Hybrid drive unit for a motor vehicle

Abstract

The invention relates to a hybrid drive unit (1) for a motor vehicle, comprising a primary drive machine (ICE), a secondary drive machine (EM), and a transmission (2) which has at least one planetary gear set (PGS) and has a first drive path (3), a second drive path (4), and an output shaft (5) which is selectively connectable to the first drive path (3) or to the second drive path (4). The planetary gear set (PGS) has a first member (GP1), a second member (GP2), a third member (GP3) and a fourth member (GP4), wherein the first member (GP1) is connected or connectable to a primary drive shaft (PDa) of the primary drive machine (ICE), the second member (GP2) is connected or connectable to a secondary drive shaft (SDa) of the secondary drive machine (EM), the third member (GP3) is connected or connectable to the first drive path (3), and the fourth member (GP4) is connected or connectable to the second drive path (4). A first shift element (8) serves to connect the first drive path (3) to the output shaft (5). A second shift element (9) serves to connect the second drive path (4) to the output shaft (5). Two members (GP3, GP4) of the planetary gear set (PGS) are interconnectable for conjoint rotation by means of a third shift element (10).

Description

[0001] Hybrid drive unit for a motor vehicle

[0002] The invention relates to a hybrid drive unit for a motor vehicle, comprising a primary drive motor, a secondary drive motor, and a transmission having at least one planetary gear set, a first drive path, a second drive path, and an output shaft which can be selectively connected to either the first drive path or the second drive path. The invention further relates to a method for operating this hybrid drive unit for a motor vehicle, comprising a primary drive motor, a secondary drive motor, and a transmission having at least one planetary gear set with a first element, a second element, a third element, and a fourth element, which has a first drive path, a second drive path, and an output shaft which can be selectively connected to either the first drive path or the second drive path.

[0003] From EP 3 106 337 A1, a transmission is known which is connected via one input shaft to an internal combustion engine and via another input shaft to an electric machine. The two input shafts are arranged coaxially and act on an output shaft via a simple planetary gear set and an intermediate shaft, wherein a gear pair arrangement with several gear pairs is provided between the input shafts and the intermediate shaft, the loose gears of which can be switched by means of switching elements by means of shift forks actuated by a shift drum.

[0004] The object of the invention is to propose a simple and compact hybrid drive unit with which numerous gear ratios and operating modes are possible.

[0005] The object of the invention is solved by the fact that

[0006] • the planetary gear set has a first link, a second link, a third link and a fourth link,

[0007] • wherein the first link is connected or connectable to a primary drive shaft of the primary drive machine, the second link to a secondary drive shaft of the secondary drive machine, the third link to the first drive path and the fourth link to the second drive path, and that

[0008] • a first switching element is designed to connect the first drive path to the output shaft in a switching position, • a second switching element is designed to connect the second drive path to the output shaft in a switching position, and

[0009] • a third switching element is designed to connect two members of the planetary gear set, in particular the third member and the fourth member of the planetary gear set, to each other in a rotationally fixed manner in a switching position.

[0010] The components of the planetary gear set are planetary gear elements from the group consisting of sun gear, ring gear and planet carrier.

[0011] For example, the primary drive machine can be an internal combustion engine and the secondary drive machine an electric machine.

[0012] One embodiment of the invention provides that the planetary gear set is formed by a four-shaft planetary gear unit, for example, a Ravigneaux planetary gear set. A Ravigneaux planetary gear set consists, for example, of a common sun gear, two ring gears of different sizes, a planet carrier in which all planet gears are mounted, long planet gears that mesh with the larger ring gear and the sun gear, and short planet gears that mesh with the smaller ring gear and the long planet gears. An alternative Ravigneaux planetary gear set consists, for example, of a common ring gear, two sun gears of different sizes, a planet carrier in which all planet gears are mounted, long planet gears that mesh with the larger sun gear and the ring gear, and short planet gears that mesh with the smaller sun gear and the long planet gears.

[0013] Alternatively, the planetary gear set can also be formed by a compound planetary gear set. A compound planetary gear set is, for example, a planetary gear set with composite, rigidly connected gears aligned axially in the longitudinal direction, particularly with different radii. One of the two planet gears meshes with a first sun gear and the ring gear, the other planet gear with a second sun gear.

[0014] Alternatively, the planetary gear set can also be formed by two simple coupled three-shaft planetary gear sets connected to each other via identical links. For example, the planet carriers, sun gears, or ring gears of the two three-shaft planetary gear sets can be rigidly connected to each other.

[0015] All these embodiments enable a very compact design. One embodiment of the invention provides that a partial gearbox is arranged in at least one drive path, wherein the partial gearbox is designed as a spur gear or as a planetary gear—preferably as a three-shaft planetary gear. In this way, different gear ratios can be achieved in the first and second drive paths. Advantageously, for example, a first spur gear is arranged in the first drive path and a second spur gear in the second drive path, wherein preferably the first spur gear and the second spur gear have different gear ratios.

[0016] The first, second, and third switching elements are advantageously each formed by a clutch, for example, a dog clutch. Clutches can be actuated electrically, hydraulically, or pneumatically and can be switched between an engaged and disengaged position. If the first and / or second sub-transmission is formed by a planetary gear set, the first and / or second switching element can also be designed as a switchable brake.

[0017] In one embodiment of the invention, the hybrid drive unit is provided to have a fourth switching element, which is designed to block the first element in one direction of rotation. Advantageously, the fourth switching element is formed by an overrunning clutch or a switchable brake.

[0018] Furthermore, in one embodiment of the invention, the hybrid drive unit is provided to have a fifth switching element, which is designed to block the second or fourth element in one direction of rotation. The fifth switching element can also be formed by an overrunning clutch or a switchable brake.

[0019] An overrunning clutch is a clutch that transmits drive forces only in one direction of rotation, while allowing free rotation in the other.

[0020] To save installation space, at least two switching elements can be formed by a common switching unit, wherein preferably the third and fourth switching elements are formed by a first switching unit and / or the second and fifth switching elements are formed by a second switching unit.

[0021] One embodiment of the invention provides that the primary drive machine is connected or connectable to the first member of the planetary gear set via a primary transmission, wherein the primary transmission is preferably formed by a primary spur gear drive, wherein the primary spur gear drive has a primary pinion which is in tooth mesh with a primary gear of the primary spur gear drive.

[0022] A particularly compact embodiment of the invention provides that the primary pinion of the primary transmission and a stator of the secondary drive machine formed by an electric machine are arranged overlapping - viewed in the axial direction of the primary drive shaft - wherein at least one stator winding of the stator is omitted in an overlap area.

[0023] The secondary drive motor can also be connected or connectable to the second element of the planetary gear set via a secondary transmission, preferably formed by a secondary spur gear drive. The secondary stage has a secondary pinion which meshes with a secondary gear of the secondary spur gear drive.

[0024] The secondary drive shaft is advantageously arranged coaxially with the planetary gear set.

[0025] In embodiments of the invention, which are particularly suitable for longitudinal installation in a two-wheeled vehicle or a passenger car, it is provided that the primary drive shaft and the secondary drive shaft are arranged coaxially.

[0026] In embodiments according to the invention, which are suitable, for example, for transverse installation in two-wheeled vehicles or self-propelled passenger vehicles, it is provided that the primary drive shaft and the secondary drive shaft are arranged parallel to each other.

[0027] The invention provides that at least the first switching element, the second switching element, and the third switching element can be switched via a switching drum, wherein the switching drum has several—preferably at least seven—successive first switching drum positions for switching different drive gears in which drive power can be transmitted from the primary drive motor to the output shaft, wherein the first switching drum positions are flanked by at least two second switching drum positions in which the primary drive motor is driven by the secondary drive motor. This enables short switching paths in operating modes with the primary drive motor.

[0028] In one embodiment of the invention, the switching drum has at least one third switching drum position between a first switching drum position and a second switching drum position, in which no drive power from the primary drive motor and / or the secondary drive motor can be transmitted to the output shaft. The third switching drum position corresponds to an idle position or a neutral position without drive.

[0029] In a further embodiment of the invention, it is provided that in at least a fourth switching drum position, drive power can only be transmitted to the output shaft by the secondary drive motor, wherein preferably the switching drum can be switched from the second switching drum position to the fourth switching drum position and vice versa, wherein a third switching drum position is particularly preferably arranged between the second switching drum position and the fourth switching drum position. This enables a simple and rapid changeover between mechanical operation by the primary drive motor and purely electrical operation by the secondary drive motor.

[0030] It is particularly advantageous if the switching drum has continuously circumferential switching lanes on its outer surface, with the switching cylinder being designed to rotate freely around its axis without stops. The switching cylinder is thus designed without end stops and can be rotated 360° or more in both directions. This allows – depending on the direction of rotation of the switching drum – two switching paths to change from one switching drum position to another.

[0031] The object of the invention is further achieved according to the invention by a method for operating this hybrid drive unit for a motor vehicle, comprising a primary drive motor, a secondary drive motor and at least one planetary gear set with a first element, a second element, a third element and a fourth element, which has a first drive path and a second drive path and an output shaft which is selectively connected to the first drive path or the second drive path, in that

[0032] • the primary drive machine and the secondary drive machine transmit drive power via the planetary gear set and either via the first drive path or the second drive path to the output shaft, wherein

[0033] • the primary drive motor transmits a first drive power to the first element and the secondary drive motor transmits a second drive power to the second element of the planetary gear set,

[0034] • a first switching element in a switching position connects the first drive path to the output shaft in a drive-related manner,

[0035] • a second switching element in a switching position connects the second drive path to the output shaft in a drive-related manner, • a third switching element in a switching position connects two members of the planetary gear set, in particular the third member and the fourth member of the planetary gear set, in a rotationally fixed manner,

[0036] • at least the first switching element, the second switching element and the third switching element must be switched via a switching drum,

[0037] • the primary drive machine drives the first element in several - preferably at least seven - successive first switching drum positions for switching different drive gears, and is towed by the secondary drive machine in at least two second switching drum positions flanking the first switching drum positions.

[0038] Preferably, in at least one third switching drum position arranged between a first switching drum position and a second switching drum position, no drive power from the primary drive machine and the secondary drive machine is transmitted to the output shaft.

[0039] In one embodiment of the invention, it is provided that in at least a fourth switching drum position of the switching drum only drive power is transmitted to the output shaft by the secondary drive machine, wherein switching preferably occurs indirectly or directly from the second switching drum position to the fourth switching drum position, wherein a third switching drum position is particularly preferably assumed between the second switching drum position and the fourth switching drum position, in which no drive power from the primary drive machine and the secondary drive machine is transmitted to the output shaft.

