 1 / 2, 3, 5, 4 / 6 can rotate freely on the supporting intermediate shaft 16.

[0029] The first element P1 and the third element P3 of the planetary gear set PGS and / or the first input shaft 14 and the second input shaft 15 can be connected to each other in a rotationally fixed manner by means of the first switching element C1 in the first switching position L.

[0030] In the second switching position R of the first switching element C1, the primary drive motor ICE and / or the second input shaft 15 can be connected to and blocked with the housing H.

[0031] The transmission 13 has a gear pair arrangement 20 with four gear pairs 1 / 2, 3, 5, 4 / 6 – namely, a first gear pair group A of gear pairs 1 / 2, 4 / 6 and a second gear pair group B of gear pairs 3, 5 – wherein each gear pair 1 / 2, 3, 4 / 6, 5 has a fixed gear 2F, 3F, 5F, 6F and a loose gear 2L, 3L, 5L, 6L, which correspond to each other and are in mesh. Fixed gears are gears that are rotationally fixed to the respective supporting shaft – the first input shaft 14 or the second input shaft 15. Loose gears are gears that are rotatably mounted on the supporting shaft – the intermediate shaft 16. The loose gear 2L, 3L, 5L, 6L and the fixed gear 2F, 3F, 5F, 6F of each gear pair 1 / 2, 3, 5, 4 / 6 are therefore arranged on different supporting shafts, the supporting shafts being arranged parallel and spaced apart from each other in the gearbox 13.

[0032] The four loose gears 2L, 3L, 5L, 6L of the four gear pairs 1 / 2, 3, 5, 4 / 6 are rotatably mounted on the intermediate shaft 16. Two gears, each formed by a fixed gear 2F, 6F, from two gear pairs 1 / 2, 4 / 6 are mounted on and rotationally fixed to the first input shaft 14, and two gears, each formed by a fixed gear 3F, 5F, from two further gear pairs 3, 5 are mounted on and rotationally fixed to the second input shaft 15.

[0033] Each loose wheel 2L, 3L, 5L, 6L can be connected to the respective supporting shaft - for example the intermediate shaft 16 - in a rotationally fixed manner via a corresponding second switching element C2 or third switching element C3.

[0034] The gears on the first input shaft 14 have gear ratios i with the gears on the intermediate shaft 16 G2 - for the gear pair 1 / 2 - and i G6- for the gear pair 4 / 6 - on. The gears on the second input shaft 15 have gear ratios i with the gears on the intermediate shaft 16. G3 - for gear pair 3 - and i G5 - for gear pair 5 - on.

[0035] With i 1PGS is a gear ratio of the planetary gear set PGS from the second input shaft 15 to the first input shaft 14 when the secondary drive motor EM is stopped. This gear ratio i 1PGS is greater than 1 in all embodiments according to the invention.

[0036] Furthermore, it is planned that the translation ratios i G2 , i G3 , i G5 , i G6 , i 1PGS Satisfy at least one of the following inequalities: • iG2≤iG3×i1PGS • iG32≤iG2×iG6×i1PGS • iG62×i1PGS2≤iG3×iG5 • iG52≤iG62×i1PGS

[0037] The transmission 13, in all embodiments of the invention, has a progressive gear ratio for gears G1, G2, G3, G4, G5, G6, wherein the ratios i G1 , i G2 , iG3, i G4 , i G5 , i6 applies: • iG5iG6≤iG4iG5≤iG3iG4≤iG2iG3≤iG1iG2 for the translations i 1PGS , i G1 , i G2 applies: • i1PGS=iG1iG2

[0038] Fig. Figure 7 shows a gear shift map of the drive unit 12 according to the invention. The progressive gear ratios are clearly visible through the dashed lines.

[0039] In all of the Fig. In the embodiments shown in Figures 2 to 6, the first element P1 of the planetary gear set PGS is designed as a ring gear, the second element P2 of the planetary gear set PGS as a sun gear, and the third element P3 of the planetary gear set PGS as a planet carrier. The following applies: • i1PGS=z1+z2z2, where z1 is the number of teeth of the sun gear and z2 is the number of teeth of the ring gear.

[0040] The transmission 13 has a total of six gears, G1, G2, G3, G4, G5, and G6, for ICE or hybrid operation. ICE or hybrid operation refers to the operation of the drive unit 12 with the primary drive motor ICE alone or with the primary drive motor ICE and the secondary drive motor EM in combination. In four fixed gears, G2, G3, G5, and G6, the primary drive motor ICE can be operated with torque support from the secondary drive motor EM. Two further "virtual" gears, G1 and G4, can be operated with the rotor of the electric motor forming the secondary drive motor EM electrically blocked or with its speed support. All these gear changes for ICE or hybrid operation occur with continuous torque, i.e., without torque interruption.

[0041] The gearbox 13 further features two gears, E1 and E2, for EV operation. EV operation is operation using only the secondary drive motor EV. Gear changes in EV operation occur with torque interruption.

[0042] The primary drive motor ICE can be started by the secondary drive motor EM. When the vehicle is stationary, the primary drive motor can be towed cold – i.e., unfired. Towing the primary drive motor ICE warm – i.e., fired – is also possible when the vehicle is stationary or when the vehicle is sailing.

[0043] Furthermore, it is possible to operate the secondary drive motor EM in a generator-like manner by the primary drive motor ICE when the vehicle is stationary - for example, to charge the vehicle battery SC.

