Drive unit for a vehicle

Abstract

A drive unit for a vehicle, comprising a first and second electric machine (EM1, EM2) arranged axially parallel, a manual transmission (SG) arranged axially parallel to the two electric machines, having a first and second planetary gear set (PS1, PS2) and a first positive-locking shifting unit, a differential (DG), a drive shaft (An) for connecting the first electric machine (EM1) to the manual transmission (SG), and an output shaft (Ab) for connecting the manual transmission (SG) to the differential (DG), wherein the first shifting unit has a first shifting element (A), a second shifting element (B), a third shifting element (C), and an axially displaceable first sliding sleeve (SM1), wherein, in the closed state of the first shifting element (A), a first gear with a first ratio is engaged, wherein, in the first gear, 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 the closed state of the second switching element (B) a second gear with a second ratio is engaged, wherein in the second gear the second carrier shaft (ST2) and the output shaft (Ab) are connected in a rotationally fixed manner, wherein in the closed state of the third switching element (C) a third gear with a third ratio is engaged, wherein in the third gear the first sun shaft (SO1), the second sun shaft (SO2), the input shaft (An) and the output shaft (Ab) are connected in a rotationally fixed manner.

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 claims 1, 2, and 3. Advantageous embodiments are the subject of the dependent claims, the following description, and the figures.

[0004] A drive unit according to the invention for a vehicle comprises a first electric machine, a second electric machine arranged axially parallel thereto, a manual transmission arranged axially parallel to the two electric machines with a first planetary gear set, a second planetary gear set and a first positive-locking shift unit, 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 and an output shaft for connecting the manual transmission to the differential, wherein the first planetary gear set has a first sun gear shaft, a first ring gear shaft and a first carrier shaft, wherein the second planetary gear set has a second sun gear shaft, a second ring gear shaft and a second carrier shaft, wherein the first sun gear shaft, the second sun gear shaft and the drive 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 second carrier shaft and the output shaft are connected in a rotationally fixed manner, wherein the first switching unit has a first switching element, a second switching element, a third switching element and an axially displaceable first sliding sleeve, wherein in the closed state of the first switching element, a first gear with a first ratio is engaged, wherein in the first gear, the first carrier shaft and the second ring gear shaft are connected in a rotationally fixed manner to a stationary component, wherein in the closed state of the second switching element, a second gear with a second ratio is engaged, wherein in the second gear, the first ring gear shaft is connected in a rotationally fixed manner to the stationary component, wherein in the closed state of the third switching element, a third gear with a third ratio is engaged,In third gear, the first and second planetary gear sets are interlocked. To interlock 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 interlocked, it rotates in a block. For example, when the third shift element is closed, the first ring gear shaft, the second ring gear shaft, and the first carrier 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, i.e., are in meshing engagement. The second carrier shaft carries several planetary gears that mesh with the second sun gear shaft and the second ring gear shaft. The two planetary gear sets are arranged axially adjacent to one another to save radial installation space. Reference is made here to the embodiments according to , Fig. 2 to Fig. 7.

[0005] A further drive unit according to the invention for a vehicle comprises a first electric machine, a second electric machine arranged axially parallel thereto, a manual transmission arranged axially parallel to the two electric machines with a first planetary gear set, a second planetary gear set and a first positive-locking shift unit, 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 and an output shaft for connecting the manual transmission to the differential, wherein the first planetary gear set has a first sun gear shaft, a first ring gear shaft and a first carrier shaft, wherein the second planetary gear set has a second sun gear shaft, a second ring gear shaft and a second carrier shaft, wherein the first sun gear shaft, the second sun gear shaft and the drive 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 the first switching unit has a first switching element, a second switching element, a third switching element and an axially displaceable first sliding sleeve, wherein in the closed state of the first switching element, a first gear is engaged with a first gear ratio, wherein in the first gear, the first carrier shaft, the second ring gear shaft and the output shaft are connected in a rotationally fixed manner, wherein in the closed state of the second switching element, a second gear is engaged with a second gear ratio, wherein in the second gear, the second carrier shaft and the output shaft are connected in a rotationally fixed manner, wherein in the closed state of the third switching element, a third gear is engaged with a third gear ratio, wherein in the third gear, the first sun shaft, the second sun shaft,The input shaft and the output shaft are connected in a rotationally fixed manner. Thus, when the third shift element is closed, the input shaft and the output shaft are connected in a rotationally fixed manner, creating a direct gear. 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. The two planetary gear sets are arranged axially adjacent to one another to save radial installation space. Reference is made here to the embodiments according to , Fig. 8 to Fig. 11.