[0040] It is advantageous if, in at least one operating mode of the drive unit, a fourth switching element blocks the first link in at least one direction of rotation.

[0041] In a further embodiment of the invention, it is provided that a fifth switching element blocks the second link or the fourth link in at least one direction of rotation.

[0042] The invention will be explained in more detail below with reference to the non-limiting embodiments shown in the figures. These schematically illustrate:

[0043] Fig. 1 shows a first gear scheme of a hybrid drive unit according to the invention in a lever diagram;

[0044] Fig. 2 shows a second gear scheme of a hybrid drive unit according to the invention in a lever diagram; Fig. 3 shows a third gear scheme of a hybrid drive unit according to the invention in a lever diagram;

[0045] Fig. 4 shows a fourth gear scheme of a hybrid drive unit according to the invention in a lever diagram;

[0046] Fig. 5a shows a fifth gear scheme of a hybrid drive unit according to the invention in a lever diagram;

[0047] Fig. 5b shows a sixth gear scheme of a hybrid according to the invention.

[0048] Drive unit in a lever diagram;

[0049] Fig. 6 shows a compound planetary gear set;

[0050] Fig. 7 shows a Ravigneaux planetary gear set;

[0051] Fig. 8 two coupled three-shaft planetary gear sets;

[0052] Figs. 9 to 17 show the hybrid drive unit in different switching positions;

[0053] Fig. 18 shows a hybrid drive unit according to the invention in a first embodiment variant;

[0054] Fig. 19 shows a hybrid drive unit according to the invention in a second embodiment variant;

[0055] Fig. 20 shows a hybrid drive unit according to the invention in a third embodiment variant;

[0056] Fig. 21 shows a hybrid drive unit according to the invention in a fourth embodiment variant;

[0057] Fig. 22 shows a hybrid drive unit according to the invention in a fifth embodiment variant;

[0058] Fig. 23 shows a hybrid drive unit according to the invention in a sixth embodiment variant;

[0059] Fig. 24 shows a hybrid drive unit according to the invention in a seventh embodiment variant;

[0060] Fig. 25 shows a hybrid drive unit according to the invention in an eighth embodiment; Fig. 26 shows this hybrid drive unit in a section along line XXVI-XXVI in Fig. 25;

[0061] Fig. 27 shows a hybrid drive unit according to the invention in a ninth embodiment variant;

[0062] Fig. 28a shows a hybrid drive unit according to the invention in a tenth embodiment variant;

[0063] Fig. 28b shows a hybrid drive unit according to the invention in an eleventh embodiment variant;

[0064] Fig. 29 shows a switching drum of the hybrid drive unit in a developed view of the cylindrical surface; and

[0065] Fig. 30 shows a speed diagram with an example of gear ratios, and

[0066] Fig. 31 shows a speed diagram for different shift drum positions.

[0067] Identical parts are marked with the same reference numbers in the different versions.

[0068] Version variants one to three correspond to the first gear scheme shown in Fig. 1.

[0069] Version variants four to eight correspond to the second gear scheme shown in Fig. 2.

[0070] The nineth design variant corresponds to the third gear scheme shown in Fig. 3.

[0071] The tenth design variant corresponds to the fifth gear scheme shown in Fig. 5a.

[0072] The eleventh design variant corresponds to the fifth gear scheme shown in Fig. 5b.

[0073] The hybrid drive unit 1, schematically depicted in Figures 1 to 5b, comprises a primary drive motor ICE, for example formed by an internal combustion engine, a secondary drive motor EM, for example formed by an electric motor, and a transmission 2 with a first drive path 3 and a second drive path 4, as well as an output shaft 5, which can be selectively connected to either the first drive path 3 or the second drive path 4. The transmission 2 further comprises a four-element planetary gear set PGS with a first element GP1, a second element GP2, a third element GP3, and a fourth element P4.The first link PI is connected to the primary drive machine ICE via a primary drive shaft PDa, the second link GP2 is connected to the secondary drive machine EM via a secondary drive shaft Sda, the third link GP3 is connected to a first input 6 of the first drive path 3 and the fourth link GP4 is connected to a second input 7 of the second drive path 4.

[0074] Furthermore, the transmission 2 has a first switching element 8, a second switching element 9, a third switching element 10, a fourth switching element 11 and a fifth switching element 12.

[0075] The planetary gear set PGS is formed, for example, by a four-shaft planetary gear unit. In Fig. 1 and Fig. 2, the four-shaft planetary gear unit is formed by a compound planetary gear set with two sun gears SI, S2, a ring gear R, and a planet carrier C. Fig. 6 shows an example of a compound planetary gear set that could be used as the planetary gear set PGS for the drive unit 1 according to the invention. The compound planetary gear set consists of a pair of rigidly connected planet gears Pl, P2 with different radii, aligned axially in the longitudinal direction, a ring gear R, a planet carrier C, and two sun gears SI, S2 with different radii. The larger first planet gear PI meshes with the smaller first sun gear S1 and the ring gear R, and the smaller second planet gear P2 meshes with the larger second sun gear S2.

[0076] Alternatively, the four-shaft planetary gear unit can be formed by a Ravigneaux planetary gear set or two coupled three-shaft planetary gear sets. Fig. 7 shows a schematic example of a Ravigneaux planetary gear set that could be used as planetary gear set PGS for the drive unit 1 according to the invention. The Ravigneaux planetary gear set shown has a common sun gear S, two ring gears RI and R2 of different sizes, a planet carrier C in which all planet gears P1 and P2 are mounted, first planet gears PI that mesh with the larger first ring gear RI and the sun gear S, and second planet gears P2 that mesh with the smaller second ring gear R2 and the first planet gears PI.

[0077] Alternatively, the four-shaft planetary gear unit can also be formed by two coupled three-shaft planetary gear sets PGS1 and PGS2. Fig. 8 schematically shows, by way of example, two coupled three-shaft planetary gear sets PGS1 and PGS2, which could be used as a planetary gear set PGS for the drive unit 1 according to the invention. The illustrated four-shaft planetary gear unit has a first sun gear S1, a second sun gear S2, a first ring gear R1, a second ring gear R2, first planet gears P1, second planet gears P2, a first planet carrier C1 in which the first planet gears P1 are mounted, and a second planet carrier Cb in which the second planet gears P2 are mounted. The first planet carrier C1 is non-rotatably connected to the second sun gear S2. The second planet carrier Cb is non-rotatably connected to the first ring gear R1.

[0078] In the drive paths 3, 4, switchable first sub-gearboxes 140 and second sub-gearboxes 150 can be arranged, which can be designed as planetary gear sets 13 or as spur gear sets 14, 15.

[0079] The third element GP3 ​​of the planetary gear set PGS - depending on the design, the second sun gear S2 or the second ring gear R2 - can be connected to the first sub-gearbox 140 with at least one gear ratio il via a first switching element 8 formed by a switching clutch CI or brake.

[0080] The fourth element GP4 of the planetary gear set GPS - depending on the version the ring gear R, the first ring gear RI or the second ring gear R2 - can be connected to the second sub-gearbox 150 with at least a gear ratio i2 via a second switching element 9 formed by a switching clutch C2 or brake and is additionally equipped with a fifth switching element 12 formed by an automatic brake or overrunning clutch 0WC5 or a controllable brake B5.

[0081] The second element GP2 of the planetary gear set GPS - depending on the design, the sun gear S or the first sun gear S1 - is connected directly or via a secondary transmission PD designed as a secondary spur gear 17 or as an epicyclic gear 17 to the secondary drive machine EM.

[0082] The planetary gear set PGS is additionally equipped with a third switching element 10 formed by a switching clutch C3, which forms a controllable bridging clutch to connect any two links GP1, GP2, GP3, GP4 of the planetary gear set PGS together and thus block all four links GP1, GP2, GP3, GP4 against each other.

[0083] The primary drive motor ICE is connected directly or via a primary reduction gear PD, designed as a primary helical gear 16 or as a planetary gear set, to the first element GP1 of the planetary gear set GPS – depending on the design, either to the planet carrier C or the first ring gear RI of the planetary gear set PGS – and is additionally equipped with a fourth switching element 11 formed by an automatic brake B4 or overrunning clutch 0WC4 or a controllable brake B4. In the hybrid drive unit 1 shown in Fig. 1, for example, a planetary gear set 11 formed by a simple three-shaft planetary gear set with a gear ratio il is arranged in the first drive path 3.

[0084] The first switching element 8 is configured to connect the first input 6 of the first drive path 3 to the output shaft 5 in a switching position. The second switching element 9 is configured to connect the second input 7 of the second drive path 4 to the output shaft 5 in a switching position. The third switching element 10 is configured to connect the third member GP3 and the fourth member GP4 of the planetary gear set PGS and / or the first input 6 of the first drive path 3 and the second input 7 of the second drive path 4 to each other in a rotationally fixed manner in a switching position. In the first embodiment shown in Fig. 1, the first switching element 8 is formed by a brake Bl, which holds or releases a shaft of the simple planetary gear set. The second switching element and the third switching element are each formed by switching clutches C2 and C3, i.e., switchable shaft couplings.

[0085] Furthermore, the hybrid drive unit has a fourth switching element 11, which is designed to block the first element in one direction of rotation. The fourth switching element 11 can be formed by an overrunning clutch 0WC4 or alternatively by a switchable brake B4, indicated by dashed lines in Fig. 1.

[0086] Furthermore, the hybrid drive unit 1 shown in Fig. 1 has a fifth switching element 12, which is designed to block the second element GP2 or the fourth element GP4 in one direction of rotation. The fifth switching element 12 can be formed by an overrunning clutch 0WC5 or alternatively by a switchable brake B5, indicated by dashed lines in Fig. 1.

[0087] The embodiment shown in Fig. 2 differs from Fig. 1 in that, in the first drive path 6, a first spur gear 14 with a gear ratio of 11 is arranged instead of the planetary gear 13, and in the second drive path 7, a second spur gear 15 with a gear ratio of 12 is arranged. Instead of the brake Bl, the first switching element 8 is formed by a clutch CI. Furthermore, a primary reduction PD, formed by a primary spur gear 16, is provided between the primary drive shaft PDa and the first element GP1 of the planetary gear set PGS.

