drive unit for a vehicle

Abstract

The invention relates to a drive unit for a vehicle (100), comprising an electric machine (EM) and a transmission (SG) with at least one first shifting element (A), a second shifting element (B), a third shifting element (C), and 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 second sun shaft (SO2) can be driven by the electric machine (EM), wherein the second ring gear shaft (HR2) is rotationally fixed to the first carrier shaft (ST1), wherein the first sun shaft (SO1) is rotationally fixed to a stationary component, and wherein the first shifting element (A), in an actuated state, locks the first planetary gear set (PS1) to engage 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 engage a second gear, wherein the third switching element (C) in an actuated state connects the first ring gear shaft (HR1) to the second sun shaft (SO2) in a rotationally fixed manner to engage a third gear.

Description

[0001] The invention relates to a drive unit for a vehicle, wherein the drive unit comprises a single 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 206 961 A1 discloses a drive unit for an electric vehicle, comprising an electric machine and a two-speed manual transmission with a first shifting element, a second shifting element, and two planetary gear sets coupled to one another. The first planetary gear set comprises a first sun gear shaft, a first ring gear shaft, and a first carrier shaft. The second planetary gear set comprises a second sun gear shaft, a second ring gear shaft, and a second carrier shaft. The first ring gear shaft is fixedly connected to the second carrier shaft. The first sun gear shaft can be driven by the electric machine. The second sun gear shaft is held in place. The first carrier shaft forms the transmission output shaft of the two-speed manual transmission. The first shifting element A can be actuated to engage the first gear. The second shifting element A can be actuated to engage the second gear.

[0003] The object of the present invention is to provide an alternative drive unit for a vehicle, wherein the number of gears is to be increased. Furthermore, the drive unit is to be designed to be particularly compact and energy-efficient. This object is achieved by a respective drive unit having the features of independent patent claims 1, 2, 3, and 4. 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 at least a first shifting element, a second shifting element, a third shifting element and two planetary gear sets coupled to one another, wherein the first planetary gear set has a first sun gear shaft, a first ring gear shaft and a first carrier shaft, wherein the second planetary gear set has a second sun gear shaft, a second ring gear shaft and a second carrier shaft, wherein the second sun gear shaft is drivable by the electric machine, in particular is connected in a rotationally fixed manner to a drive shaft, wherein the second carrier shaft is configured as the output of the manual transmission, in particular is connected in a rotationally fixed manner to an output shaft, wherein the second ring gear shaft is connected in a rotationally fixed manner to the first carrier shaft, wherein the first sun gear shaft is connected in a rotationally fixed manner to a stationary component,wherein the first shifting element, in an actuated state, connects the first ring gear shaft to the first carrier shaft in a rotationally fixed manner 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 to engage a second gear, wherein the third shifting element, in an actuated state, connects the first ring gear shaft to the second sun gear shaft in a rotationally fixed manner to engage a third gear. For this purpose, reference is made to the embodiment according to , Fig. 2.

[0005] A further drive unit according to the invention for a vehicle comprises an electric machine and a manual transmission with at least a first shifting element, a second shifting element, a third shifting element and two planetary gear sets coupled to one another, wherein the first planetary gear set has a first sun gear shaft, a first ring gear shaft and a first carrier shaft, wherein the second planetary gear set has a second sun gear shaft, a second ring gear shaft and a second carrier shaft, wherein the second sun gear shaft is drivable by the electric machine, in particular is connected in a rotationally fixed manner to a drive shaft, wherein the second carrier shaft is configured as the output of the manual transmission, in particular is connected in a rotationally fixed manner to an output shaft, wherein the second ring gear shaft is connected in a rotationally fixed manner to the first carrier shaft, wherein the first sun gear shaft is connected in a rotationally fixed manner to a stationary component,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 the first ring gear shaft to the second sun gear shaft in a rotationally fixed manner in order to engage a third gear. For this purpose, reference is made to the embodiment according to , Fig. 3.

