drive unit for a vehicle

Abstract

Drive unit for a vehicle (100), comprising an electric machine (EM) and a transmission (SG) with three switching elements (A, B, C) and at least two coupled planetary gear sets (PS1, PS2), wherein the first planetary gear set (PS1) has a first sun shaft (SO1), a first ring gear shaft (HR1) and a first carrier shaft (ST1), wherein the second planetary gear set (PS2) has a second sun shaft (SO2), a second ring gear shaft (HR2) and a second carrier shaft (ST2), wherein the first sun shaft (SO1) is driveable by the electric machine (EM), wherein the second sun shaft (SO2) is rotationally fixed to a stationary component, wherein the second ring gear shaft (HR2) is rotationally fixed to the first carrier shaft (ST1), and wherein a shaft and / or a section of a stationary component of the drive unit passes axially through a rotor (EMR) of the electric machine (EM) and through the first sun shaft (SO1).wherein the first switching element (A) in an actuated state connects the first ring gear shaft (HR1) to a stationary component in a rotationally fixed manner to shift a first gear, wherein the second switching element (B) in an actuated state connects the first ring gear shaft (HR1) to the second web shaft (ST2) in a rotationally fixed manner to shift a second gear, wherein the third switching element (C) in an actuated state connects two of the three shafts of the first planetary gear set (PS1) in a rotationally fixed manner to shift a third gear.

Description

[0001] The invention relates to a drive unit for a vehicle, wherein the drive unit comprises an electric motor and a multi-gear manual transmission. Furthermore, the invention relates to a vehicle having such a drive unit.

[0002] For example, DE 10 2019 218 413 A1 discloses a drive arrangement of an electric vehicle with a manual transmission having a transmission input shaft and a transmission output shaft, wherein the manual transmission is designed as a three-speed manual transmission for shifting a first gear, a second gear, and a third gear, with a first shifting element, a second shifting element, a third shifting element, and two interconnected planetary gear sets. The first planetary gear set has a first sun gear shaft, a first ring gear shaft, and a first carrier shaft. The second planetary gear set has a second sun gear shaft, a second ring gear shaft, and a second carrier shaft. The first carrier shaft is fixedly connected to the second ring gear shaft. The first sun gear shaft forms the transmission input shaft. The second sun gear shaft is fixedly locked to the housing. The second carrier shaft forms the transmission output shaft. The first shifting element can be actuated to shift the first gear.The second shift element can be operated to engage second gear. The third shift element can be operated to engage third gear.

[0003] The object of the present invention is to provide an alternative drive unit for a vehicle. In particular, the drive unit should be compact and energy-efficient. This object is achieved by a drive unit having the features of independent patent claims 1 and 7. Advantageous embodiments are the subject of the dependent claims, the following description, and the figures.

[0004] A drive unit according to the invention for a vehicle comprises an electric machine and a manual transmission with a first shifting element, a second shifting element, a third shifting element, and at least two planetary gear sets coupled to one another, wherein the first planetary gear set has a first sun shaft, a first ring gear shaft, and a first carrier shaft, wherein the second planetary gear set has a second sun shaft, a second ring gear shaft, and a second carrier shaft, wherein the first sun shaft is drivable by the electric machine, wherein the second carrier shaft is configured as an output, wherein the second sun shaft is connected in a rotationally fixed manner to a stationary component, wherein the second ring gear shaft is connected in a rotationally fixed manner to the first carrier shaft, wherein a shaft and / or a portion of a stationary component of the drive unit is guided axially through a rotor of the electric machine and through the first sun shaft,The first shifting element, in an actuated state, connects the first ring gear shaft to a stationary component in a rotationally fixed manner to engage a first gear. The second shifting element, in an actuated state, connects the first ring gear shaft to the second planetary gear shaft in a rotationally fixed manner to engage a second gear. The third shifting element, in an actuated state, connects two of the three shafts of the first planetary gear set in a rotationally fixed manner to engage a third gear. Preferably, no shaft, in particular no output shaft or differential output shaft of the drive unit, is axially guided through the second sun gear.

[0005] This makes it possible to achieve a larger stationary gear ratio for the second planetary gear set, as the second sun shaft can have a smaller diameter than a sun shaft through which another shaft is axially guided. This makes it possible to achieve different values ​​for the gear ratio series. A high stationary gear ratio for the second planetary gear set, for example, means that third gear has a rather low gear ratio, because in third gear the gear ratio is determined solely by the second planetary gear set, since the first planetary gear set is in block orbit. Depending on the application, this may be desired, for example in conjunction with an integral differential. This is because an integral differential is subject to particular restrictions when designing stacked planetary gear sets, so it is advantageous to be able to adapt the gear ratio of the upstream manual transmission accordingly.

[0006] In other words, the electric machine, in particular the rotor or rotor shaft of the electric machine, and the first sun shaft are designed such that a shaft, in particular an output shaft or a differential output shaft of the drive unit, is axially guided through them. Alternatively or additionally, a portion of the stationary component of the drive unit can be axially guided through the electric machine, in particular through the rotor or rotor shaft of the electric machine, and the first sun shaft.

