Drive unit for a vehicle

Abstract

A drive unit for a vehicle, comprising a first electric machine (EM1), a second electric machine (EM2) arranged axially parallel thereto, a manual transmission (SG) arranged axially parallel to the two electric machines (EM1, EM2), a differential (DG), a drive shaft (An) for connecting the first electric machine (EM1) to the manual transmission (SG), an output shaft (Ab) for connecting the manual transmission (SG) to the differential (DG), and a first positive-locking switching unit with a first switching element (K), a second switching element (S), and a first sliding sleeve (SM1), which can be moved into one of three switching positions by means of a first actuator (AK1), wherein in a first switching position of the first sliding sleeve (SM1), the first switching element (K) is closed and the second electric machine (EM2) is drivingly connected to the drive shaft (An),wherein in a second switching position of the first sliding sleeve (SM1) both switching elements (K, S) are open and the second electric machine (EM2) is decoupled from the manual transmission (SG), wherein in a third switching position of the first sliding sleeve (SM1) the second switching element (S) is closed and the second electric machine (EM2) is drivingly connected to the output shaft (Ab), wherein the input shaft (An) is designed as a hollow shaft and the output shaft (Ab) is arranged within the input shaft (An).

Description

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

[0002] For example, DE 10 2013 214 238 A1 discloses a drive unit for a vehicle, wherein the drive unit has a plurality of electric machines, at least one planetary gear, and a plurality of positive-locking shifting elements. A first electric machine is permanently coupled, directly or indirectly, to a sun gear of a first planetary gear, wherein a second electric machine is directly or indirectly coupled, depending on the shift position of a first positive-locking shifting element and a second positive-locking shifting element, either to the sun gear of the first planetary gear or to a carrier of the first planetary gear. A ring gear of the first planetary gear is coupled, depending on the shift position of a third positive-locking shifting element and a fourth positive-locking shifting element, either to a housing or to the carrier of the first planetary 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. 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 a first electric machine, a second electric machine arranged axially parallel thereto, a manual transmission with two gears arranged axially parallel to the two electric machines, a differential with a differential input shaft and two differential output shafts, a drive shaft for connecting the first electric machine to the manual transmission, an output shaft for connecting the manual transmission to the differential, and a first positive-locking switching unit with a first switching element, a second switching element, and a first sliding sleeve, which can be moved into one of three switching positions by means of a first actuator, wherein in a first switching position of the first sliding sleeve, the first switching element is closed and the second electric machine is drivingly connected to the drive shaft.In a second switching position of the first sliding sleeve, both switching elements are open and the second electric motor is decoupled from the manual transmission. In a third switching position of the first sliding sleeve, the second switching element is closed and the second electric motor is drivingly connected to the output shaft. The drive shaft is designed as a hollow shaft and the output shaft is arranged within the drive shaft. Thus, the output shaft is guided axially through the entire drive shaft, making the drive unit particularly compact.

[0005] A “switching element” is a switchable device which, when closed, connects two shafts or a shaft and a housing in a rotationally fixed manner and, when open, decouples the two shafts or the shaft and the housing. Two shafts can then rotate relative to one another. In the sense of the invention, a “shaft” is understood to be a rotatable component of the transmission via which associated components of the transmission are rotationally fixedly connected to one another or via which such a connection can be established upon actuation of one of the switching elements. The respective shaft can connect the components axially or radially, or even both axially and radially. 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 may be constructed as a single piece. In particular, two or more shafts connected to one another in a rotationally fixed manner may be constructed as a single piece.

[0006] The first shift unit has a neutral position between two gear positions, so that with three shift positions there are two gear positions and one neutral position. In a neutral position, two shafts are decoupled from one another via the first shift unit, with the first sliding sleeve then being in rotational engagement with a single shaft. In particular, the first actuator moves the first sliding sleeve into the respective shift position and thereby couples the second electric machine to the manual transmission and the differential. The first sliding sleeve is designed to be positively locked and has positively locking claws which, in the respective gear position, interact positively with a respective corresponding claw toothing in order to establish a rotationally fixed connection between two shafts. The respective claw toothing with which the first sliding sleeve interacts positively is therefore to be understood as a shift element.The first shift unit preferably comprises unsynchronized claw clutches. Thus, the two shift elements are designed as positive-locking shift elements. Positive-locking shift elements can increase the efficiency of the drive unit due to reduced drag losses. In particular, positive-locking shift elements are more compact and optimized for efficiency, offering a cost advantage over friction-locking shift elements. The use of a single sliding sleeve and a single actuator for switching the first and second shift elements further increases compactness.

[0007] By connecting to the input shaft, the second electric motor can utilize both gears of the manual transmission. For this purpose, the first shift element is closed. The second electric motor can drive directly to the output shaft, independently of the first electric motor, when the second shift element is closed.

[0008] In the closed state of the first switching element, i.e. in the first switching position of the first sliding sleeve, the second electric machine is drivingly connected to the drive shaft, thereby enabling a summation of the torque of the two electric machines, both electric machines having the two gears of the manual transmission.

[0009] In the open state of the first and second switching elements, i.e. in the second switching position or neutral position of the first sliding sleeve, the second electric machine is decoupled from the drive train, whereby, for example in partial load operation, electrical losses and losses due to rotating bearings can be reduced.

[0010] When the second shift element is closed, i.e., when the first sliding sleeve is in the second shift position, the second electric motor is drivingly connected to the output shaft, allowing drive power to be introduced into the manual transmission via a second path. The second electric motor can thus drive the vehicle independently of the first electric motor and support the tractive force during shifts of the first electric motor. This is commonly known as "output-supported shifting" or "electromotive shifting" (EMS).

[0011] According to one embodiment, the first electric machine is connected to the input shaft via a first spur gear stage, wherein the second electric machine can be connected to the input shaft or to the output shaft via a second spur gear stage. In particular, the first spur gear stage has a first spur gear and a second spur gear, which mesh with each other. The first spur gear is, for example, rotationally fixedly connected to a rotor shaft of the first electric machine, wherein the second spur gear is rotationally fixedly connected to the input shaft. In particular, the second spur gear stage has a third spur gear and a fourth spur gear, which mesh with each other. The third spur gear is, for example, rotationally fixedly connected to a rotor shaft of the second electric machine, wherein the fourth spur gear can be rotationally fixedly connected to the input shaft or to the output shaft via the first switching unit. Reference is made here to the embodiment according toFig. 5.