[0044] Advantageously, the transmission 13 has a fully progressive gear ratio. The gear ratios between first gear G1 and second gear G2, and also between fourth gear G4 and sixth gear G6, are the same and are each formed by the same pair of gears 22, 26.

[0045] The four gear pairs 1 / 2, 3, 5, 4 / 6 are arranged in four parallel gear planes ε2, ε3, ε5, ε6 of the gear unit 13.

[0046] The three switching elements C1, C2, and C3 are formed by switching sleeves and each has two switching positions: a first switching position L and a second switching position R for activating rotary connections, and a neutral position N for deactivating the rotary connections. The switching elements C1, C2, and C3 can be designed as simple dog clutches—that is, unsynchronized. This means that the transmission 13 operates entirely without friction clutches.

[0047] The switching device 40 further comprises a first switching drum D and a second switching drum T, wherein each switching drum D, T has a switching cam with several switching lanes 31, 32, 33, 34, which switching lanes 31, 32, 33, 34 form buttons 41, 42, 43, 44 for actuating switching forks 61, 62, 63. The switching cam of the first switching drum D has a first switching lane 31 with at least one first button 41 for a first guide element 51 and a third switching lane 33 with at least one third button 43 for a third guide element 53. The switching cam of the second switching drum T has a second switching lane 32 with at least one second button 42 for a second guide element 52 and a fourth switching lane 34 with at least one fourth button 44 for a fourth guide element 54.The first guide element 51 is connected to a first switching fork 61 for switching the first switching element C1, and the second guide element 52 is connected to a second switching fork 62 for switching the second switching element C1. The third guide element 53 and the fourth guide element 54 are assigned to an axially displaceable or pivotable third switching fork 63 for switching the third switching element C3 and are spaced apart from each other on the third switching fork 63. The switching movement is transmitted between the first guide element 51 and the first switching fork 61 via a first connecting rod 81. The switching movement is transmitted between the second guide element 52 and the second switching fork 62 via a second connecting rod 82.The third guide element 53 and the fourth guide element 54 are rigidly connected to a third connecting rod 83, which is rigidly or elastically connected to the third switching element C3 via an elastic element 73 (. Fig. 7, Fig. 12, Fig. 16). The connecting rods 81, 82, 83 and thus the shift forks 61, 62, 63 are mounted to be axially displaceable parallel to the axes of rotation Da, Ta of the shift drums D, T.

[0048] The guide elements 51, 52, 53, 54 can each be formed by a guide roller, a guide pin or a cam block and have a cylindrical or spherical surface in the contact area with the corresponding button 41, 42, 43, 44. This makes it possible to keep friction losses low.

[0049] Each of the two switching drums D, T is driven by a switching actuator motor SA1, SA2 and has at least four defined rotational positions D1, D2, D3, D4; T1, T2, T3, T4, T5. The first switching fork 61 is driven by the first switching drum D via a conventional first switching lane 31, which forms the first buttons 41. The second switching fork 62 is driven by the second switching drum T via a conventional second switching lane 32, which forms the second buttons 42.

[0050] The third shift fork 63 is driven simultaneously via the two guide elements 53, 54, which act on the third 43 and fourth button 44, which are formed by the third 33 and fourth shift gates 34 of the shift cams of the first and second shift drum D, T respectively (see Fig. 7, Fig.12). In each displacement position of the third shift fork 63, at least the third guide element 53 or the fourth guide element 54 contacts at least a corresponding third button 43 or fourth button 44.

[0051] Some shift states can be dangerous, as they can lead to the locking of the gearbox 13 and loss of vehicle stability or to abusive stresses on the drivetrain components. Dangerous switching state D T Preventive measure Gearbox linkage at G2+G3 N / A T1 Lane profiles of the first switching drum D Gearbox linkage in G3+G6 N / A T3 Lane profiles of the first switching drum D Gearbox linkage at G2+G5 D3 N / A Lane profiles of the second switching drum T Gearbox linkage in G5+G6 D3 T4 Switching element C3 locking ( Fig. 10) Gearbox linkage for G3+brakes N / A T2 Lane profiles of the first switching drum D Gearbox linkage for G5+brakes D4 T4 Switching element C3 locking ( Fig. 11) Overspeed of the electric machine EM at G1 / 2 + G5 D2 N / A Lane profiles of the second switching drum T

[0052] This means: D Position of the first switching drum D T Position of the second switching drum T N / A is omitted

[0053] These combinations are prevented by the shape of the switching gates 31, 32, 33, 34 by blocking faulty actuation of the switching actuator motors SA1, SA2.

[0054] In order to block faulty actuation of the switching actuator motor SA1, SA2, the third switching lane 33 has, only in at least one circumferential region of the first switching drum D defining a neutral position N of the third switching element C3, in which at least a third button 43 of the third switching lane 33 is essentially in a normal plane η D On the axis of rotation Da of the first switching drum D, a first transverse groove 331 is formed in at least one rotational position D2 of the first switching drum D. The first transverse groove 331 is parallel to the axis of rotation Da, i.e. normal to the normal plane η. Don the axis of rotation Da, of the first shift drum D. Outside the third shift gate 33 of the first shift drum D, the activation of the loose gear 5L of the gear pair 5 for the fifth gear G5 by the fourth shift gate 34 of the second shift drum T is prevented, thus avoiding a blockage of the transmission 13 in the event of a faulty software command. As in the Fig. 10 and Fig. As shown in Figure 11, switching from T3 to T4 and thus activating the fifth gear G5 is neither possible when the first shift drum D is in position D3, nor possible when the first shift drum D is in position D4.

