DE102022122270A1 - Gear unit for a drive unit for a motor vehicle, drive unit with such a gear unit and motor vehicle with such a drive unit - Google Patents

Abstract

The invention relates to a transmission unit (1), a drive unit and a motor vehicle. The transmission unit (1) has a drive gear section (3), a differential gear section (4) and a transfer case section (5). A drive element (18) and an output element (20) of the drive transmission section (3) can be coupled or decoupled by means of a drive transmission switching element (22). A respective differential output gear (16, 17) is connected to a respective output shaft (13, 15) of the transmission unit (1). A primary planetary gear carrier (7) of the differential gear section (4) is connected to the output element (20). By means of a transfer case switching element (33) of the transfer case unit (5), a transfer drive element (23) can be selectively connected to a first (25) or to a second transfer output element (26). The respective distributor output element (25, 26) is connected to a respective secondary drive element (6, 8) of the differential gear section (4).

Description

The present invention relates to a transmission unit for a drive unit for a motor vehicle. The invention further relates to a drive unit which has the transmission unit and two electric drive machines, in particular a primary drive machine and a secondary drive machine. The invention further relates to a motor vehicle which has the drive unit. The motor vehicle, which is designed in particular as a passenger car and/or truck, is an at least partially electrically driven/moveable motor vehicle, for example a hybrid motor vehicle or a purely electrically driven motor vehicle.

It has proven to be advantageous in the development of electric drive units for motor vehicles if a drive axle of the motor vehicle has two electric drive machines in order to be able to provide a respective torque to both wheels (tire-rim combinations) of the same drive axle in a targeted and wheel-specific manner. Such a function is also known as torque vectoring. Torque vectoring refers to the active and targeted delivery of drive torque to both wheels on the drive axle. Torque vectoring is used, for example, to support turning when cornering, with the drive torque being directed correspondingly more strongly to the wheels on the outside of the curve. By means of a control unit that has appropriate sensors, for example wheel speed sensors, a difference in the speed of the wheels can be detected and the torque can be metered and delivered individually to each wheel. This also makes it possible to achieve particularly agile driving behavior of the appropriately equipped motor vehicle.

Nowadays, for example, the secondary drive machine is used for torque vectoring, which is usually smaller than the primary drive machine and therefore has lower performance than the primary drive machine. If, for example, the user or driver of the motor vehicle only requires a particularly small amount of power, for example in city traffic, the primary drive machine may be under-stressed, which means that it is operated at an unfavorable operating point. In such a low-load operation, the primary drive machine is operated particularly inefficiently. In city traffic, due to the low driving speeds required, the secondary drive machine is usually only transported in a motor vehicle and is rarely used. There is therefore a need to give the secondary drive machine greater functionality so that, at least in city traffic, it does not just form cargo carried in the motor vehicle.

A conventional torque vectoring transmission is in the DE 10 2019 107 538 A1 proposed, by means of which a distribution of the output torques is achieved in a drive train with two drives and two outputs, which can be divided continuously between the two outputs.

In addition, it reveals DE 10 2018 117 206 A1 a conventional drive device for a motor vehicle, with two electric machines, the rotor shafts of which are coupled to a differential. By means of a torque vectoring unit, to which one of the electric machines belongs, a redistribution torque is introduced into the differential in order to redistribute torque between two output shafts and thereby carry out a targeted acceleration of one of the two output shafts.

From the DE 10 2012 212 268 B4 discloses a conventional axle drive system for a motor vehicle, which has a transmission unit that can be switched by means of an electric motor as well as a drive machine and a torque vectoring electric motor.

The object of the invention is to create a particularly flexible and versatile torque vectoring device.

This task is solved by the subject matter of the independent patent claims. Further possible embodiments of the invention are disclosed in the subclaims, the description and the figures. Features, advantages and possible configurations that are set out in the description for one of the subjects of the independent claims are at least analogous across categories and embodiments as features, advantages and possible refinements of the respective subject matter of the other independent claims and every possible combination of the subjects of the independent claims, possibly in conjunction with one or more of the subclaims.

According to the invention, a transmission unit for a drive unit for a motor vehicle, which is designed in particular as a passenger car and/or as a truck, is proposed. Furthermore, according to the invention, a drive unit for a motor vehicle is proposed, wherein the drive unit has the transmission unit and two electric drive machines, namely a primary drive machine and a secondary drive machine. This means that when the gear unit is installed in the intended position, it is a component of the drive unit. Further beats The invention proposes a motor vehicle that can be driven/moved entirely or partially electrically - that is, a motor vehicle that can be driven purely electrically or a hybrid motor vehicle - which has the drive unit and consequently the transmission unit. It is conceivable that the primary drive machine is designed as an internal combustion engine or has an internal combustion engine instead of as an electric machine. If the drive unit is inserted in its intended installation position, the drive unit forms a component of the motor vehicle. The drive unit is in particular a first axle of the motor vehicle (for example a front axle) or a second axle of the motor vehicle (for example a rear axle of the motor vehicle). Furthermore, it is conceivable that the motor vehicle has two or more such drive axles, that is, two or more drive units. The present description also discloses a method for controlling the transmission unit and/or the drive unit, wherein the method can be carried out, for example, by means of a control unit, such as a transmission control unit.

For the entire description, the expression “rotatably coupled” or “rotatably connected” or the like refers to direct meshing (tooth in tooth) of corresponding sprockets as well as indirect meshing (for example via a toothed belt, a toothed chain or another endless traction device). of the two corresponding sprockets. The term “rotatably coupled” or “rotatably connected” etc. does not necessarily mean a direct non-positive, positive and/or material connection between the two elements described, but rather that free relative rotation between the two elements is blocked.

The transmission unit has a drive transmission section, a differential transmission section and a transfer case section, which can also be referred to as a torque vectoring transmission section. This means that the transmission unit is formed from the drive gear section, the differential gear section and the transfer case section.

The drive transmission section has a drive element which is designed to be connected in a rotationally fixed manner to a primary rotor shaft of the electric primary drive machine of the drive unit. Accordingly, the primary rotor shaft and the drive element in the drive unit or in the motor vehicle having the drive unit are connected to one another in a rotationally fixed manner. The drive transmission section also has a drive transmission switching element that is adjustable between a drive coupling position and a drive decoupling position. In the drive coupling position of the drive transmission switching element, the drive element and an output element of the drive transmission section are coupled to one another in a rotationally fixed manner, whereas in the drive decoupling position of the drive transmission switching element, the drive element and the output element are decoupled from one another. The output element of the drive gear section is, for example, a shaft journal, a spur gear rim, etc.

The differential gear section of the gear unit has a first differential output gear, which is designed in particular as a first output sun gear. The first differential output gear and a first output shaft of the transmission unit are connected to one another in a rotationally fixed manner. In addition, the differential gear section has a second differential output gear, which is designed in particular as a second output sun gear. The second differential output gear and a second output shaft of the transmission unit are connected to one another in a rotationally fixed manner. A primary planetary gear carrier of the differential gear section is connected in a rotationally fixed manner to the output element of the drive gear section.

Furthermore, the differential gear section has a first secondary drive element and a second secondary drive element.