[0012] According to one embodiment, the first electric machine is connected to the input shaft via a first spur gear stage and a second spur gear stage, wherein the second electric machine can be connected to the input shaft or to the output shaft via a third spur gear stage and a fourth spur gear stage. In particular, the first spur gear stage has a first spur gear and a second spur gear, which mesh with one another. Furthermore, the second spur gear stage has a third spur gear and a fourth spur gear, which mesh with one another. The first spur gear is, for example, rotationally fixedly connected to a rotor shaft of the first electric machine, wherein the second and third spur gears are rotationally fixedly connected, wherein the fourth spur gear is rotationally fixedly connected to the input shaft. In particular, the third spur gear stage has a fifth spur gear and a sixth spur gear, which mesh with one another.Furthermore, the fourth spur gear stage has a seventh spur gear and an eighth spur gear that mesh with each other. The fifth spur gear is, for example, rotationally fixedly connected to a rotor shaft of the second electric machine, while the sixth and seventh spur gears are rotationally fixedly connected, and the eighth spur gear is rotationally fixedly connectable to the input shaft or the output shaft via the first switching unit. Reference is made here to the embodiments according to . Fig. 2 to Fig. 4 and Fig. 6 to Fig. 10.

[0013] According to one embodiment, the first switching unit is arranged radially nested with the first spur gear stage and the third spur gear stage. In particular, the first spur gear stage and the second spur gear stage are radially nested on an outer circumference of the first switching unit in order to save axial installation space. Thus, the first switching unit, the first spur gear stage, and the second spur gear stage are at least partially located in the same axial installation space plane. Reference is made here to the embodiments according to Fig. 2 to Fig. 4 and Fig. 7 to Fig. 10.

[0014] According to one embodiment, the manual transmission comprises a first planetary gear set with a first sun gear shaft, a first ring gear shaft, and a first carrier shaft, as well as a second planetary gear set with a second sun gear shaft, a second ring gear shaft, and a second carrier shaft. The first sun gear shaft, the second sun gear shaft, and the input shaft are connected in a rotationally fixed manner, the first carrier shaft and the second ring gear shaft are connected in a rotationally fixed manner, and the second carrier shaft and the output shaft are connected in a rotationally fixed manner. Thus, the manual transmission has two planetary gear sets, which are axially adjacent to one another in order to save radial installation space. The first carrier shaft carries a plurality of planetary gears that mesh with the first sun gear shaft and the first ring gear shaft, i.e., are in tooth engagement. The second carrier shaft carries a plurality of planetary gears that mesh with the second sun gear shaft and the second ring gear shaft. Reference is made here to the embodiments according to Fig. 2, Fig. 3 and Fig. 5 to Fig. 7.

[0015] According to one embodiment, the manual transmission comprises a third shifting element and a fourth shifting element, wherein when the third shifting element is closed, the first ring gear shaft is connected in a rotationally fixed manner to a stationary component, wherein when the fourth shifting element is closed, the two planetary gear sets are blocked. A “stationary component” is understood to be a component that is fixed in a stationary manner, in particular is connected in a rotationally fixed manner or as one piece to a housing or part of a housing. To block the two planetary gear sets, two of the three shafts of the respective planetary gear set can be connected to one another, or a shaft of the first planetary gear set can be connected to a shaft of the second planetary gear set. When a planetary gear set is blocked, it rotates in the block.For example, in a closed state of the fourth shift element, the first ring gear shaft, the second ring gear shaft, and the first carrier shaft are connected in a rotationally fixed manner. Reference is made here to the embodiments according to . Fig. 2 and Fig. 5 to Fig. 7.

[0016] According to one embodiment, the manual transmission comprises a third shifting element and a fourth shifting element, wherein in a closed state of the third shifting element, the second ring gear shaft and the first carrier shaft are connected in a rotationally fixed manner to a stationary component, wherein in a closed state of the fourth shifting element, the first ring gear shaft is connected in a rotationally fixed manner to a stationary component. Reference is made here to the embodiment according to Fig. 3.

[0017] According to one embodiment, the manual transmission comprises a planetary gear set with a sun gear shaft, a ring gear shaft, and a carrier shaft, as well as a third shifting element and a fourth shifting element, wherein the sun gear shaft and the input shaft are connected in a rotationally fixed manner, wherein the carrier shaft and the output shaft are connected in a rotationally fixed manner, wherein in a closed state of the third shifting element, the ring gear shaft is connected in a rotationally fixed manner to a stationary component, wherein in a closed state of the fourth shifting element, the ring gear shaft, the sun gear shaft, and the input shaft are connected in a rotationally fixed manner. The first carrier shaft carries a plurality of planetary gears that mesh with the first sun gear shaft and the first ring gear shaft, i.e., are in tooth engagement. Reference is made here to the embodiment according to Fig. 4.

[0018] According to one embodiment, the manual transmission comprises a first planetary gear set with a first sun shaft, a first ring gear shaft and a first carrier shaft, a second planetary gear set with a second sun shaft, a second ring gear shaft and a second carrier shaft as well as a third shifting element and a fourth shifting element, wherein the first sun shaft, the second sun shaft and the input shaft are connected in a rotationally fixed manner, wherein the first carrier shaft and the second ring gear shaft are connected in a rotationally fixed manner, wherein the first ring gear shaft is connected in a rotationally fixed manner to a stationary component, wherein in a closed state of the third shifting element the second carrier shaft and the output shaft are connected in a rotationally fixed manner, wherein in a closed state of the fourth shifting element the first sun shaft, the second sun shaft, the input shaft and the output shaft are connected in a rotationally fixed manner.The first carrier shaft carries several planetary gears that mesh with the first sun gear shaft and the first ring gear shaft. The second carrier shaft carries several planetary gears that mesh with the second sun gear shaft and the second ring gear shaft. Reference is made here to the embodiment shown in . Fig. 8.