[0055] At the same time, with a correct software command, the first cross passage 331 in the rotary position D2 of the first shift drum D enables the third shifting element C3 to be switched by the second shift drum T into a position in which a loose gear 5L of the gear pair 5 is activated for the fifth gear G5.

[0056] The fourth switching lane 34 has at least one clearance area 340 with a second width b2. The second width b2 of the fourth switching lane 34 is significantly larger than the first width b1 required for the normal guidance of the guide element 54 and corresponds to at least half the maximum axial deflection of the fourth guide element 54 on the second switching drum T when switching the third switching element C3 between the two outer switching positions L, R. The first width b1 and the second width b2 are measured transversely to the fourth switching lane 34, i.e., perpendicular to the fourth button 44. The two fourth buttons 44 that delimit the fourth switching lane 34 in the clearance area 340 are in a normal plane η. TThe clearance area 340 is arranged on the axis of rotation Ta of the second shift drum T. The clearance area 340 is located in a circumferential region of the outer surface of the second shift drum T, in which the second shift gate 32 defines a switching between the first switching position L, the neutral position N, and the second switching position R of the second shift element C2. This enables the third shift element C3 to be shifted by the first shift drum D into the first switching position L to activate the loose gear 3L of the third gear pair 3 for the third gear G3 (see Fig. 8 to 14).

[0057] As in Fig.As shown in Figure 16, an elastic element 71, 72, 73, for example formed by a preload spring, is arranged between a connecting rod 81, 82, 83 connected to the associated guide element(s) 51, 52, 53, 54 and the corresponding shift fork 61, 62, 63. A first elastic element 71 is assigned to the first shift fork 61, a second elastic element 72 to the second shift fork 62, and a third elastic element 73 to the third shift fork 63. This allows the shift forks 61, 62, 63 to be preloaded and thus decoupled from the shift actuator motor SA1, SA2 of the respective shift drum D, T. This reduces the load on the parts involved in the shifting process. Furthermore, deactivation by a residual force of the shift actuator motor SA1, SA2 is possible. In particular, it is possible to disengage a gear if there is still residual torque in the drivetrain.This torque keeps the respective switching element C1, C2, C3 engaged and prevents actuation. With the pre-tensioned elastic element 71, 72, 73, it is possible to rotate the switching drum D, T into an idle position, whereby the switching element C1, C2, C3 is held in place by the respective elastic element.

[0058] Elements 71, 72, 73 remain pre-tensioned. When the drivetrain torque approaches zero, the elastic element 71, 72, 73 can pull the switching element C1, C2, C3 into the neutral position faster than the switching actuator motor SA1, SA2. The difference between the inertia of the switching element C1, C2, C3 and the reflected inertia of the switching actuator motor SA1, SA2 is tenfold; this difference in inertia strongly affects the disengagement dynamics.

[0059] Furthermore, a pre-engagement of the switching drum D, T is also possible in the event of a tooth-to-tooth collision of the corresponding switching element C1, C2, C3.

[0060] The Fig. 17, Fig. 18, Fig. 19 and Fig. Figure 20 shows a pre-tensioned switching process using the third switching element C3 as an example. Fig. Figure 17 shows a first phase S1, in which the third connecting rod 83 pre-tensions the third elastic element 73, thereby exerting a pre-tensioning force of the elastic third element 73 in the direction of the first switching position L on the third switching fork 63. Fig. Figure 18 shows a second phase S2, in which the third switching fork 63 is moved into the first switching position L by the third elastic element 73. Fig. Figure 19 shows a third phase S3, in which the third connecting rod 83 pre-tensions the third elastic element 73 in the opposite direction, thereby again exerting a pre-tensioning force of the elastic third element 73 - now in the direction of the second switching position R - on the third switching fork 63. Fig.Figure 20 shows the switching delay O over the force F for the phases S1, S2, S3 when switching via the third elastic element 73.

[0061] To enable energy-saving switching, the buttons 41, 42, 43, 44, each considered in a shell development of the first switching drum D or the second switching drum T, have at least a first ramp section R1 which is inclined at a defined first angle α, for example between 0° and 45°, to a normal plane η D , η T is arranged on the axis of rotation Da, Ta of the corresponding switching drum D, T.

[0062] The first button 41, viewed in the shell development of the first switching drum D, further has a second ramp section R2, which is inclined at a defined second angle β, for example between 45° and 0°, to the normal plane η. D on the first axis of rotation Da of the first switching drum D is arranged ( Fig. 8, Fig.13). The second angle β is oriented in the opposite direction to the first angle α.

[0063] During the Fig. 7, Fig. 8 and Fig. In the first embodiment shown in Figure 9, the first switching drum D has four defined rotational positions D1, D2, D3, D4, and the second switching drum T also has four defined rotational positions T1, T2, T3, T4. This also applies to the version shown in the Fig. 12, Fig. 13 and Fig. In the illustrated version 14, the first switching drum D has four defined rotational positions.

[0064] D1, D2, D3, D4, but the second switching drum T has five defined rotational positions T1, T2, T3, T4, T5.