[0007] A "stationary component" is a component that is fixed in a stationary manner, in particular, that is connected in a rotationally fixed manner or integrally to a part of a housing. A "portion of the stationary component" is an element that is connected in a rotationally fixed manner or integrally to a part of the housing of the drive unit.

[0008] The manual transmission enables the connection of the electric motor to generate drive power via a drive shaft. The manual transmission is drivingly connected to a differential or a vehicle wheel via the output shaft. The manual transmission is driven via the first sun shaft, and the output is driven via the second planetary gear shaft. The first sun shaft is drivingly connected to the electric motor. The second planetary gear shaft is drivingly connected to at least one vehicle wheel. For example, a single drive unit is used in an electric drive axle for an electric vehicle, with the output shaft then drivingly connected to a differential. Alternatively, two drive units can be used in an electric drive axle for an electric vehicle, with the respective output shaft then drivingly connected to the respective vehicle wheel of the drive axle.The manual transmission preferably has four gears, which are shifted by means of the shift elements, thus ensuring high energy efficiency for electric vehicles. Alternatively, the manual transmission can have three or two gears.

[0009] The shifting elements are designed as gear shifting elements and are thus configured for shifting gears. The first shifting element can be actuated to shift first gear. The second shifting element can be actuated to shift second gear. The third shifting element can be actuated to shift third gear. In an actuated state, the third shifting element preferably connects either the first ring gear shaft and the first carrier shaft or the first ring gear shaft and the first sun gear shaft in a rotationally fixed manner in order to shift third gear. This blocks the first planetary gear set. In other words, the first planetary gear set rotates in a block and has a gear ratio of 1.

[0010] A "switching element" is a switchable device that, when closed, connects two shafts or a shaft and a stationary component in a rotationally fixed manner, and, when opened, decouples the two shafts or the shaft and the stationary component. Two shafts can then rotate relative to each other.

[0011] For the purposes of the invention, a “shaft” is understood to be a rotatable component of the transmission via which associated components of the transmission are connected to one another in a rotationally fixed manner or via which such a connection can be established upon actuation of one of the shift elements. The respective shaft can connect the components axially or radially, or even both axially and radially. For example, the respective shaft can also be in the form of an intermediate piece via which a respective component is connected radially, for example. The term “shaft” does not exclude the possibility that the components to be connected can be designed as a single piece. In particular, two or more shafts connected to one another in a rotationally fixed manner can be designed as a single piece.

[0012] According to a preferred embodiment, all shifting elements are designed as positive-locking shifting elements. For example, one positive-locking shifting element is designed as a claw clutch. Positive-locking shifting elements can increase the efficiency of the drive device due to reduced drag losses. In particular, positive-locking shifting elements are more compact and optimized for efficiency, offering a cost advantage over friction-locking shifting elements.

[0013] According to a preferred embodiment, the first shifting element, the second shifting element, and the third shifting element form a shifting unit with five shift positions, wherein the shifting unit has a single axially displaceable sliding sleeve. The sliding sleeve can be axially displaced into the respective shift position by means of a single actuator. The shifting unit preferably has a neutral position between two gear positions, so that with five shift positions, three gear positions and two neutral positions are provided. In a neutral position, two shafts are decoupled from one another via the shifting unit, wherein the sliding sleeve is then in rotational engagement with a single shaft.

[0014] In particular, the actuator moves the sliding sleeve into the respective shift position, thereby shifting up to three gears sequentially. Preferably, the sliding sleeve has positive-locking claws that, in the respective gear position, interact positively with a respective corresponding claw toothing to establish a rotationally fixed connection between two shafts or a shaft and the housing. Thus, the respective claw toothing, with which the sliding sleeve interacts positively, is to be understood as a shifting element. In particular, the sliding sleeve is arranged axially between two gear positions in a respective neutral position, so that changing between gears always requires passing through a neutral position. Preferably, the shifting unit comprises an unsynchronized claw clutch.

[0015] According to a preferred embodiment, the first planetary gear set is arranged at least partially or completely radially within the electric machine. In other words, the first planetary gear set is arranged at least partially or completely axially overlapping with the electric machine. For example, the first planetary gear set projects at least partially or completely axially into the electric machine. This makes the drive unit more compact, particularly in the axial direction. Preferably, the second planetary gear set is arranged at least partially or completely radially within the electric machine. In other words, the second planetary gear set is arranged at least partially or completely axially overlapping with the electric machine.For example, the first planetary gear set is arranged entirely within the electric motor, while the second planetary gear set is arranged at least partially or entirely within the electric motor. This makes the drive unit even more axially compact.

[0016] According to a preferred embodiment, the drive unit further comprises a third planetary gear set designed as a constant gear ratio stage with a third sun shaft, a third ring gear shaft, and a third carrier shaft. For example, the third sun shaft is rotationally fixedly connected to the second carrier shaft, wherein the output shaft is rotationally fixedly connected to the third carrier shaft, wherein the ring gear shaft is rotationally fixedly connected to the stationary component. Several planetary gears are rotatably mounted on the third carrier shaft and are in tooth engagement with the third sun shaft and the third ring gear shaft. In order to make the drive unit more axially compact, the third planetary gear set is arranged at least partially or completely radially within the electric machine.In particular, the shift unit and the two planetary gear sets are then arranged together on a first side of the electric motor, with the third planetary gear set being arranged on a second side of the electric motor. The connection of the electric motor to the manual transmission via a drive shaft is then arranged axially between the first planetary gear set and the third planetary gear set.