[0019] According to one embodiment, the manual transmission comprises a first planetary gear set with a first sun shaft, a first ring gear shaft and a first carrier shaft, a second planetary gear set with a second sun shaft, a second ring gear shaft and a second carrier shaft as well as a third shifting element and a fourth shifting element, wherein the first sun shaft, the second sun shaft and the input shaft are connected in a rotationally fixed manner, wherein the first carrier shaft and the second ring gear shaft are connected in a rotationally fixed manner, wherein the first ring gear shaft is connected in a rotationally fixed manner to a stationary component, wherein in a closed state of the third shifting element the first carrier shaft, the second ring gear shaft and the output shaft are connected in a rotationally fixed manner, wherein in a closed state of the fourth shifting element the second carrier shaft and the output shaft are connected in a rotationally fixed manner.The first carrier shaft carries several planetary gears that mesh with the first sun gear shaft and the first ring gear shaft. The second carrier shaft carries several planetary gears that mesh with the second sun gear shaft and the second ring gear shaft. Reference is made here to the embodiment shown in . Fig. 9.

[0020] According to one embodiment, the manual transmission comprises a stepped planetary gear set with a first sun shaft, a second sun shaft, a ring gear shaft and a carrier shaft with several stepped planetary gears, each having a first and second non-rotatably connected gear, as well as a third shifting element and a fourth shifting element, wherein the first gear meshes with the first sun shaft and the ring gear shaft, wherein the second gear meshes with the second sun shaft, wherein the ring gear shaft is non-rotatably connected to a stationary component, wherein in a closed state of the third shifting element, the carrier shaft and the output shaft are non-rotatably connected, wherein in a closed state of the fourth shifting element, the second sun shaft and the output shaft are non-rotatably connected. Reference is made here to the embodiment according to Fig. 10.

[0021] The third and fourth shifting elements are designed as gear shifting elements and are thus configured for shifting gears. When the third shifting element is closed and the fourth shifting element is open, a first gear with a first gear ratio is engaged. When the fourth shifting element is closed and the third shifting element is open, a second gear with a second gear ratio is engaged.

[0022] According to one embodiment, the third and fourth shifting elements form a second shifting unit with three shift positions and a second sliding sleeve. The second shifting unit has a neutral position between two gear positions, so that with three shift positions, two gear positions and one neutral position are provided. In a neutral position, two shafts or a shaft and a stationary component are decoupled from one another via the second shifting unit, wherein the second sliding sleeve is then in rotational engagement with a single shaft or with the stationary component. In particular, a second actuator moves the second sliding sleeve into the respective shift position and thereby shifts two gears, wherein exactly one shifting element of the second shifting unit is closed to realize one gear.The second sliding sleeve is designed to be positively engaged and has positive-locking claws that interact positively with a corresponding claw toothing in the respective gear position to establish a rotationally fixed connection between two shafts or a shaft and a stationary component. Therefore, the respective claw toothing with which the second sliding sleeve interacts positively is to be understood as a shifting element. The second shifting unit preferably comprises unsynchronized claw clutches. Thus, all shifting elements are designed as positive-locking shifting elements. 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 have an optimized efficiency, offering a cost advantage over frictional shifting elements.The use of a single sliding sleeve to shift two gears further increases compactness, requiring only a single actuator.

[0023] According to one embodiment, the differential is arranged coaxially with the manual transmission, with the third differential output shaft being guided axially through the output shaft. Preferably, the differential input shaft is connected to the output shaft in a rotationally fixed manner. This makes the drive unit particularly compact. Reference is made here to the embodiments according to Fig. 2 to Fig. 6 and Fig. 8 to Fig. 10.

[0024] According to a preferred embodiment, the differential is designed as a ball or bevel gear differential. A differential designed as a ball or 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 configured as the differential input shaft. Furthermore, alternative designs of the differential are also conceivable, for example, as a spur gear differential or a planetary differential.The drive power fed into the differential via the differential input shaft is distributed in a conventional manner between the two differential output shafts and transmitted to the drive wheels of the axle. The differential output shafts are designed to be connected to the vehicle's drive wheels in a drivingly effective manner. The respective differential output shaft can be connected to the corresponding vehicle wheel directly or indirectly via a downstream fixed gear, a joint, a propeller shaft, and / or a wheel hub.

[0025] According to one embodiment, the differential is arranged transversely to the gearbox, with the differential input shaft being connected to the output shaft via a bevel gear stage. Reference is made here to the embodiment according to Fig. 7.

[0026] A vehicle according to the invention comprises a 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.

[0027] 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 and Fig. 10 a highly abstracted schematic view of a drive unit according to the invention according to a ninth embodiment.

[0028] 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 a first and a second electric machine EM1, EM2, each of which is designed to generate drive power, a manual transmission SG with two gears, and a differential DG. 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. A detailed design of this drive unit is shown in Fig. 2. Alternatively, as well as in Fig. 7, the differential DG can be arranged transversely to the vehicle's longitudinal direction.

[0029] 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.

[0030] Fig. 2 shows the drive unit according to a first embodiment. The drive unit comprises an input shaft An for connecting the first electric motor EM1 to the manual transmission SG, an output shaft Ab for connecting the manual transmission SG to the differential DG, and a first positive-locking shifting unit with a first shifting element K, a second shifting element S, and a first sliding sleeve SM1, which can be moved into one of three shift positions by means of a first actuator AK1. The input shaft An is designed as a hollow shaft, and the output shaft Ab is arranged within the input shaft An, thereby making the drive unit particularly compact.The differential DG has a differential input shaft D1 and two differential output shafts D2, D3. The differential DG is arranged coaxially with the manual transmission SG, and the third differential output shaft D3 is guided axially through the output shaft Ab, making the drive unit even more compact. The differential input shaft D1 is connected to the output shaft Ab in a rotationally fixed manner.

[0031] The differential DG is designed as a ball or bevel gear differential. The differential input shaft D1 is designed as a differential carrier. The differential DG, designed as a ball or 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 the 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 D2, D3. The differential DG is therefore driven via the differential carrier, which is connected in a rotationally fixed manner to the output shaft Ab. Arrows on the differential output shafts D2, D3 indicate a connection to a respective vehicle wheel of this vehicle axle.