[0065] To avoid incorrect switching as far as possible, it is advantageous if the rotational position D1, D2, D3, D4 of the first switching drum and the rotational position T1, T2, T3, T4, T5 are each defined by a positioning device 90 with a spring-loaded detent element 91, which engages positively in a position pointer 92, wherein preferably the position pointer 92 is formed by a depression or recess - for example a notch - in the end face or outer surface of the switching drum D, T (see Fig. 8, Fig. 9, Fig. 13, Fig. 14).

[0066] The Fig. 2, Fig. 3 and Fig. Figure 4 shows embodiments of the drive units 11 according to the invention, which are particularly suitable for single-track motor vehicles – especially motorcycles. When using the drive unit 12 for a single-track motor vehicle, a parking lock and a reverse gear can generally be omitted.

[0067] In the Fig. In positions 2 to 4 and 6, the secondary drive machine EM is arranged coaxially with the planetary gear set PGS. Fig. Figure 5 shows a variant design in which the primary drive machine ICE is arranged coaxially with the secondary drive machine EM.

[0068] In the Fig. In the embodiments shown in Figures 2 to 4, the gears of the gear pair arrangement 20 have straight teeth. This makes it possible to form the first switching element C1 by means of an axially displaceable switching sleeve unit, which is rigidly connected to the adjacent fixed gears 3F and 5F of the neighboring gear pairs 3, 5, for example, by being formed integrally with them.

[0069] At the in Fig.In the first embodiment shown in Figure 2, the planetary gear set PGS is arranged between the gear pair arrangement 20 and the secondary drive motor EM. The primary drive motor is connected to the second input shaft 15 of the gearbox 13 via a primary drive PD, formed, for example, by a gear stage, and a torsional vibration damper 29. All gears can be designed with straight teeth, so that no axial forces occur.

[0070] The first switching element C1 is designed as a sliding sleeve unit which also drives the fixed gears 3F and 5F, for example, is formed in one piece with them.

[0071] The first input shaft 14, which is rotationally fixed to the third element P3 of the planetary gear set PGS formed by a planet carrier, is designed as an inner shaft. The second input shaft 15, which is connected to the first element P1 of the planetary gear set PGS formed by a ring gear, is designed as an inner shaft.

[0072] The planetary gear set PGS is connected in a rotationally fixed manner and is designed as a hollow shaft that receives the inner shaft.

[0073] The gearbox 13 has in the Fig. 2 and Fig. 7 first version shown (and in the one in Fig. The following circuit diagram is shown in the third version (4): Stationary modes: fashion aisle ICE EM C1 C2 C3 Switching state D T completely neutral N0 out of out of Z0 D2 T2 Charging while stationary SC driving generator L Z1 D3 T2 electric E1 blocked Motor R L Z2 D4 T1 E2 blocked Motor R R Z4 D4 T3 ICE and hybrid G1 driving Rotor standstill or speed increase L Z5 D2 T1 G2 driving Torque increase L L Z6 D3 T1 G3A driving Torque increase L L Z7 D1 T1 G3B driving Torque increase R L Z9 D1 T3 G4 driving Rotor standstill or speed increase R Z10 D2 T3 G5 driving Torque increase R R Z11 D2 T4 G6 driving Torque increase L R Z12 D3 T3 Transient modes: fashion ICE EM C1 C2 C3 remark Switching state D T Cold start cranking driving R Rear brake must be engaged, high crank torque Z13 D2 T3 Warm start cranking driving L Driving possible, low crank torque Z1 D3 T2 Shutdown aid Shutdown braking L Faster shutdown of ICE trains before switching to electric mode Z1 D3 T2 electric, gear change blocked Synchronizing switching element C2 R Torque interruption Z3 D4 T2 ICE Start driving braking L Passive Torque Fill (PTF) (Battery Charging) Z5 D2 T1 40-100% torque-filled G1-G2 shift driving driving L Active torque replenishment of ATF (battery discharge) Z5 D2 T1 25-60% torque-filled G2-G3 shift driving driving L active torque filling Z5 D2 T1 Gear selection on G3 driving Synchronizing switching element C2 L No boost is available during gear selection. Z8 D1 T2 35-70% torque-filled G3-G4 shift driving braking R Passive torque boost (PTF) (battery charging) Z10 D2 T3 60-100% torque-filled G4-G5 transmission driving driving R Active torque replenishment of ATF (battery discharge) Z10 D2 T3 35-80% torque-filled G5-G6 transmission driving driving R Active torque replenishment of ATF (battery discharge) Z10 D2 T3

[0074] Fig. Figure 21 schematically shows the shift pattern for this first version. Solid lines represent gear changes with torque interruptions, dotted lines represent gear changes with full torque build-up, and dashed lines represent gear changes with full torque build-up.

[0075] Gear changes with partial torque replacement by the secondary drive motor EM are shown.