[0006] A further drive unit according to the invention for a vehicle comprises a first electric machine, a second electric machine arranged axially parallel thereto, a manual transmission arranged axially parallel to the two electric machines with a stepped planetary gear set and a first positive-locking shift unit, 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, and an output shaft for connecting the manual transmission to the differential, wherein the stepped planetary gear set comprises a first sun shaft, a second sun shaft, a ring gear shaft, and a carrier shaft with a plurality of stepped planetary gears, each having a first and second non-rotatably connected gear, 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 first sun shaft and the drive shaft are connected in a rotationally fixed manner, wherein the ring gear shaft is connected in a rotationally fixed manner to a stationary component, wherein the first switching unit has a first switching element, a second switching element, a third switching element and an axially displaceable first sliding sleeve, wherein in the closed state of the first switching element, a first gear is engaged with a first gear ratio, wherein in the first gear, the carrier shaft and the output shaft are connected in a rotationally fixed manner, wherein in the closed state of the second switching element, a second gear is engaged with a second gear ratio, wherein in the second gear, the second sun shaft and the output shaft are connected in a rotationally fixed manner, wherein in the closed state of the third switching element, a third gear is engaged with a third gear ratio, wherein in the third gear, the first sun shaft,The input shaft and the output shaft are connected in a rotationally fixed manner. Thus, when the third switching element is closed, the input shaft and the output shaft are connected in a rotationally fixed manner, creating a direct gear. Reference is made here to the embodiment according to , Fig. 12.

[0007] 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.

[0008] The first, second, and third shifting elements are designed as gearshift elements and are thus configured for shifting gears. When the first shifting element is closed and the second and third shifting elements are open, a first gear with a first ratio is engaged. When the second shifting element is closed and the first and third shifting elements are open, a second gear with a second ratio is engaged. When the third shifting element is closed and the first and second shifting elements are open, a third gear with a third ratio is engaged.

[0009] In particular, the first shifting unit has five shift positions which are engaged by axial displacement of the first sliding sleeve by means of a first actuator. The first shifting unit has a neutral position between each two gear positions, so that with five shift positions there are three gear positions and two neutral positions. In each neutral position two shafts are decoupled from one another via the first shifting unit, with the first sliding sleeve then being in rotational engagement with a single shaft or with the stationary component. 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. In particular, the first actuator shifts the first sliding sleeve into the respective shift position and thereby realizes three gears.The first 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 the stationary component. Therefore, the respective claw toothing with which the first sliding sleeve interacts positively is to be understood as a shifting element. The first shifting unit preferably comprises unsynchronized claw clutches. Thus, the three shifting elements are designed as positive-locking shifting elements. Positive-locking shifting elements can increase the efficiency of the drive unit 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 and a single actuator to shift three gears further increases compactness.

[0010] 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 and a second switching unit with a fourth switching element, a fifth switching element, and a second sliding sleeve. In other words, the connection of the second electric machine to the respective shaft depends on the switching position of the second switching unit. When the fourth switching element is closed, the second electric machine is drivingly connected to the input shaft. When the fifth switching element is closed, the second electric machine is drivingly connected to the output shaft. In particular, the first spur gear stage has a first spur gear and a second spur gear that mesh with one another.The first spur gear is, for example, rotationally fixedly connected to a rotor shaft of the first electrical machine, wherein the second spur gear is rotationally fixedly connected to the drive shaft. In particular, the second spur gear stage has a third spur gear and a fourth spur gear that mesh with one another. The third spur gear is, for example, rotationally fixedly connected to a rotor shaft of the second electrical machine, wherein the fourth spur gear is rotationally fixedly connectable to the drive shaft or to the output shaft via the second switching unit. Reference is made here to the embodiments according to . Fig. 3 and Fig. 4.

[0011] According to one embodiment, the first electric machine is connected to the drive shaft via a first spur gear stage and a second spur gear stage, wherein the second electric machine can be connected to the drive shaft or to the output shaft via a third spur gear stage, a fourth spur gear stage, and a second switching unit with a fourth switching element, a fifth switching element, and a second sliding sleeve. In particular, the first spur gear stage has a first spur gear and a second spur gear that mesh with one another. Furthermore, the second spur gear stage has a third spur gear and a fourth spur gear that 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 drive 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, which mesh with one another. The fifth spur gear is, for example, rotationally fixedly connected to a rotor shaft of the second electrical machine, wherein the sixth and seventh spur gears are rotationally fixedly connected, wherein the eighth spur gear is rotationally fixedly connectable to the input shaft or to the output shaft via the second switching unit. Reference is made here to the embodiments according to . Fig. 2, Fig. 5, Fig. 6 and Fig. 8.

[0012] For example, the second 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 second switching unit, the first spur gear stage, and the third 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, Fig. 6 and Fig. 8.

[0013] By connecting to the input shaft, the second electric motor can utilize the three gears of the manual transmission. For this purpose, the fourth shift element is engaged. The second electric motor can drive directly to the output shaft independently of the first electric motor when the fifth shift element is engaged.