[0032] The first electric machine EM1 is connected to the drive shaft An via a first spur gear stage SR1 and a second spur gear stage SR2. In this case, the first spur gear stage SR1 has a first spur gear S1 and a second spur gear S2, which mesh with each other. Furthermore, the second spur gear stage SR2 has a third spur gear S3 and a fourth spur gear S4, which mesh with each other. In this case, the first spur gear S1 is connected in a rotationally fixed manner to a rotor shaft of the first electric machine EM1, wherein the second and third spur gears S2, S3 are connected in a rotationally fixed manner, wherein the fourth spur gear S4 is connected in a rotationally fixed manner to the drive shaft An.

[0033] The second electric machine EM2 can be connected to the input shaft An or to the output shaft Ab via the third spur gear stage SR3 and the fourth spur gear stage SR4. Furthermore, the third spur gear stage SR3 has a fifth spur gear S5 and a sixth spur gear S6, which mesh with each other. The fourth spur gear stage SR4 has a seventh spur gear S7 and an eighth spur gear S8, which mesh with each other. The fifth spur gear S5 is here connected in a rotationally fixed manner to a rotor shaft of the second electric machine EM2, wherein the sixth and seventh spur gears S6, S7 are connected in a rotationally fixed manner, wherein the eighth spur gear S8 can be connected in a rotationally fixed manner to the input shaft An or to the output shaft Ab via the first switching unit. When the first switching element K is closed, the eighth spur gear S8 is connected in a rotationally fixed manner to the input shaft An.When the second shift element S is closed, the eighth spur gear S8 is non-rotatably connected to the output shaft Ab. The first shift unit is arranged radially nested with the first spur gear stage SR1 and the third spur gear stage SR3 to save axial space.

[0034] The input shaft An, the output shaft Ab, the manual transmission SG and the differential DG are arranged on a common axis of rotation R and are therefore coaxial with one another. The two electric machines EM1, EM2 are arranged axes parallel to the axis of rotation R. According to an axial sequence, the second planetary gear set PS2 is arranged axially adjacent to the differential DG, the first planetary gear set PS1 is arranged axially adjacent to the second planetary gear set PS2, the second spur gear stage SR2 is arranged axially adjacent to the first planetary gear set PS1, the first switching unit is arranged axially adjacent to the first spur gear stage SR1, and the fourth spur gear stage SR4 is arranged axially adjacent to the first switching unit.

[0035] In a first switching position of the first sliding sleeve SM1, the first switching element K is closed and the second electric machine EM2 is drivingly connected to the drive shaft An. In a second switching position of the first sliding sleeve SM1, both switching elements K, S are opened, whereby the second electric machine EM2 is thereby decoupled from the manual transmission SG. In the present case, Fig. 2 shows this second switching position of the first sliding sleeve SM1. In a third switching position of the first sliding sleeve SM1, the second switching element S is closed and the second electric machine EM2 is drivingly connected to the output shaft Ab.

[0036] The manual transmission SG has a first planetary gear set PS1, a second planetary gear set PS2, a third shifting element B, and a fourth shifting element C. The two planetary gear sets PS1 and PS2 are arranged axially adjacent to one another to save installation space and increase compactness. The first planetary gear set PS1 comprises three shafts: 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 that mesh with the first sun gear shaft SO1 and the first ring gear shaft HR1. The second planetary gear set PS2 also comprises three shafts: a second sun gear shaft SO2, a second ring gear shaft HR2, and a second carrier shaft ST2. The second carrier shaft ST2 carries a plurality of planet gears that mesh with the second sun gear shaft SO2 and the second ring gear shaft HR2.

[0037] The first sun gear shaft SO1, the second sun gear shaft SO2, and the input shaft An are connected in a rotationally fixed manner. The first carrier shaft ST1 and the second ring gear shaft HR2 are connected in a rotationally fixed manner. The second carrier shaft ST2 and the output shaft Ab are connected in a rotationally fixed manner. When the third shifting element B is closed, the first ring gear shaft HR1 is connected in a rotationally fixed manner to a stationary component designed as a housing G. When the fourth shifting element C is closed, the two planetary gear sets PS1, PS2 are blocked, with the second ring gear shaft HR2 and the first carrier shaft ST1 being connected in a rotationally fixed manner to the first ring gear shaft HR1.

[0038] The third shifting element B and the fourth shifting element C are combined to form a second shifting unit with a second sliding sleeve SM2 and three shift positions, namely two gear positions and one neutral position. The second sliding sleeve SM2 is arranged radially nested on the outer circumference of the first planetary gear set PS1 in order to save axial installation space and thereby increase axial compactness. The neutral position is arranged between the two gear positions. The three shift positions are achieved by axially shifting the second sliding sleeve SM2. The second sliding sleeve SM2 has claw shift elements and can be axially shifted into the respective shift position by means of a second actuator AK2. Consequently, all three shift positions of the second shifting unit are arranged linearly. The two gears are shifted one after the other or via the neutral position by shifting the second sliding sleeve SM2 in an axial direction.switched sequentially. This not only saves weight and components, but also reduces costs, installation space, and assembly effort.

[0039] In the closed state of the third shifting element B, a first gear with a first ratio is engaged, wherein in the first gear the first ring gear shaft HR1 is connected in a rotationally fixed manner to the stationary component formed as a housing G. In the closed state of the fourth shifting element C, a second gear with a second ratio is engaged, wherein in the second gear the first ring gear shaft HR1 is connected in a rotationally fixed manner to the first carrier shaft ST1 and the second ring gear shaft HR2.

[0040] First gear is engaged when the second sliding sleeve SM2 is in a first gear position, i.e., in a first shift position. The third shift element B, in an actuated or closed state, i.e., in the first shift position of the second sliding sleeve SM2, connects the first ring gear shaft HR1 to the stationary component to shift first gear.

[0041] First gear is disengaged by axially shifting the second sliding sleeve SM2 into a neutral position, i.e., into a second shift position. In the second shift position of the second sliding sleeve SM2, the second sliding sleeve SM2 is only in rotational engagement with the first ring gear shaft HR1. In this neutral position, the shift elements B, C are open. In this case, Fig. 2 shows this second switching position of the second sliding sleeve SM2.

[0042] Second gear is engaged by axially shifting the second sliding sleeve SM2 into a second gear position, i.e., a third shift position. The fourth shift element C, in an actuated or closed state, i.e., in the third shift position of the second sliding sleeve SM2, connects the first ring gear shaft HR1 with the first carrier shaft ST1 and the second ring gear shaft HR2 to engage second gear.