[0076] This and the switching table mean L shift to the left (referring to Fig.2 or Fig. 4) R shift to the right (referring to Fig. 2 or Fig. 4) N0 neutral CC Cold Start SC coupling of the two input shafts 14, 15 (charging the vehicle battery when stationary, warm start, shutdown aid) E1 first gear in EV mode E2 second gear in EV mode G1 first gear in ICE and hybrid mode G2 second gear in ICE and hybrid mode G3 third gear in ICE and hybrid mode G3A, G3B, G3C variants of the third gear in ICE and hybrid mode G4 fourth gear in ICE and hybrid mode G5 fifth gear in ICE and hybrid mode G6 sixth gear in ICE and hybrid mode D.. Position of the first switching drum D T.. Position of the second switching drum T

[0077] At the in Fig.In the second embodiment shown in Figure 3, the secondary drive motor EM is arranged between the gear pair arrangement 20 and the planetary gear set PGS. This arrangement is particularly suitable for motorcycles where the primary drive motor ICE has a relatively large axial extent and is, for example, formed by an internal combustion engine with at least three cylinders. Compared to the one shown in Fig. In the first embodiment shown in Figure 2, the input shafts 14, 15 and the gear planes ε2, ε3, ε5, ε6 of the gearbox 13 are interchanged. The first input shaft 14, which is rotationally fixed to the third element P3 of the planetary gear set PGS formed by a planet carrier, is thus designed as a hollow shaft. The second input shaft 15, which is rotationally fixed to the first element P1 of the planetary gear set PGS formed by a ring gear, is here formed inside the hollow shaft.

[0078] The gearbox 13 has in the Fig. The second version shown in section 3 has the following circuit diagram: Stationary modes: fashion aisle ICE EM C1 C2 C3 Switching state D T completely neutral N0 out of out of Z0 D2 T2 Charging while stationary SC driving generator R Z1 D3 T2 electric E1 blocked Motor L R Z2 D4 T1 E2 blocked Motor L L Z4 D4 T3 ICE and hybrid G1 driving Rotor standstill or speed increase R Z5 D2 T1 G2 driving Torque increase R R Z6 D3 T1 G3A driving Torque increase R L Z7 D1 T1 G3C driving Torque increase R L Z9 D1 T3 G4 driving Rotor standstill or speed increase L Z10 D2 T3 G5 driving Torque increase R R Z11 D2 T4 G6 driving Torque increase L R Z12 D3 T3 Transient modes: fashion ICE EM C1 C2 C3 remark Switching state D T Cold start cranking driving L Rear brake must be engaged, high crank torque Z13 D2 T3 Warm start cranking driving R Driving possible, low crank torque Z1 D3 T2 Shutdown aid Shutdown braking R Faster shutdown of ICE trains before switching to electric mode Z1 D3 T2 ICE Start driving braking R Passive Torque Fill (PTF) (Battery Charging) Z5 D2 T1 40-100% torque-filled G1-G2 shift driving driving R Active torque replenishment of ATF (battery discharge) Z5 D2 T1 25-60% torque-filled G2-G3 shift driving driving R active torque filling Z5 D2 T1 Gear selection on G3 driving Synchronizing switching element C2 R No boost is available during gear selection. Z8 D1 T2 35-70% torque-filled G3-G4 shift driving braking L Passive torque boost (PTF) (battery charging) Z10 D2 T3 60-100% torque-filled G4-G5 transmission driving driving L Active torque replenishment of ATF (battery discharge) Z10 D2 T3 35-80% torque-filled G5-G6 transmission driving driving L Active torque replenishment of ATF (battery discharge) Z10 D2 T3

[0079] In the switching table it means L shift to the left (referring to Fig. 2 or Fig. 4) R shift to the right (referring to Fig. 2 or Fig. 4) N0 neutral SC Charging the vehicle battery E1 first gear in EV mode E2 second gear in EV mode G1 first gear in ICE and hybrid mode G2 second gear in ICE and hybrid mode G3 third gear in ICE and hybrid mode G3A, G3B, G3C variants of the third gear in ICE and hybrid mode G4 fourth gear in ICE and hybrid mode G5 fifth gear in ICE and hybrid mode G6 sixth gear in ICE and hybrid mode D Position of the first switching drum D T Position of the second switching drum T

[0080] Fig. Figure 4 shows a third embodiment of the invention, in which the gear pair arrangement 20 is arranged between the secondary drive motor EM and the planetary gear set PGS, wherein the secondary drive motor EM and the planetary gear set PGS are arranged on opposite end faces of the transmission 13. This arrangement is also particularly suitable for motorcycles in which the primary drive motor ICE has a relatively large axial extent and is, for example, formed by an internal combustion engine with at least three cylinders. Compared to the one in Fig. In the first version shown in 2, the input waves are 14, 15 and, in comparison to the one in Fig.In the embodiment shown in Figure 3, the gear planes ε2, ε3, ε5, ε6 of the gearbox 13 are interchanged. The first input shaft 14, which is rotationally fixed to the third element P3 of the planetary gear set PGS formed by a planet carrier, is – as in Fig. 3 - also designed as a hollow shaft. The second input shaft 15, which is rotationally fixed to the first element P1 of the planetary gear set PGS formed by a ring gear, is formed inside the hollow shaft.

[0081] The circuit diagram corresponds to that of the one in Fig. 2 shown first version variant.

[0082] Fig. 5 and Fig. Figure 12 shows a fourth embodiment in which the primary drive machine ICE is arranged coaxially with the planetary gear set PGS and the secondary drive machine EM is arranged parallel and at a distance from the first 14 and second input shaft 15.

[0083] Fig.Figure 6 shows a fifth embodiment of the invention, which differs from the fourth embodiment in that the primary drive machine ICE and the secondary drive machine EM are arranged coaxially with the planetary gear set PGS and coaxially with the first input shaft 14 and second input shaft 15.

[0084] The fourth and fifth versions are particularly suitable for passenger cars, with the drive unit 12, for example, being installed transversely for front-wheel drive. Reference numeral 30 designates a differential in each of the fourth and fifth versions. A parking lock wheel P of a parking lock lever 95 is arranged on the intermediate shaft 16.