[0006] A further drive unit according to the invention for a vehicle comprises an electric machine and a manual transmission with at least a first shifting element, a second shifting element, a third shifting element, a fourth shifting element and two planetary gear sets coupled to one another, wherein the first planetary gear set has a first sun gear shaft, a first ring gear shaft and a first carrier shaft, wherein the second planetary gear set has a second sun gear shaft, a second ring gear shaft and a second carrier shaft, wherein the second sun gear shaft is drivable by the electric machine, in particular is connected in a rotationally fixed manner to a drive shaft, wherein the second carrier shaft is configured as the output of the manual transmission, in particular is connected in a rotationally fixed manner to an output shaft, wherein the second ring gear shaft is connected in a rotationally fixed manner to the first carrier shaft, wherein the first sun gear shaft is connected in a rotationally fixed manner to a stationary component,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 the first ring gear shaft to the second sun gear shaft in a rotationally fixed manner in order to engage a third gear, wherein the fourth shifting element, in an actuated state, connects the first carrier shaft to the second sun gear shaft in a rotationally fixed manner in order to engage a fourth gear. For this purpose, reference is made to the embodiment according to , Fig. 4.

[0007] A further drive unit according to the invention for a vehicle comprises an electric machine and a manual transmission with at least a first shifting element, a second shifting element, a third shifting element, a fourth shifting element and two planetary gear sets coupled to one another, wherein the first planetary gear set has a first sun gear shaft, a first ring gear shaft and a first carrier shaft, wherein the second planetary gear set has a second sun gear shaft, a second ring gear shaft and a second carrier shaft, wherein the second sun gear shaft is drivable by the electric machine, in particular is connected in a rotationally fixed manner to a drive shaft, wherein the second carrier shaft is configured as the output of the manual transmission, in particular is connected in a rotationally fixed manner to an output shaft, wherein the second ring gear shaft is connected in a rotationally fixed manner to the first carrier shaft, wherein the first sun gear shaft is connected in a rotationally fixed manner to a stationary component,wherein the first switching element, in an actuated state, connects the first ring gear shaft to a stationary component in a rotationally fixed manner, wherein the second switching 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 switching element, in an actuated state, connects the first ring gear shaft to the second sun gear shaft in a rotationally fixed manner in order to engage a third gear, wherein the fourth switching element, in an actuated state, connects the second carrier shaft to the second sun gear shaft in a rotationally fixed manner in order to engage a fourth gear. For this purpose, reference is made to the embodiment according to , Fig. 10.

[0008] The manual transmission enables the connection of a single electric motor to transmit drive power via the input 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 second sun gear, with the output being driven via the second planetary gear. The second sun gear is drivingly connected to the electric motor. The second planetary gear 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 being connected to the respective vehicle wheel of the drive axle. The manual transmission has three or four gears, which are shifted using the shift elements, thus ensuring high energy efficiency for electric vehicles.

[0009] To engage first gear, use the first shift element. To engage second gear, use the second shift element. To engage third gear, use the third shift element. To engage fourth gear, use the fourth shift element.

[0010] A "shifting element" is a switchable device that, when closed, connects two shafts or a shaft and a stationary component in a rotationally fixed manner. When opened, it decouples the two shafts or the shaft and the stationary component. Two shafts can then rotate relative to each other. A "stationary component" is a component that is fixed in a stationary manner, in particular, connected in a rotationally fixed manner or integrally to part of a housing. The shifting elements are designed as gearshift elements and are thus designed for shifting gears.

[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 are combined to 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. Preferably, the sliding sleeve is arranged on the first ring gear shaft in a rotationally fixed manner in all five shift positions. Preferably, the shifting unit 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.

[0014] According to a preferred embodiment, the first shifting element, the second shifting element, the third shifting element, and the fourth shifting element form a shifting unit with seven 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. Preferably, the shifting unit has a neutral position between two gear positions, so that with seven shift positions, four gear positions and three neutral positions are provided.

[0015] In particular, a single actuator moves the sliding sleeve into the respective shift position, thereby shifting up to four 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.

[0016] According to a preferred embodiment, the switching unit is arranged at least partially or completely radially within the electric machine. In other words, the switching unit is arranged at least partially or completely axially overlapping with the electric machine. For example, the switching unit protrudes at least partially or completely axially into the electric machine. This makes the drive unit more compact, particularly in the axial direction.

[0017] According to a preferred embodiment, the drive unit further comprises a differential with a differential input shaft, which is at least indirectly connected to the second carrier shaft, and two differential output shafts.