The transfer case section or torque vectoring transmission section comprises a transfer drive element which is designed to be connected in a rotationally fixed manner to a secondary rotor shaft of the secondary drive machine of the drive unit. Accordingly, for the drive unit, the secondary rotor shaft and the distributor drive element are connected to one another in a rotationally fixed manner. The transfer case section also includes a first transfer output element which is connected in a rotationally fixed manner to the first secondary drive element of the differential gear section. A second distributor output element of the transfer case section, on the other hand, is connected in a rotationally fixed manner to the second secondary drive element of the differential gear section. The transfer case section further has a transfer case switching element which can be adjusted from a distributor decoupling position either into a first distributor coupling position or into a second distributor coupling position. In the distributor decoupling position, which can also be referred to as the neutral position of the transfer case switching element, the distributor drive elements and the secondary drive elements of the differential gear section are decoupled from one another. In the first distributor coupling position, the first distributor drive element and the first secondary drive element are coupled to one another in a rotationally fixed manner, while the second distributor drive element and the second secondary drive element are decoupled from one another. Conversely, the second distributor coupling position is in which the second distributor drive element and the second secondary drive element are coupled to one another in a rotationally fixed manner, while the first distributor drive element and the first secondary drive element are decoupled from one another.

In particular, the described gear elements of the differential gear section and the transfer case section as well as the secondary drive machine are arranged along a common main gear axis. Accordingly, the secondary rotor shaft can be a hollow shaft which is arranged coaxially to the main transmission axis. The drive transmission section and/or the primary drive machine can/can be arranged away from the main transmission axis, wherein a longitudinal center axis of the output element and the main transmission axis can be arranged parallel to one another, perpendicular to one another or obliquely to one another. It is, for example, conceivable that the rotationally fixed connection between the primary planetary gear carrier and the output element is realized by means of a spur gear stage or a bevel gear stage. The primary planetary gear carrier is generally a primary drive element of the differential gear section.

• Soll die Antriebseinheit geschleppt oder gezogen werden, beispielsweise mittels eines Primärachsantriebs (zum Beispiel einer weiteren Antriebseinheit) des Kraftfahrzeugs oder mittels eines als Zugfahrzeug für das Kraftfahrzeug fungierenden, weiteren Kraftfahrzeugs, wird die Antriebseinheit, die mit der Getriebeeinheit ausgerüstet ist, in einem ersten Betriebsmodus betrieben, der auch als Leerlauf oder Schleppbetriebsmodus bezeichnet werden kann. Im Leerlauf bzw. im ersten Betriebsmodus sind beide Schaltelemente in die jeweilige Entkopplungsstellung verstellt - die beiden Abtriebswellen sind relativ zueinander frei dreh- bzw. rotierbar.

The gear unit results in a method for operating the gear unit or the drive unit, which has at least five operating modes:

• If the drive unit is to be towed or pulled, for example by means of a primary axle drive (for example another drive unit) of the motor vehicle or by means of a further motor vehicle that acts as a towing vehicle for the motor vehicle, the drive unit, which is equipped with the transmission unit, is operated in a first operating mode , which can also be referred to as idle or drag mode. When idling or in the first operating mode, both switching elements are adjusted to the respective decoupling position - the two output shafts can rotate freely relative to one another.

A further, for example second, operating mode of the transmission unit or drive unit is a first single-machine operating mode in which the torque is generated only by means of the primary drive machine. In the first single-machine operating mode, the drive transmission switching element is placed in the drive coupling position, with the transfer case switching element being placed in the distributor decoupling position. Accordingly, on the one hand, the drive element and the output element are coupled to one another in a rotationally fixed manner, and on the other hand, the distributor drive elements and the secondary drive elements of the differential gear section are decoupled from one another. A targeted wheel-specific torque delivery, i.e. torque vectoring, does not take place in this operating mode; In particular, in this operating mode, the secondary drive machine is deactivated or switched to an all-strand short circuit, while the primary drive machine functions as a solo drive machine in this operating mode. In this case, a torque/speed compensation between a wheel on the inside of a curve and a wheel on the outside of a curve is ensured by the differential gear section. The drive unit or transmission unit can be switched to this second operating mode, for example, for constant straight-ahead travel.

If comparatively little drive power is required, i.e. there is a comparatively low driving performance requirement (e.g. if there is little acceleration required in traffic jams, stop-and-go, etc.), the drive unit or the transmission unit is in a further, for example third, operating mode, namely in a second single-machine operating mode , operated. Here the drive transmission switching element is adjusted to its drive decoupling position, whereas the transfer case switching element is adjusted to its first distributor coupling position. As a result, on the one hand, the drive element and the output element are decoupled from one another, and on the other hand, the first distributor drive element and the first secondary drive element are coupled to one another in a rotationally fixed manner. Consequently, in the second single-engine operating mode, the torque is generated only by the secondary drive machine; In particular, in this operating mode, the primary drive machine is deactivated or switched to an all-strand short circuit. In this operating mode, the secondary drive machine functions as a solo drive machine. A torque/speed compensation between a wheel on the inside of a curve and a wheel on the outside of a curve is also ensured in this case by the differential gear section. In the second single-machine operating mode, i.e. in the third operating mode, the secondary drive machine acting as the solo drive machine is operated more efficiently with low load requirements than the primary drive machine with the same low performance requirement. In the second single-machine operating mode, power can be transmitted to both wheels by means of the actively operated solo drive machine, i.e. the secondary drive machine. This leads to an increase in load during low-load operation and thus to a significant shift in the Operating point of the solo drive machine towards better efficiency compared to the first single-machine operating mode with the same load requirement. A significant reduction in the energy requirement for driving or moving the motor vehicle (particularly in the WLTP cycle or constant travel) is achieved.

The transmission unit or drive unit can also be operated in a further, for example fourth, operating mode if there is a particularly high driving performance requirement, for example for overtaking maneuvers etc. In this operating mode, the drive transmission switching element is adjusted to its drive coupling position, with the transfer case switching element being adjusted to its second distributor coupling position. This means, on the one hand, the drive element and the output element are coupled to one another in a rotationally fixed manner, and on the other hand, the second distributor drive element and the second secondary drive element are coupled to one another in a rotationally fixed manner. Both drive machines, i.e. the primary drive machine and the secondary drive machine, thus drive the differential gear section and consequently the output shafts. In this case, the secondary drive machine acts as a so-called boost machine. Accordingly, the fourth operating mode is a first two-machine operating mode.

If the targeted wheel-specific torque delivery, i.e. torque vectoring, is required (e.g. when cornering, for high lateral dynamics, etc.), a first torque is required on the first output shaft and a second torque that is different from the first torque is required on the second output shaft the transmission unit is operated in a further, for example fifth, operating mode, namely in a second two-machine operating mode. The drive transmission switching element is adjusted in its drive coupling position, whereby, on the one hand, the drive element and the output element are coupled to one another in a rotationally fixed manner. In contrast, the transfer case switching element is adjusted to its first distributor coupling position, whereby, on the other hand, the first distributor drive element and the first secondary drive element are coupled to one another in a rotationally fixed manner. Here, the secondary drive machine is used as a pure torque vectoring machine, while the primary drive machine is mainly used as a propulsion-generating machine.

The transmission unit can be used or used in a particularly versatile and/or flexible manner and significantly supports particularly low-emission and/or efficient operation of the motor vehicle that has the drive unit and, as a result, the transmission unit. Because when the load is low, the secondary drive machine is carried in the motor vehicle not just as cargo, that is, not just as a non-functional mass object. Instead, the secondary drive machine is used or used particularly efficiently at low load requirements by using the secondary drive machine as a propulsion-generating drive machine for the motor vehicle at the low load requirement, which is operated at a significantly better operating point and therefore significantly more efficiently than the primary drive machine at the same load requirement. In addition, the secondary drive machine can be used as a boost machine and as a torque vectoring machine. The drive unit, which has the gear unit, thus advantageously offers multifunctionality.