[0017] According to a preferred embodiment, the drive unit comprises a differential with a differential input shaft, which is at least indirectly connected to the second carrier shaft, and two differential output shafts. The differential is preferably designed as an integral differential with a first planetary gear set and a second planetary gear set. An “integral differential” is understood to mean a differential with a first planetary gear set and a second planetary gear set operatively connected to the first planetary gear set. The first planetary gear set of the integral differential is, on the one hand, drive-effectively connected to the output shaft of the manual transmission, in particular to the second carrier shaft, and, on the other hand, drive-effectively connected to the second planetary gear set of the integral differential and at least indirectly to the first differential output shaft.The second planetary gear set of the integral differential is also drive-connected to the second differential output shaft and is supported on a stationary component, in particular a housing component. Using such an integral differential, the input torque introduced into the integral differential can be converted and distributed between the two differential output shafts in a defined ratio.

[0018] In particular, half of the input torque is transmitted to the two differential output shafts.

[0019] At identical output shaft speeds, the integral differential has no gears rotating within the block or rotating without a rolling motion. Therefore, regardless of the output shaft speeds, there is always a relative movement between the meshing components of the integral differential. With an integral differential, the sum of both wheel torques is not combined or summarized into a single axle torque in one component. Instead, the drive power is divided within the integral differential and transmitted to the connected differential output shafts according to the design of the first and second planetary gear sets. This allows the components of the integral differential to be designed more slenderly due to the comparatively low torque. Furthermore, a reduction in component number and weight savings are achieved.Using such an integral differential, the two functions of torque conversion and torque distribution, which are typically performed by two separate components, can be performed by a single integral component. The integral differential is thus a combined transmission and differential gear that, on the one hand, realizes torque conversion and, on the other, torque distribution to the differential output shaft.

[0020] According to a preferred embodiment, the first planetary gear set and the second planetary gear set are arranged axially adjacent to one another. Preferably, the second planetary gear set is arranged axially between the first and third planetary gear sets. Therefore, no further components are located axially between the respective planetary gear sets.

[0021] According to a preferred embodiment, the shifting unit is arranged axially adjacent to the second planetary gear set and has no axial overlap with the first or second planetary gear set. This allows the diameter of the shifting unit to be significantly reduced, allowing the shifting elements to be designed more compactly and cost-effectively. Furthermore, this makes the drive unit more compact, particularly in the radial direction.

[0022] A further drive unit according to the invention for a vehicle comprises an electric machine, a manual transmission, with a first shifting element, a second shifting element, a third shifting element and at least two planetary gear sets coupled to one another, wherein the first planetary gear set has a first sun shaft, a first ring gear shaft and a first carrier shaft, wherein the second planetary gear set has a second sun shaft, a second ring gear shaft and a second carrier shaft, wherein the first sun shaft is drivable by the electric machine, wherein the second carrier shaft is configured as an output, wherein the second sun shaft is connected in a rotationally fixed manner to a stationary component, wherein the second ring gear shaft is connected in a rotationally fixed manner to the first carrier shaft, and a third planetary gear set designed as a constant transmission stage with a third sun shaft, a third ring gear shaft and a third carrier shaft,wherein the first shifting element, in an actuated state, connects the first ring gear shaft to a stationary component in a rotationally fixed manner in order to engage a first gear, wherein the second shifting element, in an actuated state, connects the first ring gear shaft to the second carrier shaft in a rotationally fixed manner in order to engage a second gear, wherein the third shifting element, in an actuated state, connects two of the three shafts of the first planetary gear set in a rotationally fixed manner in order to engage a third gear. For this purpose, reference is made to the embodiment according to , Fig. 11.

[0023] A vehicle according to the invention comprises at least one drive unit according to the invention. The above definitions as well as statements regarding technical effects, advantages, and advantageous embodiments of the drive unit according to the invention also apply mutatis mutandis to the vehicle according to the invention.

[0024] Advantageous embodiments of the invention, which are explained below, are illustrated in the drawings, wherein identical or similar elements are provided with the same reference numerals. They show: Fig. 1 is a highly abstracted schematic view of a vehicle with a drive axle having a drive unit according to the invention; Fig. 2 a highly abstracted schematic view of a drive unit according to the invention according to a first embodiment; Fig. 3 a highly abstracted schematic view of a drive unit according to the invention according to a second embodiment; Fig. 4 a highly abstracted schematic view of a drive unit according to the invention according to a third embodiment; Fig. 5 a highly abstracted schematic view of a drive unit according to the invention according to a fourth embodiment; Fig. 6 a highly abstracted schematic view of a drive unit according to the invention according to a fifth embodiment; Fig. 7 a highly abstracted schematic view of a drive unit according to the invention according to a sixth embodiment; Fig. 8 a highly abstracted schematic view of a drive unit according to the invention according to a seventh embodiment; Fig. 9 a highly abstracted schematic view of a drive unit according to the invention according to an eighth embodiment; Fig. 10 is a highly abstracted schematic view of a drive unit according to the invention according to a ninth embodiment; and Fig. 11 a highly abstracted schematic view of a drive unit according to the invention according to a tenth embodiment.