[0088] The embodiment shown in Fig. 3 differs from Fig. 2 in that a fourth spur gear 17 with a gear ratio iEM is arranged in the secondary transmission SD between the secondary drive motor EM and the planetary gear set PGS. In Fig. 3, the four-shaft planetary gear unit of the planetary gear set PGS is formed by a Ravigneaux planetary gear set with two ring gears RI, R2, a sun gear S, and a planet carrier C. Fig. 7 shows a schematic example of a Ravigneaux planetary gear set that could be used as the planetary gear set PGS for the drive unit 1 according to the invention.The Ravigneaux planetary gear set shown has a common sun gear S, two differently sized ring gears RI, R2, a planet carrier C in which all planet gears Pl, P2 are mounted, first planet gears PI which engage with the larger first ring gear RI and the sun gear S and second planet gears P2 which engage with the smaller second ring gear R2 and the first planet gears PI.

[0089] Alternatively, the four-shaft planetary gear unit of the planetary gear set PGS can be formed by a compound planetary gear set or two coupled three-shaft planetary gear sets.

[0090] The embodiment shown in Fig. 4 represents a combination of Fig. 2 and Fig. 3, in which both a primary transmission PD formed by a primary spur gear 16 and a secondary transmission SD formed by a secondary spur gear 17 are provided. The planetary gear set PGS can be formed by a four-shaft planetary gear unit with, for example, a compound planetary gear set, a Ravigneaux planetary gear set, or two coupled three-shaft planetary gear sets.

[0091] The gear scheme shown in Fig. 5a differs from that in Fig. 2 in that the planetary gear set PGS is formed by two coupled three-shaft planetary gear sets PGS1 and PGS2. The four-shaft planetary gear unit shown has a first three-shaft planetary gear set PGS1 and a second three-shaft planetary gear set PGS2. The first three-shaft planetary gear set PGS1 has a first sun gear Sl, a first ring gear RI, first planet gears PI, and a first planet carrier Ca in which the first planet gears PI are mounted.

[0092] The second three-shaft planetary gear set PGS2 comprises a second sun gear S2, a second ring gear R2, second planet gears P2, and a second planet carrier Cb in which the second planet gears P2 are mounted. The first planet carrier Ca of the first three-shaft planetary gear set PGS1 is non-rotatably connected to the second sun gear S2 of the second three-shaft planetary gear set PGS2. The second planet carrier Cb of the second three-shaft planetary gear set PGS2 is non-rotatably connected to the first ring gear RI of the first three-shaft planetary gear set PGS1. The first sun gear S1 and the second sun gear S2 can, for example, be essentially identical, i.e., have the same diameters and the same number of teeth. Likewise, the first ring gear RI and the second ring gear R2 can, for example, be essentially identical, i.e., have the same diameters and the same number of teeth.The first planet gears PI and the second planet gears P2 can also be essentially identical (see also Fig. 8).

[0093] The transmission scheme shown in Fig. 5b differs from that in Fig. 5a in that the fourth switching element 11 is formed by a switchable brake B4, which is connected to the second planet carrier Cb. The fifth switching element 12 is also formed by a switchable brake B5, which here is arranged in the second drive path 4 at the output of the second spur gear unit 15. In the transmission scheme shown in Fig. 5a, the switching clutch C3 connects the second sun gear S2 to the second ring gear R2. In the transmission scheme shown in Fig. 5b, however, the switching clutch C3 connects the second sun gear S2 to the second planet carrier Cb. In both cases, all four elements GP1, GP2, GP3, GP4 are mutually locked.

[0094] The transmission diagrams shown in Figs. 1 to 5b allow the implementation of operating modes according to the following switching table 1:

[0095] "X" means that the corresponding switching element CI, C2, C3, Bl, B4, B5, 0WC4, 0XC5 is in the switched-on state, i.e., engaged or braked.

[0096] "Electric forward drive" means that the motor vehicle is driven in forward motion only by the secondary drive motor EM.

[0097] "Electric reverse driving" means that the motor vehicle is only driven by the secondary drive motor EM when driving in reverse.

[0098] "ICE Start" means that the primary propulsion engine is towed and started.

[0099] "Charging while stationary" means that the vehicle is stationary and the vehicle battery is being charged.

[0100] "Gl Launch" means that the vehicle is started by the primary drive motor ICE in first gear Gl.

[0101] "Gl (ECVT1)" or "G5 (ECVT2)" indicates that the vehicle operates in an electronically controlled, continuously variable transmission (ECVT) mode. The secondary drive motor EM operates in a torque-filling mode, supporting the drive torque of the primary drive motor.

[0102] G2, G3, G4 are drive modes with different transmission ratios, whereby the torque or drive power is supplied by both the primary drive machine ICM and the secondary drive machine EM.

[0103] The drive unit 1 according to the invention has the following advantages:

[0104] • Simple and compact design;

[0105] • The secondary drive machine EM, designed as an electric machine, replaces the starter and the belt generator;

[0106] • Versions with coaxial and parallel offset architectures are possible;

[0107] • only five switching elements (overtaking clutches or switching clutches, e.g. dog clutches) are required;

[0108] • In a minimal configuration, only 3 clutches (types 1 and 4) are required;

[0109] • The control can be carried out via only one shift drum; • five forward gears of the primary drive motor ICE with progressive gradation are possible, with gears G2, G3 and G4 being parallel hybrid gears with the secondary drive motor EM as an auxiliary drive;

[0110] • The starting of the primary drive motor ICE, formed by an internal combustion engine, is possible in ECVT mode even with a discharged battery;

[0111] • Two continuously variable transmission modes ECVT1 and ECVT2 enable a seamless, high-torque transition between all forward gears;

[0112] • Purely electric driving modes are possible;

[0113] • Charging the electric vehicle battery can take place when stationary and during ferry operation powered by the primary drive engine ICE;

[0114] • The torque of the secondary drive motor EM is used efficiently; a high gear ratio for starting the primary drive motor ICE enables high starting torque and high starting tractive effort in the electric driving modes;

[0115] Many of the different versions have the following functional limitations:

[0116] • The regenerative braking force is limited by engine friction and compression torque when an overrunning clutch 0WC4 is used as the fourth switching element 11. Suitable for two-wheeled applications with a driven rear wheel and a high center of gravity;

[0117] • Separate gears for electric forward and reverse drive when an overrunning clutch 0WC5 is used as the fifth shifting element 12. Shifting is required for changing direction;

[0118] • Torque interruption when switching between mechanical and electric modes. Suitable for applications with manually switched modes or predictive control (for example, two-wheeled vehicles or self-driving passenger cars);

[0119] • Reversing is only possible in electric mode. Suitable, for example, for two-wheeled vehicles or passenger cars;

[0120] Figures 9 to 17 show various operating modes of the hybrid drive unit 1, using the embodiment shown in Figure 1 as an example. The switching positions are, of course, transferable to other embodiments. The directions of the arrows D indicate the relative direction of rotation of the elements of the hybrid drive unit. The length of the arrows D corresponds to the rotational speeds of the respective elements.

[0121] If an overrunning clutch 0WC5 (instead of a brake B5) is used for the fifth switching element 12, reverse rotation of the ring gear R or RI is prevented. Electric driving in reverse is only possible if the first switching element 8 is closed instead of the second switching element 9, thus activating the first drive path 6 with the first sub-transmission 140. If a brake B5 is used for the fifth switching element 12, electric driving in both directions is possible by using either the first drive path 6 or the second drive path 7. The second drive path 7 is preferred due to the lower gear ratio i2 and the favorable torque direction of the primary drive motor ICE, which allows the use of an overrunning clutch 0WC4 instead of a brake B4 for the fourth switching element 11.

[0122] If an overrunning clutch 0WC4 is used for the fourth shift element instead of a brake B4, the primary drive motor ICE can be dragged by the regenerative braking torque. Therefore, the regenerative braking force is limited by the static friction of the engine and the compression stroke reaction of the primary drive motor ICE.

[0123] In versions 1 to 3 with coaxial planetary gear sets PGS, the second drive path is designed as a direct drive with a ratio i2 = 1.

[0124] Fig. 9 shows a forward driving mode using the secondary drive motor EM. The drive is via the second drive path 7 with the switching clutch C2 of the second switching element 9 closed. The primary drive motor ICE is stationary. The secondary drive motor EM is operated at negative speed.

[0125] Fig. 10 shows a reverse driving mode using the secondary drive motor EM. The drive is via the first drive path 6 with the brake Bl of the first switching element 8 closed. The switching clutch C2 is open. The primary drive motor ICE is stationary. The secondary drive motor EM is operated at negative speed.

[0126] Fig. 11 shows a towing mode of the primary drive motor ICE. The overrunning clutch 0WC5 of the fifth switching element 12 is engaged, thus blocking the ring gear R in one direction. The secondary drive motor EM is operated at positive speed.

[0127] Fig. 12 shows a starting mode in first gear. The brake Bl of the first switching element 8 is closed. The primary drive motor ICE is operated as a driving motor, the secondary drive motor EM is operated as a generator at negative speed.

[0128] Fig. 13 shows a first torque-filling mode in first gear Eq. The brake Bl of the first shifting element 8 is closed. The primary drive motor ICE is operated in driving mode, the secondary drive motor EM is held stationary or operated at positive speed.

[0129] Fig. 14 shows a first boost mode in second gear G2. The brake Bl of the first shift element 8 is closed. The shift clutch C3 of the third shift element 10 is also closed. The primary drive motor ICE is operating in driving mode, the secondary drive motor EM is operating at positive speed and generates additional drive torque.

[0130] Fig. 15 shows a second boost mode in third gear G3. The brake Bl of the first shift element 8 is closed. The shift clutch C2 of the second shift element 9 is also closed. The primary drive motor ICE is operated in driving mode, the secondary drive motor EM is operated at positive speed and generates additional drive torque.

[0131] Fig. 16 shows a third boost mode in fourth gear G4. The shift clutch C2 of the second shift element 9 is closed. The shift clutch C3 of the third shift element 10 is also closed. The primary drive motor ICE is operating in driving mode, the secondary drive motor EM is operating at positive speed and generates additional drive torque.

[0132] Fig. 17 shows a second torque-filling mode in fifth gear G5. The shift clutch C2 of the second shift element 9 is closed. The primary drive motor ICE is driven, the secondary drive motor EM is held or operated at positive speed.

[0133] Figures 18 to 20 show hybrid drive unit 1 in various designs which are particularly suitable, for example, for installation in a passenger car in the longitudinal direction.

[0134] Fig. 18 shows a hybrid drive unit 1 in a first embodiment. The primary drive shaft PDa and the secondary drive shaft SDa are arranged coaxially, with the primary drive shaft PDa guided inside the secondary drive shaft SDa, which is designed as a hollow shaft. The secondary drive machine EM, formed by an electric machine with a stator 18 and a rotor 19, has a hollow rotor 18 connected to the secondary drive SD, with the primary drive shaft PDa guided inside the rotor 18. A torque limiter TL and a torque vibration damper TVD are arranged between the primary drive machine ICE and the first element GP1 of the planetary gear set PGS.