• - einen ersten Getriebeschaltzustand, in welchem die Schaltelemente in deren jeweiliger Entkopplungsstellung angeordnet sind,
• - einen zweiten Getriebeschaltzustand, in welchem das Antriebsgetriebeschaltelement in dessen Antriebskopplungsstellung verstellt ist und das Verteilergetriebeschaltelement in dessen Verteilerentkopplungsstellung verstellt ist,
• - einen dritten Getriebeschaltzustand, in welchem das Antriebsgetriebeschaltelement in dessen Antriebsentkopplungsstellung verstellt ist und das Verteilergetriebeschaltelement in dessen erste Verteilerkopplungsstellung verstellt ist,
• - einen vierten Getriebeschaltzustand, in welchem das Antriebsgetriebeschaltelement in dessen Antriebskopplungsstellung verstellt ist und das Verteilergetriebeschaltelement in dessen erste Verteilerkopplungsstellung verstellt ist,
• - einen fünften Getriebeschaltzustand, in welchem das Antriebsgetriebeschaltelement in dessen Antriebskopplungsstellung verstellt ist und das Verteilergetriebeschaltelement in dessen zweite Verteilerkopplungsstellung verstellt ist.

According to a possible further embodiment, the transmission unit has a transmission switching device which is set up to switch the switching elements in such a way that the transmission unit can be selectively switched into the following transmission switching states by means of the transmission switching device, namely in

• - a first transmission switching state in which the switching elements are arranged in their respective decoupling position,
• - a second transmission switching state in which the drive transmission switching element is adjusted in its drive coupling position and the transfer case switching element is adjusted in its distributor decoupling position,
• - a third transmission switching state, in which the drive transmission switching element is adjusted to its drive decoupling position and the transfer case switching element is adjusted to its first distributor coupling position,
• - a fourth transmission switching state, in which the drive transmission switching element is adjusted to its drive coupling position and the transfer case switching element is adjusted to its first distributor coupling position,
• - a fifth transmission switching state, in which the drive transmission switching element is adjusted in its drive coupling position and the transfer case switching element is adjusted in its second distributor coupling position.

The general rule for the transmission unit is that during operation of the transmission unit or the drive unit, the transmission switching device is used to activate and deactivate the possible operating modes or to switch the transmission unit between the possible operating modes. Esp The transmission unit is then switched to the first operating mode by the transmission switching device triggering or establishing the first transmission switching state. The transmission unit is switched to the second operating mode by the transmission switching device establishing or triggering the second transmission switching state. Furthermore, the transmission unit is switched to the third operating mode by the transmission switching device establishing or triggering the third transmission switching state. In an analogous manner, the transmission unit is switched to the fourth operating mode by the transmission switching device establishing or triggering the fourth transmission switching state. Furthermore, the transmission unit is switched to the fifth operating mode by the transmission switching device establishing or triggering the fifth transmission switching state. For this purpose, the transmission switching device can, for example, have an adjusting element, such as a shift drum, by means of which the switching elements are kinematically coupled to one another in such a way that the transmission switching states can be switched through in series while adjusting the adjusting element. Furthermore, a transmission switching device or an adjusting element is conceivable, by means of which switching can be carried out directly between the transmission switching states.

In the method for operating the transmission unit or drive unit, for example - in particular starting from the first transmission switching state - the following switching sequence is conceivable. By means of a first adjustment step of the transmission switching device, the transmission unit is adjusted into the second transmission switching state, the drive transmission switching element being moved from the drive decoupling position into the drive coupling position, and by adjusting the drive transmission switching element into the drive coupling position, the transfer case switching element is adjusted into the distributor decoupling position or held therein or vice versa; the second transmission switching state has been reached. By means of a second adjustment step of the transmission switching device, the transmission unit is then switched from the second transmission switching state to the third transmission switching state, the drive transmission switching element being switched from the drive coupling position into the drive decoupling position, wherein while adjusting the drive transmission switching element into the drive decoupling position, the transfer case switching element is moved from its distributor decoupling position into the first distributor coupling position is adjusted or vice versa. As a result, the third transmission switching state is/is reached. The transmission unit is then switched from the third transmission switching state to the fourth transmission switching state by moving the drive transmission switching element from the drive decoupling position into the drive coupling position by means of a third adjustment step of the transmission switching device, wherein while adjusting the drive transmission switching element in its drive coupling position, the transfer case switching element is switched into the first distributor coupling position or in the first distributor coupling position is held or vice versa. This means that the fourth transmission switching state is or is reached. The transmission unit or drive unit is switched from the fourth to the fifth operating mode, in which the transmission unit is switched by means of a fourth adjustment step of the transmission switching device. For this purpose, the drive transmission switching element is switched into the drive coupling position or held in the drive coupling position, with the transfer case switching element being switched into the second distributor coupling position while holding/adjusting the drive transmission switching element in its drive coupling position, for example from the first distributor coupling position. This is how the fifth transmission switching state is achieved. A sixth adjustment step of the transmission switching device can be provided, by means of which the transmission unit can be switched from the fifth transmission switching state directly to the first transmission switching state. For this purpose, the drive transmission switching element is adjusted into the drive decoupling position, and while adjusting the drive transmission switching element, the transfer case switching element is adjusted into its distributor decoupling position, for example from the second distributor decoupling position, so that the first transmission switching state is reached again. In any case, that is to say for each adjustment step, it applies that switching or holding one of the switching elements requires switching or holding the corresponding other of the switching elements. For example, the switching elements are kinematically coupled to one another by means of the transmission switching device, in particular its adjusting element.

The switching sequence described here, according to which the transmission unit can be switched into the transmission switching states, is only one of many conceivable switching sequences; The transmission switching states described can be switched in a different switching order. In addition, one or more adjustment steps can be skipped. In other words: The transmission switching device can be switched from any transmission switching state directly to another desired transmission switching state. Neither a hierarchy of the transmission switching states or operating modes nor a mandatory switching sequence can be derived from the number words used to describe the transmission switching states and the operating modes.

Due to the adjusting element of the transmission switching device, which is used in the transmission If in particular exactly one is provided, the transmission unit can be switched to the respective desired transmission switching state, that is to say into the respective desired operating mode, particularly easily and/or with little effort.

Another possible embodiment of the transmission unit provides that the transfer case section has a single-stage or multi-stage transfer planetary gear set. A multi-stage distributor planetary gear set is here understood to mean a planetary gear set that has a single sun gear and a single ring gear. In addition, such a multi-stage planetary gear set has at least two planetary gear stages, which are rotatably mounted on the single planet carrier of the multi-stage planetary gear set. Such a planetary gear stage can be implemented, for example, by a stepped planetary gear or by two individual planetary gears that mesh with one another on the front side. By using a planetary gear set in the transfer case section, this can be made particularly compact, which takes particular account of the idea of a particularly compact gear unit overall. In order to advantageously increase a functional scope and/or a transmission ratio spread of the transfer case section, it can be provided that the transfer case section has two or more transfer case planetary gear sets.

In connection with the transfer case section, which has the at least one transfer case planetary gear set, a further possible embodiment of the transmission unit proposes that the transfer drive element is formed by a sun gear of the transfer case planetary gear set, wherein the transfer case switching element is connected in a rotationally fixed manner on the one hand to a planetary gear carrier of the transfer case planetary gear set, whereby by means of the transfer case switching element The first distributor output element or the second distributor output element can be selectively coupled in a rotationally fixed manner to said planetary gear carrier. In particular, it is provided that the ring gear of the distributor planetary gear set is mounted in a rotationally fixed manner on a gear housing of the gear unit.

In a possible development of the transmission unit, it is provided that the first secondary drive element of the differential gear section and the primary planetary gear carrier, that is, the primary drive element of the differential gear section, are connected to one another in a rotationally fixed manner. In this way, the rotatable gear elements of the differential gear section can be driven particularly efficiently both by means of the primary drive machine and by means of the secondary drive machine - in particular simultaneously.