[0025] Fig. 1 shows a vehicle 100 with a first axle 101 with two vehicle wheels R1, R2 and a second axle 102 with two vehicle wheels R3, R4. In the present case, the first axle 101 is designed as the rear drive axle of the vehicle 100 and is equipped with a drive unit according to the invention. The drive unit comprises an electric machine EM, which is configured to generate drive power, and a manual transmission SG with several gears. The vehicle 100 is therefore designed as an electric vehicle, i.e. as an electrically driven vehicle. The drive unit is arranged transversely to the vehicle's longitudinal direction and is drivingly connected to the vehicle wheels R1, R2 of the first axle 101. In the present case, no further drive unit is arranged on the second axle 102, i.e. on the front axle of the vehicle 100, thereby saving costs, weight and installation space.Alternatively, the drive unit can be arranged on the front axle of the vehicle 100 instead of on the rear axle. To implement an all-wheel drive system, a further drive unit can be arranged on the second axle 102 and can be drivingly connected to the vehicle wheels R3, R4 of this axle 102.

[0026] According to Fig. 2, the drive unit comprises the electric machine EM, which has a housing-fixed stator EMS and a rotating rotor EMR, as well as a manual transmission SG with a first shifting element A, a second shifting element B, a third shifting element C and two interconnected planetary gear sets PS1, PS2. All four shifting elements A, B, C, D are designed as positive-locking shifting elements, which saves installation space and increases efficiency. The first planetary gear set PS1 comprises three shafts, namely a first sun gear shaft SO1, a first ring gear shaft HR1 and a first planetary gear shaft ST1. The first ring gear shaft ST1 carries a plurality of planet gears that mesh, i.e., are in tooth engagement, with the first sun gear shaft SO1 and the first ring gear shaft HR1. The second planetary gear set PS2 also comprises three shafts, namely a second sun gear shaft SO2, a second ring gear shaft HR2 and a second planetary gear shaft ST2.The second carrier shaft ST2 carries several planetary gears that mesh with the second sun gear shaft SO2 and the second ring gear shaft HR2. Furthermore, the two planetary gear sets PS1 and PS2 are arranged axially adjacent to each other.

[0027] The first sun gear SO1 is connected in a rotationally fixed manner via a drive shaft An to the internally rotor EMR of the electric motor EM and can thus be driven by the electric motor EM. The second carrier shaft ST2 is configured as the output of the manual transmission SG and is connected in a rotationally fixed manner to an output shaft Ab. The output shaft Ab can be directly or indirectly connected to at least one drive wheel of the vehicle. For example, a drive device can be provided for each drive wheel of the vehicle.

[0028] The first ring gear shaft HR1 is rotationally fixed to a stationary component formed as the housing G of the drive unit. Thus, the first ring gear shaft HR1 is fixed and thus prevented from rotating. The second ring gear shaft HR2 is rotationally fixed to the first planetary gear shaft ST1. Thus, the second ring gear shaft HR2 and the first planetary gear shaft ST1 form a coupling shaft between the two planetary gear sets PS1, PS2.

[0029] The drive unit has a rotational axis of symmetry R, ​​which coincides with the input shaft An and the output shaft Ab. The electric motor EM and the manual transmission SG are arranged coaxially with the input shaft An and the output shaft Ab and thus rotate around the axis of symmetry R. Fig. 2 to Fig. 11 show only the “upper” half of the drive unit, whereby the “lower”, not shown half is designed symmetrically to the “upper” half.

[0030] A section of the stationary component of the drive unit, designed as a housing G, passes axially through the rotor EMR of the electric machine EM and through the first sun gear shaft SO1. Furthermore, no shaft passes axially through the second sun gear shaft SO2. This results in the advantage that, with a diameter limited by the installation space, a larger stationary gear ratio can be achieved in the second planetary gear set PS2, since the second sun gear shaft SO2 can extend radially further inwards and thus have a smaller diameter. This makes it possible to achieve different values ​​in the gear series of the manual transmission SG. A higher stationary gear ratio in the second planetary gear set PS2, for example, means that a third gear has a comparatively low gear ratio. Depending on the application, particularly in conjunction with an integral differential, this may be desirable.

[0031] The first shifting element A, the second shifting element B and the third shifting element C are together designed to form a shifting unit with five shift positions, wherein the shifting unit has a single axially displaceable sliding sleeve SM with which the five shift positions are realized. The sliding sleeve SM can be axially displaced into the respective shift position by means of a single actuator AK. Thus, all five shift positions of the shifting unit are arranged linearly and consist of three gear positions and two neutral positions, with the shifting unit having exactly one neutral position between two gear positions. Thus, gears one to three are shifted one after the other or sequentially by moving the sliding sleeve SM in an axial direction, each via neutral positions. This not only saves weight and components, but also costs, installation space and assembly effort.

[0032] The first gear is engaged when the sliding sleeve SM is in a first gear position, i.e., in a first switching position. The first switching element A, in an actuated state, i.e., in the first switching position of the sliding sleeve SM, connects the first ring gear shaft HR1 with the stationary component formed as a housing G in order to engage the first gear. In the present case, Fig. 2 shows this first switching position of the sliding sleeve SM.

