Drive unit with a manual transmission for a vehicle

Abstract

The invention relates to a drive unit for a vehicle (100) comprising an electric machine (EM) and a gearbox (SG) arranged coaxially thereto. • a switching unit (SE) with a first switching element (A) and a second switching element (B), • a planetary gear set (PS) with several planet gears, a first sun gear shaft (SO1), a first ring gear shaft (HR1) and a first bridge shaft (ST1), • a step planet set (SP) with several step planet gears, a second sun shaft (SO2), a second ring gear shaft (HR2), a third ring gear shaft (HR3) and a second bridge shaft (ST2), and • a differential (DG) with one differential input shaft (D1) and two differential output shafts (D2, D3), • where the planetary gear set (PS) is designed as a constant pre-transformation, • wherein a first gear (Z1) of the respective step planet gear is in tooth mesh with the second sun shaft (SO2) and the second ring gear shaft (HR2), • wherein a second gear (Z2) of the respective stepped planetary gear is in tooth mesh with the third ring gear shaft (HR3), • wherein the second web shaft (ST2) is non-rotatably connected to the differential input shaft (D1), • wherein, in the closed state of the first switching element (A), the third ring gear shaft (HR3) is non-rotatably connected to a stationary component, • wherein, in the closed state of the second switching element (B), the second ring gear shaft (HR2) is connected to the stationary component in a rotationally fixed manner.

Description

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

[0002] For example, DE 10 2019 205 747 A1 discloses a transmission comprising an input shaft, a first output shaft, a second output shaft, a first planetary gear set, and a second planetary gear set connected to the first planetary gear set. The planetary gear sets each comprise a plurality of elements, wherein the first output shaft is rotationally fixedly connected to a second element of the first planetary gear set, the second output shaft is rotationally fixedly connected to a third element of the second planetary gear set, a third element of the first planetary gear set is rotationally fixedly connected to a first element of the second planetary gear set via a shaft, and a second element of the second planetary gear set is fixed to a rotationally fixed component. The transmission further comprises a third planetary gear set comprising three elements and two shift elements.A first shifting element is designed to lock the third planetary gear set by non-rotatably connecting two of its elements. A second shifting element is designed to fix a first element of the third planetary gear set to the non-rotatable component. A second element of the third planetary gear set is non-rotatably connected to the first element of the first planetary gear set via an intermediate shaft. A third element of the third planetary gear set is non-rotatably connected to the input shaft.

[0003] The object of the present invention is to provide an alternative drive unit with a manual transmission for a vehicle. In particular, the drive unit should be compact and have a high gear ratio. This object is achieved by a drive unit having the features of independent patent claim 1. Advantageous embodiments are the subject of the dependent claims, the following description, and the figures.

[0004] A drive unit for a vehicle according to the invention comprises an electric machine and a manual transmission arranged coaxially thereto, which is connected to the electric machine via a drive shaft, the manual transmission having a switching unit with a first switching element and a second switching element, a planetary gear set with several planetary gears, a first sun gear shaft, a first ring gear shaft and a first carrier shaft, a stepped planetary gear set with several stepped planetary gears, a second sun gear shaft, a second ring gear shaft, a third ring gear shaft and a second carrier shaft, and a differential with a differential input shaft and two differential output shafts, wherein the planetary gear set is designed as a constant pre-transmission and one of its three shafts is connected in a rotationally fixed manner to the drive shaft, wherein another of its three shafts is connected in a rotationally fixed manner to the second sun gear shaft,wherein another of its three shafts is connected in a rotationally fixed manner to a stationary component, wherein a first gear of the respective stepped planetary gear is in meshing engagement with the second sun gear shaft and the second ring gear shaft, wherein a second gear of the respective stepped planetary gear is in meshing engagement with the third ring gear shaft, wherein the second carrier shaft is connected in a rotationally fixed manner to the differential input shaft, wherein, in the closed state of the first shifting element, a first gear with a first ratio is engaged, wherein in the first gear, the third ring gear shaft is connected in a rotationally fixed manner to a stationary component, wherein, in the closed state of the second shifting element, a second gear with a second ratio is engaged, wherein in the second gear, the second ring gear shaft is connected in a rotationally fixed manner to the stationary component.