According to a further possible embodiment of the transmission unit, the drive transmission section has a single-stage or multi-stage drive transmission between the drive element and the output element, the drive transmission switching element being arranged directly between a last gear ratio of the drive transmission and the primary planetary gear carrier of the differential gear section. Alternatively, the drive transmission switching element can be arranged between the transmission ratios of the drive transmission. If or is the primary drive machine deactivated or not used during operation of the transmission unit or drive unit - for example in the towing operation mode or in the second single-machine operating mode -, transmission elements that are arranged between the drive transmission switching element and the primary rotor shaft do not rotate, as a result of which the transmission unit and, as a result, the Drive unit advantageously has a particularly low overall drag loss.

In a further embodiment, the differential gear section of the gear unit in the gear housing has an internal planetary gear cascade, wherein the second secondary drive element of the differential gear section is formed by one of gear elements of the planetary gear cascade. The planetary gear cascade has a first internal planetary gear set, which includes, as gear elements of the planetary gear cascade, a first internal sun gear, a first internal planet gear carrier with a first internal planet gear rotatably mounted thereon, and a first internal ring gear. The planetary gear cascade also has a second internal planetary gear set, which includes, as further gear elements of the planetary gear cascade, a second internal sun gear, a second internal planet gear carrier with a second internal planet gear rotatably mounted thereon, and a second internal ring gear. The respective internal planetary gear set can be a single-stage or multi-stage planetary gear set. In addition, it can be provided that the planetary gear cascade has three or more internal planetary gear sets of the type described above.

1. a) Eine Möglichkeit a) sieht vor, dass das erste interne Hohlrad sowohl mit dem ersten internen Planetenrad als auch mit einem am Primärplanetenradträger gelagerten äußeren Primärplanetenrad kämmt, wobei das zweite interne Hohlrad sowohl mit dem zweiten internen Planetenrad als auch mit einem am Primärplanetenradträger gelagerten und mit dem äußeren Primärplanetenrad kämmenden, inneren Primärplanetenrad kämmt.
2. b) Eine alternative Möglichkeit b) sieht vor, dass der erste interne Planetenradträger mit einem am Primärplanetenradträger gelagerten äußeren Primärplanetenrad kämmt, wobei der zweite innere Planetenradträger mit einem am Primärplanetenradträger gelagerten und mit dem äußeren Primärplanetenrad kämmenden, inneren Primärplanetenrad kämmt.
3. c) Im Zusammenhang mit Möglichkeit b) schlägt eine weitere Möglichkeit c) vor, dass das zweite Sekundärantriebselement des Differenzialgetriebeabschnitts durch das erste interne Hohlrad gebildet ist, wobei das zweite interne Hohlrad drehfest im Getriebegehäuse gelagert ist.
4. d) In Verbindung mit Möglichkeit a) kann das zweite Sekundärantriebselement des Differenzialgetriebeabschnitts gemäß einer Möglichkeit d) durch das erste interne Sonnenrad gebildet sein, wobei das zweite interne Sonnenrad drehfest im Getriebegehäuse gelagert sein kann. Diese Möglichkeit d) besteht alternativ zur Möglichkeit c) im Zusammenhang mit Möglichkeit b).
5. e) Eine Möglichkeit e) sieht im Zusammenhang mit Möglichkeit d) vor, dass die internen Hohlräder drehfest miteinander verbunden und drehbar im Getriebegehäuse gelagert sind.
6. f) In Verbindung mit Möglichkeit a) ist gemäß einer weiteren Möglichkeit f) das zweite Sekundärantriebselement des Differenzialgetriebeabschnitts durch den ersten internen Planetenradträger gebildet. Dabei ist der zweite interne Planetenradträger drehfest im Getriebegehäuse gelagert.
7. g) Eine weitere denkbare Möglichkeit g) schlägt vor, in Verbindung mit Möglichkeit c) oder f) die internen Sonnenräder drehfest miteinander zu verbinden.

The following options a) to g) arise for the conception or construction of the transmission unit, among others, as to how the components or components of the transmission unit can be arranged, for example. These arrangement options a) to g) can be used individually or, as stated, in combination with one another.

1. a) One possibility a) provides that the first internal ring gear meshes with both the first internal planetary gear and with an outer primary planetary gear mounted on the primary planetary gear carrier, the second internal ring gear meshing with both the second internal planetary gear and with an external primary planetary gear mounted on the primary planetary gear carrier and with the inner primary planetary gear meshing with the outer primary planetary gear.
2. b) An alternative possibility b) provides that the first internal planetary gear carrier meshes with an outer primary planetary gear mounted on the primary planetary gear carrier, the second inner planetary gear carrier meshing with an inner primary planetary gear mounted on the primary planetary gear carrier and meshing with the outer primary planetary gear.
3. c) In connection with possibility b), a further possibility c) suggests that the second secondary drive element of the differential gear section is formed by the first internal ring gear, the second internal ring gear being mounted in a rotationally fixed manner in the gear housing.
4. d) In connection with option a), the second secondary drive element of the differential gear section can be formed by the first internal sun gear according to option d), wherein the second internal sun gear can be mounted in the gear housing in a rotationally fixed manner. This option d) exists as an alternative to option c) in connection with option b).
5. e) One option e) in connection with option d) provides that the internal ring gears are connected to one another in a rotationally fixed manner and are rotatably mounted in the gearbox housing.
6. f) In connection with possibility a), according to a further possibility f), the second secondary drive element of the differential gear section is formed by the first internal planetary gear carrier. The second internal planetary gear carrier is mounted in the gearbox housing so that it cannot rotate.
7. g) Another conceivable option g) suggests, in conjunction with option c) or f), connecting the internal sun gears to one another in a rotationally fixed manner.

According to a possible variant of the gear unit, where options a) and d) are combined with one another, its components are arranged such that the first internal ring gear meshes with both the first internal planetary gear and with the outer primary planetary gear mounted on the primary planetary gear carrier. The second internal ring gear meshes with both the second internal planetary gear and with the inner primary planetary gear that is mounted on the primary planetary gear carrier and meshes with the outer primary planetary gear. Furthermore, it applies to this variant that the second secondary drive element of the differential gear section is formed by the first internal sun gear, with the second internal sun gear being mounted in the gear housing in a rotationally fixed manner.

In a further/different variant of the transmission unit, options b), d) and e) are combined with one another, which means that the components of the transmission unit are arranged in such a way that the internal ring gears are connected to one another in a rotationally fixed manner and are rotatably mounted in the transmission housing. The first internal planetary gear carrier meshes with the outer primary planetary gear mounted on the primary planetary gear carrier, whereas the second internal planetary gear carrier meshes with the inner primary planetary gear that is mounted on the primary planetary gear carrier and meshes with the outer primary planetary gear. In addition, the second secondary drive element of the differential gear section is formed by the first internal sun gear, whereas the second internal sun gear is mounted in the gear housing in a rotationally fixed manner.

The components of the transmission unit can also be arranged to form a further/different variant in which the options a), f) and g) are combined with one another. Here, the first internal ring gear meshes with both the first internal planetary gear and the outer primary planetary gear mounted on the primary planetary gear carrier. In contrast, the second internal ring gear meshes with both the second internal planetary gear and with the inner primary planetary gear that is mounted on the primary planetary gear carrier and meshes with the outer primary planetary gear. In addition, the internal sun gears are connected to one another in a rotationally fixed manner, and the second secondary drive element of the differential gear section is formed by the first internal planetary gear carrier, with the second internal planetary gear carrier being mounted in a rotationally fixed manner in the gearbox housing.

In another/further variant of the gear unit, where the options b), c) and g) are combined with one another, it is provided that its components or components are arranged in such a way that the first internal planetary gear carrier meshes with the outer primary planetary gear, whereby the second internal planetary gear carrier meshes with the inner primary planetary gear. The internal sun gears are connected to each other in a rotationally fixed manner. The second secondary drive element of the differential gear section is formed by the first internal ring gear, wherein the second internal ring gear is mounted in the gear housing in a rotationally fixed manner.