[0033] First gear is disengaged by axially shifting the sliding sleeve SM into a first neutral position, i.e., a second shift position. In the second shift position of the sliding sleeve SM, the sliding sleeve SM is only in rotational engagement with the first ring gear shaft HR1, so that the first ring gear shaft HR1 is decoupled from the housing G via the sliding sleeve SM. No gear is engaged, whereby the electric motor EM can synchronize the target gear.

[0034] Second gear is engaged by axially shifting the sliding sleeve SM into a second gear position, i.e., a third shift position. When the sliding sleeve SM is actuated, i.e., in the third shift position, the second shift element B connects the first ring gear shaft HR1 with the second carrier shaft ST2 to engage the third gear.

[0035] Second gear is engaged by axially shifting the sliding sleeve SM into a second neutral position, i.e., the fourth shift position. In the fourth shift position of the sliding sleeve SM, the first ring gear shaft HR1 and the second carrier shaft ST2 are not rotationally connected to each other via the sliding sleeve SM and are thus decoupled from each other via the sliding sleeve SM. In the second neutral position, the sliding sleeve SM is only rotationally engaged with the first ring gear shaft HR1. No gear is engaged, whereby the electric motor EM can synchronize the target gear.

[0036] Third gear is engaged by axially shifting the sliding sleeve SM into a third gear position, i.e., a fifth shift position. When actuated, i.e., in the fifth shift position of the sliding sleeve SM, the third shifting element C connects two of the three shafts of the first planetary gear set PS1 in a rotationally fixed manner to engage third gear. In this case, the first ring gear shaft HR1 and the first carrier shaft ST1 are rotationally fixed. This blocks the first planetary gear set PS1. In other words, the first planetary gear set PS1 rotates in a block and has a gear ratio of 1. In all five shift positions, the sliding sleeve SM is mounted on the first ring gear shaft HR1.

[0037] Fig. Figure 3 shows a second embodiment of a drive unit according to the invention. The drive unit according to Fig. 3 essentially corresponds to the drive unit according to Fig. 2, whereby a difference between these two embodiments lies in the representation or implementation of the third gear. In the present case, this embodiment represents a blocking variant for the first planetary gear set PS1. To engage the third gear, the third shifting element C, in an actuated state, connects the first ring gear shaft HR1 with the first sun gear shaft SO1, whereby the first planetary gear set PS1 rotates in a block. The shift positions one to four, as well as the function, remain the same compared to the embodiment according to Fig. 2 remains unchanged. In this case, Fig. 3 shows the third switching position of the sliding sleeve SM. Otherwise, the embodiment according to Fig. 3 the embodiment according to Fig. 2, to which reference is made.

[0038] Fig. 4 shows a third embodiment of a drive unit according to the invention. The drive unit according to Fig. 4 essentially corresponds to the drive unit according to Fig. 2, whereby one difference between these two embodiments lies in the arrangement of a differential DG on the axis of symmetry R. The differential DG is designed as an integral differential with a first planetary gear set 30 and a second planetary gear set 40. The integral differential increases the final gear ratio and simultaneously enables a differential function. Alternatively, the differential DG can also be designed differently, for example, as a ball differential or a bevel gear differential.

[0039] Depending on the requirements of the integral differential, in particular the gear ratio to be achieved, the two planetary gear sets 30, 40 of the integral differential can be arranged either axially adjacent to one another or radially one above the other, i.e., radially stacked. In this case, the two planetary gear sets 30, 40 of the integral differential are arranged radially one above the other, thereby saving axial installation space. A sun gear 31 of the first planetary gear set 30 of the integral differential is designed as the differential input shaft D1 of the integral differential and is torsionally fixedly connected to the output shaft Ab.

[0040] The output of the integral differential is via the two differential output shafts D2, D3, with a carrier shaft 33 of the first planetary gear set 30 of the integral differential being rotationally fixed to the first differential output shaft D2, and a ring gear 42 of the second planetary gear set 40 of the integral differential being rotationally fixed to the second differential output shaft D3. The sun gear 41 of the second planetary gear set 40 of the integral differential is rotationally fixed to the ring gear 32 of the first planetary gear set 30 of the integral differential and is designed here as an intermediate gear with internal and external teeth. The carrier shaft 43 of the second planetary gear set 40 of the integral differential carries a plurality of planet gears that mesh with the sun gear 41 and the ring gear 42, and is rotationally fixed to the housing G.Furthermore, the carrier shaft 33 of the first planetary gear set 30 of the integral differential carries several planetary gears that mesh with the sun gear 31 and the ring gear 32.

[0041] By means of the first planetary gear set 30 of the integral differential, a first output torque can be transmitted to the first differential output shaft D2. A support torque of the first planetary gear set 30, acting in the opposite direction to the first output torque, is transmitted to the second planetary gear set 40 and can be converted in the second planetary gear set 40 such that a second output torque corresponding to the first output torque can be transmitted to the second differential output shaft D3. In other words, by means of the integral differential, a drive power fed in via the sun gear 31 of the first planetary gear set 30 is distributed between the two differential output shafts D2, D3. In the present case, the first differential output shaft D2 extends through the manual transmission SG and the electric machine EM. The second differential output shaft D3 extends away from the electric machine EM in the opposite direction. Otherwise, the exemplary embodiment according to Fig. 4 the embodiment according to Fig. 2, to which reference is made.