[0135] The first element GP1 of the planetary gear set PGS is formed by a planet carrier C, and the second element GP2 by a first sun gear S1 of the planetary gear set PGS. The first sun gear S1 meshes with first planet gears PI, which mesh with a ring gear R forming the fourth element GP4 of the planetary gear set PGS. First planet gears PI are rotationally fixed to second planet gears P2, with the second planet gears P2 meshing with the second sun gear S2, which forms the third element GP3 ​​of the planetary gear set PGS. The second sun gear S2 can be connected to the output shaft 5 via a first drive path 3, wherein in the first drive path

[0136] 3 a planetary gear set 13 is arranged. In this case, the second sun gear S2 of the planetary gear set PGS is non-rotatably connected to the ring gear 13 of the planetary gear set 13. Planet gears 13P of the planetary gear set 13, mounted on a planet carrier 13C, would mesh with both the sun gear 13S and the ring gear 13R of the planetary gear set 13. The planet carrier 13C of the simple planetary gear set 13 is non-rotatably connected to the output shaft 5. The sun gear 13S of the planetary gear set 13 can be held in place by the first switching element 8, formed by a first brake Bl, in order to establish the drive connection between the second element GP2 of the planetary gear set PGS and the output shaft 5.

[0137] The ring gear R of the planetary gear set PGS can be accessed via a second drive path.

[0138] 4 arranged and designed as a switching coupling C2, the second switching element 9 is connected to the output shaft 5.

[0139] The first drive path 3 of the hybrid drive unit 1 shown in Fig. 18 thus runs via the planetary gear 13 in the activated state, with the brake Bl of the first switching element 8 actuated and the sun gear 13S of the planetary gear 13 locked. The switching clutch C2 of the second switching element 9 is open and the second drive path 4 is interrupted.

[0140] The second drive path 4 runs via the ring gear R of the planetary gear set PGS when activated, with the switching clutch C2 of the second switching element

[0141] 9 is opened and the brake Bl of the first switching element 8 is released.

[0142] By switching the third switching element designed as a switching clutch C3

[0143] 10. The ring gear R and the planet carrier C of the planet gear set PGS, and thus the ring gear R and the second sun gear S2 of the planet gear set PGS, can be connected in a rotationally fixed manner, i.e., blocked.

[0144] The first element GP1 of the planetary gear set PGS is blocked in one direction of rotation and released in the other direction of rotation by the fourth switching element 11, which is designed as an overrunning clutch 0WC4. In this embodiment, the fourth switching element 11 is arranged on the side of the primary drive motor ICE facing away from the planetary gear set PGS. The fourth element GP4 of the planetary gear set PGS is blocked in one direction of rotation and released in the other direction of rotation by the fifth switching element 12, which is designed here as an overrunning clutch 0WC5.

[0145] Fig. 19 shows a hybrid drive unit 1 in a second embodiment, which differs from Fig. 18 in that the fourth switching element 11 is not formed by an overrunning clutch 0WC4, but by a brake B4, which in one switching position blocks the planet carrier C of the planetary gear set PGS and in the other switching position releases it. The third switching element 10 and the fourth switching element 11 are formed in Fig. 19 by a first switching unit 10-11. In the left switching position of the first switching unit 10-11, it fulfills the function of the brake B4, and in the right switching position, the function of the switching clutch C3.

[0146] Fig. 20 shows a hybrid drive unit 1 in a third embodiment, which differs from Fig. 18 in that the fifth switching element 12 is not formed by an overrunning clutch 0WC5, but by a brake B5, which in one switching position blocks the ring gear R of the planetary gear set PGS and in the other switching position releases it. The second switching element 9 and the fifth switching element 12 are formed in Fig. 20 by a second switching unit 9-12. In the left switching position of the second switching unit 9-12, it fulfills the function of the switching clutch C2, and in the right switching position, the function of the brake B5.

[0147] Figures 21 to 28 show hybrid drive unit 1 in various designs, which are particularly suitable, for example, for installation in a passenger car in a transverse direction.

[0148] Fig. 21 shows a hybrid drive unit 1 in a fourth embodiment. The primary drive machine ICE, formed, for example, by an internal combustion engine, and the secondary drive machine EM, formed, for example, by an electric machine with a stator 18 and a rotor 19, are arranged parallel to each other and at a lateral distance. The primary transmission PD, connected to the primary drive machine ICE via a primary drive shaft PDa, is driven by a primary spur gear 16 with a primary pinion 16a and a driven primary gear 16b meshing with it. Between the primary spur gear 16 and the first element GP1 of the planetary gear set PGS, a torque vibration damper TVD and a torque limiter TL are arranged concentrically to the secondary transmission SD.Within the hollow torque vibration damper TVD and the torque limiter TL, the secondary drive shaft SDa runs concentrically, connected to the rotor 19 of the secondary drive machine EM and to the second link GP2.

[0149] The first element GP1 of the planetary gear set PGS is formed by a planet carrier C, and the second element GP2 by a first sun gear S1 of the planetary gear set PGS. The first sun gear S1 meshes with first planet gears PI, which mesh with a ring gear R forming the fourth element GP4 of the planetary gear set PGS. First planet gears PI are rotationally fixed to second planet gears P2, with the second planet gears P2 meshing with a second sun gear S2, which forms the third element GP3 ​​of the planetary gear set PGS. The second sun gear S2 can be connected to the output shaft 5 via a first drive path 3, wherein in the first drive path

[0150] 3 a first spur gear unit 14 is arranged. The first drive path 3 can be connected to the output shaft 5 in a rotationally fixed manner via a first switching element 8 formed by a switching clutch CI.

[0151] The ring gear R of the planetary gear set PGS can be accessed via a second drive path.

[0152] The second switching element 9, arranged as a switching clutch C2, is connected to the output shaft 5. A drive connection between the ring gear R and the input of the second spur gear unit 15 is established via the second switching element 9.

[0153] The first drive path 3 of the hybrid drive unit 1 shown in Fig. 21 thus runs via the first spur gear drive 14 in the activated state, whereby a drive connection between the third element GP3 ​​and the output shaft 5 is established by means of the first switching element 8. The switching clutch C2 of the second switching element 9 is open and the second drive path 4 is interrupted.

[0154] The second drive path 4 runs via the ring gear R of the planetary gear set PGS when activated, with the switching clutch C2 of the second switching element

[0155] 9 is opened and the switching clutch CI of the first switching element 8 is released.

[0156] By switching the third switching element designed as a switching clutch C3

[0157] 10. The ring gear R and the planet carrier C of the planetary gear set PGS, and thus the ring gear R, can be connected in a rotationally fixed manner, thereby locking the planetary gear set PGS. All links GP1, GP2, GP3, GP4 of the planetary gear set PGS thus rotate as a unit.

[0158] The primary drive shaft PDa, and thus the first element GP1 of the planetary gear set PGS, is blocked in one direction of rotation and released in the other by the fourth switching element 11, which is designed as an overrunning clutch 0WC4. The fourth element GP4 of the planetary gear set PGS is blocked in one direction of rotation and released in the other by the fifth switching element 12, which is designed here as an overrunning clutch 0WC5.

[0159] The first switching element 8, the second switching element 9, and the third switching element 10 are controlled by a common switching drum 20, which is rotated by a stepper motor SM controlled by an electronic control unit (ECU). The switching drum 20 has switching lanes 21, 22, 23, in each of which a switching finger 24, 25, 26 is guided and deflected axially between at least a first and a second switching position by the cam profile of the switching lanes 21, 22, 23. Each switching finger 24, 25, 26 is connected to a switching fork F24, F25, F26 to control the switching elements 8, 9, 10.

[0160] The fourth embodiment shown in Fig. 21 allows operating modes to be implemented according to the following switching table 2:

[0161] "X" means that the corresponding switching element CI, Bl, C2, C3, 0WC4, 0XC5 is in the switched-on state, i.e., engaged or braked.

[0162] "Electric forward drive" means that the motor vehicle is driven in forward motion only by the secondary drive motor EM.

[0163] "ICE Start" means that the primary propulsion engine is towed and started.

[0164] "Charging while stationary" means that the vehicle is stationary and the vehicle battery is being charged.

[0165] "Gl Launch" means that the vehicle is started by the primary drive motor ICE in first gear Gl.

[0166] "Gl (mp)" or "G5 (mp)" means that the vehicle is driven by the primary drive motor ICE at a mechanical operating point. The secondary drive motor EM operates in a torque-supporting capacity.

[0167] "ECVT1" or "ECVT2" means that the vehicle operates in an electronically controlled, continuously variable transmission (ECVT) mode. The secondary drive motor EM operates in a torque-filling mode and supports the drive torque of the primary drive motor.

[0168] "G2", "G3", "G4" are drive modes with different gear ratios, whereby the torque or drive power is applied by both the primary drive motor ICM and the secondary drive motor EM – as a "boost". "SP" are switching drum rotation positions of the switching drum 20 with characteristic deflections of the switching lanes 21, 22, 23 for the switching fingers 24, 25, 26 guided therein.

[0169] "SP1" refers to the first switching drum positions SP of switching drum 20 for switching different drive gears Gl, G2, G3, G4, G5, ECVT1, ECVT2 with the primary drive motor ICE. Drive gears Gl, G2, G3, G4, G5, ECVT1, ECVT2 are gears with a fixed or variable transmission ratio, in which torque or drive power is transmitted to the output shaft 5.

[0170] "SP2" refers to the second switching drum positions SP of switching drum 20, in which the primary drive motor ICE is towed by the secondary drive motor EM. This is the case, for example, in the "ICE-Start" operating mode, in which the primary drive motor ICE can be towed and started.

[0171] "SP3" refers to the third switching drum position SP of switching drum 20, in which no torque or drive power from the primary drive motor (ICE) and / or the secondary drive motor (EM) can be transmitted to the output shaft 5. This is the case, for example, in operating mode "N".

[0172] "SP4" is the fourth switching drum position SP of the switching drum 20, in which only torque or drive power can be transmitted by the secondary drive machine EM to the output shaft 5.

[0173] The switching drum 20 can be switched from the second switching drum position SP2 via the third switching drum position SP3 to the fourth switching drum position SP4 or from the fourth switching drum position SP4 via the third switching drum position SP3 to the second switching drum position SP2.