It can be seen that the transmission unit and, as a result, the drive unit can be designed in a particularly versatile or flexible manner in order to be able to meet boundary conditions, in particular packaging boundary conditions and/or functional specifications, etc. The four variants of the gear unit shown here only as examples should therefore not be viewed as exhaustive.

Further features of the invention can emerge from the claims, the figures and the description of the figures. The features and combinations of features mentioned above in the description as well as the features and combinations of features shown below in the description of the figures and/or in the figures alone can be used not only in the combination specified in each case, but also in other combinations or on their own, without the scope of the invention to leave.

• 1 eine getriebetopologische Ansicht einer Antriebseinheit, die eine erste Variante einer Getriebeeinheit aufweist, die einen Antriebsgetriebeabschnitt, einen Differenzialgetriebeabschnitt und einen Verteilergetriebeabschnitt bzw. Torque-Vectoring-Getriebeabschnitt aufweist, wobei die Getriebeeinheit in einen ersten Getriebeschaltzustand geschaltet ist,
• 2 eine getriebetopologische Ansicht der Antriebseinheit, deren Getriebeeinheit in einen zweiten Getriebeschaltzustand geschaltet ist,
• 3 eine getriebetopologische Ansicht der Antriebseinheit, deren Getriebeeinheit in einen dritten Getriebeschaltzustand geschaltet ist,
• 4 eine getriebetopologische Ansicht der Antriebseinheit, deren Getriebeeinheit in einen vierten Getriebeschaltzustand geschaltet ist,
• 5 eine getriebetopologische Ansicht der Antriebseinheit, deren Getriebeeinheit in einen fünften Getriebeschaltzustand geschaltet ist,
• 6 eine getriebetopologische Ansicht eines Teils der Antriebseinheit, wobei der Verteilergetriebeabschnitt einen mehrstufigen Planetengetrieberadsatz aufweist,
• 7 eine getriebetopologische Ansicht eines Teils der Antriebseinheit, wobei ein Antriebsgetriebeschaltelement des Antriebsgetriebeabschnitts unmittelbar mit Primärantriebselement des Differenzialgetriebeabschnitts drehfest verbunden ist,
• 8 eine getriebetopologische Ansicht eines Teils der Antriebseinheit, die eine zweite Variante der Getriebeeinheit aufweist,
• 9 eine getriebetopologische Ansicht eines Teils der Antriebseinheit, die eine dritte Variante der Getriebeeinheit aufweist, und
• 10 eine getriebetopologische Ansicht eines Teils der Antriebseinheit, die eine vierte Variante der Getriebeeinheit aufweist.

The drawing shows in:

• 1 a transmission topological view of a drive unit which has a first variant of a transmission unit which has a drive transmission section, a differential transmission section and a transfer case section or torque vectoring transmission section, wherein the transmission unit is switched to a first transmission switching state,
• 2 a transmission topological view of the drive unit, the transmission unit of which is switched to a second transmission switching state,
• 3 a transmission topological view of the drive unit, the transmission unit of which is switched to a third transmission switching state,
• 4 a transmission topological view of the drive unit, the transmission unit of which is switched to a fourth transmission switching state,
• 5 a transmission topological view of the drive unit, the transmission unit of which is switched to a fifth transmission switching state,
• 6 a transmission topological view of a part of the drive unit, the transfer case section having a multi-stage planetary gear set,
• 7 a transmission topological view of a part of the drive unit, wherein a drive transmission switching element of the drive transmission section is directly connected in a rotationally fixed manner to the primary drive element of the differential gear section,
• 8th a transmission topological view of a part of the drive unit, which has a second variant of the transmission unit,
• 9 a transmission topological view of a part of the drive unit, which has a third variant of the transmission unit, and
• 10 a transmission topological view of a part of the drive unit, which has a fourth variant of the transmission unit.

A transmission unit 1 and a drive unit 2, which has the transmission unit 1, and a motor vehicle (not shown) which has the drive unit 2 are presented in a joint description below. In the figures, identical and functionally identical elements are provided with the same reference numerals.

1 shows a transmission topological view of the drive unit 2, the transmission unit 1 of which has a drive transmission section 3, a differential gear section 4 and a transfer case section 5 or torque vectoring transmission section 5. A first secondary drive element 6 of the differential gear section 4 is formed by a primary planetary gear carrier 7 of the differential gear section 4, and a second secondary drive element 8 of the differential gear section 4 is formed by one of internal sun gears 9, 10 of the differential gear section 4. The transmission unit 1 is switched to a first transmission switching state. The drive unit 2 is intended for the motor vehicle, which is a partially or purely electrically driven/mobile motor vehicle, i.e. a hybrid motor vehicle or an electric motor vehicle. The drive unit 2 further has a first electric drive machine 11, which is referred to below as the primary drive machine 11, and a second electric drive machine 12, which is referred to below as the secondary drive machine 12. The drive unit 2 is intended for the motor vehicle.

The two drive machines 11, 12 are designed differently in the present case and are manufactured separately from one another. In particular, a lower maximum power can be provided by means of the secondary drive machine 12 than by means of the primary drive machine 11.

The transmission unit 1, in this case its differential gear section 4, has a first output shaft 13 and a second output shaft 14. Furthermore, the differential gear section 4 has a differential 15, in the present case a spur gear differential, the first differential output gear 16 - here in the example designed as the first output sun gear - is connected in a rotationally fixed manner to the first output shaft 13. A second differential output gear 17 - here exemplified as a second output sun gear - of the differential 15 and the second Output shaft 14 are connected to one another in a rotationally fixed manner.

A drive element 18 of the drive gear section 3 and a primary rotor shaft 19 of the primary drive machine 11 are connected to one another in a rotationally fixed manner in the drive unit 2. The drive gear section 3 also has an output element 20 which is coupled in a rotationally fixed manner to the primary drive element of the differential gear section 4, that is to say to the primary planetary gear carrier 7 of the differential gear section 4. In the present example, the primary planetary gear carrier 7 has a spur gear rim, with the output element 20 being designed as an output spur gear, the spur gear rim of which corresponds to the spur gear rim of the primary planetary gear carrier 7. In the case of the transmission unit 1 or the drive unit 2, the primary planetary gear carrier 7 and the output element 20 are coupled to one another in a rotationally fixed manner, in that they are in mutual meshing engagement with one another, that is to say they mesh with one another. In the present example, the drive element 18 of the drive transmission section 3 is designed as a drive spur gear which is connected in a rotationally fixed manner to the primary rotor shaft 19 of the primary drive machine 11. The drive spur gear or the drive element 18 and the output element or the driven spur gear mesh directly or indirectly with one another.

In the present example, the drive gear section 3 has a single- or multi-stage drive gear 21 between the drive element 18, that is, between the drive spur gear, and the output element 20, that is, the driven spur gear. The drive gear section 3 also has a drive gear switching element 22, by means of which the drive gear section 3 and the differential gear section 4 can be decoupled from one another in such a way that torque transmission between the differential gear section 4 and the drive gear section 3 does not take place. Furthermore, the drive gear shifting element 22 is set up to couple the differential gear section 4 and the drive gear section 3 to one another for torque transmission. In other words, the drive transmission switching element 22 is adjustable between a drive coupling position in which the drive element 18 and the output element 20 are coupled to one another in a rotationally fixed manner, and a drive decoupling position in which the drive element 18 and the output element 20 are decoupled from one another. In this way, the primary planetary gear carrier 7 of the differential gear section 4 and the primary rotor shaft 19 can be coupled to one another or decoupled from one another in a rotationally fixed manner by adjusting the drive gear shifting element 22. Because the primary planetary gear carrier 7 and the output element 20 are connected to one another in a rotationally fixed manner.