[0085] In Fig.Figure 15 shows the parking lock device 93 in detail. The parking lock device has a parking cam 94 on the second shift drum T, which is operatively connected to the parking lock wheel P of the intermediate shaft 16 via a parking lock lever 95. The parking cam 94 is torsionally connected to the second shift drum T via a preload spring 96. The parking lock wheel P has several recesses 97 into which a pawl 98 of the parking lock lever 95 can engage. The parking lock lever 95 is pressed against the parking cam 94 by a return spring 99. The preload spring 96 enables the parking lock to be engaged even if the pawl 98 is not exactly positioned over a recess 97. The parking cam 94 is pressed against the parking lock lever 95 via the preload spring 96 and the lever is pressed against the parking lock wheel P, while the parking lock wheel P continues to rotate with the intermediate shaft 16.As soon as a recess 97 is located directly below the locking pawl 98, the locking pawl 98 engages in the recess 97, thereby activating the parking lock.

[0086] The drive unit 12 features a reverse function provided by the secondary drive machine EM, which is electrically operated. The secondary drive machine EM is designed as a high-speed offset electric motor and is connected to the second element P2 of the planetary gear set PGS (e.g., the sun gear) via a spur gear transmission.

[0087] Compared to the one in Fig. In the first embodiment shown in Figure 2, the input shafts 14, 15 and also the gear levels ε2, ε3, ε5, ε6 of the gearbox 13 are interchanged. The first input shaft 14, which is rotationally fixed to the third element P3 of the planetary gear set PGS formed by a planet carrier, is – as in Fig.3 - designed as a hollow shaft and the second input shaft 15, which is non-rotatably connected to the first element P1 of the planetary gear set PGS formed by a ring gear, is arranged inside the hollow shaft.

[0088] The gear pairs 1 / 2, 3, 5, 4 / 6 of the gear pair arrangement 20 are designed as helical gears. The resulting axial forces preclude the design of the first switching element C1 as a sliding sleeve unit with combined fixed gears 3F and 5F. The in Fig. The first switching element C1, shown in the right-hand position, is therefore designed as a simple switching sleeve that is axially displaceable in the space between the fixed gears 3F and 5F. The fixed gears 3F and 5F have openings 23 and 25 in the gear disk through which axial webs of the first switching sleeve penetrate. Thus, the first switching element C1 is rotationally fixed to the fixed gears 3F and 5F, but axially displaceable relative to them.

[0089] Reference number 28 designates a friction torque limiter.

[0090] The gearbox 13 has in the Fig. 5 and Fig. 12 fourth variant shown and in the Fig. The fifth variant shown in section 6 has the following circuit diagram: Stationary modes: fashion aisle ICE EM C1 C2 C3 P Switching state D T completely neutral N0 out of out of Z0 D2 T3 Parking / charging while stationary SC driving generator R X Z13 D2 T1 electric E1 blocked Motor L R Z2 D4 T2 E2 blocked Motor L L Z4 D4 T4 ICE and hybrid G1 driving Rotor standstill or speed increase R Z5 D2 T2 G2 driving Torque increase R R Z6 D3 T2 G3A driving Torque increase R L Z7 D1 T2 G3C driving Torque increase L L Z9 D1 T4 G4 driving Rotor standstill or speed increase L Z10 D2 T4 G5 driving Torque increase L R Z11 D2 T5 G6 driving Torque increase R L Z12 D3 T4 Transient modes: fashion ICE EM C1 C2 C3 P remark Switching state D T Cold start cranking driving R X Rear brake must be engaged, high crank torque Z13 D2 T1 Warm start cranking driving R Driving possible, low crank torque Z1 D3 T3 Shutdown aid Shutdown braking R Faster shutdown of ICE trains before switching to electric mode Z1 D3 T3 electric, gear change blocked Synchronizing switching element C3 L Torque interruption Z3 D4 T3 ICE Start driving braking R Passive Torque Fill (PTF) (Battery Charging) Z5 D2 T2 40-100% torque-filled G1-G2 shift driving driving R Active torque replenishment of ATF (battery discharge) Z5 D2 T2 25-60% torque-filled G2-G3 shift driving driving R active torque filling Z5 D2 T2 Gear selection on G3 driving Synchronizing switching element C3 L No boost is available during gear selection. Z8 D1 T3 35-70% torque-filled G3-G4 shift driving braking L Passive torque boost (PTF) (battery charging) Z10 D2 T4 60-100% torque-filled G4-G5 transmission driving driving L Active torque replenishment of ATF (battery discharge) Z10 D2 T4 35-80% torque-filled G5-G6 transmission driving driving L Active torque replenishment of ATF (battery discharge) Z10 D2 T4

[0091] Fig. Figure 22 schematically shows the shift pattern for this fourth variant. Solid lines represent gear changes with torque interruptions, dotted lines represent gear changes with full torque replenishment, and dashed lines represent gear changes with partial torque replenishment by the secondary drive motor EM.