[0174] The drive unit 1 according to the invention has the following advantages in the fourth embodiment variant:

[0175] • Only three control elements 8, 9, 10 formed by switching clutches CI, C2, C3 are required;

[0176] • simpler shift drum design;

[0177] • Short switching maneuvers between mechanical and electrical operating modes.

[0178] The following functional limitations exist:

[0179] • Regenerative braking force is limited by engine friction and compression torque. Suitable for two-wheeled applications with a driven rear wheel and a high center of gravity;

[0180] • Reversing is not possible. Therefore, it is suitable for two-wheeled applications; • Torque interruptions occur when switching between mechanical and electric operating modes. It is suitable for applications with manually shifted modes or predictive control (two-wheeled vehicles, self-driving passenger cars);

[0181] • only sequential switching between Gl to G5 is possible;

[0182] • relatively long shifting maneuver between G3 and electric mode;

[0183] • No special switching drum position for charging while stationary. For the Gl start mode, the service brakes must be applied.

[0184] Fig. 22 shows a hybrid drive unit 1 in a fifth embodiment, which differs from Fig. 21 in that the fourth switching element 11 is not formed by an overrunning clutch 0WC4, but by a brake B4, which in one switching position blocks the planet carrier C of the planetary gear set PGS and in the other switching position releases it. The third switching element 10 and the fourth switching element 11 are formed in Fig. 22 by a first switching unit 10-11. In Fig. 18, the first switching unit 10-11 fulfills the function of the switching clutch C3 of the third switching element 10 in the left position and the function of the brake B4 of the fourth switching element 11 in the right position.

[0185] The fifth embodiment shown in Fig. 22 allows operating modes to be implemented according to the following switching table 3:

[0186]

[0187] "X" means that the corresponding switching element CI, Bl, C2, C3, B4, 0WC5 is in the switched-on state, i.e., engaged or braked.

[0188] "Electric forward drive" means that the motor vehicle is driven in forward motion only by the secondary drive motor EM.

[0189] "ICE Start" means that the primary propulsion engine is towed and started.

[0190] "Charging while stationary" means that the vehicle is stationary and the vehicle battery is being charged.

[0191] "Gl (Launch)" means that the motor vehicle is started by the primary drive motor ICE in first gear Gl.

[0192] "Gl (mp)" or "G5 (mp)" means that the vehicle is driven by the primary drive motor ICE at a mechanical operating point. The secondary drive motor EM operates in a torque-supporting capacity.

[0193] "ECVT1" and "ECVT2" indicate that the vehicle operates in an electronically controlled, continuously variable transmission (ECVT) mode. The secondary drive motor (EM) operates in a torque-filling mode, supporting the drive torque of the primary drive motor. "G2", "G3", and "G4" are drive modes with different gear ratios, where the torque or drive power is supplied by both the primary drive motor (ICM) and the secondary drive motor (EM) – as a "boost".

[0194] "SP" are switching drum rotation positions of the switching drum 20 with characteristic deflections of the switching lanes 21, 22, 23 for switching fingers 24, 25, 26 guided therein.

[0195] "SP1" refers to the first switching drum positions SP of switching drum 20 for switching different drive gears Gl, G2, G3, G4, G5, ECVT1, ECVT2 with the primary drive motor ICE. Drive gears Gl, G2, G3, G4, G5, ECVT1, ECVT2 are gears with a fixed or variable transmission ratio, in which torque or drive power is transmitted to the output shaft 5.

[0196] "SP2" refers to the second switching drum positions SP of switching drum 20, in which the primary drive motor ICE is towed by the secondary drive motor EM. This is the case, for example, in the "ICE-Start" operating mode, in which the primary drive motor ICE can be towed and started.

[0197] "SP3" refers to the third switching drum position SP of switching drum 20, in which no torque or drive power from the primary drive motor (ICE) and / or the secondary drive motor (EM) can be transmitted to the output shaft 5. This is the case, for example, in operating mode "N".

[0198] "SP4" is the fourth switching drum position SP of the switching drum 20, in which only torque or drive power can be transmitted by the secondary drive machine EM to the output shaft 5.

[0199] The switching drum 20 can be switched from the second switching drum position SP2 via the third switching drum position SP3 to the fourth switching drum position SP4 or from the fourth switching drum position SP4 via the third switching drum position SP3 to the second switching drum position SP2.

[0200] The drive unit 1 according to the invention has the following advantages in the fifth embodiment variant:

[0201] • Only four control elements 8, 9, 10, 11 formed by switching couplings Cl / Bl, C2, C3, B4 (jaw couplings) are required;

[0202] • Simple shift drum design;

[0203] • Short switching maneuvers between mechanical and electric operating modes; • The regenerative braking torque is not limited by the starting torque of the primary drive motor ICE;

[0204] The following functional limitations exist:

[0205] • Reversing is not possible. Therefore, it is suitable for two-wheeled applications;

[0206] • Torque interruptions when switching between mechanical and electrical operating modes. Suitable for applications with manually switched modes or predictive control (two-wheeled vehicles, self-driving passenger cars);

[0207] • only sequential switching between Gl to G5 is possible;

[0208] • relatively long shifting maneuver between G3 and electric mode;

[0209] • There is no special SP shift drum position for charging while stationary. For the Gl start mode, the service brakes must be applied.

[0210] Fig. 23 shows a hybrid drive unit 1 in a sixth embodiment, which differs from Fig. 22 in that the fifth switching element 12 is not formed by an overrunning clutch 0WC5, but by a brake B5, which in one switching position blocks the ring gear R of the planetary gear set PGS and in the other switching position releases it. The second switching element 9 and the fifth switching element 12 are formed in Fig. 23 by a second switching unit 9-12. In the left position, the second switching unit 9-12 fulfills the function of the switching clutch C2 of the second switching element 9, and in the right position, the function of the brake B5 of the fifth switching element 12.

[0211] Fig. 24 shows a seventh embodiment of the hybrid drive unit 1. The primary drive unit ICE, formed, for example, by an internal combustion engine, and the secondary drive unit EM, formed, for example, by an electric machine, with a stator 18 and a rotor 19, are arranged parallel to each other and at a lateral distance. The primary drive shaft PDa, connected to the primary drive unit ICE, has a primary spur gear 16 with a primary pinion 16a and a driven primary gear 16b meshing with it. A torque limiter TL is arranged concentrically to the primary drive shaft PDa between the primary drive unit ICE and the third spur gear 16. A torque vibration damper TVD is provided between the third spur gear 16 and the first element GP1 of the planetary gear set PGD.Within the hollow torque vibration damper TVD, the secondary drive shaft SDa runs concentrically, connected to the rotor of the secondary drive motor EM and to the second element GP2. The first element GP1 of the planetary gear set PGS is formed by a planet carrier C, and the second element GP2 by a first sun gear S1 of the planetary gear set PGS. The first sun gear S1 meshes with first planet gears PI, which mesh with a ring gear R forming the fourth element GP4 of the planetary gear set PGS. The first planet gears PI are rotationally fixed to second planet gears P2, with the second planet gears P2 meshing with a second sun gear S2, which forms the third element GP3 ​​of the planetary gear set PGS. The second sun gear S2 can be connected to the output shaft 5 via a first drive path 3 and a first switching element 8 formed by a clutch CI.

[0212] 3 a first spur gear unit 14 is arranged.

[0213] The ring gear R of the planetary gear set PGS can be accessed via a second drive path.

[0214] The second switching element 9, arranged as a switching clutch C2, is connected to the output shaft 5. A drive connection is thereby established via the second switching element 9 between the ring gear R and the input of the second spur gear unit 15.

[0215] The first drive path 3 of the hybrid drive unit 1 shown in Fig. 24 thus runs via the first spur gear drive 14 in the activated state, whereby a drive connection between the third element GP3 ​​and the output shaft 5 is established by means of the first switching element 8. The switching clutch C2 of the second switching element 9 is open and the second drive path 4 is interrupted.

[0216] The second drive path 4 runs via the ring gear R of the planetary gear set PGS when activated, with the switching clutch C2 of the second switching element

[0217] 9 is closed and the switching clutch CI of the first switching element 8 is released.

[0218] By switching the third switching element designed as a switching clutch C3

[0219] 10. The ring gear R and the planet carrier C of the planetary gear set PGS, and thus the planetary gear set PGS, can be locked together. All links GP1, GP2, GP3, GP4 of the planetary gear set PGS then rotate as a unit.

[0220] The primary drive shaft PDa and thus the first element GP1 of the planetary gear set PGS are blocked in one direction of rotation and released in the other direction of rotation by the fourth switching element 11 designed as brake B4.

[0221] In Fig. 24, the third switching element 10 and the fourth switching element 11 are formed by a first switching unit 10-11. In the left position, the first switching unit 10-11 fulfills the function of the switching clutch C3 of the third switching element 10, and in the right position, the function of the brake B4 of the fourth switching element 11. The fourth member GP4 of the planetary gear set PGS is blocked in one direction of rotation and released in the other direction of rotation by the fifth switching element 12, which here is designed as brake B5.

[0222] Furthermore, in Fig. 24, the second switching element 9 and the fifth switching element 12 are formed by a second switching unit 9-12. In the right position, the second switching unit 9-12 fulfills the function of the switching clutch C2 of the second switching element 9, and in the left position, the function of the brake B5 of the fifth switching element 12.

[0223] The first switching element 8, the second switching element 9, and the third switching element 10 are controlled by a common switching drum 20, which is rotated by a stepper motor SM controlled by an electronic control unit (ECU). The switching drum 20 has switching lanes 21, 22, 23, in each of which a switching finger 24, 25, 26 is guided and deflected axially between at least a first and a second switching position by the curve of the switching lanes 21, 22, 23.

[0224] The seventh version differs from the sixth version primarily in the arrangement of the torque limiter TL in the primary transmission PD on the primary pinion 16a of the primary spur gear 16.

[0225] Fig. 25 shows a hybrid drive unit 1 in an eighth embodiment, which differs from Fig. 20 primarily in that the stator 18 of the secondary drive machine EM formed by an electric machine and the primary drive pinion PD1 of the primary transmission PD are arranged overlapping, with at least one stator winding 18a of the stator 18 being omitted in the overlap area, as can be seen particularly in the section through the primary transmission PD shown in Fig. 26 along line XXVI-XXVI in Fig. 25. This allows for a saving of installation space in the axial direction and enables the hybrid drive unit 1 to be designed very compactly. The diameter of the rotor 19 is equal to or greater than the diameter of the primary transmission pinion PD1.