The distributor or torque vectoring transmission section 5 has a distributor drive element 23, which is connected in a rotationally fixed manner to a secondary rotor shaft 24 of the secondary drive machine 12 in the drive unit 2. Furthermore, the transfer case section 5 has a first distributor output element 25 and a second distributor output element 26, wherein the first distributor output element 25 is connected in a rotationally fixed manner to the first secondary drive element 6 of the differential gear section 4, whereas the second distributor output element 26 is connected in a rotationally fixed manner to the second secondary drive element 8 of the differential gear section 4 connected is. In the present example, the transfer case section 5 has a single-stage or multi-stage transfer planetary gear set 27, with a transfer sun gear 28 forming the transfer drive element 23 and therefore being connected to the secondary rotor shaft 24 in a rotationally fixed manner. A distributor ring gear 29 is mounted in a rotationally fixed manner on a gear housing 30 of the gear unit 1.

A distributor planetary gear set of the distributor planetary gear set 27 has at least one distributor planetary gear 31 or more distributor planetary gears 31, which are rotatably mounted on a distributor planetary gear carrier 32 of the distributor planetary gear set 27. A transfer case switching element 33 of the transfer case section 5 is on the one hand connected in a rotationally fixed manner to the distributor planetary gear carrier 32 and on the other hand - depending on the switching position of the transfer case switching element 33 - can be coupled or connected in a rotationally fixed manner with the first distributor output element 25 or with the second distributor output element 26. The transfer case switching element 33 is from a distributor decoupling position, as shown in 1 is shown, optionally adjustable into a first distributor coupling position or into a second distributor coupling position. It is in 1 It can be seen that in the distributor decoupling position of the transfer case switching element 33, the secondary drive elements 6, 8 and the distributor drive elements 25, 26 are decoupled from one another, so that free relative rotation between the secondary drive elements 6, 8 and the distributor drive elements 25, 26 is possible. In contrast, in the first distributor coupling position of the transfer case switching element 33, the first secondary drive element 6 and the first distributor drive element 25 are coupled to one another in a rotationally fixed manner. At the same time, in the first distributor coupling position, the second secondary drive element 8 and the second distributor drive element 26 are decoupled from one another. In the second distributor coupling position of the transfer case switching element 33, the second secondary drive element 8 and the second distributor drive element 26 are coupled to one another in a rotationally fixed manner, while at the same time the first secondary drive element 6 and the first distributor drive element 25 are decoupled from one another.

It goes out 1 Furthermore, it is clear that the first secondary drive element 6 and the primary planetary gear carrier 7 are connected to one another in a rotationally fixed manner. For example, the first secondary drive element 6 can be formed by the primary planetary gear carrier 7, in particular by a shaft extension 34 of the primary planetary gear carrier 7. It can also be seen that at least the gear elements of the differential gear section 4 and the transfer case section 5 as well as the secondary drive machine 12 are arranged along a common straight main gear axis 35.

In the present example, the differential gear section 4 of the gear unit 1 has an internal planetary gear cascade 36, which has a first internal planetary gear set 37 and a second internal planetary gear set 38. The second secondary drive element 8 of the differential gear section 4 is formed by one of the gear elements of the planetary gear cascade 36, or the second secondary drive element 8 and the corresponding one of the gear elements of the planetary gear cascade 36 are connected to one another in a rotationally fixed manner. In general, it is conceivable for the gear unit that the planetary gear sets of the planetary gear cascade 36 share at least one common gear element; For example, ring gears of the planetary gear sets of the planetary gear cascade, sun gears of the planetary gear sets of the planetary gear cascade and/or planet carriers of the planetary gear sets of the planetary gear cascade can be connected to one another in a rotationally fixed manner or formed in one piece with one another. In any case, the first internal planetary gear set 37 has, as gear elements of the planetary gear cascade 36, the first internal sun gear 9, a first internal planetary gear carrier 39, a first internal planetary gear 40 of a first internal planetary gear set rotatably mounted on the first internal planetary gear carrier 39, and a first internal ring gear 41. The second internal planetary gear set 38 has, as gear elements of the planetary gear cascade 36, the second internal sun gear 10, a second internal planetary gear carrier 42, a second internal planetary gear 43 of a second internal planetary gear set rotatably mounted on the second internal planetary gear carrier 42, and a second internal ring gear 44.

The differential 15 has an outer primary planetary gear 45 and an inner primary planetary gear 46, the outer primary planetary gear 46 being rotatably mounted radially on the outside on the primary planetary gear carrier 7. The inner primary planetary gear 46 is rotatably mounted radially on the inside of the primary planetary gear carrier 7 in relation to the outer primary planetary gear 46. The primary planetary gears 45, 46 mesh with one another. Furthermore, the inner primary planetary gear 46 meshes with the second output sun gear, which forms the second differential output gear 17 and is connected in a rotationally fixed manner to the second output shaft 14 of the transmission unit 1. The outer primary planetary gear 45, which meshes with the inner primary planetary gear 46, also meshes with the first output sun gear, which forms the first differential output gear 16 and is connected in a rotationally fixed manner to the first output shaft 13.

In 1 a first variant of the transmission unit 1 is shown, in which the first internal ring gear 41 meshes with both the first internal planetary gear 40 and the outer primary planetary gear 45. In the first variant of the gear unit 1, the second internal ring gear 44 also meshes with both the second internal planetary gear 43 and the inner primary planetary gear 46. The second secondary drive element 8 of the differential gear section 4 is formed by the first internal sun gear 9, the second internal sun gear 10 is mounted non-rotatably in the gear housing 30.

By means of the switching elements 22, 33, the transmission unit can be selectively switched into a first, a second, a third, a fourth and a fifth transmission switching state. For this purpose, the switching elements 22, 33 can be controlled separately from one another. Furthermore, it is conceivable that the transmission unit has a transmission switching device (not shown), by means of which the switching elements 22, 33 are controlled together. Each individual transmission switching state is assigned an operating mode of the transmission unit 1 or the drive unit 2 equipped with the transmission unit 1, the operating modes having already been described above. If the transmission unit 1 is switched to the first transmission switching state, the transmission unit 1 is operated in the first operating mode, that is to say in idling or towing operating mode. The switching elements 22, 33 are arranged in their respective decoupling positions. When the transmission unit 1 is operated in the second transmission switching state, the second operating mode of the transmission unit 1 or drive unit 2 is active, which is the first single-machine operating mode. Here, the drive transmission switching element is arranged in the drive coupling position, whereas the transfer case switching element is arranged in the distributor decoupling position. If the transmission unit 1 is switched to a third transmission switching state, the transmission unit 1 or the drive unit 2 is operated in the third operating mode, that is, in the second single-machine operating mode, whereby this Drive transmission switching element is placed in the drive decoupling position, and the transfer case switching element is placed in the first distributor coupling position. The fourth operating mode, that is, the first two-machine operating mode of the transmission unit 1 or the drive unit 2, is active when the transmission unit 1 is adjusted to a fourth transmission switching state, in which the drive transmission control element is adjusted to the drive coupling position, while the transfer case switching element is adjusted to the second distributor coupling position is. If the transmission unit 1 is switched to the fifth transmission switching state, the transmission unit 1 is operated in the fifth operating mode, that is to say in the second two-machine operation, in which the drive transmission switching element is adjusted to the drive coupling position, whereas the transfer case switching element is adjusted to the first distributor coupling position.