[0043] The second electric motor EM2 can use both gears of the manual transmission SG by connecting it to the input shaft An. For this purpose, the first shift element K is closed. The second electric motor EM2 can drive directly to the output shaft Ab, independently of the first electric motor EM1, when the second shift element S is closed.

[0044] In the closed state of the first switching element K, i.e. in the first switching position of the first sliding sleeve, the second electric machine EM2 is drive-effectively connected to the drive shaft An, whereby a torque summation of the two electric machines EM1, EM2 is thereby made possible, whereby both electric machines EM1, EM2 have the two gears of the manual transmission SG.

[0045] In the open state of the first and second switching elements K, S, i.e. in the second switching position or neutral position of the first sliding sleeve SM, the second electric machine EM2 is decoupled from the drive train, whereby, for example in partial load operation, electrical losses and losses due to rotating bearings can be reduced.

[0046] When the second shift element S is closed, i.e., when the first sliding sleeve SM1 is in the second shift position, the second electric motor EM2 is connected to the output shaft Ab, allowing drive power to be introduced into the manual transmission SG via a second path. The second electric motor EM2 can thus drive the vehicle independently of the first electric motor EM1 and support the tractive force during shifts of the first electric motor EM1. This is a so-called "output-supported shift" or "electromotive shift" (EMS).

[0047] The gear ratio for the second electric motor EM2 (direct gear) to support gearshifting corresponds to second gear (locking of the two planetary gear sets PS1, PS2). During the recoupling of the second electric motor EM2, i.e. the change at the first and second shift element K, S, the first electric motor EM1 can support the tractive force. The manual transmission SG is therefore powershiftable because one of the two electric motors EM1, EM2 can always support the tractive force. When the second shift element S is closed and the third and fourth shift elements B, C are open, the second electric motor EM2 can drive in second gear and the first electric motor EM1 is decoupled from the driveline, meaning it cannot contribute any drive power to the driveline. The two planetary gear sets PS1, PS2 then rotate without a load.Therefore, decoupling the second electric machine EM2 via the first switching unit is preferable for efficiency reasons. Generally speaking, however, either the first electric machine EM1 or the second electric machine EM2 can be decoupled. This is preferably done in the partial load range.

[0048] The decoupling strategy proposes decoupling the electric motor EM1 or EM2 whose temperature (or the temperature of the associated inverter) is higher or whose operating point is less efficient. This also allows alternating operation of the electric motors EM1 and EM2. If none of the four switching elements K, S, B, or C is closed, as shown here, both electric motors EM1 and EM2 are decoupled from the drivetrain. This enables, for example, a "sailing mode" of the vehicle.

[0049] In the powershift process, the first electric machine EM1 is assumed to be the main drive machine, since the first electric machine EM1 is permanently connected to the input shaft An. To support the shifting, the second electric machine EM2 is coupled to the output shaft Ab, with the second shift element S being closed for this purpose.

[0050] In an example shift from first gear to second gear, the third shift element B is opened and the fourth shift element C is closed. In the event that the second electric machine EM2 is connected to the input shaft An and thus both electric machines EM1, EM2 drive together, first the load on the second electric machine EM2 is reduced, then the first shift element K is opened, then the second electric machine EM2 synchronizes the second shift element S and closes this shift element S. The second electric machine EM2 is then connected to the output shaft Ab. The load is taken over by the second electric machine EM2 by building up torque on the second electric machine EM2 and simultaneously reducing torque on the first electric machine EM1, so that the third shift element B is relieved.To open the third shift element B, the first electric motor EM1 actively synchronizes the fourth shift element C. As soon as the shift element C is synchronized, the fourth shift element C is closed. The torques of the two electric motors EM1, EM2 can now be distributed as desired, since a fixed gear is engaged for the first electric motor EM1. After the shift, the second electric motor EM2 can be reconnected to the drive shaft An, depending on the operating strategy. This is done by moving the first sliding sleeve SM1, i.e., opening the second shift element S and closing the first shift element K.

[0051] 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, wherein a difference between these two embodiments lies in the design of the manual transmission SG. In the present case, the manual transmission SG has a third shifting element A' and a fourth shifting element B', which are combined in a second shifting unit. In a closed state of the third shifting element A', the second ring gear shaft HR2 and the first carrier shaft ST1 are rotationally fixedly connected to a stationary component designed as a housing G. In a closed state of the fourth shifting element B', the first ring gear shaft HR1 is rotationally fixedly connected to the stationary component designed as a housing G. Thus, the fourth shifting element B' according to Fig. 3 the third switching element B according to Fig. 2. As in the embodiment according to Fig. 2, the second electric machine EM2 can drive independently of the first electric machine EM1 directly to the output shaft Ab when the second switching element S is closed. This gear ratio is lower than the first gear, which is present when the third switching element A' is closed, and corresponds exactly to the second gear according to the embodiment according to Fig. 2. Therefore, this gear ratio is only available for the second electric machine EM2. Thus, three gears are available for the second electric machine EM2. Otherwise, the embodiment shown in Fig. 3 the embodiment according to Fig. 2, to which reference is made.

[0052] 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, wherein a difference between these two embodiments lies in the design of the manual transmission SG. In the present case, the manual transmission SG has a planetary gear set PS with a sun gear shaft SO, a ring gear shaft HR and a carrier shaft ST as well as a third shifting element A'' and a fourth shifting element C'', wherein the third shifting element A'' and the fourth shifting element C'' are combined in a second shifting unit. The sun gear shaft SO and the input shaft An are connected in a rotationally fixed manner. The carrier shaft ST and the output shaft Ab are connected in a rotationally fixed manner. In a closed state of the third shifting element A'', the ring gear shaft HR is connected in a rotationally fixed manner to a stationary component designed as a housing G. Thus, the third shifting element A'' corresponds according to Fig. 4 the third switching element A' according to Fig. 3. In a closed state of the fourth switching element C'', the ring gear shaft HR, the sun gear shaft SO and the drive shaft An are connected in a rotationally fixed manner. Therefore, the fourth switching element C'' corresponds to Fig. 4 the fourth switching element C according to Fig. 2. However, this is a blocking variant. Thus, in this embodiment, there are also two gears for the first electric machine EM1, which can be switched with the second switching unit, namely a first gear when the third switching element A'' is closed, and a second gear when the fourth switching element C'' is closed. The fourth switching element C'' blocks the planetary gear set PS by connecting the ring gear shaft HR with the sun gear shaft SO. As in the embodiment according to Fig. 2, the second electric machine EM2 can drive the output shaft Ab independently of the first electric machine EM1 when the second switching element S is closed, whereby the gear ratio then corresponds to the gear ratio in second gear. Otherwise, the embodiment according to Fig. 4 the embodiment according to Fig. 2, to which reference is made.