[0018] For example, the differential is designed as a bevel gear differential. A differential designed as a bevel gear differential has two wheel-side output elements, in particular a first output gear and a second output gear. The two output gears each mesh with a compensating element. The compensating elements are mounted in a differential carrier so they can rotate about their own axis. The respective output gear is connected in a rotationally fixed manner to the respective differential output shaft. The differential is driven via the differential carrier, which is designed as a differential input shaft. The drive power fed into the differential gear is distributed between the differential output shafts and transmitted to the drive wheels of the axle. The differential output shafts are designed to be drivingly connected to the drive wheels of the vehicle. The respective differential output shaft can be directly or indirectly.be indirectly connected to the corresponding vehicle wheel via a joint, a cardan shaft and / or a wheel hub.

[0019] For example, the differential is 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 drivingly connected, on the one hand, to the output shaft of the manual transmission, in particular to the second carrier shaft, and, on the other hand, 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 drivingly 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. Specifically, the input torque is transmitted equally to the two differential output shafts.

[0020] 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 gear shaft, a third ring gear shaft, and a third carrier shaft. For example, the third sun gear shaft is rotationally fixedly connected to the second carrier shaft, with the output shaft being rotationally fixedly connected to the third carrier shaft, and the ring gear shaft being rotationally fixedly connected to the stationary component. Several planetary gears are rotatably mounted on the third carrier shaft and mesh with the third sun gear shaft and the third ring gear shaft.

[0021] According to a preferred embodiment, the third planetary gear set is arranged at least partially or completely radially within the electric machine. In other words, the third planetary gear set is arranged at least partially or completely axially overlapping with the electric machine. For example, the third planetary gear set extends at least partially or completely axially into the electric machine. This makes the drive unit more compact, particularly in the axial direction.

[0022] 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 first planetary gear set is arranged axially between the second and third planetary gear sets. Therefore, no further components are located axially between the respective planetary gear sets.

[0023] According to a preferred embodiment, the electric machine is arranged at a first axial end section of the manual transmission, wherein the output shaft is arranged at a second axial end section of the manual transmission, which is designed opposite thereto. The electric machine and the output shaft are therefore spaced apart from one another as far as possible in the axial direction. Alternatively, the electric machine is arranged at a first axial end section of the manual transmission, wherein the output shaft is guided axially through the electric machine and is also arranged at the first axial end section of the manual transmission. The drive shaft, which is connected in a rotationally fixed manner, for example, to the rotor of the electric machine, is designed as a hollow shaft and is configured for the axial passage of the output shaft.

[0024] 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.

[0025] 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; Fig. 11 is a highly abstracted schematic view of a drive unit according to the invention according to a tenth embodiment; and Fig. 12 a highly abstracted schematic view of a drive unit according to the invention according to an eleventh embodiment.

[0026] 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 motor vehicle 100, thereby saving costs, weight, and installation space.Alternatively, the drive unit can be arranged on the front axle of the motor 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.

[0027] According to Fig. 2, the drive unit comprises an electric machine EM with 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 three shifting elements A, B, and C 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 planetary 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.

[0028] The second sun gear shaft SO2 is connected in a rotationally fixed manner to the rotor EMR of the electric machine EM via a drive shaft An and can thus be driven by the electric machine EM. The second carrier shaft ST2 is designed as the output of the manual transmission SG and is connected in a rotationally fixed manner to an output shaft Ab. The drive shaft An is arranged on one side of the drive unit and the output shaft Ab is arranged on an opposite side of the drive unit, wherein the drive shaft An and the output shaft Ab do not axially overlap one another. The output shaft Ab can be drivingly connected indirectly, for example via a differential, or directly to at least one drive wheel of the vehicle. For example, a drive device can be provided for each drive wheel of the vehicle.

[0029] The second ring gear shaft HR2 is rotationally fixedly connected to the first planetary gear shaft ST1. In particular, 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. The first sun gear shaft SO1 is rotationally fixedly connected to a stationary component designed as the housing G of the drive unit. Thus, the first sun gear shaft SO1 is fixed in a stationary manner and thus prevented from rotating. 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 about the axis of symmetry R. Fig. 2 to Fig. 10 show only the “upper” half of the drive unit, whereby the “lower”, not shown half is designed symmetrically to the “upper” half.

[0030] The first shifting element A, the second shifting element B and the third shifting element C are combined 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 is arranged in a rotationally fixed manner on the first ring gear shaft HR1 and 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, wherein the shifting unit has 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, in each case via neutral positions.This not only saves weight and components, but also costs, installation space and assembly effort.