[0042] Fig. Figure 5 shows a fourth embodiment of a drive unit according to the invention. The drive unit according to Fig. 5 essentially corresponds to the drive unit according to Fig. 2, wherein one difference between these two embodiments lies in the arrangement of a constant gear ratio. The constant gear ratio is designed here as a third planetary gear set PS3 and comprises a third sun gear shaft SO3, a third ring gear shaft HR3, and a third carrier shaft ST3. The third carrier shaft ST3 carries a plurality of planetary gears that mesh with the third sun gear shaft SO3 and with the third ring gear shaft HR3. The third ring gear shaft HR3 is rotationally fixedly connected to a stationary component designed as a housing G and is thus prevented from rotating. The third sun gear shaft SO3 is rotationally fixedly connected to the second carrier shaft ST2, wherein the third carrier shaft ST3 is rotationally fixedly connected to the output shaft Ab. The third planetary gear set PS3 is therefore designed as a rear-mounted gear set and is arranged in the power flow between the second carrier shaft ST2 and the output shaft Ab in order to increase a final gear ratio of the manual transmission SG.Otherwise, the embodiment corresponds to . Fig. 5 the embodiment according to Fig. 2, to which reference is made.

[0043] Fig. Figure 6 shows a fifth embodiment of a drive unit according to the invention. The drive unit according to Fig. 6 essentially corresponds to the drive unit according to Fig. 2, whereby a difference between these two embodiments lies in the arrangement or orientation of the output shaft Ab. In this case, the output shaft Ab is axially guided by the drive shaft An, which is designed as a hollow shaft, and the electric machine EM. In other words, the input and output of the manual transmission SG are on the same side, and not on opposite sides, as in the embodiment according to Fig. 2. Otherwise, the embodiment corresponds to Fig. 6 the embodiment according to Fig. 2, to which reference is made.

[0044] Fig. Figure 7 shows a sixth embodiment of a drive unit according to the invention. The drive unit according to Fig. 7 essentially corresponds to the drive unit according to Fig. 6, wherein one difference between these two embodiments lies in the arrangement of a constant gear ratio. The constant gear ratio is designed here as a third planetary gear set PS3 and comprises a third sun gear shaft SO3, a third ring gear shaft HR3, and a third carrier shaft ST3. The third carrier shaft ST3 carries a plurality of planetary gears that mesh with the third sun gear shaft SO3 and with the third ring gear shaft HR3. The third ring gear shaft HR3 is rotationally fixedly connected to a stationary component designed as a housing G and is thus prevented from rotating. The third sun gear shaft SO3 is rotationally fixedly connected to the second carrier shaft ST2, wherein the third carrier shaft ST3 is rotationally fixedly connected to the output shaft Ab. The third planetary gear set PS3 is therefore designed as a rear-mounted gear set and is arranged in the power flow between the second carrier shaft ST2 and the output shaft Ab in order to increase a final gear ratio of the manual transmission SG.Furthermore, the third planetary gear set PS3 is arranged entirely radially within the electric motor EM. In other words, the electric motor EM and the third planetary gear set PS3 are radially nested and thus arranged to overlap axially, making the drive unit more axially compact. Otherwise, the exemplary embodiment corresponds to FIG. Fig. 7 the embodiment according to Fig. 6, to which reference is made.

[0045] Fig. Figure 8 shows a seventh embodiment of a drive unit according to the invention. The drive unit according to Fig. 8 essentially corresponds to the drive unit according to Fig. 6, wherein one difference between these two embodiments is the arrangement of a differential DG on the axis of symmetry R. The electric machine EM is arranged axially between the differential DG and the first planetary gear set PS1 and is connected to the first planetary gear set PS1 via the drive shaft An. In the present case, the electric machine EM has no axial overlap with the differential DG and the first planetary gear set PS1, as a result of which the electric machine EM can be designed to be more radially compact. The differential DG is designed as an integral differential with a first planetary gear set 30 and a second planetary gear set 40. The integral differential increases the final drive ratio and at the same time enables a differential function. Alternatively, the differential DG can also be designed differently, for example as a ball differential or bevel gear differential.

[0046] Depending on the requirements of the integral differential, in particular the gear ratio to be achieved, the two planetary gear sets 30, 40 of the integral differential can be arranged either axially adjacent to one another or radially one above the other, i.e., radially stacked. In this case, the two planetary gear sets 30, 40 of the integral differential are arranged radially one above the other, thereby saving axial installation space. A sun gear 31 of the first planetary gear set 30 of the integral differential is designed as the differential input shaft D1 of the integral differential and is torsionally fixedly connected to the output shaft Ab.