[0053] Fig. Figure 5 shows a fourth embodiment of the drive unit according to the invention. The drive unit according to Fig. 5 essentially corresponds to the drive unit according to Fig. 2, the difference between these two embodiments being the connection of the two electrical machines EM1, EM2. In the present case, the first electrical machine EM1 is connected to the input shaft An via a first spur gear stage SR1, wherein the second electrical machine EM2 can be connected to the input shaft An or to the output shaft Ab via a second spur gear stage SR2, depending on whether the first or second switching element K, S is closed. The first spur gear stage SR1 has a first spur gear S1 and a second spur gear S2, which mesh with one another. In the present case, the first spur gear S1 is connected in a rotationally fixed manner to a rotor shaft of the first electrical machine EM1, wherein the second spur gear S2 is connected in a rotationally fixed manner to the input shaft An. Furthermore, the second spur gear stage SR2 has a third spur gear S3 and a fourth spur gear S4, which mesh with one another.In this case, the third spur gear S3 is rotationally fixedly connected to a rotor shaft of the second electric machine EM2, while the fourth spur gear S4 is rotationally fixedly connected to the input shaft An or to the output shaft Ab via the first switching unit. When the first switching element K is closed, the fourth spur gear S4 is rotationally fixedly connected to the input shaft An. When the second switching element S is closed, the fourth spur gear S4 is rotationally fixedly connected to the output shaft Ab.According to an axial sequence, the second planetary gear set PS2 is arranged axially adjacent to the differential DG, the first planetary gear set PS1 being arranged axially adjacent to the second planetary gear set PS2, the first spur gear stage SR1 being arranged axially adjacent to the first planetary gear set PS1, the second spur gear stage SR2 being arranged axially adjacent to the first spur gear stage SR1, and the first switching unit being arranged axially adjacent to the second spur gear stage SR2. Otherwise, the exemplary embodiment corresponds to . Fig. 5 the embodiment according to Fig. 2, to which reference is made.

[0054] Fig. Figure 6 shows a fifth embodiment of the drive unit according to the invention. The drive unit according to Fig. 6 essentially corresponds to the drive unit according to Fig. 2, the difference between these two embodiments being the arrangement of the first switching unit and the spur gear stages. In this case, the first switching unit is not radially stacked with the first and third spur gear stages SR1, SR3, but is arranged axially between the second and fourth spur gear stages SR2, SR4. In particular, the first and third spur gear stages SR1, SR3 are arranged in the same axial plane. This reduces the number of spur gear planes next to the two electric machines EM1, EM2, so that more axial installation space is available for the electric machines EM1, EM2.According to an axial sequence, the second planetary gear set PS2 is arranged axially adjacent to the differential DG, the first planetary gear set PS1 being arranged axially adjacent to the second planetary gear set PS2, the second spur gear stage SR2 being arranged axially adjacent to the first planetary gear set PS1, the first switching unit being arranged axially adjacent to the second spur gear stage SR2, the fourth spur gear stage SR4 being arranged axially adjacent to the first switching unit, the first and third spur gear stages being arranged in a common axial plane adjacent to the fourth spur gear stage SR4. Otherwise, the exemplary embodiment corresponds to . Fig. 6 the embodiment according to Fig. 2, to which reference is made.

[0055] Fig. Figure 7 shows a sixth embodiment of the drive unit according to the invention. The drive unit according to Fig. 7 essentially corresponds to the drive unit according to Fig. 2, whereby the difference between these two embodiments lies in the arrangement and connection of the differential DG. In this case, the differential DG is connected to the output shaft Ab via a bevel gear stage KG and is thus arranged transversely to the manual transmission SG. The differential DG is, as in the embodiment according to Fig. 2 is also designed as a ball or bevel gear differential and has a differential input shaft D1 and two differential output shafts D2, D3. The differential input shaft D1 is designed as a differential cage and is non-rotatably connected to a bevel gear of the bevel gear stage KG, wherein the other bevel gear of the bevel gear stage KG is non-rotatably connected to the output shaft Ab, and wherein the two bevel gears are in meshing engagement. The manual transmission SG is arranged in the longitudinal direction of the vehicle, wherein the differential DG is arranged in the transverse direction of the vehicle. The output shaft Ab does not have to be designed as a hollow shaft and can in particular be designed as a solid shaft, since the second differential output shaft D3 is not passed through it. Otherwise, the embodiment according to Fig. 7 the embodiment according to Fig. 2, to which reference is made.

[0056] Fig. Figure 8 shows a seventh embodiment of the drive unit according to the invention. The drive unit according to Fig. 8 essentially corresponds to the drive unit according to Fig. 2, wherein a difference between these two embodiments lies in the connection of the two planetary gear sets PS1, PS2 and the arrangement of the second shifting unit. In the present case, the second shifting unit has a third shifting element B** and a fourth shifting element C** and is arranged axially between the differential DG and the second planetary gear set PS2. The first sun gear shaft SO1, the second sun gear shaft SO2 and the input shaft An are connected in a rotationally fixed manner. The first carrier shaft ST1 and the second ring gear shaft HR2 are connected in a rotationally fixed manner. The first ring gear shaft HR1 is connected in a rotationally fixed manner to a stationary component designed as a housing G. When the third shifting element B** is closed, the second carrier shaft ST2 and the output shaft Ab are connected in a rotationally fixed manner. When the fourth shifting element C** is closed, the first sun gear shaft SO1, the second sun gear shaft SO2, the input shaft An and the output shaft Ab are connected in a rotationally fixed manner.It is advantageous that, when the second sliding sleeve SM2 is in the neutral position, both planetary gear sets PS1, PS2 and the first electric motor EM1 can be decoupled from the output. The second electric motor EM2 can then drive the vehicle alone via the second shift element S. Otherwise, the embodiment corresponds to that shown in FIG. Fig. 8 the embodiment according to Fig. 2, to which reference is made.