[0014] In particular, the second shift unit has three shift positions, which are engaged by axially displacing the second sliding sleeve by means of a second actuator. The second shift 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 are decoupled from each other via the second shift unit, with the second sliding sleeve then being in rotational engagement with a single shaft. In particular, the second actuator displaces the second sliding sleeve into the respective shift position, thereby coupling the second electric motor to the manual transmission and the differential.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. 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, the fourth and fifth shifting elements are designed as positive-locking shifting elements. Positive-locking shifting elements can increase the efficiency of the drive unit due to reduced drag losses. The use of a single sliding sleeve and a single actuator for shifting the fourth and fifth shifting elements makes the drive unit even more compact.

[0015] In the closed state of the fourth switching element, i.e. in the first switching position of the second 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 three gears of the manual transmission.

[0016] In the open state of the fourth and fifth switching elements, i.e. in the second switching position or neutral position of the second sliding sleeve, the second electric machine is decoupled from the drive train, whereby electrical losses and losses due to rotating bearings can be reduced, for example in partial load operation.

[0017] When the fifth shift element is closed, i.e., in the third shift position of the second sliding sleeve, 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).

[0018] According to an alternative embodiment, the second switching unit and thus also the fourth and fifth switching elements can be omitted. For example, the first electric machine is then connected to the input shaft via a first spur gear stage, while the second electric machine is connected to the output shaft via a second spur gear stage. Reference is made here to the embodiment according to Fig. 11. Alternatively, the first electric machine is connected to the input shaft via a first spur gear stage and a second spur gear stage, with the second electric machine being connected to the output shaft via a third spur gear stage and a fourth spur gear stage. Reference is made here to the embodiments according to Fig. 7, Fig. 9 and Fig. 10.

[0019] According to one embodiment, the first shifting unit is arranged at least partially radially nested on a circumference of the two planetary gear sets. Thus, the two planetary gear sets are arranged at least partially within the first shifting unit. This makes the drive unit more axially compact. Reference is made here to the embodiments according to Fig. 1 to Fig. 7.

[0020] According to one embodiment, the first switching unit is arranged at least partially radially nested on a circumference of the differential. Thus, the differential is arranged at least partially within the first switching unit. This makes the drive unit more axially compact. Reference is made here to the embodiments according to Fig. 8 to Fig. 12.

[0021] 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, Fig. 3, Fig. 5, Fig. 7 to Fig. 10 and Fig. 12.

[0022] 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.

[0023] 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. 6.

[0024] According to one embodiment, the differential is arranged axially parallel to the manual transmission, with the differential input shaft being connected to the output shaft via at least one spur gear stage. Reference is made here to the embodiments according to Fig. 4 and Fig. 11.

[0025] According to one embodiment, the drive shaft is designed as a hollow shaft, with the output shaft being arranged within the drive shaft. Thus, the output shaft is guided axially through the entire drive shaft, making the drive unit particularly compact. Reference is made here to the embodiments according to Fig. 2 to 9 and Fig. 11.

[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; Fig. 10 a highly abstracted schematic view of a drive unit according to the invention according to a ninth embodiment and Fig. 11 a highly abstracted schematic view of a drive unit according to the invention according to a tenth embodiment. Fig. 12 a highly abstracted schematic view of a drive unit according to the invention according to a tenth 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. 6, 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 machine EM1 to the manual transmission SG and an output shaft Ab for connecting the manual transmission SG to the differential DG. The manual transmission SG has a first planetary gear set PS1, a second planetary gear set PS2, and a first positive-locking shifting unit. The first shifting unit has a first shifting element A, a second shifting element B, a third shifting element C, and an axially displaceable first sliding sleeve SM1, wherein the first sliding sleeve SM1 is axially displaceable into one of five shift positions by means of a first actuator AK1.Furthermore, the drive unit also has a second positive-locking switching unit with a fourth switching element K, a fifth switching element S and a second sliding sleeve SM2, which can be moved into one of three switching positions by means of a second actuator AK2. The input shaft An is designed as a hollow shaft and the output shaft Ab is arranged inside the input shaft An, whereby the drive unit is particularly compact. The differential DG has a differential input shaft D1 and two differential output shafts D2, D3, whereby the differential DG is arranged coaxially to the manual transmission SG and the third differential output shaft D3 is guided axially through the output shaft Ab, whereby the drive unit is 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 in this case rotationally fixedly connected to a rotor shaft of the second electric machine EM2, wherein the sixth and seventh spur gears S6, S7 are rotationally fixedly connected, wherein the eighth spur gear S8 can be rotationally fixedly connected to the input shaft An or to the output shaft Ab via the second switching unit. When the fourth switching element K is closed, the eighth spur gear S8 is rotationally fixedly connected to the input shaft An.When the fifth shift element S is closed, the eighth spur gear S8 is connected to the output shaft Ab in a rotationally fixed manner. The second shift unit is radially nested with the first spur gear stage SR1 and the third spur gear stage SR3, i.e., arranged in a single axial plane, 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 axially 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 second switching unit is arranged axially adjacent to the second spur gear stage SR2, and the fourth spur gear stage SR4 is arranged axially adjacent to the first switching unit.