As opposed to 1 , which represents the transmission unit 1 or drive unit 2 in the first transmission switching state, is in 2 a transmission topological view of the drive unit 2 is shown, the transmission unit 1 being switched to the second transmission switching state. In other words, the drive unit 2 is shown, which is operated in the second operating mode, that is to say in the first single-machine operating mode, with a torque path M (example for motor operation of the drive unit 2) in 2 is shown by double-headed arrows.

3 shows a transmission topological view of the drive unit 2 or transmission unit 1 while it is switched to the third transmission switching state, that is to say is operated in the third operating mode. The third operating mode of the drive unit 2 or transmission unit 1 is the second single-machine operating mode, with the secondary drive machine 12 functioning as a solo drive machine of the drive unit 2. Based on the moment path M is in 3 It can be seen that both output shafts 13, 14 are driven by the secondary drive machine 12, but not by the primary drive machine 11.

The first two-machine operating mode, that is, the fourth operating mode, of the drive unit 2 or transmission unit 1 is in 4 shown, which represents a transmission topological view of the drive unit 2, the transmission unit 1 being switched to the fourth transmission switching state. This means that according to 4 the drive unit 2 or transmission unit 1 is operated in the fourth operating mode, that is to say in the first two-machine operating mode, which is indicated by a corresponding representation of the torque path M in 4 emerges. The secondary drive machine 12 functions as a boost machine in the first two-machine operating mode.

In 5 a transmission topological view of the drive unit 2 or transmission unit 1 is shown, the transmission unit 1 being switched to the fifth transmission switching state, that is to say into the second two-machine operating mode or into the fifth operating mode. The fifth operating mode or the second two-machine operating mode can also be referred to as a torque vectoring operating mode, since in the fifth operating mode of the transmission unit 1 or drive unit 2, the secondary drive machine 12 is used as a pure torque vectoring machine, with the primary drive machine 11 mainly as a propulsion-generating one machine is used. Such a targeted wheel-specific torque delivery, i.e. a torque vectoring process, is in 5 can be recognized by the corresponding moment path M.

6 shows a transmission topological view of a part of the drive unit 2, wherein the distributor planetary gear set 27 is a two-stage planetary gear set, in which the distributor planetary gear 31 is designed as a stepped distributor planetary gear.

7 shows a transmission topological view of a part of the drive unit 2, wherein the drive transmission switching element 22 of the drive transmission section 3 is, on the one hand, directly connected in a rotationally fixed manner to the primary drive element, that is to say to the primary planetary gear carrier 7, of the differential gear section 4. The drive gear shifting element 22 is arranged directly between a last gear ratio of the drive gear 21 and the primary planetary gear carrier 7. Alternatively, it is conceivable that the drive transmission switching element 22 is arranged elsewhere in the drive transmission 21. For example, the drive gear shifting element 22 can be arranged between two drive gear spur gears 47, so that the drive gear spur gears 47 are selectively coupled to one another or decoupled from one another by means of the drive gear shifting element 22.

8th shows a transmission topological view of a part of the drive unit 2, which has a second variant of the transmission unit 1, in which the internal ring gears are connected to one another in a rotationally fixed manner and are rotatably mounted in the transmission housing 30. For example, the internal ring gears 41, 44 are connected to one another in a force-fitting, positive and/or material-locking manner, or the internal ring gears 41, 44 are formed by a common combination ring gear. In the second variant of the transmission unit 1, the first internal planetary gear carrier 39 meshes with the outer primary planetary gear 45. This means that through the first internal planetary gear carrier ger 39 an outer primary ring gear 48 of the differential 15 is formed, or that the outer primary ring gear 48 and the first internal planetary gear carrier 39 are connected to one another in a rotationally fixed manner. The second internal planetary gear carrier 42 meshes with the inner primary planetary gear 46. This means that an inner primary ring gear of the differential 15 is formed by the second internal planetary gear carrier 42, or that the second internal planetary gear carrier 42 and the internal primary ring gear 49 are connected to one another in a rotationally fixed manner. It goes further 8th highlights that the second secondary drive element 8 is formed by the first internal sun gear 9, the second internal sun gear 10 being mounted in the gear housing 30 in a rotationally fixed manner.

9 shows a transmission topological view of a part of the drive unit 2, which has a third variant of the transmission unit 1, wherein the first internal ring gear 41 meshes with the first internal planetary gear 40 and with the outer primary planetary gear 45. This means that the outer primary ring gear 48 and the first internal ring gear 41 are connected to one another in a rotationally fixed manner or are formed in one piece with one another. Analogously to this, the second internal ring gear 44 meshes with the inner primary planetary gear 46 and with the second internal planetary gear 43, which means that the inner primary ring gear 49 and the second internal ring gear 44 are connected to one another in a rotationally fixed manner or are formed in one piece with one another. The internal sun gears 9, 10 are connected to one another in a rotationally fixed manner, are formed in one piece with one another or are formed by a common combination sun gear. In the second variant of the gear unit 1, the second secondary drive element 8 is formed by or connected to the first internal planetary gear carrier 39, the second internal planetary gear carrier 42 being mounted in the gearbox housing 30 in a rotationally fixed manner.

10 shows a transmission topological view of a part of the drive unit 2, which has a fourth variant of the transmission unit 1. In the fourth variant, the first internal planetary gear carrier 39 meshes with the outer primary planetary gear 45, which means that the first internal planetary gear carrier 39 and the outer primary ring gear 48 are connected to one another in a rotationally fixed manner. In the fourth variant, the second internal planetary gear carrier 42 meshes with the inner primary planetary gear 46, which means that the inner primary ring gear 49 and the second internal planetary gear carrier 42 are connected to one another in a rotationally fixed manner. The internal sun gears 9, 10 are connected to one another in a rotationally fixed manner, and the second secondary drive element 8 is formed by the first internal ring gear 41.

Through the transmission unit 1, through the drive unit 2 and through the motor vehicle having the drive unit 2, a respective possibility is shown as to how a particularly flexible or versatile torque vectoring device can be created. A basic idea of the invention is to use a torque vectoring machine, in this case the secondary drive machine 12, as the sole electric drive for the drive unit 2 or for the motor vehicle. The secondary drive machine 12 can either perform the torque vectoring function or be used as a solo drive machine or as a boost machine. For the drive unit 2, in particular for the motor vehicle, it therefore applies that both wheels of a drive axle, which has the drive unit 2, can be driven by means of the primary drive machine alone, by means of the primary and secondary drive machines or by means of the secondary drive machine alone.

Reference symbol list

1

Gear unit

2

Drive unit

3

Drive gear section

4

Differential gear section

5

Transfer case section/torque vectoring transmission section

6

first secondary drive element

7

Primary planetary gear carrier

8th

second secondary drive element

9

first internal sun gear

10

second internal sun gear

11

Primary propulsion engine

12

Secondary drive engine

13

first output shaft

14

second output shaft

15

differential

16

first differential output gear

17

second differential output gear

18

Drive element

19

Primary rotor shaft

20

output element

21

drive gear

22

Drive transmission switching element

23

Distributor drive element

24

Secondary rotor shaft

25

first distributor output element

26

second distributor output element

27

Distributor planetary gear set

28

Distributor sun gear

29

distributor ring gear

30

Gearbox housing

31

Distributor planetary gear

32

Distributor planetary gear carrier

33

Transfer case switching element

34

Wave process

35

Transmission main axis

36

internal planetary gear cascade

37

first internal planetary gear set

38

second internal planetary gear set

39

first internal planetary gear carrier

40

first internal planetary gear

41

first internal ring gear

42

second internal planetary gear carrier

43

second internal planet gear

44

second internal ring gear

45

outer primary planetary gear

46

inner primary planetary gear

47

Drive gear spur gear

48

outer primary ring gear

49

inner primary ring gear

M

Moment path

QUOTES INCLUDED IN THE DESCRIPTION

This list of documents listed by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 102019107538 A1 [0004]
• DE 102018117206 A1 [0005]
• DE 102012212268 B4 [0006]