[0005] The stepped planetary gear set is thus designed as a switchable stepped planetary gear set and has a sun gear shaft, two ring gear shafts, and a carrier shaft, with the carrier shaft rotatably supporting several stepped planetary gears. The first gear, i.e., the first toothed section, of each stepped planetary gear is rotationally fixedly connected to the second gear, i.e., the second toothed section, of the respective stepped planetary gear. The stepped planetary gears are, for example, formed as a single piece. The sun gear shaft serves as the input shaft of the stepped planetary gear set, and the carrier shaft serves as the output shaft of the stepped planetary gear set.

[0006] The planetary gear set is designed as a constant, i.e., non-switchable, pre-gear ratio. Specifically, the planetary gear set is designed as a negative planetary gear set with a sun gear shaft, a ring gear shaft, and a planetary gear shaft. The planetary gear shaft supports several planetary gears in rotatable bearings.

[0007] 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.

[0008] The manual transmission is always driven via the input shaft, while the output is always via the differential output shafts. Each differential output shaft is at least indirectly connected to a vehicle wheel for driving purposes. For example, a single drive unit is used in an electric drive axle for an electric vehicle. The manual transmission has exactly two gears, which are shifted using the two shift elements of the shift unit, thus ensuring high energy efficiency for electric vehicles.

[0009] The shifting elements are designed as gear shifting elements and are thus configured for shifting gears. To engage first gear, the first shifting element can be actuated or closed. In first gear, the third ring gear shaft is connected to a stationary component in a rotationally fixed manner and is thus fixed in place. The second ring gear shaft can rotate freely, enabling the full transmission ratio of the stepped planetary gear set to operate. A "stationary component" is understood to be a component that is fixed in place, in particular, is connected to a housing or part of a housing in a rotationally fixed manner or as a single piece.

[0010] To engage second gear, the second shift element can be actuated or closed. In second gear, the second ring gear shaft of the stepped planetary gear set is non-rotatably connected to the stationary component, thus locking it in place, while the third ring gear shaft can rotate freely. As a result, only the part of the stepped planetary gear set that meshes with the first gear of the respective stepped gear is effective, acting like a negative planetary gear set with output via the carrier shaft.

[0011] 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.

[0012] According to a preferred embodiment, the two shifting elements are designed as positive-locking shifting elements. For example, one positive-locking shifting element is designed as a dog clutch. Positive-locking shifting elements can increase the efficiency of the manual transmission 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. Alternatively, at least one shifting element can be designed as a friction-locking shifting element, for example, as a multi-plate clutch. With friction-locking shifting elements, conventional power shifting is possible during a gear change.

[0013] According to a preferred embodiment, the shifting unit has a single axially displaceable sliding sleeve for shifting the two gears. In particular, the shifting unit has a neutral position between two gear positions, wherein in the neutral position the shifting unit is only rotationally connected to the stationary component. Thus, the first shifting element and the second shifting element form a shifting unit with three shift positions, namely two gear positions and a neutral position. In a neutral position, two shafts or a shaft and a stationary component are decoupled from one another via the shifting unit, wherein the sliding sleeve is then only rotationally engaged with the stationary component. The sliding sleeve can be shifted into the respective shift position by means of a single actuator. In particular, the actuator shifts the sliding sleeve into the respective shift position and thereby shifts two gears sequentially.The sliding sleeve preferably 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 a stationary component. 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 the two gear positions in the neutral position, so that changing between gears always requires passing through the neutral position. The shifting unit preferably comprises an unsynchronized claw clutch.

[0014] According to one embodiment, the first sun shaft is connected to the drive shaft in a rotationally fixed manner, wherein the first carrier shaft is connected to the second sun shaft in a rotationally fixed manner, wherein the first ring gear shaft is connected to the stationary component in a rotationally fixed manner. Reference is made here to the embodiment according to Fig. 2.

[0015] According to an alternative embodiment, the first ring gear shaft is connected to the drive shaft in a rotationally fixed manner, wherein the first carrier shaft is connected to the second sun shaft in a rotationally fixed manner, wherein the first sun shaft is connected to the stationary component in a rotationally fixed manner. Reference is made here to the embodiment according to Fig. 3.

[0016] According to one embodiment, the first sun shaft is connected to the drive shaft in a rotationally fixed manner, wherein the first ring gear shaft is connected to the second sun shaft in a rotationally fixed manner, wherein the first carrier shaft is connected to the stationary component in a rotationally fixed manner. Reference is made here to the embodiment according to Fig. 4.