[0035] In a first switching position of the second sliding sleeve SM2, the fourth 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 second sliding sleeve SM2, 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 second sliding sleeve SM2. In a third switching position of the second sliding sleeve SM2, the fifth switching element S is closed and the second electric machine EM2 is drivingly connected to the output shaft Ab.

[0036] The two planetary gear sets PS1, 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 planetary gear shaft ST1. The first planetary gear shaft ST1 carries several planetary 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 planetary gear shaft ST2. The second planetary gear shaft ST2 carries several planetary 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 first shifting element A is closed, the second ring gear shaft HR2 and the first carrier shaft ST1 are connected in a rotationally fixed manner to a stationary component designed as a housing G. When the second 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 third shifting element C is closed, the two planetary gear sets PS1, PS2 are blocked, whereby in this case the second ring gear shaft HR2 and the first carrier shaft ST1 are connected in a rotationally fixed manner to the first ring gear shaft HR1.

[0038] The first shifting unit is arranged radially nested on the outer circumference of the two planetary gear sets PS1, PS2 in order to save axial installation space and thereby increase axial compactness. The first shifting unit comprises the first sliding sleeve SM1, the first shifting element A, the second shifting element B and the third shifting element C, whereby five shift positions, namely three gear positions and two neutral positions, can be realized with the first shifting unit. The respective neutral position is arranged between two respective gear positions. The five shift positions are realized by axially shifting the first sliding sleeve SM1. The first sliding sleeve SM1 has claw shift elements and can be axially shifted into the respective shift position by means of the first actuator AK1. All five shift positions of the first shifting unit are therefore arranged linearly.The three gears are shifted one after the other or sequentially by moving the first sliding sleeve SM1 in an axial direction, across the neutral positions. This not only saves weight and components, but also reduces costs, installation space, and assembly effort.

[0039] When the first shifting element A is closed, a first gear with a first ratio is engaged, wherein in first gear the first carrier shaft ST1 and the second ring gear shaft HR2 are connected in a rotationally fixed manner to the stationary component. When the second shifting element B is closed, a second gear with a second ratio is engaged, wherein in second gear the first ring gear shaft HR1 is connected in a rotationally fixed manner to the stationary component. When the third shifting element C is closed, a third gear with a third ratio is engaged, wherein in third gear the first ring gear shaft HR1, the first carrier shaft ST1 and the second ring gear shaft HR2 are connected in a rotationally fixed manner.

[0040] First gear is engaged when the first sliding sleeve SM1 is in a first gear position, i.e., in a first shift position. In an actuated or closed state, i.e., in the first shift position of the first sliding sleeve SM1, the first shift element A connects the first carrier shaft ST1 and the second ring gear shaft HR2 to the stationary component to shift first gear.

[0041] First gear is disengaged by axially shifting the first sliding sleeve SM1 into a first neutral position, i.e., a second shift position. In the second shift position of the first sliding sleeve SM1, the first sliding sleeve SM1 is only in rotational engagement with the stationary component. In this neutral position, the shift elements A, B, and C are open, so that no gear is engaged and a target gear can be synchronized. In this case, Fig. 2 shows this second switching position of the first sliding sleeve SM1.

[0042] Second gear is engaged by axially shifting the first sliding sleeve SM1 into a second gear position, i.e., a third shift position. In an actuated or closed state, i.e., in the third shift position of the first sliding sleeve SM1, the second shift element B connects the first ring gear shaft HR1 to the stationary component to engage second gear.

[0043] Second gear is disengaged by axially shifting the first sliding sleeve SM1 into a second neutral position, i.e., a fourth shift position. In the fourth shift position of the first sliding sleeve SM1, the first sliding sleeve SM1 is only in rotational engagement with the first ring gear shaft HR1. In this neutral position, shift elements A, B, and C are open, so no gear is engaged and a target gear can be synchronized.

[0044] Third gear is engaged by axially shifting the first sliding sleeve SM1 into a third gear position, i.e., a fifth shift position. When the first sliding sleeve SM1 is in the fifth shift position, the third shift element C connects the first ring gear shaft HR1, the second ring gear shaft HR2, and the first carrier shaft ST1 to the stationary component to engage third gear. This interlocks the two planetary gear sets PS1 and PS2. Consequently, the two planetary gear sets PS1 and PS2 rotate as a single unit.