[0047] The output of the integral differential is via the two differential output shafts D2, D3, with a carrier shaft 33 of the first planetary gear set 30 of the integral differential being rotationally fixed to the first differential output shaft D2, and a ring gear 42 of the second planetary gear set 40 of the integral differential being rotationally fixed to the second differential output shaft D3. The sun gear 41 of the second planetary gear set 40 of the integral differential is rotationally fixed to the ring gear 32 of the first planetary gear set 30 of the integral differential and is designed here as an intermediate gear with internal and external teeth. The carrier shaft 43 of the second planetary gear set 40 of the integral differential carries a plurality of planet gears that mesh with the sun gear 41 and the ring gear 42, and is rotationally fixed to the housing G.Furthermore, the carrier shaft 33 of the first planetary gear set 30 of the integral differential carries several planetary gears that mesh with the sun gear 31 and the ring gear 32.

[0048] By means of the first planetary gear set 30 of the integral differential, a first output torque can be transmitted to the first differential output shaft D2. A support torque of the first planetary gear set 30, which acts opposite to the first output torque, is transmitted to the second planetary gear set 40 and can be converted in the second planetary gear set 40 such that a second output torque corresponding to the first output torque can be transmitted to the second differential output shaft D3. In other words, by means of the integral differential, a drive power fed in via the sun gear 31 of the first planetary gear set 30 is distributed between the two differential output shafts D2, D3. In the present case, the second differential output shaft D3 extends through the electric machine EM and the manual transmission SG. The first differential output shaft D2 extends away from the electric machine EM in the opposite direction. Otherwise, the exemplary embodiment according to Fig. 8 the embodiment according to Fig. 6, to which reference is made.

[0049] Fig. Figure 9 shows an eighth embodiment of a drive unit according to the invention. The drive unit according to Fig. 9 essentially corresponds to the drive unit according to Fig. 2, whereby one difference between these two embodiments is the reduction in the diameter of the switching unit. In this case, the switching elements A, B, C of the switching unit are arranged on a smaller diameter than in the embodiment according to Fig. 2. This allows the shifting elements A, B, C to be designed more compactly and cost-effectively. Furthermore, the first planetary gear set PS1 is arranged completely radially within the electric machine EM. In other words, the electric machine EM and the first planetary gear set PS1 are radially nested and thus arranged axially overlapping, whereby the drive unit is designed more axially compactly. Alternatively, and not shown here, the second planetary gear set PS2 can also be arranged at least partially or completely radially within the electric machine EM. Otherwise, the embodiment according to Fig. 9 the embodiment according to Fig. 2, to which reference is made.

[0050] Fig. 10 shows a ninth embodiment of a drive unit according to the invention. The drive unit according to Fig. 10 essentially corresponds to the drive unit according to Fig. 2, whereby a difference between these two embodiments is the connection of the second sun shaft SO2 to the stationary component. The connection of the second sun shaft SO2 to the stationary component designed as a housing G is made adjacent to the second planetary gear set PS2, so that a section of the stationary component is not, as in the embodiment according to Fig. 2 is guided axially through the rotor EMR of the electric machine EM and the first sun shaft SO1. Furthermore, a differential DG is arranged on the axis of symmetry R and connected to the manual transmission SG via the output shaft Ab. The electric machine EM is arranged on a first side of the drive unit and the differential DG is arranged on an opposite second side of the drive unit. The first and second planetary gear sets PS1, PS2 are arranged axially between the electric machine EM and the differential DG. The differential DG is designed as an integral differential with a first planetary gear set 30 and a second planetary gear set 40 and corresponds completely to the integral differential in the exemplary embodiment according to Fig. 4, to which reference is made. Otherwise, the embodiment according to Fig. 10 the embodiment according to Fig. 2, to which reference is made.

[0051] Fig. 11 shows a tenth embodiment of a drive unit according to the invention. The drive unit according to Fig. 11 essentially corresponds to the drive unit according to Fig. 5, whereby a difference between these two embodiments is the connection of the second sun shaft SO2 to the stationary component. The connection of the second sun shaft SO2 to the stationary component designed as a housing G is made adjacent to the second planetary gear set PS2, so that a section of the stationary component is not, as in the embodiment according to Fig. 5 is guided axially through the rotor EMR of the electric machine EM and the first sun shaft SO1. As a result, a coupling shaft, which connects the second carrier shaft ST2 and the third sun shaft SO3 in a rotationally fixed manner, is guided axially through the second sun shaft SO2. Otherwise, the embodiment according to Fig. 11 the embodiment according to Fig.5, to which reference is made. Reference symbol On drive shaft From output shaft SG manual transmission 100 vehicles 101 first axis 102 second axis R1 vehicle wheel R2 vehicle wheel R3 vehicle wheel R4 vehicle wheel EM electric machine EMS stator of the electrical machine EMR rotor of the electric machine PS1 first planetary gear set SO1 first solar wave HO1 first ring gear shaft ST1 first bridge wave PS2 second planetary gear set SO2 second solar wave HO2 second ring gear shaft ST2 second web wave PS3 third planetary set SO3 third solar wave HO3 third ring gear shaft ST3 third web wave AK Actuator G Housing R axis of symmetry DG Differential D1 differential input shaft D2 first differential output shaft D3 second differential output shaft 30 first planetary set 31 Sun gear of the first planetary gear set 32 Ring gear of the first planetary gear set 33 Carrier shaft of the first planetary gear set 40 second planetary gear set 41 Sun gear of the second planetary gear set 42 Ring gear of the second planetary gear set 43 Carrier shaft of the second planetary gear set SM sliding sleeve A first switching element B second switching element C third switching element QUOTES CONTAINED IN THE DESCRIPTION