[0017] According to one embodiment, the differential is designed as a bevel gear differential. Preferably, the bevel gear differential is arranged at least partially radially stacked with the stepped planetary gear set. This makes the manual transmission more axially compact. In other words, the bevel gear differential is arranged at least partially or completely radially within the stepped planetary gear set. For this purpose, the bevel gear differential projects at least partially or completely axially into the stepped planetary gear set and is designed to at least partially or completely axially overlap with the stepped planetary gear set. For example, the planetary gear set is arranged axially adjacent to the stepped planetary gear set, in particular axially between the electric machine and the stepped planetary gear set. In other words, the stepped planetary gear set and the planetary gear set have no axial overlap. This increases the compactness of the manual transmission in the radial direction.

[0018] 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 two compensating elements. 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 the 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] According to one embodiment, the drive shaft is designed as a hollow shaft, and one of the two differential output shafts extends axially at least through the electric motor, the drive shaft, and the planetary gear set. For example, the first differential output shaft extends axially through the electric motor, the drive shaft, and the planetary gear set. In particular, the first differential output shaft also extends at least partially axially through the stepped planetary gear set.

[0020] 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.

[0021] 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 the drive unit according to the invention according to a first embodiment; Fig. 3 a highly abstracted schematic view of the drive unit according to the invention according to a second embodiment; and Fig. 4 a highly abstracted schematic view of the drive unit according to the invention according to a third embodiment.

[0022] 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 two gears. Thus, the vehicle 100 is 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.

[0023] In the present case, no additional drive unit is arranged on the second axle 102, i.e., 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, an additional drive unit can be arranged on the second axle 102 and be drivingly connected to the vehicle wheels R3, R4 of this axle 102.

[0024] Fig. Figure 2 shows the drive unit with the manual transmission SG according to a first embodiment. The manual transmission SG is connected via a drive shaft An to an electric machine EM, which has a housing-fixed stator EMS and a rotatable rotor EMR. The electric machine EM is arranged coaxially with the manual transmission SG. The manual transmission SG has a first shifting element A for shifting a first gear and a second shifting element B for shifting a second gear. The manual transmission SG and the electric machine EM thus form an electric drive unit with two gears.

[0025] The manual transmission SG also has a planetary gear set PS, a stepped planetary gear set SP, and a differential DG with a differential input shaft D1 and two differential output shafts D2, D3. The planetary gear set PS is designed as a minus planetary gear set and comprises three shafts, namely a first sun gear shaft SO1, a first ring gear shaft HR1, and a first carrier shaft ST1. The first carrier shaft ST1 carries a plurality of planet gears, each of which meshes with the first sun gear shaft SO1 and the first ring gear shaft HR1. The stepped planetary gear set SP comprises four shafts, namely a second sun gear shaft SO2, a second ring gear shaft HR2, a third ring gear shaft HR3, and a second carrier shaft ST2. The second carrier shaft ST2 carries a plurality of stepped planet gears, each of which has a first gear Z1 and a second gear Z2 connected in a rotationally fixed manner.The first gear Z1 of the respective stepped planetary gear meshes with the second sun gear SO2 and the second ring gear HR2. The second gear Z2 of the respective stepped planetary gear meshes with the third ring gear HR3.

[0026] The first sun shaft SO1 is non-rotatably connected to the drive shaft An.

[0027] The first carrier shaft ST1 is rotationally fixedly connected to the second sun shaft SO2. The first ring gear shaft HR1 is rotationally fixedly connected to a stationary component designed as a housing G. The second carrier shaft ST2 is rotationally fixedly connected to the differential input shaft D1. The third ring gear shaft HR3 can be rotationally fixedly connected to a stationary component designed as a housing G via the first switching element A. The second ring gear shaft HR2 can be rotationally fixedly connected to the stationary component designed as a housing G via the second switching element B.