[0045] The second electric motor EM2 can utilize the three gears of the manual transmission SG by connecting it to the input shaft An. For this purpose, the fourth 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 fifth shift element S is closed.

[0046] In the closed state of the fourth switching element K, i.e. in the first switching position of the second sliding sleeve SM2, 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 three gears of the manual transmission SG.

[0047] In the open state of the fourth and fifth switching elements K, S, i.e. in the second switching position or neutral position of the second sliding sleeve SM2, 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.

[0048] When the fifth shift element S is closed, i.e., in the third shift position of the second sliding sleeve SM2, the second electric motor EM2 is connected to the output shaft Ab for drive purposes, 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).

[0049] The gear ratio for the second electric motor EM2 (direct gear) to support gearshifting corresponds to third 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 fifth shift element S is closed and the first, second and third shift elements A, B, C are open, the second electric motor EM2 can drive in third 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 second 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.

[0050] The decoupling strategy proposes decoupling the electric machine 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 machines EM1 and EM2. If none of the five switching elements A, B, C, K, or S is closed, as shown here, both electric machines EM1 and EM2 are decoupled from the drivetrain. This enables, for example, a "sailing mode" of the vehicle.

[0051] 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.

[0052] In an example shift from second gear to third gear, the second shift element B is opened and the third 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, the load on the second electric machine EM2 is first reduced, then the fourth shift element K is opened, after which the second electric machine EM2 synchronizes the fifth 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 load on the second shift element B is relieved.To open the second shift element B, the first electric machine EM1 actively synchronizes the third shift element C. As soon as the shift element C is synchronized, the third shift element C is closed. The torques of the two electric machines EM1, EM2 can now be distributed as desired, since a fixed gear is engaged for the first electric machine EM1. After the shift, the second electric machine EM2 can be reconnected to the drive shaft An, depending on the operating strategy. This is done by moving the second sliding sleeve SM2, i.e. by opening the fifth shift element S and closing the fourth shift element K. The shift from first gear to second gear proceeds in a similar manner.

[0053] 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 one difference between these two embodiments lies in 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 fourth or fifth 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 non-rotatably connected to a rotor shaft of the second electric machine EM2, wherein the fourth spur gear S4 can be non-rotatably connected to the input shaft An or to the output shaft Ab via the second switching unit. When the fourth switching element K is closed, the fourth spur gear S4 is non-rotatably connected to the input shaft An. When the fifth switching element S is closed, the fourth spur gear S4 is non-rotatably connected to the output shaft Ab. Reducing the connection of the two electric machines EM1, EM2 to just one spur gear stage per connection improves the overall gear efficiency of the drive unit from the perspective of 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 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 second switching unit being arranged axially adjacent to the second spur gear stage SR2. Otherwise, the exemplary embodiment corresponds to . Fig. 3 the embodiment according to Fig. 2, to which reference is made.

[0054] 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 connection of the two electrical machines EM1, EM2 and the connection of the differential DG. 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 fourth or fifth shift 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 non-rotatably connected to a rotor shaft of the second electric machine EM2, wherein the fourth spur gear S4 can be non-rotatably connected to the input shaft An or to the output shaft Ab via the second switching unit. When the fourth switching element K is closed, the fourth spur gear S4 is non-rotatably connected to the input shaft An. When the fifth switching element S is closed, the fourth spur gear S4 is non-rotatably connected to the output shaft Ab. Reducing the connection of the two electric machines EM1, EM2 to just one spur gear stage per connection improves the overall gear efficiency of the drive unit from the perspective of the electric machines EM1, EM2.

[0055] Furthermore, the differential DG is arranged axially parallel to the manual transmission SG and is connected to the output shaft Ab via a further spur gear stage SR, i.e., a third spur gear stage. The spur gear stage SR has a fifth spur gear S5 and a sixth spur gear S6, which mesh with each other. The fifth spur gear S5 is in this case rotationally fixedly connected to the output shaft Ab, while the sixth spur gear S6 is rotationally fixedly connected to the differential input shaft D1. An advantage of this embodiment over the embodiment according to Fig. 2 is that in particular the two planetary gear sets PS1, PS2 and the shift elements A, B, C experience a lower torque load, since part of the overall transmission ratio is effected by the spur gear stage SR, which is arranged between the output shaft Ab and the differential DG.

[0056] According to an axial sequence, the first spur gear stage SR1 is arranged axially adjacent to the spur gear stage SR, wherein the second spur gear stage SR2 is arranged axially adjacent to the first spur gear stage SR1, wherein the first planetary gear set PS1 is arranged axially adjacent to the second spur gear stage SR2, wherein the second planetary gear set PS2 is arranged axially adjacent to the first planetary gear set PS1. Otherwise, the embodiment according to Fig. 4 the embodiment according to Fig. 2, to which reference is made.