[0092] This and the switching table mean L shift to the left (referring to Fig. 2 or Fig. 4) R shift to the right (referring to Fig. 2 or Fig. 4) X activated N0 neutral P Parking / Cold Start SC coupling of the two input shafts 14, 15 (charging the vehicle battery when stationary, warm start, shutdown aid) E1 first gear in EV mode E2 second gear in EV mode G1 first gear in ICE and hybrid mode G2 second gear in ICE and hybrid mode G3 third gear in ICE and hybrid mode G3A, G3B, G3C variants of the third gear in ICE and hybrid mode G4 fourth gear in ICE and hybrid mode G5 fifth gear in ICE and hybrid mode G6 sixth gear in ICE and hybrid mode D Position of the first switching drum D T Position of the second switching drum T

[0093] All embodiments of the invention have the following properties: • Six gears G1 to G6 with progressive gear ratios via only 4 tooth engagements • No friction clutches or synchronizers • Compact design • Small number of components • Low weight • Gears G5 and G6 provide highly efficient cruising gear ratios. Unlike gears G1 and G4, no torque support from the secondary drive motor EM is required. • In all ICE operating modes, torque is replenished during gear changes by means of the secondary drive motor EM; • An energy-efficient start of the primary drive motor ICE can be performed even with a low battery charge. In this case, the secondary drive motor EM operates in generator mode; • A cold start of the primary drive motor ICE with high torque (at standstill) is possible; • A warm start of the primary drive engine of the ICE is possible while driving (switching from electric to hybrid operation); • 48V mild hybrid is possible. The secondary drive motor EM with a power output of 10-15% of the ICE power enables the full range of functions (cold / warm towing, starting the primary drive motor ICE, boost / regenerative braking, EV driving in traffic jams);