[0226] Furthermore, the eighth embodiment differs from the seventh embodiment in the design of the first switching unit 10-11 and the second switching unit 9-12. In the embodiment shown in Fig. 25, the design of the first switching unit 10-11 and the second switching unit 9-12 essentially corresponds to the embodiment shown in Fig. 21. In Fig. 25, the first switching unit 10-11, in the left position, fulfills the function of the switching clutch C3 of the third switching element 10, and in the right position, the function of the brake B4 of the fourth switching element 11. The second switching unit 9-12, in the left position, fulfills the function of the switching clutch C2 of the second switching element 9, and in the right position, the function of the brake B5 of the fifth switching element 12.

[0227] Fig. 27 shows hybrid drive unit 1 in a ninth embodiment. The primary drive shaft PDa and the secondary drive shaft SDa are arranged coaxially, with the primary drive shaft PDa guided inside the secondary drive shaft SDa, which is designed as a hollow shaft. The secondary drive machine EM, formed by an electric machine with a stator 18 and a rotor 19, has a hollow rotor 19 connected to the secondary drive shaft SDa, with the primary drive shaft PDa guided axially through the rotor 19. A torque limiter TL and a torque vibration damper TVD are arranged between the primary drive machine ICE and the first element GP1 of the planetary gear set PGS, which is formed by a Ravigneaux planetary gear set.The Ravigneaux planetary gear set comprises a sun gear S, a planetary gear set with first planet gears PI, a second planetary gear set with second planet gears P2, a first ring gear RI, and a second ring gear R2. The first planet gears PI and the second planet gears P2 are mounted on a planet carrier C. The ninth embodiment thus essentially corresponds to the gear scheme shown in Fig. 3.

[0228] The first element GP1 of the planetary gear set PGS is formed by the planet carrier C, and the second element GP2 by the sun gear S of the planetary gear set PGS. The sun gear S meshes with the first planet gears PI, which mesh with the first ring gear RI, forming the fourth element GP4 of the planetary gear set PGS. The first planet gears PI mesh with the second planet gears P2, which in turn mesh with the second ring gear R2, forming the third element GP3 ​​of the planetary gear set PGS.

[0229] The second ring gear R2 can be connected to the output shaft 5 via a first drive path 3 through a first switching element 8 formed by a switching clutch CI, the final drive FD and the differential 30, wherein a first spur gear 14 is arranged in the first drive path 3.

[0230] The final drive FD and the shift fork of the shift clutch C3 or the brake B4 of the shifting element 10-11 are arranged approximately in the same plane.

[0231] In Fig. 27, the second switching element 9 and the fifth switching element 12 are formed by a second switching unit 9-12. The switching unit 9-12 thus fulfills the function of the switching clutch C2 in one switching position – namely, the left switching position in Fig. 23 – and the function of the brake B5 in another switching position – namely, the right switching position in Fig. 27.

[0232] The first ring gear RI of the planetary gear set PGS can be connected to the output shaft 5 via the second switching unit 9-12 arranged in the second drive path 4. This establishes a drive connection between the first ring gear RI and the input of the second spur gear set 15 via the second switching unit 9-12. The second switching unit 9-12 is shown in the left position in Fig. 27.

[0233] The first drive path 3 of the hybrid drive unit 1 shown in Fig. 27 thus runs, in the activated state, via the second ring gear R2 and the first spur gear 14, whereby a drive connection between the third element GP3 ​​and the output shaft 5 is established by means of the first switching element 8. The switching coupling CI of the first switching element 8 is located in the left position in Fig. 27. The switching unit 9-12 is open in the illustrated central position, and the second drive path 4 is therefore interrupted.

[0234] The second drive path 4, when activated, runs via the first ring gear RI of the planetary gear set PGS and the second spur gear 15, with the switching unit 9-12 establishing the drive connection between the first ring gear RI and the first spur gear 14 when the switching unit 9-12 is in the left position in Fig. 25, and the switching clutch CI of the first switching element 8 is open, i.e., in the right position in Fig. 27.

[0235] In the embodiment shown in Fig. 27, the third switching element 10 and the fourth switching element 11 are further configured as a switching unit 10-11. In one position, the switching unit 10-11 functions as the shift clutch C3, and in another position, it functions as the brake B4. By switching the switching unit 10-11 in Fig. 27 to the right-hand position, the first ring gear RI and the planet carrier C, and thus the planet gear set PGS, can be locked. All elements GP1, GP2, GP3, and GP4 of the planet gear set PGS then rotate as a unit.

[0236] The first element GP1 of the planetary gear set PGS, formed by the planet carrier C, and thus the primary drive shaft PDa, can be blocked by the common switching element 10-11 when the switching element 10-11 is in the left position in Fig. 27. The switching element 10-11 thus acts as a brake B4.

[0237] The fourth element GP4 of the planetary gear set PGS is blocked by the switching unit 9-12 in the right position in Fig. 27 and released in the left position. The first switching element 8, the first switching unit 9-12, and the second switching unit 10-11 are also controlled here by a common switching drum 20, which is rotated by a stepper motor SM controlled by an electronic control unit ECU. The switching drum 20 has switching lanes 21, 22, 23, in each of which a switching finger 24, 25, 26 is guided and deflected axially between at least a first and a second switching position by the cam profile of the switching lanes 21, 22, 23.

[0238] The ninth version is particularly suitable for a transverse arrangement of the drive unit 1 in a front-wheel drive passenger vehicle.

[0239] With the sixth to ninth design variants shown in Figs. 24 to 27, 20 operating modes can be realized with a single switching drum according to the following switching table 4:

[0240] As an alternative to switching table 4, in versions without overrunning clutches 0WC4, 0WC5 in the sixth to ninth version variants, 20 operating modes can also be implemented with a single switching drum according to the following switching table 5:

[0241]

[0242] "X" in Tables 4 and 5 means that the corresponding switching element CI, Bl, C2, C3, B4, B5 is in the switched-on state, i.e., engaged or braked.

[0243] "Electric mode" means that the motor vehicle is driven forward or backward only by the secondary drive motor EM with positive or negative rotational speed.

[0244] "ICE Start" means that the primary propulsion engine is towed and started.

[0245] "Charging while stationary" means that the vehicle is stationary and the vehicle battery is being charged.

[0246] "Gl (Launch)" means that the motor vehicle is started by the primary drive motor ICE in first gear Gl.

[0247] "Gl (mp)" or "G5 (mp)" means that the vehicle is driven by the primary drive motor ICE at a mechanical operating point. The secondary drive motor EM operates in a torque-supporting mode. "ECVT1" or "ECVT2" means that the vehicle operates in an electronically controlled, continuously variable transmission (CVT) mode. The secondary drive motor EM operates in a torque-filling mode and supports the drive torque of the primary drive motor.

[0248] "G2", "G3", "G4" are drive modes with different gear ratios, whereby the torque or drive power is provided by both the primary drive machine ICM and the secondary drive machine EM - as a "boost".

[0249] "SP" are switching drum positions of the switching drum 20 with characteristic deflections of the switching lanes 21, 22, 23 for switching fingers 24, 25, 26 guided therein.

[0250] "SP1" refers to the first switching drum positions SP of switching drum 20 for switching different drive gears Gl, G2, G3, G4, G5, ECVT1, ECVT2 with the primary drive motor ICE. Drive gears Gl, G2, G3, G4, G5, ECVT1, ECVT2 are gears with a fixed or variable transmission ratio, in which torque or drive power is transmitted to the output shaft 5.

[0251] "SP2" refers to the second switching drum positions SP of switching drum 20, in which the primary drive motor ICE is towed by the secondary drive motor EM. This is the case, for example, in the "ICE-Start" operating mode, in which the primary drive motor ICE can be towed and started.

[0252] "SP3" refers to the third switching drum position SP of switching drum 20, in which no torque or drive power from the primary drive motor ICE and / or the secondary drive motor EM can be transmitted to the output shaft 5. This is the case, for example, in operating mode "N".

[0253] "SP4" is the fourth switching drum position SP of the switching drum 20, in which only torque or drive power can be transmitted by the secondary drive machine EM to the output shaft 5.

[0254] The switching drum 20 can be switched from the second switching drum position SP2 via the third switching drum position SP3 to the fourth switching drum position SP4 or from the fourth switching drum position SP4 via the third switching drum position SP3 to the second switching drum position SP2.

[0255] The switching lanes 21, 22, 23 on the outer surface of the switching drum 20 are designed to run continuously. The switching drum 20 is rotatable through 360° without end stops. This allows two switching paths between the secondary drive motor EM and the primary drive motor ICM, for example, to switch from switching drum position SP=1 with purely electric mode via the secondary drive motor EM to switching drum position SP=8 with the mechanical drive gear G3 via the primary drive motor: Electric mode^Gl^G2^G3 or Electric mode^G5^G4^G3.

[0256] The drive unit 1 according to the invention has the following advantages in the sixth to ninth embodiment variants:

[0257] • Electric reverse driving is possible;

[0258] • The regenerative braking torque is not limited by the starting torque of the primary drive motor ICE.

[0259] The following functional limitations exist:

[0260] • Reversing is only possible in electric mode. Suitable, for example, for two-wheeled vehicles and passenger cars;

[0261] • A torque interruption occurs when switching between mechanical and electrical modes. Suitable for applications with manually switched modes or predictive control (for example, two-wheeled vehicles, self-driving passenger cars);

[0262] • only sequential switching between Gl to G5 is possible;

[0263] • relatively long shifting maneuvers between G3 and electric mode;

[0264] • The shift forks of the shift clutch C2 and the brake B4 must contain pre-tensioned spring decouplers for reliable simultaneous shifting;

[0265] • There is no special SP shift drum position for charging while stationary. The service brakes in Gl-Start mode must be applied for charging while stationary.

[0266] Fig. 28a shows a hybrid drive unit 1 in a tenth embodiment, which differs from the seventh embodiment shown in Fig. 24 in that the planetary gear set PGS is formed by two coupled three-shaft planetary gear sets PGS1, PGS2. The four-shaft planetary gear unit shown has a first three-shaft planetary gear set PGS1 and a second three-shaft planetary gear set PGS2. The first three-shaft planetary gear set PGS1 has a first sun gear Sl, a first ring gear RI, first planet gears PI, and a first planet carrier Ca in which the first planet gears PI are mounted.

[0267] The second three-shaft planetary gear set PGS2 has a second sun gear S2, a second ring gear R2, second planet gears P2, and a second planet carrier Cb in which the second planet gears P2 are mounted. The first planet carrier Ca of the first three-shaft planetary gear set PGS1 is non-rotatably connected to the second sun gear S2 of the second three-shaft planetary gear set PGS2. The second planet carrier Cb of the second three-shaft planetary gear set PGS2 is non-rotatably connected to the first ring gear RI of the first three-shaft planetary gear set PGS1.