[0057] 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 arrangement of the second switching unit and the spur gear stages. In this case, the second 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. Furthermore, 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 second 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 SR1, SR3 being arranged in a common axial plane adjacent to the fourth spur gear stage SR4. Otherwise, the exemplary embodiment corresponds to . Fig. 5 the embodiment according to Fig. 2, to which reference is made.

[0058] 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, 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. 6 the embodiment according to Fig. 2, to which reference is made.

[0059] 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 connection of the second electric machine EM2. In this case, the second electric machine EM2 is connected to the output shaft Ab via a third spur gear stage SR3 and a fourth spur gear stage SR4. Thus, the second switching unit from the embodiment according to Fig. 2 are omitted. In other words, the second electric machine EM2 is permanently and inseparably connected to the output shaft Ab with a constant gear ratio through the third and fourth spur gear stages SR3, SR4. The advantage of this is that only the first actuator AK1 is required, whereby the second actuator from the embodiment according to Fig. 2 can be omitted. The first and third spur gear stages ST1, ST3 are arranged in the same axial plane. Otherwise, the embodiment according to Fig. 7 the embodiment according to Fig. 2, to which reference is made.

[0060] 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, whereby one difference between these two embodiments lies in the design of the manual transmission SG. The manual transmission SG is a so-called clutch variant. The first sun shaft SO1, the second sun 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 first shifting element A is closed, a first gear with a first ratio is engaged, whereby in first gear 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 second shifting element B is closed, a second gear with a second ratio is engaged, whereby in second gear the second carrier shaft ST2 and the output shaft Ab are connected in a rotationally fixed manner.When the third shifting element C is closed, a third gear with a third ratio is engaged, whereby in third gear the first sun shaft SO1, the second sun shaft SO2, the input shaft An and the output shaft Ab are connected in a rotationally fixed manner. In all five shift positions of the first shifting unit, the sliding sleeve SM1 is in rotational engagement with the output shaft Ab. It is advantageous that when the first sliding sleeve SM1 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 on its own via the fifth shifting element S. Otherwise, the exemplary embodiment corresponds to that shown in FIG. Fig. 8 the embodiment according to Fig. 2, to which reference is made.

[0061] 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. 8, whereby a difference between these two embodiments lies in the connection of the second electric machine EM2 and the design of the first switching unit. In the present case, the second electric machine EM2 is connected to the output shaft Ab via a third spur gear stage SR3 and a fourth spur gear stage SR4. Thus, the second switching unit from the embodiment according to Fig. 8 are omitted. In other words, the second electric machine EM2 is permanently and inseparably connected to the output shaft Ab with a constant gear ratio through the third and fourth spur gear stages SR3, SR4. The advantage of this is that only the first actuator AK1 is required, with the second actuator from the embodiment according to Fig. 8 can be omitted. The first and third spur gear stages ST1, ST3 are arranged in the same axial plane. Furthermore, the first shift unit has a smaller diameter and is not arranged on the circumference of the planetary gear sets PS1, PS2, but axially adjacent to the second planetary gear set PS2 and at least partially radially stacked with the differential DG. This makes the drive unit more compact. Otherwise, the embodiment according to Fig. 9 the embodiment according to Fig. 8, to which reference is made.

[0062] 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. 8, whereby one difference between these two embodiments lies in the connection of the second electric machine EM2. In the present case, the second electric machine EM2 is connected to the output shaft Ab on the opposite side of the differential DG via the third spur gear stage SR3 and the fourth spur gear stage SR4. The advantage of this is that the output shaft Ab, designed as a hollow shaft, can be omitted within the input shaft An, designed as a hollow shaft, thereby eliminating the need for a hollow shaft plane. The two planetary gear sets PS1, PS2 can therefore be designed with a smaller diameter, in particular with smaller sun gears, making the manual transmission SG more compact.According to an axial sequence, the third spur gear stage SR3 is arranged axially on the fourth spur gear stage SR4, the differential DG is arranged axially on the third spur gear stage SR3, the first switching unit is arranged axially on the differential DG, the second planetary gear set PS2 is arranged axially on the first switching unit, the first planetary gear set PS1 is arranged axially on the second planetary gear set PS2, the first spur gear stage SR1 is arranged axially on the first planetary gear set PS1, and the second spur gear stage SR2 is arranged axially on the first spur gear stage SR1. Because the sequence of the first and second spur gear stages SR1, SR2 has been swapped, the second spur gear stage SR2 does not have to be arranged on the circumference of the first electrical machine EM1, so that a larger diameter can be provided for the first electrical machine EM1. Otherwise, the exemplary embodiment corresponds to . Fig. 10 the embodiment according to Fig. 8, to which reference is made.