[0031] First gear is engaged when the sliding sleeve SM is in a first gear position, i.e., in a first shift position. When actuated, i.e., in the first shift position of the sliding sleeve SM, the first shifting element A connects the first ring gear shaft HR1 with the first carrier shaft ST1 to shift first gear. This locks the first planetary gear set PS1.

[0032] First gear is engaged 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 first ring gear shaft HR1 and the first carrier shaft ST1 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 first neutral position, the sliding sleeve SM is only rotationally engaged with the first ring gear shaft HR1.

[0033] Second gear is engaged by axially shifting the sliding sleeve SM into a second gear position, i.e., a third shift position. The second shift element B, in an actuated state, i.e., in the third shift position of the sliding sleeve SM, connects the first ring gear shaft HR1 with the second carrier shaft ST2 to shift the second gear. This slows down the speed of the first ring gear shaft HR1. In this case, Fig. 2 shows this third switching position of the sliding sleeve SM.

[0034] 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.

[0035] Third gear is engaged by axially shifting the sliding sleeve SM into a third gear position, i.e., a fifth shift position. When the sliding sleeve SM is actuated, i.e., in the fifth shift position, the third shift element C connects the first ring gear shaft HR1 to the second sun gear shaft SO2 to engage third gear. As a result, the first ring gear shaft HR1 rotates at the input speed applied by the electric motor EM to the input shaft An.

[0036] 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 first gear. In the present case, this embodiment represents a blocking variant for the first planetary gear set PS1. In order to engage a first gear, the first shifting element A, in an actuated state, connects the first ring gear shaft HR1 with the stationary component formed as a housing G. Thus, the first ring gear shaft HR1 is fixed stationary. The shift positions two to five, 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 first switching position of the sliding sleeve SM. Another blocking variant for the first planetary gear set PS1, not shown in the figure, can be achieved by the first switching element A connecting the first carrier shaft ST1 to the housing G in a rotationally fixed manner. However, this blocking variant does not allow a sliding sleeve SM that is always connected to the first ring gear shaft HR1. Otherwise, the embodiment according to Fig. 3 the embodiment according to Fig. 2, to which reference is made.

[0037] 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, wherein one difference between these two embodiments lies in the arrangement of a further shifting element for forming a fourth gear. In the present case, the manual transmission SG not only has the first, second and third shifting elements A, B, C, but also a fourth shifting element D. All four shifting elements A, B, C, D are designed as positive-locking shifting elements. The first shifting element A, the second shifting element B, the third shifting element C and the fourth shifting element D form a shifting unit with seven shift positions, wherein the shifting unit has a single axially displaceable sliding sleeve SM with which the seven shift positions are realized. The sliding sleeve SM can be axially displaced into the respective shift position by means of a single actuator AK.The shift unit's seven switching positions are thus arranged linearly and comprise four gear positions and three neutral positions, with the shift unit having exactly one neutral position between two gear positions. Thus, gears one to four 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 reduces costs, installation space, and assembly effort. Shift positions one to five, as well as their function, remain the same compared to the embodiment shown in [figure omitted]. Fig. 2 remains unchanged. In this case, Fig. 4 shows the fifth switching position of the sliding sleeve SM.

[0038] Third gear is engaged by axially shifting the sliding sleeve SM into a third neutral position, i.e., the sixth shift position. In the sixth shift position of the sliding sleeve SM, the first ring gear shaft HR1 and the second sun gear shaft SO2 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 third neutral position, the sliding sleeve SM is only rotationally engaged with the second sun gear shaft SO2.

[0039] Fourth gear is engaged by axially shifting the sliding sleeve SM into a fourth gear position, i.e., a seventh shift position. The fourth shift element D, in an actuated state, i.e., in the seventh shift position of the sliding sleeve SM, connects the first carrier shaft ST1 with the second sun shaft SO2. This blocks the second planetary gear set PS2, creating a direct gear with ratio 1, which connects to the gear series. Otherwise, the embodiment according to Fig. 4 the embodiment according to Fig. 2, to which reference is made.

[0040] 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, whereby one difference between these two embodiments lies in the arrangement of a differential ID on the axis of symmetry R. The differential ID 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 can also be designed differently, for example, as a ball differential or a bevel gear differential.

[0041] 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.

[0042] 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.

[0043] 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 D1. A support torque of the first planetary gear set 30, acting 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 D2. 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 this case, the first differential output shaft D1 extends through the manual transmission SG and the electric motor EM.