[0268] The first element GP1 of the planetary gear set PGS is formed by the first ring gear RI of the first three-shaft planetary gear set PGS1, and the second element GP2 of the planetary gear set PGS is formed by the first sun gear S1 of the first three-shaft planetary gear set PGS1. The third element GP3 ​​of the planetary gear set PGS is formed by the second sun gear S2 of the second three-shaft planetary gear set PGS2, and the fourth element GP4 of the planetary gear set PGS is formed by the second ring gear R2 of the second three-shaft planetary gear set PGS2.

[0269] In the illustrated embodiment, the first sun gear S1 and the second sun gear S2 are essentially identical, meaning they have the same diameter and the same number of teeth. Likewise, the first ring gear RI and the second ring gear R2 are essentially identical, with the same diameter and the same number of teeth. The first planet gears PI and the second planet gears P2 are also essentially identical.

[0270] A shift force limiter 31, 32, 33 is arranged between the shift fingers 24, 25, 26 and the shift forks F24, F25, F26.

[0271] Fig. 28b shows a hybrid drive unit 1 in an eleventh embodiment, which has the following differences compared to the tenth embodiment shown in Fig. 28a:

[0272] • The shift sleeves of the shift clutches Cl, C2, and C3 have a different arrangement. The shift sleeve of shift clutch C3 is located between the coaxial inputs 6, 7 of the first drive path 3 and the second drive path 4 of the transmission 2. The shift sleeves of the shift clutches CI and the shift unit C2-B5 are located on the output shaft 5. This arrangement requires less installation space in the axial direction and is also suitable for single-cylinder ICE internal combustion engines. Reference numeral FLW denotes a flywheel of the single-cylinder ICE internal combustion engine.

[0273] • Furthermore, both loose gears L14 and L15 of the first spur gear unit 14 and the second spur gear unit 15 are axially displaceable on the output shaft 5 via plain or needle bearings. • The shift fork Fl of the shift clutch CI, which forms the first shifting element 8, moves the loose gear L14 of the first spur gear unit 14 axially in order to engage it with the output shaft 5 via the jaw teeth and thus create a torque transmission path.

[0274] • The shift fork F2 of the combined second and fifth shift element 9-12, which forms the shift clutch C2 and the brake B5 through a common shift unit C2-B5, moves the loose gear L15 of the second spur gear 15 to engage it either via a jaw gear with the output shaft 5 to create a torque transmission path (C2) or to block it together with the ring gear R.2 of the second planetary gear set PGS2 in the housing for restarting the internal combustion engine ICE (B5).

[0275] With the eleventh embodiment shown in Fig. 28b, 20 operating modes can be realized with a single switching drum according to the following switching table 6:

[0276]

[0277] "LE" in switching table 6 means that the corresponding switching element C3-B4, B5-C2 and / or CI is located in the left position - with reference to Fig. 28b.

[0278] "RI" in switching table 6 means that the corresponding switching element C3-B4 or B5-C2 - with reference to Fig. 28b - is in the right position.

[0279] "Electric mode El" means that the vehicle is propelled forward or backward only by the secondary drive motor EM, which operates at a positive or negative speed. "ICE towing" means that the primary drive motor ICE is being towed.

[0280] "Gl (Launch)" means that the motor vehicle is started by the primary drive motor ICE in first gear Gl.

[0281] "Gl (mp)" or "G5 (mp)" means that the vehicle is driven by the primary drive motor ICE at a mechanical operating point. The secondary drive motor EM provides torque support. This adds another fixed gear ratio, with the secondary drive motor EM also acting as a brake.

[0282] "NI", "N2", "N3", "N4" are different idle modes in which no torque is transmitted between primary drive machine ICE and / or secondary drive machine EM and output shaft 5.

[0283] "ECVT1" or "ECVT2" means that the vehicle operates in an electronically controlled, continuously variable transmission (ECVT) mode. The secondary drive motor EM operates in a torque-filling mode and supports the drive torque of the primary drive motor.

[0284] Active torque replenishment occurs during driving mode (battery discharge). Passive torque replenishment occurs during braking mode (battery charging).

[0285] "G2", "G3", "G4", "G5" are drive modes with different transmission ratios, whereby the torque or drive power is provided by both the primary drive machine ICM and the secondary drive machine EM - as a "boost".

[0286] "SP" are switching drum positions of the switching drum 20 with characteristic deflections of the switching lanes 21, 22, 23 for switching fingers 24, 25, 26 guided therein.

[0287] Fig. 29 shows, for example, the development of a switching drum 20 for a drive unit 1 according to the invention in the seventh embodiment, with which the 14 drum switching positions shown in switching table 3 can be realized. As can be seen, the switching drum 20 has a first switching lane 21 for the first switching element 8, a common second switching lane 22 for the fifth switching element 12 and the second switching element 9, and a common third switching lane 23 for the third switching element 10 and the fourth switching element 11.

[0288] The first switching gate 21 controls two switching positions L and N. The second switching gate 22 and the third switching gate 23 each control three switching positions L, N, and R. Fig. 30 shows a shaft speed diagram of a gear ratio using the seventh embodiment as an example. The speed nic of the primary drive motor ICE, the speed HEM of the secondary drive motor EM, and the speed n5 of the output shaft 5 are shown for various operating modes G1 (Launch), G1 (mp), G2, G3, G4, and G5 (mp). Furthermore, the operating ranges ECVT1 and ECVT2 for the electronically controlled, continuously variable transmission modes ECVT1 and ECVT2 are shown, in which the secondary drive motor EM operates in a torque-filling mode. The mechanical points (mp) are clearly indicated.) at Gl and G5, the ICE start, the two ECVT modes ECVT1 and ECVT2 and the “boost” of the secondary drive machine EM in the drive modes G2, G3 and G4 are evident.

[0289] In the diagram shown in Fig. 31, the rotational speed nic n for the primary drive machine ICE, the rotational speed HEM of the secondary drive machine EM and the rotational speed n5 of the output shaft 5 for different switching drum positions SP of the design variants six to eight are shown.

[0290] The following section explains various switching processes in more detail with reference to Fig. 30:

[0291] A.) Switching from an electrical operating mode to a mechanical operating mode (see arrow A in Fig. 31)

[0292] If the mechanical target gear is Gl or G2 (low speed range or sport mode selected), the shift sequence is as follows:

[0293] - Step 1: Release of the electric motor's torque: Switch drum position SP=1

[0294] - Step 2: Disengaging the shift clutch C2 and releasing the brake B4: Shift drum position SP=2

[0295] - Step 3: Braking the secondary drive machine EM to a standstill: Switching drum position SP=2.

[0296] - Step 4: Activating the brake B5: Shift drum position SP=3

[0297] - Step 5: Towing the primary drive motor ICE with the secondary drive motor EM: Switch drum position SP=3

[0298] - Step 6: Starting up the primary drive motor ICE, releasing the brake B5: Switch drum position SP=4

[0299] - Step 7: Synchronizing the speed CE of the primary drive machine ICE and the speed HEM of the secondary drive machine EM with the speed ns of the output shaft 5 to prepare for engaging the clutch Cl (or the brake Bl): Shift drum position SP=4 - Step 8: As soon as the engagement parts of the clutch CI (or brake Bl) reach an acceptably low differential speed, the clutch CI (or brake Bl) is engaged: Shift drum position SP=5

[0300] - Step 9 (optional if G2 is the target gear): Synchronization of the speed nic of the primary drive motor ICE and the speed HEM of the secondary drive motor EM with the speed ns of the output shaft 5 to prepare the engagement of the shift clutch C3: Shift drum position SP=5

[0301] - Step 10 (optional if G2 is the target gear): As soon as the parts engaging the shift clutch C3 reach an acceptably low differential speed, the shift clutch C3 is engaged: Shift drum position SP=6

[0302] B.) Switching from an electrical operating mode to a mechanical operating mode

[0303] (see arrow B in Fig. 31)

[0304] If the mechanical target gear is G3, G4 or G5 (high-speed range), the switching sequence is as follows:

[0305] - Step 1: Release of the torque of the secondary drive motor EM: Switching drum position SP=1

[0306] - Step 2: Disengaging the shift clutch C2 and releasing the brake B4: Shift drum position SP=14

[0307] - Step 3: Braking the secondary drive machine EM to a complete standstill: Switching drum position SP=14.

[0308] - Step 4: Activating the brake B5: Shift drum position SP=13

[0309] - Step 5: Towing the primary drive motor ICE by the secondary drive motor EM: Switching drum position SP=13

[0310] - Step 6: Starting up the primary drive motor ICE, releasing the brake B5: Switch drum position SP=12

[0311] - Step 7: Synchronizing the speed C E of the primary drive motor ICE and the rotational speed n E w of the secondary drive machine EM with the rotational speed ns of the output shaft 5 to prepare for the engagement of C2: shift drum position SP=12

[0312] - Step 8: As soon as the engagement parts of the shift clutch C2 reach an acceptably low differential speed, the shift clutch C2 is engaged: Shift drum position SP=11

[0313] - Step 9 (optional if G4 is the target gear): Synchronization of the speed nic of the primary drive motor ICE and the speed HEM of the secondary drive motor EM with the speed ns of the output shaft 5 to prepare the engagement of the shift clutch C3: Shift drum position SP=11

[0314] - Step 10 (optional, if G4 is the target gear): As soon as the engagement parts of the shift clutch C3 reach an acceptably low differential speed, the shift clutch C3 is engaged: Shift drum position SP=10

[0315] - Step 11 (optional, if G3 is the target gear): Disengaging the shift clutch C3: Shift drum position SP=9

[0316] - Step 12 (optional if G3 is the target gear): Synchronization of the rotational speed C E of the primary drive motor ICE and the rotational speed n Ew of the secondary drive machine EM with the rotational speed ns of the output shaft 5 to prepare for the engagement of the shift clutch Cl (or the activation of the brake Bl): shift drum position SP=9

[0317] - Step 13 (optional if G3 is the target gear): As soon as the engaging parts of the shift clutch Cl (or the brake Bl) reach an acceptably low differential speed, CI (or Bl) is engaged: Shift drum position SP=8

[0318] C.) Switching from a mechanical operating mode to an electrical operating mode

[0319] (see arrow C in Fig. 31)

[0320] If the current mechanical gear is GL or G2 (low speed range or sport mode selected), the shift sequence is as follows:

[0321] - Step 1 (optional, if G2 is the current gear): Release of torque from the primary drive motor ICE: Shift drum position SP=6

[0322] - Step 2 (optional, if G2 is the current gear): Disengaging the shift clutch C3: Shift drum position SP=5

[0323] - Step 3 (optional, if Gl is the current gear): Releasing the torque of the primary drive motor ICE: Shift drum position SP=5

[0324] - Step 4: Disengaging the shift clutch Cl (releasing the brake Bl): Shift drum position SP=4

[0325] - Step 5: Stopping the primary drive motor ICE and the secondary drive motor EM: Switch drum position SP=4

[0326] - Step 6: Engaging the shift clutch B5: Shift drum position SP=3

[0327] - Step 7: Releasing the brake B5: Shift drum position SP=2

[0328] - Step 8: Starting up the secondary drive machine EM to prepare for engaging the switching clutch C2: Switching drum position SP=2.