[0063] Fig. 11 shows a tenth embodiment of the drive unit according to the invention. The drive unit according to Fig. 11 essentially corresponds to the drive unit according to Fig. 9, wherein a difference between these two embodiments lies in the connection of the two electric machines EM1, EM2 and the differential DG. In the present case, the first electric machine EM1 is connected to the input shaft An via a first spur gear stage SR1, wherein the second electric machine EM2 is connected to the output shaft Ab via a second spur gear stage SR2. 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 electric 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 connected in a rotationally fixed manner to a rotor shaft of the second electric machine EM2, wherein the fourth spur gear S4 is connected in a rotationally fixed manner to the output shaft Ab.

[0064] Furthermore, the differential DG is arranged axially parallel to the manual transmission SG and is connected to the output shaft Ab via a further spur gear stage SR, i.e., a third spur gear stage. The spur gear stage SR has a fifth spur gear S5 and a sixth spur gear S6, which mesh with each other. The fifth spur gear S5 is in this case rotationally fixedly connected to the output shaft Ab, while the sixth spur gear S6 is rotationally fixedly connected to the differential input shaft D1. An advantage of this embodiment over the embodiment according to Fig. 9 is that in particular the two planetary gear sets PS1, PS2 and the shift elements A, B, C experience a lower torque load, since part of the overall transmission ratio is effected by the spur gear stage SR, which is arranged between the output shaft Ab and the differential DG.

[0065] According to an axial sequence, the first spur gear stage SR1 is arranged axially adjacent to the spur gear stage SR, wherein the second spur gear stage SR2 is arranged axially adjacent to the first spur gear stage SR1, wherein the first planetary gear set PS1 is arranged axially adjacent to the first spur gear stage SR1, wherein the second planetary gear set PS2 is arranged axially adjacent to the first planetary gear set PS1. The first switching unit is arranged radially nested with the first planetary gear set PS1. Otherwise, the embodiment according to Fig. 11 the embodiment according to Fig. 9, to which reference is made.