[0057] Fig. Figure 9 shows an eighth embodiment of the drive unit according to the invention. The drive unit according to Fig. 9 essentially corresponds to the drive unit according to Fig. 3, wherein a difference between these two embodiments lies in the connection of the two planetary gear sets PS1, PS2 and the arrangement of the second shifting unit. In the present case, the second shifting unit has a third shifting element A* and a fourth shifting element B* and is arranged axially between the differential DG and the second planetary gear set PS2. The first sun gear shaft SO1, the second sun gear shaft SO2 and the input shaft An are connected in a rotationally fixed manner. The first carrier shaft ST1 and the second ring gear shaft HR2 are connected in a rotationally fixed manner. The first ring gear shaft HR1 is connected in a rotationally fixed manner to a stationary component designed as a housing G. When the third shifting element A* is closed, the first carrier shaft ST1, the second ring gear shaft HR2 and the output shaft Ab are connected in a rotationally fixed manner. When the fourth shifting element B* is closed, the second carrier shaft ST2 and the output shaft Ab are connected in a rotationally fixed manner.It is advantageous that when the second sliding sleeve SM2 is in the neutral position, both planetary gear sets PS1, PS2 and the first electric machine EM1 can be decoupled from the output. The second electric machine EM2 can then drive the vehicle alone via the second shifting element S. The second shifting unit is arranged axially between the differential DG and the second planetary gear set PS2. In particular, the second shifting unit is at least partially radially nested with the differential DG, thereby increasing compactness. Otherwise, the exemplary embodiment corresponds to that shown in FIG. Fig. 9 the embodiment according to Fig. 3, to which reference is made.

[0058] Fig. Figure 10 shows a ninth embodiment of the drive unit according to the invention. The drive unit according to Fig. 10 essentially corresponds to the drive unit according to Fig. 2, the difference between these two embodiments being the design of the manual transmission SG. In the present case, the manual transmission has a stepped planetary gear set SP with a first sun shaft SO1, a second sun shaft SO2, a ring gear shaft HR and a carrier shaft ST with several stepped planetary gears, each having a first and second rotationally fixed gear Z1, Z2, as well as a third shifting element A*** and a fourth shifting element B***. The first gear Z1 meshes with the first sun shaft SO1 and the ring gear shaft HR, and the second gear Z2 meshes with the second sun shaft SO2. The first sun shaft SO1 and the input shaft An are rotationally fixedly connected. The ring gear shaft HR is rotationally fixedly connected to a stationary component designed as a housing G. When the third shifting element A*** is closed, the carrier shaft ST and the output shaft Ab are rotationally fixedly connected.When the fourth shift element B*** is closed, the second sun shaft SO2 and the output shaft Ab are connected in a rotationally fixed manner. The second shift unit is arranged axially between the differential DG and the stepped planetary gear set SP. In particular, the second shift unit is at least partially radially nested with the differential DG, thereby increasing compactness. Otherwise, the exemplary embodiment corresponds to FIG. Fig. 10 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 From output shaft SG manual transmission EM1 first electric machine EM2 second electric machine ST1 first spur gear stage ST2 second spur gear stage ST3 third spur gear stage ST4 fourth spur gear stage S1 first spur gear S2 second spur gear S3 third spur gear S4 fourth spur gear S5 fifth spur gear S6 sixth spur gear S7 seventh spur gear S8 eighth spur gear SP stepped planetary gear set Z1 first gear Z2 second gear 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 planetary gear set SO3 solar wave HO3 ring gear shaft ST3 web wave AK1 first actuator AK2 second actuator SM1 first sliding sleeve SM2 second sliding sleeve G Housing R rotation axis KG bevel gear stage DG Differential D1 differential input shaft D2 first differential output shaft D3 second differential output shaft K first switching element S second switching element B, A', A'', A*, B**, A*** third switching element C, B', C'', B*, C**, B*** fourth 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 2013 214 238 A1

[0002]