[0044] The second differential output shaft D3 extends away from the electric machine EM in the opposite direction. Otherwise, the embodiment according to Fig. 5 the embodiment according to Fig. 2, to which reference is made.

[0045] 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, 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. 6 the embodiment according to Fig. 2, to which reference is made.

[0046] 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. 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. Otherwise, the embodiment according to Fig. 7 the embodiment according to Fig. 2, to which reference is made.

[0047] 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. 7, 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. Thus, the third planetary gear set PS3 is 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, making the drive unit more axially compact. Otherwise, the embodiment shown in FIG. Fig. 8 the embodiment according to Fig. 7, to which reference is made.

[0048] 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 switching elements A, B, and C to be designed more compactly and cost-effectively. Furthermore, the switching unit is arranged partially, in particular half, radially within the electric machine EM. This allows the drive unit to be designed more compactly axially. Otherwise, the embodiment according to Fig. 9 the embodiment according to Fig. 2, to which reference is made.

[0049] 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. 3, wherein one difference between these two embodiments lies in the arrangement of a further shifting element for forming a fourth gear. In the present case, the manual transmission SG not only has the first, second and third shifting elements A, B, C, but also a fourth shifting element D. All shifting elements A, B, C, D are designed as positive-locking shifting elements. The first shifting element A, the second shifting element B, the third shifting element C and the fourth shifting element D form a shifting unit with seven shift positions, wherein the shifting unit has a single axially displaceable sliding sleeve SM with which the seven shift positions are realized. The sliding sleeve SM can be axially displaced into the respective shift position by means of a single actuator AK.The shift unit's seven switching positions are thus arranged linearly and comprise four gear positions and three neutral positions, with the shift unit having exactly one neutral position between two gear positions. Thus, gears one to four 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 reduces costs, installation space, and assembly effort. Shift positions one to five, as well as their function, remain the same compared to the embodiment shown in [figure omitted]. Fig. 3 remains unchanged. In this case, Fig. 10 shows the first switching position of the sliding sleeve SM.

[0050] Third gear is engaged by axially shifting the sliding sleeve SM into a third neutral position, i.e., the sixth shift position. In the sixth shift position of the sliding sleeve SM, the first ring gear shaft HR1 and the second sun gear shaft SO2 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 third neutral position, the sliding sleeve SM is in rotational engagement with the second sun gear shaft SO2.

[0051] Fourth gear is engaged by axially shifting the sliding sleeve SM into a fourth gear position, i.e., a seventh shift position. The fourth shift element D, in an actuated state, i.e., in the seventh shift position of the sliding sleeve SM, connects the second carrier shaft ST2 with the second sun shaft SO2. This blocks the second planetary gear set PS2, creating a direct gear with ratio 1, which connects to the gear series. Otherwise, the embodiment corresponds to Fig. 10 the embodiment according to Fig. 3, to which reference is made.

[0052] 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. 10, wherein a difference between these two embodiments lies in the arrangement of the electric machine EM, two spur gear stages SR1, SR2 for forming a pre-transmission ratio, and a differential ID. In the present case, the electric machine EM is arranged axially parallel to the manual transmission SG and is drive-connected to the manual transmission SG via the two spur gear stages SR1, SR2. Thus, the electric machine EM is arranged on an axis R' which is axially parallel to the axis of symmetry R on which the manual transmission SG is arranged. A rotor shaft RW is rotationally fixedly connected to the rotor (not shown in detail) of the electric machine EM. The first spur gear stage SR1 has a first gear Z11 and a second gear Z12 which mesh with one another. The first gear Z11 of the first spur gear stage SR1 is rotationally fixedly connected to the rotor shaft RW.The second gear Z12 of the first spur gear stage SR1 is arranged axially parallel between the axis of symmetry R and the axis R'. The second spur gear stage SR2 has a first gear Z21 and a second gear Z22 which mesh with one another. The first gear Z21 of the second spur gear stage SR2 is rotationally fixedly connected to the second gear Z12 of the first spur gear stage SR1. The second gear Z22 of the second spur gear stage SR2 is rotationally fixedly connected to the drive shaft An. The two spur gear stages SR1, SR2 not only generate an additional gear ratio for the electric machine EM, but also adjust the center distance between the manual transmission SG and the electric machine EM, i.e. between the axis of symmetry R and the axis R', as required. The two spur gear stages SR1, SR2 can also be used in the exemplary embodiments according to the . Fig. 2 to 9 are added so that the electric machine EM is then designed to be axially parallel to the manual transmission SG.