[0066] Fig. 12 shows an eleventh embodiment of the drive unit according to the invention. The drive unit according to Fig. 12 essentially corresponds to the drive unit according to Fig. 10, the difference between these two embodiments being the design of the manual transmission SG. In the present case, the manual transmission SG 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 a plurality of stepped planetary gears, each having a first and second non-rotatably connected gear Z1, Z2. The first gear Z1 meshes with the first sun shaft SO1 and the ring gear shaft HR, while the second gear Z2 meshes with the second sun shaft SO2. The first sun shaft SO1 and the input shaft An are non-rotatably connected. The ring gear shaft HR is non-rotatably connected to a stationary component designed as a housing G. When the first shifting element A is closed, a first gear with a first ratio is engaged, while in first gear the carrier shaft ST and the output shaft Ab are non-rotatably connected.When the second shifting element B is closed, a second gear with a second ratio is engaged, wherein in second gear the second sun shaft SO2 and the output shaft Ab are connected in a rotationally fixed manner. When the third shifting element C is closed, a third gear with a third ratio is engaged, wherein in third gear the first sun shaft SO1, the input shaft An and the output shaft Ab are connected in a rotationally fixed manner. The first shifting unit is arranged axially between the differential DG and the stepped planetary gear set SP. In particular, the first shifting unit is at least partially radially nested with the differential DG, which increases compactness. Otherwise, the exemplary embodiment corresponds to . Fig. 12 the embodiment according to Fig. 10, 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 ST spur gear stage 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 HO ring gear shaft ST web wave 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 A first switching element B second switching element C third switching element K fourth switching element S fifth 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) arranged axially parallel to the two electric machines (EM1, EM2) with a first planetary gear set (PS1), a second planetary gear set (PS2) and a first positive-locking switching unit, • 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) and • an output shaft (Ab) for connecting the manual transmission (SG) to the differential (DG), • wherein the first planetary gear set (PS1) has a first sun shaft (SO1), a first ring gear shaft (HR1) and a first carrier shaft (ST1), • wherein the second planetary gear set (PS2) comprises 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 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, • the second carrier shaft (ST2) and the output shaft (Ab) are connected in a rotationally fixed manner, • wherein the first switching unit comprises a first switching element (A), a second switching element (B), a third switching element (C) and an axially displaceable first sliding sleeve (SM1), • 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 first carrier shaft (ST1) and the second ring gear shaft (HR2) are 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 transmission ratio is engaged, wherein in the second gear the first ring gear shaft (HR1) is connected in a rotationally fixed manner to the stationary component, • wherein in the closed state of the third switching element (C) a third gear with a third ratio is engaged, wherein in the third gear the first and the second planetary gear set (PS1, PS2) are blocked. [2] 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) arranged axially parallel to the two electric machines (EM1, EM2) with a first planetary gear set (PS1), a second planetary gear set (PS2) and a first positive-locking switching unit, • 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) and • an output shaft (Ab) for connecting the manual transmission (SG) to the differential (DG), • wherein the first planetary gear set (PS1) has a first sun shaft (SO1), a first ring gear shaft (HR1) and a first carrier shaft (ST1), • wherein the second planetary gear set (PS2) comprises 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 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 in a rotationally fixed manner to a stationary component, • wherein the first switching unit comprises a first switching element (A), a second switching element (B), a third switching element (C) and an axially displaceable first sliding sleeve (SM1), • 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 first carrier shaft (ST1), the second ring gear shaft (HR2) and the output shaft (Ab) are connected in a rotationally fixed manner, • wherein in the closed state of the second switching element (B) a second gear with a second transmission ratio is engaged, wherein in the second gear the second carrier shaft (ST2) and the output shaft (Ab) are connected in a rotationally fixed manner, • wherein in the closed state of the third switching element (C) a third gear with a third ratio is engaged, wherein in the third gear the first sun shaft (SO1), the second sun shaft (SO2), the input shaft (An) and the output shaft (Ab) are connected in a rotationally fixed manner. [3] 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) arranged axially parallel to the two electric machines (EM1, EM2) with a stepped planetary gear set (SP) and a first positive-locking switching unit, • 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) and • an output shaft (Ab) for connecting the manual transmission (SG) to the differential (DG), • wherein the stepped planetary gear set (SP) comprises a first sun shaft (SO1), a second sun shaft (SO2), a ring gear shaft (HR) and a carrier shaft (ST) with a plurality of stepped planetary gears, each having a first and second non-rotatably connected gear wheel (Z1, Z2), • 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 the first switching unit comprises a first switching element (A), a second switching element (B), a third switching element (C) and an axially displaceable first sliding sleeve (SM1), • wherein in the closed state of the first switching element (A) a first gear with a first ratio is engaged, wherein in the first gear the carrier shaft (ST) and the output shaft (Ab) are connected in a rotationally fixed manner, • wherein in the closed state of the second switching element (B) a second gear with a second ratio is engaged, wherein in the second gear the second sun shaft (SO2) and the output shaft (Ab) are connected in a rotationally fixed manner, • wherein in the closed state of the third switching element (C) a third gear with a third ratio is engaged, wherein in the third gear the first sun shaft (SO1), the input shaft (An) and the output shaft (Ab) are connected in a rotationally fixed manner. [4] Drive unit according to one of claims 1 to 3, 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) and a second switching unit with a fourth switching element (K), a fifth switching element (S) and a second sliding sleeve (SM2). [5] Drive unit according to one of claims 1 to 3, wherein the first electrical 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 electrical machine (EM2) can be connected to the drive shaft (An) or to the output shaft (Ab) via a third spur gear stage (SR3), a fourth spur gear stage (SR4) and a second switching unit with a fourth switching element (K), a fifth switching element (S) and a second sliding sleeve (SM2). [6] Drive unit according to claim 3, wherein the second switching unit is arranged radially nested with the first spur gear stage (SR1) and the third spur gear stage (SR3). [7] Drive unit according to one of claims 1 to 3, wherein the first electric machine (EM1) is connected to the input shaft (An) via a first spur gear stage (SR1), wherein the second electric machine (EM2) is connected to the output shaft (Ab) via a second spur gear stage (SR2). [8] Drive unit according to one of claims 1 to 3, wherein the first electric machine (EM1) is connected to the input shaft (An) via a first spur gear stage (SR1) and a second spur gear stage (SR2), wherein the second electric machine (EM2) is connected to the output shaft (Ab) via a third spur gear stage (SR3) and a fourth spur gear stage (SR4). [9] Drive unit according to one of the preceding claims, wherein the first switching unit is arranged at least partially radially nested on a circumference of the two planetary gear sets (PS1, PS2). [10] Drive unit according to one of claims 1 to 8, wherein the first switching unit is arranged at least partially radially nested on a circumference of the differential (DG). [11] 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), wherein the differential input shaft (D1) is connected to the output shaft (Ab) in a rotationally fixed manner. [12] Drive unit according to one of claims 1 to 10, wherein the differential (DG) is arranged transversely to the manual transmission (SG) and the differential input shaft (D1) is connected to the output shaft (Ab) via a bevel gear stage (KG). [13] Drive unit according to one of claims 1 to 10, wherein the differential (DG) is arranged axially parallel to the manual transmission (SG) and the differential input shaft (D1) is connected to the output shaft (Ab) via at least one spur gear stage (SR). [14] Drive unit according to one of the preceding claims, wherein the drive shaft (An) is designed as a hollow shaft and the output shaft (Ab) is arranged within the drive shaft (An). [15] Vehicle (100) comprising at least one drive unit according to one of the preceding claims.

Images