[0028] The manual transmission SG has a rotational axis of symmetry R, ​​which coincides with the input shaft An and the two differential output shafts D2, D3. The electric motor EM and the manual transmission SG with the differential DG are arranged coaxially. The differential DG is designed as a bevel gear differential and is arranged at least partially radially stacked with the stepped planetary gear set SP. The planetary gear set is arranged axially between the electric motor EM and the stepped planetary gear set SP. This gives the drive unit a particularly compact design. The bevel gear differential has two wheel-side output elements, in particular a first output gear 21 and a second output gear 22. The two output gears 21, 22 each mesh with two compensating elements 23, 24. The compensating elements 23, 24 are mounted in a differential carrier 20 so as to be rotatable about their own axis.The respective output gear 21, 22 is connected in a rotationally fixed manner to the respective differential output shaft D2, D3. The differential DG is driven via the differential cage 20, which is configured as the differential input shaft D1. The drive power fed into the differential DG is distributed to the differential output shafts D2, D3 and transmitted to the drive wheels of the axle, which are simplified here by arrows on the differential output shafts D2, D3. The differential output shafts D2, D3 are configured to be driveably connected to the drive wheels of the vehicle. The respective differential output shaft D2, D3 can be connected to the corresponding vehicle wheel directly or indirectly via a joint, a drive shaft, and / or a wheel hub.

[0029] The first shifting element A and the second shifting element B are combined to form a shifting unit SE with three shift positions, with the shifting unit SE having a single axially displaceable sliding sleeve SM with which the three shift positions are achieved. The sliding sleeve SM has claw shifting elements and can be axially displaced into the respective shift position by means of a single actuator AK. Thus, all three shift positions of the shifting unit SE are arranged linearly and consist of two gear positions and a neutral position, with the neutral position located between the two gear positions. Gears one and two are shifted one after the other or sequentially by moving the sliding sleeve SM in an axial direction, beyond the neutral position. This not only saves weight and components, but also costs, installation space and assembly effort.

[0030] First gear is engaged when the sliding sleeve SM is in a first gear position, i.e., a first shift position. The first shift element A, in an actuated or closed state—i.e., in the first shift position of the sliding sleeve SM—connects the third ring gear shaft HR3 to the housing G to engage first gear. By actuating the sliding sleeve SM and closing only the first shift element A, first gear is engaged, resulting in the full transmission ratio of the stepped planetary gear set SP.

[0031] First gear is disengaged by axially shifting the sliding sleeve SM into a 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 housing G, so that the third ring gear shaft HR3 as well as the second ring gear shaft HR2 can rotate freely. In the neutral position, both shift elements A and B are open, so that the input shaft An is decoupled from the differential DG. In this neutral position, the electric machine EM can synchronize the target gear. In this case, Fig. 2 shows this second switching position of the sliding sleeve SM.

[0032] Second gear is engaged by axially moving the sliding sleeve SM into a second gear position, i.e., a third shift position. When the sliding sleeve SM is actuated or closed, i.e., in the third shift position of the sliding sleeve SM, the second shifting element B connects the second ring gear shaft HR2 to the housing G to shift second gear. As a result, only the part of the stepped planetary gear set SP that meshes with the first gear Z1 of the respective stepped planetary gear is active, so that the stepped planetary gear set SP acts like a minus planetary gear set with drive via the second sun shaft SO2 and output via the second carrier shaft ST2. Second gear is engaged by actuating the sliding sleeve SM and closing only the second shifting element B.

[0033] Fig. Figure 3 shows a second embodiment of the drive unit according to the invention. The drive unit according to Fig. 3 essentially corresponds to the drive unit according to Fig. 2, whereby the difference between these two embodiments lies in the connection of the planetary gear set PS, which generates a smaller pre-transmission ratio. In the present case, the first ring gear shaft HR1 is connected in a rotationally fixed manner to the drive shaft An, whereby the first carrier shaft ST1 is connected in a rotationally fixed manner to the second sun shaft SO2, whereby the first sun shaft SO1 is connected in a rotationally fixed manner to the stationary component designed as a housing G. Otherwise, the embodiment according to Fig. 3 the embodiment according to Fig. 2, to which reference is made.

[0034] Fig. 4 shows a third embodiment of the drive unit according to the invention. The drive unit according to Fig. 4 essentially corresponds to the drive unit according to Fig. 2, whereby the difference between these two embodiments lies in the connection of the planetary gear set PS, which generates a smaller pre-transmission ratio. In the present case, the first sun shaft SO1 is connected in a rotationally fixed manner to the drive shaft An, whereby the first ring gear shaft HR1 is connected in a rotationally fixed manner to the second sun shaft SO2, whereby the first carrier shaft ST1 is connected in a rotationally fixed manner to the stationary component designed as a housing G. Otherwise, the embodiment according to Fig. 4 the embodiment according to Fig. 2, to which reference is made. Reference symbol 100 vehicles 101 first axis 102 second axis R1 vehicle wheel R2 vehicle wheel R3 vehicle wheel R4 vehicle wheel On drive shaft SG manual transmission EM electric machine EMS stator of the electrical machine EMR rotor of the electric machine PS planetary gear set SP stepped planetary gear set Z1 first gear of a stepped planetary gear Z2 second gear of a stepped planetary gear SO1 first solar wave SO2 second solar wave HO1 first ring gear shaft HO2 second ring gear shaft HO3 third ring gear shaft ST1 first bridge wave ST2 second 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 20 Differential cage 21 first output gear 22 second output gear 23 Compensating element 24 Compensating element 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 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 205 747 A1