[0053] The differential ID is designed as a bevel gear differential and is located downstream of the manual transmission SG in the power flow. The bevel gear differential has a first output gear and a second output gear. The two output gears each mesh with a compensating element. The compensating elements are mounted in a differential carrier so they can rotate about their own axis. The respective output gear is connected in a rotationally fixed manner to a respective differential output shaft D2, D3. The differential is driven via the differential carrier, which is configured as the differential input shaft D1. The differential input shaft D1 is connected in a rotationally fixed manner to the output shaft Ab. The drive power fed into the differential ID is distributed between the differential output shafts D2, D3 and transmitted to the drive wheels of the axle.The differential output shafts D2, D3 are designed to be drivingly connected to the drive wheels of the vehicle, as indicated by a respective arrow. The respective differential output shaft D2, D3 can be connected to the associated vehicle wheel directly or indirectly via a joint, a drive shaft, and / or a wheel hub. The differential ID is arranged coaxially to the manual transmission SG, with the first differential output shaft D2 extending axially through the entire manual transmission SG. Otherwise, the exemplary embodiment corresponds to FIG. Fig. 10 the embodiment according to Fig. 3, to which reference is made.

[0054] Fig. 12 shows an eleventh embodiment of a drive unit according to the invention. The drive unit according to Fig. 12 essentially corresponds to the drive unit according to Fig. 10, wherein a difference between these two embodiments lies in the arrangement of the electric machine EM, a spur gear stage SR for forming a pre-transmission ratio, a third planetary gear set PS3 for forming a constant transmission ratio, and a differential ID. In the present case, the electric machine EM is arranged axially parallel to the manual transmission SG and is drive-connected to the manual transmission SG via the spur gear stage SR. Thus, the electric machine EM is arranged on an axis R', which is axially parallel to the axis of symmetry R on which the manual transmission SG is arranged. A rotor shaft RW is rotationally fixedly connected to the rotor (not shown in detail) of the electric machine EM. The spur gear stage SR has a first gear Z1, a second gear Z2, and a third gear Z3, wherein the second gear Z2 is designed as an intermediate gear and meshes with both the first gear Z1 and the third gear Z3.The first gear Z1 of the spur gear stage SR is rotationally fixed to the rotor shaft RW. The second gear Z2 of the spur gear stage SR is arranged axially parallel between the axis of symmetry R and the axis R'. The third gear Z3 of the spur gear stage SR is rotationally fixed to the drive shaft An. The spur gear stage SR not only generates an additional gear ratio for the electric machine EM, but also allows the center distance between the manual transmission SG and the electric machine EM, i.e. between the axis of symmetry R and the axis R', to be adjusted as required. The spur gear stage SR can also be used in the embodiments according to the . Fig. 2 to 9 are added so that the electric machine EM is then designed to be axially parallel to the manual transmission SG.

[0055] The third planetary gear set PS3 is designed as a constant gear ratio stage and comprises a third sun gear shaft SO3, a third ring gear shaft HR3, and a third planetary gear shaft ST3. The third ring gear shaft ST3 carries a plurality of planetary gears that mesh with the third sun gear shaft SO3 and 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 planetary gear shaft ST2, with the third planetary gear shaft ST3 being 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 planetary gear shaft ST2 and the output shaft Ab in order to increase the final gear ratio of the manual transmission SG. The third planetary gear set PS3 increases the overall gear ratio without the manual transmission SG being subjected to increased torque.

[0056] The differential ID is designed as a bevel gear differential and is arranged downstream of the third planetary gear set PS3 in the power flow. The bevel gear differential has a first output gear and a second output gear. The two output gears each mesh with a compensating element. The compensating elements are mounted in a differential carrier so they can rotate about their own axis. The respective output gear is connected in a rotationally fixed manner to a respective differential output shaft D2, D3. The differential is driven via the differential carrier, which is configured as the differential input shaft D1. The differential input shaft D1 is connected in a rotationally fixed manner to the output shaft Ab. The drive power fed into the differential ID is distributed between the differential output shafts D2, D3 and transmitted to the drive wheels of the axle.The differential output shafts D2, D3 are designed to be drivingly connected to the drive wheels of the vehicle, as indicated by a respective arrow. The respective differential output shaft D2, D3 can be connected to the associated vehicle wheel directly or indirectly via a joint, a drive shaft, and / or a wheel hub. The differential ID is arranged coaxially to the manual transmission SG, with the first differential output shaft D2 extending axially through the entire manual transmission SG. Otherwise, the exemplary embodiment corresponds to FIG. Fig. 10 the embodiment according to Fig. 3, 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 EMR Rotor PS1 first planetary 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 SM sliding sleeve A first switching element B second switching element C third switching element D fourth switching element AK Actuator G Housing R axis of symmetry R' axis ID 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 SR1 first spur gear stage Z11 first gear Z12 second gear SR2 second spur gear stage Z21 first gear Z22 second gear SR spur gear stage Z1 first gear Z2 second gear Z3 third gear RW rotor shaft 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 206 961 A1