Claims

[1] Shifting device (40) for a plurality of shift elements (C1, C2, C3) of a transmission (13) for a drive unit (12) for a motor vehicle, with a first shift drum (D) mounted rotatably about a first axis of rotation (Da) and a second shift drum (T) mounted rotatably about a second axis of rotation (Ta), wherein • the first shift drum (D) has at least one first switching surface (41) for a first guide element (51) of a first shift fork (61) mounted axially displaceably or pivotably with respect to the first rotational axis (Da) for switching a first shift element (C1), and • the second shift drum (T) has at least one second switching surface (42) for a second guide element (52) of a second shift fork (62) mounted axially displaceably or pivotably with respect to the first rotational axis (Da) for switching the second shift element (C2), • the first switching drum (D) has at least one third switching element (43) for a third guide element (53) and • the second switching drum (T) has at least one fourth switching surface (44) for a fourth guide element (54), wherein • the third guide element (53) and the fourth guide element (54) are assigned to an axially displaceable or pivotally mounted third shift fork (63) for switching a third shift element (C3) and are arranged at a distance from one another - preferably on the third shift fork (63), wherein in each displacement position of the third shift fork (63) at least the third guide element (53) or fourth guide element (54) contacts the corresponding third switch button (43) or fourth switch button (44), characterized by , that • a first switching element (C1) is designed as a double switching element for switching two members (P1, P3) of a planetary gear set (PGS) of the transmission (13) in order to connect two members (P1, P3) of the planetary gear set (PGS) to one another in a rotationally fixed manner in a switching position (L, R), to connect a member (P1) of the planetary gear set (PGS) to a housing (H) of the transmission (13) in another switching position (R, L), and to separate the connections in a neutral position (N), • a second switching element (C2) is designed as a double switching element for switching two loose wheels (2L, 6L) of two gear pairs (2, 6) of a first gear pair group (A) of the transmission (13), each having a loose wheel (2L, 6L) and a fixed wheel (2F, 6F), in order to activate one of the loose wheels (2L; 6L) of the first gear pair group (A) in a first switching position (L) and to deactivate the other loose wheel (6L; 2L), in order to deactivate this one loose wheel (2L; 6L) in a second switching position (R) and to activate the other loose wheel (6L; 2L), and in order to deactivate both loose wheels (2L, 6L) of the first gear pair group (A) in a neutral position (N), • a third switching element (C3) is designed as a double switching element for switching two loose wheels (3L, 5L) of two gear pairs (3, 5) of a second gear pair group (B) of the transmission (13), each having a loose wheel (3L, 5L) and a fixed wheel (3F, 5F), in order to activate one of the loose wheels (3L; 5L) of the second gear pair group (B) in a first switching position (L) and to deactivate the other loose wheel (5L; 3L), in order to deactivate this one loose wheel (3L; 5L) in a second switching position (R) and to activate the other loose wheel (5L; 3L), and in order to deactivate both loose wheels (3L, 5L) of the second gear pair group (B) in a neutral position (N). [2] Switching device (40) according to claim 1, characterized by that the transmission (13) has: • a first input shaft (14) and a second input shaft (15), wherein the second input shaft (15) is arranged coaxially to the first input shaft (14); • an output shaft (17); • an intermediate shaft (16) arranged parallel to the first (14) and second input shafts (15) and connected to the output shaft (17); wherein • the first member (P1) of the planetary gear set (PGS) is designed to be connected to a primary drive machine (ICE), • the second member (P2) is designed to be connected to a secondary drive machine (EM), and wherein • the third member (P3) is connected to the first input shaft (14); • two loose wheels (2L, 6L) of the first gear pair group (A) are rotatably mounted on the intermediate shaft (16) and two fixed wheels (2F, 6F) of the first gear pair group (A) are arranged in a rotationally fixed manner on the first input shaft (14), • two loose wheels (3L, 5L) of the second gear pair group (B) are rotatably mounted on the intermediate shaft (16) and two fixed wheels (3F, 5F) of the second gear pair group (B) are arranged in a rotationally fixed manner on the second input shaft (15). [3] Switching device (40) according to claim 1 or 2, characterized by that at least one first switching surface (41) is formed by a first shift gate (31) formed into the lateral surface of the first shift drum (D). [4] Switching device (40) according to one of claims 1 to 3, characterized by that at least one second switching surface (42) is formed by a second shift gate (32) formed into the lateral surface of the second shift drum (T). [5] Switching device (40) according to one of claims 1 to 4, characterized by that at least one third switching surface (43) is formed by a third switching gate (33) formed in the lateral surface of the first switching drum (D). [6] Switching device (40) according to claim 5, characterized bythat the third shift gate (33) in at least one circumferential region of the first shift drum (D) defining a neutral position (N) of the third shift element (C3), in which the at least one third switch button (43) of the third shift gate (33) is arranged substantially in a normal plane (η D ) is designed to be directed onto the rotational axis (Da) of the first shift drum (D), and has a first transverse lane (331) in at least one rotational position (D2) of the first shift drum (D), wherein the first transverse lane (331) is preferably designed parallel to the rotational axis (Da) of the first shift drum (D). [7] Switching device (40) according to one of claims 1 to 6, characterized by that at least one fourth switching surface (44) is formed by a fourth shift gate (34) formed in the lateral surface of the second shift drum (T). [8] Switching device (40) according to claim 7, characterized byin that the fourth shift gate (34) has at least one clearance area (340) with a second width (b2) which is greater than a first width (b1) of the fourth shift gate (34) outside the clearance area (340), wherein the first width (b1) and the second width (b2) are measured transversely to the fourth shift gate (34), and wherein the second width (b2) of the fourth shift gate (34) corresponds to at least half the maximum axial deflection of the fourth guide element (54) on the second shift drum (T) when switching the third shift element (C3) between the two shift positions (L, R). [9] Switching device (40) according to claim 8, characterized by that the release region (340) is arranged in a circumferential region of the lateral surface of the second shift drum (T), in which the second shift gate (32) defines a switching between the two switching positions (L, R) of the second switching element (C2). [10] Switching device (40) according to claim 8 or 9, characterized by that at least a fourth button (44) of the fourth shift gate (34) in the clearance area (340) in a normal plane (η T ) on the rotational axis (Ta) of the second shift drum (T). [11] Switching device (40) according to one of claims 1 to 10, characterized by that at least one elastic element (71, 72, 73), preferably formed by a pretensioning spring, is arranged between at least one guide element (51, 52, 53, 54) and the corresponding shift fork (61, 62, 63). [12] Switching device (40) according to one of claims 1 to 11, characterized bythat at least one - preferably each - switching surface (41, 42, 43, 44) - viewed in a developed view of the first shift drum (D) or second shift drum (T) - has at least one first ramp section (R1) which is inclined at a defined first angle (α) - preferably between 0° and 45° - to a normal plane (η D , n T ) is arranged on the first axis of rotation (31a) of this shift drum (D, T). [13] Switching device (40) according to one of claims 1 to 12, characterized by that at least one - preferably the first - switch surface (41) of a switching drum (D) - viewed in a developed view of this switching drum (D) - has at least one second ramp section (R2) which is inclined at a defined second angle (β) oriented opposite to the first angle (α) - preferably between -45° and 0° - to a normal plane (η D ) on the axis of rotation (Da) of this shift drum (D). [14] Switching device (40) according to one of claims 1 to 13, characterized by that the first axis of rotation (31a) of the first shift drum (D) and the second axis of rotation (32a) of the second shift drum (T) are arranged parallel to each other. [15] Switching device (40) according to one of claims 1 to 14, characterized by that the third guide element (53) and the fourth guide element (54) are connected to one another via a third coupling rod (83) which is rigidly or elastically connected to the third shift fork (63). [16] Switching device (40) according to one of claims 1 to 15, characterized by in that at least one guide element (51, 52, 53, 54) is formed by a guide roller, a guide pin or a sliding block, wherein preferably at least one guide element (51, 52, 53, 54) has a cylindrical or spherical surface in the contact area with the corresponding switching surface (41, 42, 43, 44). [17] Switching device (40) according to one of claims 1 to 16, characterized by that at least one shift fork (61, 62, 63) is displaceably mounted parallel to the axes of rotation (Da, Ta) of the shift drums (D, T). [18] Switching device (40) according to one of claims 1 to 17, characterized by that the first shift drum (D) is rotatable by a first shift actuator motor (SA1) and the second shift drum (T) is rotatable by a second shift actuator motor (SA2). [19] Switching device (40) according to one of claims 1 to 18, characterized by that the first shift drum (D) and / or the second shift drum (T) has four or five defined rotational positions (D1, D2, D3, D4; T1, T2, T3, T4, T5). [20] Switching device (40) according to claim 19, characterized bythat each rotational position (D1, D2, D3, D4; T1, T2, T3, T4, T5) of each shift drum (D, T) is defined by a locking element (91) which engages positively with a position indicator (92), wherein the position indicator (92) is preferably formed by a depression or recess in the shift drum (D, T). [21] Drive unit with a switching device (40) according to one of claims 2 to 20, characterized by that the second input shaft (15) is connected in a rotationally fixed manner to a primary drive machine (ICE) and the second member (P2) of the planetary gear set (PGS) is connected to a secondary drive machine (EM).

Images