[0329] - Step 9: As soon as the parts acting on the clutch C2 reach an acceptably low differential speed, the clutch C2 and the brake B4 are activated: Shift drum position SP=1. - Step 10: Build-up of the torque of the secondary drive motor EM, electric drive: Shift drum position SP=1.

Claims

PATENT CLAIMS 1. Hybrid drive unit (1) for a motor vehicle, comprising a primary drive motor (ICE), a secondary drive motor (EM) and a transmission (2) comprising at least one planetary gear set (PGS) with a first drive path (3) and a second drive path (4) and an output shaft (5) which can be selectively connected to the first drive path (3) or the second drive path (4), characterized in that • the planetary gear set (PGS) has a first element (GP1), a second element (GP2), a third element (GP3) and a fourth element (GP4), • wherein the first link (GP1) is connected or connectable to a primary drive shaft (PDa) of the primary drive machine (ICE), the second link (GP2) to a secondary drive shaft (SDa) of the secondary drive machine (EM), the third link (GP3) to the first drive path and the fourth link (GP4) to the second drive path, and that • a first switching element (8) is designed to connect the first drive path (3) to the output shaft (5) in a switching position, • a second switching element (9) is designed to connect the second drive path (4) to the output shaft (5) in a switching position, and • a third switching element (10) is designed to connect two members of the planetary gear set, in particular the third member (GP3) and the fourth member (GP4) of the planetary gear set (PGS), to each other in a rotationally fixed manner in a switching position.

2. Hybrid drive unit (1) according to claim 1, characterized in that the planetary gear set (PGS) is formed by a four-shaft planetary gear unit, preferably a Ravigneaux planetary gear set, a compound planetary gear set or two coupled three-shaft planetary gear sets (PGS1, PGS2).

3. Hybrid drive unit (1) according to claim 1 or 2, characterized in that a partial transmission (140, 150) is arranged in at least one drive path (3, 4), wherein the partial transmission (140, 150) is designed as a spur gear transmission (14, 15) or as a planetary gear transmission (13) - preferably as a three-shaft planetary gear transmission.

4. Hybrid drive unit (1) according to claim 3, characterized in that a first spur gear unit (14) is arranged in the first drive path (3) and a second spur gear unit (15) is arranged in the second drive path (4), wherein preferably the first spur gear unit (14) and the second spur gear unit (15) have different transmission ratios (il, i2).

5. Hybrid drive unit (1) according to one of claims 1 to 4, characterized in that the first switching element (8) and / or the second switching element (9) is / are formed by a switching clutch (Cl, C2) or a brake (Bl, B2).

6. Hybrid drive unit (1) according to one of claims 1 to 5, characterized in that the third switching element (10) is formed by a switching clutch (C3).

7. Hybrid drive unit (1) according to one of claims 1 to 6, characterized in that the hybrid drive unit (1) has a fourth switching element (11) which is designed to block the first member (GP1) of the planetary gear set (PGS) in a direction of rotation, wherein the fourth switching element (11) is preferably formed by an overrunning clutch (0WC4) or a switchable brake (B4).

8. Hybrid drive unit (1) according to one of claims 1 to 7, characterized in that the hybrid drive unit (1) has a fifth switching element (12) which is configured to block the second member (GP2) or the fourth member (GP4) of the planetary gear set (PGS) in a direction of rotation, wherein preferably the fifth switching element (12) is formed by an overrunning clutch (0WC5) or a switchable brake (B5).

9. Hybrid drive unit (1) according to one of claims 1 to 8, characterized in that at least two switching elements (10, 11; 9, 12) are formed by a common switching unit (10-11; 9-12), wherein preferably the third switching element (10) and the fourth switching element (11) are formed by a first switching unit (10-11) and / or the second switching element (9) and the fifth switching element (12) are formed by a second switching unit (9-12).

10. Hybrid drive unit (1) according to one of claims 1 to 9, characterized in that the primary drive machine (ICE) is connected or connectable to the first member (GP1) of the planetary gear set (GPS) via a primary transmission (PD), wherein the primary transmission (PD) is preferably formed by a primary spur gear (16), wherein the primary spur gear (16) has a primary pinion (16a) which is in tooth mesh with a primary gear (16b).

11. Hybrid drive unit (1) according to claim 10, characterized in that the primary pinion (16a) of the primary transmission (PD) and a stator (18) of the secondary drive machine (EM) formed by an electric machine - viewed in the axial direction of the primary drive shaft (PDa) - are arranged overlapping, wherein at least one stator winding (18a) of the stator (18) is omitted in an overlap area.

12. Hybrid drive unit (1) according to one of claims 1 to 11, characterized in that the secondary drive machine (EM) is connected or connectable to the second member (GP2) of the planetary gear set (GPS) via a secondary transmission (SD), wherein preferably the secondary transmission (SD) is formed by a secondary helical gear set (17).

13. Hybrid drive unit (1) according to one of claims 1 to 12, characterized in that the secondary drive shaft (SDa) is arranged coaxially with the planetary gear set (PGS).

14. Hybrid drive unit (1) according to one of claims 1 to 13, characterized in that the primary drive shaft (PDa) and the secondary drive shaft (SDa) are arranged coaxially.

15. Hybrid drive unit (1) according to one of claims 1 to 13, characterized in that the primary drive shaft (PDa) and the secondary drive shaft (SDa) are arranged parallel offset to each other.

16. Hybrid drive unit (1) according to one of claims 1 to 15, characterized in that at least the first switching element (8), the second switching element (9) and the third switching element (10) can be switched via a switching drum (20), wherein the switching drum (20) has several - preferably at least seven - successive first switching drum positions (SP1) for switching different drive gears (Gl, G2, G3, G4, G5, ECVT1, ECVT2) in which drive power can be transferred from the primary drive machine (ICE) to the output shaft (5), wherein the first switching drum positions (SP1) are flanked by at least two second switching drum positions (SP2) in which the primary drive machine (ICE) is towed by the secondary drive machine (EM).

17. Hybrid drive unit (1) according to claim 16, characterized in that the switching drum (20) has at least a third switching drum position (SP3) between a first switching drum position (SP1) and a second switching drum position (SP2), in which no drive power of the primary drive machine (ICE) and / or the secondary drive machine (EM) can be transmitted to the output shaft (5).

18. Hybrid drive unit (1) according to claim 16 or 17, characterized in that in at least a fourth switching drum position (SP4) of the switching drum (20) drive power can only be transmitted to the output shaft (5) by the secondary drive machine (EM), wherein preferably the switching drum (20) can be switched from the second switching drum position (SP2) to the fourth switching drum position (SP4) and vice versa, wherein a third switching drum position (SP3) is particularly preferably arranged between the second switching drum position (SP2) and the fourth switching drum position (SP4).

19. Hybrid drive unit (1) according to one of claims 16 to 18, characterized in that the switching drum (20) has switching lanes (21, 22, 23) extending continuously around its outer surface, wherein the switching drum (20) is rotatable without stops about its drum axis.

20. Method for operating a hybrid drive unit (1) for a motor vehicle, comprising a primary drive motor (ICE), a secondary drive motor (EM) and a transmission (2) comprising at least one planetary gear set (PGS) with a first element (GP1), a second element (GP2), a third element (GP3) and a fourth element (GP4), which has a first drive path (3) and a second drive path (4) and an output shaft (5) which is selectively connected to the first drive path (3) or the second drive path (4), in particular according to one of claims 1 to 19, characterized in that • the primary drive machine (ICE) and the secondary drive machine (EM) transmit drive power via the planetary gear set (PGS) and either via the first drive path (3) or the second drive path (4) to the output shaft (5), wherein • the primary drive motor (ICE) transmits a first drive power to the first element (GP1) and the secondary drive motor (EM) transmits a second drive power to the second element (GP2) of the planetary gear set (PGS), • a first switching element (8) in a switching position connects the first drive path (3) to the output shaft (5) in a drive-related manner, • a second switching element (9) in a switching position connects the second drive path (4) to the output shaft (5) in a drive-oriented manner, • a third switching element (10) in a switching position connects two members of the planetary gear set, in particular the third member (GP3) and the fourth member (GP4) of the planetary gear set (PGS) to each other in a rotationally fixed manner, • at least the first switching element (8), the second switching element (9) and the third switching element (10) are switched via a switching drum (20), • the primary drive machine (ICE) drives the first element (GP1) in several - preferably at least seven - successive first switching drum positions (SP1) to switch different drive gears, and is towed by the secondary drive machine (EM) in at least two second switching drum positions (SP2) flanking the first switching drum positions (SP1).

21. Method according to claim 20, characterized in that in at least one third switching drum position (SP3) arranged between a first switching drum position (SP1) and a second switching drum position (SP2) no drive power of the primary drive machine (ICE) and the secondary drive machine (EM) is transmitted to the output shaft (5).

22. Method according to claim 20 or 21, characterized in that in at least a fourth switching drum position (SP4) of the switching drum (20) only a second drive power is transmitted by the secondary drive machine (EM) to the output shaft (5), wherein preferably switching is carried out indirectly or directly from the second switching drum position (SP2) to the fourth switching drum position (SP4), wherein particularly preferably a third switching drum position (SP3) is assumed between the second switching drum position (SP2) and the fourth switching drum position (SP4), in which no drive power from the primary drive machine (ICE) and the secondary drive machine (EM) is transmitted to the output shaft (5).

23. Method according to one of claims 20 to 22, characterized in that in at least one operating mode of the drive unit (1) a fourth switching element (11) blocks the first member (GP1) in at least one direction of rotation.

24. Method according to one of claims 20 to 23, characterized in that in at least one operating mode of the drive unit (1) a fifth switching element (12) blocks the second member (GP2) or the fourth member (GP4) in at least one direction of rotation.

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