[0002]

Claims

[1] Drive unit for a vehicle (100), comprising an electric machine (EM) and a manual transmission (SG) with at least a first shifting element (A), a second shifting element (B), a third shifting element (C) and two planetary gear sets (PS1, PS2) coupled to one another, wherein the first planetary gear set (PS1) has a first sun gear 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 gear shaft (SO2), a second ring gear shaft (HR2) and a second carrier shaft (ST2), wherein the second sun gear shaft (SO2) is drivable by the electric machine (EM), wherein the second ring gear shaft (HR2) is connected in a rotationally fixed manner to the first carrier shaft (ST1), wherein the first sun gear shaft (SO1) is connected in a rotationally fixed manner to a stationary component, • wherein the first switching element (A) in an actuated state locks the first planetary gear set (PS1) to engage 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 the first ring gear shaft (HR1) to the second sun shaft (SO2) in a rotationally fixed manner in order to switch a third gear. [2] Drive unit for a vehicle (100) according to claim 1, characterized by that the second carrier shaft (ST2) is set up as the output of the manual transmission (SG). [3] Drive unit for a vehicle (100) according to claim 1 or 2, characterized by , that • the first switching element (A) in an actuated state connects the first ring gear shaft (HR1) to the first carrier shaft (ST1) in a rotationally fixed manner in order to switch a first gear. [4] Drive unit for a vehicle (100) according to claim 1 or 2, characterized by , that • 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. [5] Drive unit for a vehicle (100) according to one of the preceding claims, characterized by that the manual transmission (SG) has a fourth switching element (D). [6] Drive unit for a vehicle (100) according to claim 5, characterized by , that • the first switching element (A) in an actuated state connects the first ring gear shaft (HR1) to the first carrier shaft (ST1) in a rotationally fixed manner in order to switch a first gear, • wherein the fourth switching element (D) in an actuated state connects the first web shaft (ST1) to the second sun shaft (SO2) in a rotationally fixed manner in order to switch a fourth gear. [7] Drive unit for a vehicle (100) according to claim 5, characterized by , that • 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 fourth switching element (D) in an actuated state connects the second carrier shaft (ST2) to the second sun shaft (SO2) in a rotationally fixed manner in order to switch a fourth gear. [8] 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). [9] Drive unit according to one of claims 1, 2, 3 or 4 in conjunction with claim 5, wherein the sliding sleeve (SM) is arranged in a rotationally fixed manner on the first ring gear shaft (HR1). [10] Drive unit according to one of claims 5, 6 or 7, wherein the first switching element (A), the second switching element (B), the third switching element (C) and the fourth switching element (D) form a switching unit with seven switching positions, wherein the switching unit has a single axially displaceable sliding sleeve (SM). [11] Drive unit according to one of claims 8 to 10, wherein the switching unit has a neutral position between two gear positions. [12] Drive unit according to one of claims 8 to 11, wherein the switching unit is arranged at least partially radially inside the electric machine (EM). [13] Drive unit according to one of the preceding claims, wherein all switching elements (A, B, C, D) are designed as positive-locking switching elements. [14] Drive unit according to one of the preceding claims, further comprising a differential (ID) with a differential input shaft (D1) which is at least indirectly connected to the second carrier shaft (ST2), and two differential output shafts (D2, D3). [15] Drive unit according to claim 14, wherein the differential (ID) is designed as an integral differential with a first planetary gear set (30) and a second planetary gear set (40). [16] 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). [17] Drive unit according to claim 16, wherein the third planetary gear set (PS3) is arranged at least partially radially inside the electric machine (EM). [18] Vehicle (100) comprising at least one drive unit according to one of the preceding claims.

Images