Claims (13)

Transmission unit (1) for a drive unit (2) for a motor vehicle, the transmission unit (1) having: - a drive gear section (3), comprising: - a drive element (18) which is designed to be connected in a rotationally fixed manner to a primary rotor shaft (19) of an electric primary drive machine (11) of the drive unit (2), - an output element (20), - a drive transmission switching element (22), which is between a drive coupling position in which the drive element (18) and the output element (20) are coupled to one another in a rotationally fixed manner, and a drive decoupling position in which the drive element (18) and the output element (20) are decoupled from one another , is adjustable, - a differential gear section (4), comprising: - a first differential output gear (16), which is connected in a rotationally fixed manner to a first output shaft (13) of the transmission unit (1), - a second differential output gear (17), which is connected in a rotationally fixed manner to a second output shaft (14) of the transmission unit (1), - a primary planetary gear carrier (7), which is connected in a rotationally fixed manner to the output element (20), - a first secondary drive element (25), - a second secondary drive element (26), - a transfer case section (5), comprising: - a distributor drive element (23), which is designed to be connected in a rotationally fixed manner to a secondary rotor shaft (24) of an electric secondary drive machine (12) of the drive unit (2), - a first distributor output element (25), which is connected in a rotationally fixed manner to the first secondary drive element (6), - a second distributor output element (26), which is connected in a rotationally fixed manner to the second secondary drive element (8), - a transfer case switching element (33), which is switched from a distributor decoupling position, in which the distributor drive elements (25, 26) and the secondary drive elements (6, 8) are decoupled from one another, optionally into a first distributor coupling position, in which the first distributor drive element (25) and the first Secondary drive element (6) are coupled to one another in a rotationally fixed manner, wherein the second distributor drive element (26) and the second secondary drive element (8) are decoupled from one another, or in a second distributor coupling position in which the second distributor drive element (26) and the second secondary drive element (8) are rotationally fixed to one another are coupled, wherein the first distributor drive element (25) and the first secondary drive element (6) are decoupled from one another, is adjustable. Gear unit (1). Claim 1 , characterized by a transmission switching device which is designed to switch the switching elements (22, 33) in such a way that the transmission unit (1) can be selectively switched into the following transmission switching states by means of the transmission switching device: - into a first transmission switching state in which the switching elements (22 , 33) are arranged in their respective decoupling position, - in a second transmission switching state, in which the drive transmission switching element (22) is adjusted in its drive coupling position and the transfer case switching element (33) is adjusted in its distributor decoupling position, - in a third transmission switching state, in which the drive transmission switching element (22) is adjusted to its drive decoupling position and the transfer case switching element (33) is adjusted to its first distributor coupling position, - into a fourth transmission switching state in which the drive transmission switching element (22) is adjusted to its drive coupling position and the transfer case switching element (33) to its first Distributor coupling position is adjusted, - in a fifth transmission switching state, in which the drive transmission switching element (22) is adjusted in its drive coupling position and the transfer case switching element (33) is adjusted in its second distributor coupling position. Gear unit (1). Claim 1 or 2 , characterized in that the transfer case section (3) has a single or multi-stage transfer planetary gear set (27). Gear unit (1). Claim 3 , characterized in that the distributor drive element (23) is formed by a distributor sun gear (28) of the distributor planetary gear set (27), the transfer case switching element (33) being connected in a rotationally fixed manner on the one hand to a distributor planetary gear carrier (32) of the distributor planetary gear set (27), whereby by means of the transfer case switching element (33) the first distributor output element (25) or the second distributor output element (26) can be selectively coupled in a rotationally fixed manner to the distributor planetary gear carrier (32). Gear unit (1) according to one of the preceding claims, characterized in that the first secondary drive element (6) and the primary planetary gear carrier (7) are connected to one another in a rotationally fixed manner. Gear unit (1) according to one of the preceding claims, characterized in that the drive gear section (3) has a single-stage or multi-stage drive gear (21) between the drive element (18) and the output element (20), the drive gear switching element (22) is arranged directly between a last gear ratio of the drive gear (21) and the primary planetary gear carrier (7). Gear unit (1) according to one of the preceding claims, characterized in that the differential gear section (4) in a gear housing (30) of the gear unit (1) has an internal planetary gear cascade (36) with - a first internal planetary gear set (37), which acts as gear elements of the Planetary gear cascade (36) comprises a first internal sun gear (9), a first internal planet gear carrier (39) with a first internal planet gear (40) rotatably mounted thereon and a first internal ring gear (41), and - a second internal planetary gear wheel set (38) which comprises, as gear elements of the planetary gear cascade (36), a second internal sun gear (10), a second internal planet gear carrier (42) with a second internal planet gear (43) rotatably mounted thereon and a second internal ring gear (44), wherein the second secondary drive element (8) is formed by one of the gear elements (9, 10, 39-44) of the planetary gear cascade (36). Gear unit (1). Claim 7 , characterized in that - the first internal ring gear (41) meshes with both the first internal planetary gear (40) and with an outer primary planetary gear (45) mounted on the primary planetary gear carrier (7), - the second internal ring gear (44) both with the second internal planetary gear (43) as well as with an inner primary planetary gear (46) mounted on the primary planetary gear carrier (7) and meshing with the outer primary planetary gear (45), - the second secondary drive element (8) is formed by the first internal sun gear (9). and the second internal sun gear (10) is mounted in a rotationally fixed manner in the gear housing (30). Gear unit (1). Claim 7 , characterized in that - the internal ring gears (41, 44) are connected to one another in a rotationally fixed manner and are rotatably mounted in the gear housing (30), - the first internal planetary gear carrier (39) meshes with an outer primary planetary gear (45) mounted on the primary planetary gear carrier (7), - the second internal planetary gear carrier (42) meshes with an inner primary planetary gear (46) which is mounted on the primary planetary gear carrier (7) and meshes with the outer primary planetary gear (45), - the second secondary drive element (8) is formed by the first internal sun gear (9). and the second internal sun gear (10) is mounted in the gear housing (30) in a rotationally fixed manner. Gear unit (1). Claim 7 , characterized in that - the first internal ring gear (41) meshes with both the first internal planetary gear (40) and with an outer primary planetary gear (45) mounted on the primary planetary gear carrier (7), - the second internal ring gear (44) both with the second internal planetary gear (43) as well as with an inner primary planetary gear (46) mounted on the primary planetary gear carrier (7) and meshing with the outer primary planetary gear (45), - the internal sun gears (9, 10) are connected to one another in a rotationally fixed manner, - the second Secondary drive element (8) is formed by the first internal planet gear carrier (39). Gear unit (1). Claim 7 , characterized in that - the first internal planetary gear carrier (39) meshes with an outer primary planetary gear (45) mounted on the primary planetary gear carrier (7), - the second internal planetary gear carrier (42) meshes with an external primary planetary gear (45) mounted on the primary planetary gear carrier (7) and with the outer primary planetary gear ( 45) meshes with the inner primary planetary gear (46), - the internal sun gears (9, 10) are connected to one another in a rotationally fixed manner, - the second secondary drive element (8) is formed by the first internal ring gear (41). Drive unit (2) with a gear unit (1) designed according to one of the preceding claims and with an electric primary drive machine (11) having a primary rotor shaft (19) and an electric secondary drive machine (12) having a secondary rotor shaft (24), the drive element (18) of the drive gear section (3) and the primary rotor shaft (19) are connected to one another in a rotationally fixed manner, whereas the secondary rotor shaft (24) and the distributor drive element (23) of the distributor gear section (5) are connected to one another in a rotationally fixed manner. Motor vehicle with a following Claim 12 trained drive unit (1).

Images