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

[0000] DE 10 2019 218 413 A1

[0002]

Claims

[1] Drive unit for a vehicle (100), comprising an electric machine (EM) and a manual transmission (SG) with a first shifting element (A), a second shifting element (B), a third shifting element (C), and at least two planetary gear sets (PS1, PS2) coupled to one another, wherein the first planetary gear set (PS1) has a first sun shaft (SO1), a first ring gear shaft (HR1), and a first carrier shaft (ST1), wherein the second planetary gear set (PS2) has a second sun shaft (SO2), a second ring gear shaft (HR2), and a second carrier shaft (ST2), wherein the first sun shaft (SO1) is drivable by the electric machine (EM), wherein the second carrier shaft (ST2) is configured as an output, wherein the second sun shaft (SO2) is connected in a rotationally fixed manner to a stationary component, wherein the second ring gear shaft (HR2) is connected in a rotationally fixed manner to the first carrier shaft (ST1),wherein a shaft and / or a section of a stationary component of the drive unit is guided axially through a rotor (EMR) of the electric machine (EM) and through the first sun shaft (SO1), • wherein the first switching element (A) in an actuated state connects the first ring gear shaft (HR1) to a stationary component in a rotationally fixed manner in order to switch a first gear, • wherein the second switching element (B) in an actuated state connects the first ring gear shaft (HR1) to the second carrier shaft (ST2) in a rotationally fixed manner in order to switch a second gear, • wherein the third switching element (C) in an actuated state connects two of the three shafts of the first planetary gear set (PS1) in a rotationally fixed manner in order to switch a third gear. [2] Drive unit according to claim 1, further comprising a differential (DG) which is designed as an integral differential with a first planetary gear set (30) and a second planetary gear set (40). [3] Drive unit according to claim 1, wherein no shaft of the drive unit is guided axially through the second sun shaft (SO2). [4] Drive unit according to one of the preceding claims, further comprising a third planetary gear set (PS3) designed as a constant gear ratio stage with a third sun shaft (SO3), a third ring gear shaft (HR3) and a third carrier shaft (ST3). [5] Drive unit according to claim 4, wherein the third planetary gear set (PS3) is arranged at least partially radially inside the electric machine (EM). [6] Drive unit according to one of the preceding claims, wherein the electric machine (EM) and the output are arranged together on the same side of the drive unit. [7] Drive unit for a vehicle (100), comprising an electric machine (EM), a manual transmission (SG), with a first shifting element (A), a second shifting element (B), a third shifting element (C) and at least two planetary gear sets (PS1, PS2) coupled to one another, wherein the first planetary gear set (PS1) has a first sun shaft (SO1), a first ring gear shaft (HR1) and a first carrier shaft (ST1), wherein the second planetary gear set (PS2) has a second sun shaft (SO2), a second ring gear shaft (HR2) and a second carrier shaft (ST2), wherein the first sun shaft (SO1) is drivable by the electric machine (EM), wherein the second carrier shaft (ST2) is configured as an output, wherein the second sun shaft (SO2) is connected in a rotationally fixed manner to a stationary component, wherein the second ring gear shaft (HR2) is connected in a rotationally fixed manner to the first carrier shaft (ST1),and a third planetary gear set (PS3) designed as a constant gear ratio stage with a third sun shaft (SO3), a third ring gear shaft (HR3) and a third carrier shaft (ST3), • wherein the first switching element (A) in an actuated state connects the first ring gear shaft (HR1) to a stationary component in a rotationally fixed manner in order to switch a first gear, • wherein the second switching element (B) in an actuated state connects the first ring gear shaft (HR1) to the second carrier shaft (ST2) in a rotationally fixed manner in order to switch a second gear, • wherein the third switching element (C) in an actuated state connects two of the three shafts of the first planetary gear set (PS1) in a rotationally fixed manner in order to switch a third gear. [8] Drive unit according to one of the preceding claims, wherein the third switching element (C) in an actuated state connects either the first ring gear shaft (HR1) and the first carrier shaft (ST1) or the first ring gear shaft (HR1) and the first sun shaft (SO1) in a rotationally fixed manner in order to switch the third gear. [9] Drive unit according to one of the preceding claims, wherein the first planetary gear set (PS1) is arranged at least partially radially inside the electric machine (EM). [10] Drive unit according to one of the preceding claims, wherein the second planetary gear set (PS2) is arranged at least partially radially inside the electric machine (EM). [11] Drive unit according to one of the preceding claims, wherein the first switching element (A), the second switching element (B) and the third switching element (C) are combined to form a switching unit with five switching positions, wherein the switching unit has a single axially displaceable sliding sleeve (SM). [12] Drive unit according to claim 11, wherein the switching unit has a neutral position between two gear positions. [13] Drive unit according to claim 11 or 12, wherein the switching unit is arranged axially adjacent to the second planetary gear set (PS2) and has no axial overlap with the first or second planetary gear set (PS1, PS2). [14] Drive unit according to one of the preceding claims, wherein all switching elements are designed as positive-locking switching elements. [15] Vehicle (100) comprising at least one drive unit according to one of the preceding claims.

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