Claims

[1] Drive unit for a vehicle (100), comprising • a first electrical machine (EM1), • a second electrical machine (EM2) arranged parallel to the axis, • a manual transmission (SG) with several gears arranged parallel to the axis of the two electric machines (EM1, EM2), • a differential (DG) with one differential input shaft (D1) and two differential output shafts (D2, D3), • a drive shaft (An) for connecting the first electric machine (EM1) to the manual transmission (SG), • an output shaft (Ab) for connecting the manual transmission (SG) to the differential (DG) and • a first positive-locking switching unit with a first switching element (K), a second switching element (S) and a first sliding sleeve (SM1), which can be moved into one of three switching positions by means of a first actuator (AK1), • wherein in a first switching position of the first sliding sleeve (SM1) the first switching element (K) is closed and the second electric machine (EM2) is drivingly connected to the drive shaft (An), • wherein in a second switching position of the first sliding sleeve (SM1) both switching elements (K, S) are opened and the second electric machine (EM2) is decoupled from the manual transmission (SG), • wherein in a third switching position of the first sliding sleeve (SM1) the second switching element (S) is closed and the second electric machine (EM2) is drivingly connected to the output shaft (Ab), • wherein the drive shaft (An) is designed as a hollow shaft and the output shaft (Ab) is arranged within the drive shaft (An). [2] Drive unit according to claim 1, wherein the first electric machine (EM1) is connected to the drive shaft (An) via a first spur gear stage (SR1), wherein the second electric machine (EM2) can be connected to the drive shaft (An) or to the output shaft (Ab) via a second spur gear stage (SR2). [3] Drive unit according to claim 1, wherein the first electric machine (EM1) is connected to the drive shaft (An) via a first spur gear stage (SR1) and a second spur gear stage (SR2), wherein the second electric machine (EM2) can be connected to the drive shaft (An) or to the output shaft (Ab) via a third spur gear stage (SR3) and a fourth spur gear stage (SR4). [4] Drive unit according to claim 3, wherein the first switching unit is arranged radially nested with the first spur gear stage (SR1) and the third spur gear stage (SR3). [5] Drive unit according to one of the preceding claims, wherein the manual transmission (SG) has a first planetary gear set (PS1) with a first sun shaft (SO1), a first ring gear shaft (HR1) and a first carrier shaft (ST1) and a second planetary gear set (PS2) with a second sun shaft (SO2), a second ring gear shaft (HR2) and a second carrier shaft (ST2), wherein the first sun shaft (SO1), the second sun shaft (SO2) and the input shaft (An) are connected in a rotationally fixed manner, wherein the first carrier shaft (ST1) and the second ring gear shaft (HR2) are connected in a rotationally fixed manner, wherein the second carrier shaft (ST2) and the output shaft (Ab) are connected in a rotationally fixed manner. [6] Drive unit according to claim 5, wherein the manual transmission (SG) has a third shifting element (B) and a fourth shifting element (C), wherein in a closed state of the third shifting element (B) the first ring gear shaft (HR1) is connected in a rotationally fixed manner to a stationary component, wherein in a closed state of the fourth shifting element (C) the two planetary gear sets (PS1, PS2) are blocked. [7] Drive unit according to claim 5, wherein the manual transmission (SG) has a third shifting element (A') and a fourth shifting element (B'), wherein in a closed state of the third shifting element (A') the second ring gear shaft (HR2) and the first carrier shaft (ST1) are connected in a rotationally fixed manner to a stationary component, wherein in a closed state of the fourth shifting element (B') the first ring gear shaft (HR1) is connected in a rotationally fixed manner to a stationary component. [8] Drive unit according to one of claims 1 to 4, wherein the manual transmission (SG) has a planetary gear set (PS) with a sun gear shaft (SO), a ring gear shaft (HR) and a carrier shaft (ST) as well as a third shifting element (A'') and a fourth shifting element (C''), wherein the sun gear shaft (SO) and the input shaft (An) are connected in a rotationally fixed manner, wherein the carrier shaft (ST) and the output shaft (Ab) are connected in a rotationally fixed manner, wherein in a closed state of the third shifting element (A'') the ring gear shaft (HR) is connected in a rotationally fixed manner to a stationary component, wherein in a closed state of the fourth shifting element (C'') the ring gear shaft (HR), the sun gear shaft (SO) and the input shaft (An) are connected in a rotationally fixed manner. [9] Drive unit according to one of claims 1 to 4, wherein the manual transmission (SG) • a first planetary gear set (PS1) with a first sun shaft (SO1), a first ring gear shaft (HR1) and a first carrier shaft (ST1), • a second planetary gear set (PS2) with a second sun shaft (SO2), a second ring gear shaft (HR2) and a second carrier shaft (ST2) and • a third switching element (B**) and a fourth switching element (C**), • wherein the first sun shaft (SO1), the second sun shaft (SO2) and the drive shaft (An) are connected in a rotationally fixed manner, • wherein the first carrier shaft (ST1) and the second ring gear shaft (HR2) are connected in a rotationally fixed manner, • wherein the first ring gear shaft (HR1) is connected to a stationary component in a rotationally fixed manner, • wherein in a closed state of the third switching element (B**) the second web shaft (ST2) and the output shaft (Ab) are connected in a rotationally fixed manner, • wherein in a closed state of the fourth switching element (C**) the first sun shaft (SO1), the second sun shaft (SO2), the drive shaft (An) and the output shaft (Ab) are connected in a rotationally fixed manner. [10] Drive unit according to one of claims 1 to 4, wherein the manual transmission (SG) • a first planetary gear set (PS1) with a first sun shaft (SO1), a first ring gear shaft (HR1) and a first carrier shaft (ST1), • a second planetary gear set (PS2) with a second sun shaft (SO2), a second ring gear shaft (HR2) and a second carrier shaft (ST2) and • a third switching element (A*) and a fourth switching element (B*), • wherein the first sun shaft (SO1), the second sun shaft (SO2) and the drive shaft (An) are connected in a rotationally fixed manner, • wherein the first carrier shaft (ST1) and the second ring gear shaft (HR2) are connected in a rotationally fixed manner, • wherein the first ring gear shaft (HR1) is connected to a stationary component in a rotationally fixed manner, • wherein in a closed state of the third switching element (A*) the first carrier shaft (ST1), the second ring gear shaft (HR2) and the output shaft (Ab) are connected in a rotationally fixed manner, • wherein in a closed state of the fourth switching element (B*) the second web shaft (ST2) and the output shaft (Ab) are connected in a rotationally fixed manner. [11] Drive unit according to one of claims 1 to 4, wherein the manual transmission (SG) • a stepped planetary gear set (SP) with a first sun shaft (SO1), a second sun shaft (SO2), a ring gear shaft (HR) and a carrier shaft (ST) with several stepped planetary gears, each of which has a first and second non-rotatably connected gear wheel (Z1, Z2), and • a third switching element (A***) and a fourth switching element (B***), • wherein the first gear (Z1) is in meshing engagement with the first sun shaft (SO1) and the ring gear shaft (HR), wherein the second gear (Z2) is in meshing engagement with the second sun shaft (SO2), • the first sun shaft (SO1) and the drive shaft (An) are connected in a rotationally fixed manner, • the ring gear shaft (HR) is connected to a stationary component in a rotationally fixed manner, • wherein in a closed state of the third switching element (A***) the web shaft (ST) and the output shaft (Ab) are connected in a rotationally fixed manner, • wherein in a closed state of the fourth switching element (B***) the second sun shaft (SO2) and the output shaft (Ab) are connected in a rotationally fixed manner. [12] Drive unit according to one of the preceding claims, wherein the differential (DG) is arranged coaxially to the gearbox (SG) and the third differential output shaft (D3) is guided axially through the output shaft (Ab). [13] Drive unit according to claim 12, wherein the differential input shaft (D1) is connected to the output shaft (Ab) in a rotationally fixed manner. [14] Drive unit according to one of claims 1 to 11, wherein the differential (DG) is arranged transversely to the gearbox (SG) and the differential input shaft (D1) is connected to the output shaft (Ab) via a bevel gear stage (KG). [15] Vehicle (100) comprising at least one drive unit according to one of the preceding claims.

Images