[0002]

Claims

[1] Drive unit for a vehicle (100), comprising an electric machine (EM) and a manual transmission (SG) arranged coaxially thereto, which is connected to the electric machine (EM) via a drive shaft (An), the manual transmission (SG) having • a switching unit (SE) with a first switching element (A) and a second switching element (B), • a planetary gear set (PS) with several planetary gears, a first sun shaft (SO1), a first ring gear shaft (HR1) and a first carrier shaft (ST1), • a stepped planetary gear set (SP) with several stepped planetary gears, a second sun shaft (SO2), a second ring gear shaft (HR2), a third ring gear shaft (HR3) and a second carrier shaft (ST2), and • a differential (DG) with one differential input shaft (D1) and two differential output shafts (D2, D3), • wherein the planetary gear set (PS) is designed as a constant pre-transmission and one of its three shafts is connected in a rotationally fixed manner to the drive shaft (An), another of its three shafts is connected in a rotationally fixed manner to the second sun shaft (SO2), another of its three shafts is connected in a rotationally fixed manner to a stationary component, • wherein a first gear (Z1) of the respective stepped planetary gear meshes with the second sun shaft (SO2) and the second ring gear shaft (HR2), • wherein a second gear (Z2) of the respective stepped planetary gear meshes with the third ring gear shaft (HR3), • wherein the second carrier shaft (ST2) is connected to the differential input shaft (D1) in a rotationally fixed manner, • wherein in the closed state of the first switching element (A) a first gear is engaged with a first gear ratio, wherein in the first gear the third ring gear shaft (HR3) is connected in a rotationally fixed manner to a stationary component, • wherein in the closed state of the second switching element (B) a second gear with a second gear ratio is engaged, wherein in the second gear the second ring gear shaft (HR2) is connected in a rotationally fixed manner to the stationary component. [2] Drive unit according to claim 1, wherein the first sun shaft (SO1) is connected in a rotationally fixed manner to the drive shaft (An), wherein the first web shaft (ST1) is connected in a rotationally fixed manner to the second sun shaft (SO2), wherein the first ring gear shaft (HR1) is connected in a rotationally fixed manner to the stationary component. [3] Drive unit according to claim 1, wherein the first ring gear shaft (HR1) is connected in a rotationally fixed manner to the drive shaft (An), wherein the first web shaft (ST1) is connected in a rotationally fixed manner to the second sun shaft (SO2), wherein the first sun shaft (SO1) is connected in a rotationally fixed manner to the stationary component. [4] Drive unit according to claim 1, wherein the first sun shaft (SO1) is connected to the drive shaft (An) in a rotationally fixed manner, wherein the first ring gear shaft (HR1) is connected to the second sun shaft (SO2) in a rotationally fixed manner, wherein the first web shaft (ST1) is connected to the stationary component in a rotationally fixed manner. [5] Drive unit according to one of the preceding claims, wherein the differential (DG) is designed as a bevel gear differential and is arranged at least partially radially stacked with the stepped planetary gear set (SP). [6] Drive unit according to one of the preceding claims, wherein the drive shaft (An) is designed as a hollow shaft and one of the two differential output shafts (D2, D3) is guided axially at least by the electric machine (EM), the drive shaft (An) and the planetary gear set (PS). [7] Drive unit according to one of the preceding claims, wherein the two switching elements (A, B) are designed as positive-locking switching elements. [8] Drive unit according to one of the preceding claims, wherein the switching unit (SE) has a single axially displaceable sliding sleeve for switching the two gears. [9] Drive unit according to one of the preceding claims, wherein the switching unit (SE) has a neutral position between two gear positions, wherein the switching unit (SE) is only connected in a rotationally fixed manner to the stationary component in the neutral position. [10] Vehicle (100) comprising at least one drive unit according to one of the preceding claims.

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