阅读说明：本技术 用于机动车辆的混合动力驱动系统的换挡装置、驱动系统和机动车辆 (Gear shifting device for a hybrid drive system of a motor vehicle, drive system and motor vehicle ) 是由 马库斯·霍佩 托尔斯滕·皮珀 于 2020-03-17 设计创作，主要内容包括：本发明涉及一种用于机动车辆(31)的混合动力驱动系统(1)的换挡装置(12),所述换挡装置具有：轴(4),所述轴居中布置；第一齿轮(13)和第二齿轮(15),所述第一齿轮相对于所述轴(4)可旋转地安装,所述第二齿轮相对于所述轴(4)可旋转地安装,所述第二齿轮(15)相对于所述轴(4)可旋转地安装并相对于所述第一齿轮(13)沿所述轴(4)偏移；滑动套筒(26),所述滑动套筒可滑动地直接接纳在所述第一齿轮(13)中并且不可旋转地连接到所述第一齿轮(13),其中所述滑动套筒(26)以这样的方式设计：在第一位移位置,所述滑动套筒以旋转固定的方式将所述轴(4)连接到所述第一齿轮(13),同时所述第二齿轮(15)与所述轴(4)可旋转地分离；并且在第二位移位置,所述滑动套筒将所述轴(4)可旋转地连接到所述第一齿轮(13)和所述第二齿轮(15)两者；并且在第三位移位置,所述滑动套筒将两个齿轮(13,15)彼此可旋转地连接,同时所述轴(4)与所述两个齿轮(13,15)可旋转地分离。本发明还涉及一种具有该换挡装置(12)的驱动系统(1)和一种机动车辆(31)。(The invention relates to a shifting device (12) for a hybrid drive system (1) of a motor vehicle (31), comprising: a shaft (4) arranged centrally; a first gear (13) rotatably mounted with respect to the shaft (4) and a second gear (15) rotatably mounted with respect to the shaft (4), the second gear (15) being rotatably mounted with respect to the shaft (4) and offset along the shaft (4) with respect to the first gear (13); a sliding sleeve (26) which is directly slidably received in the first gear wheel (13) and is non-rotatably connected to the first gear wheel (13), wherein the sliding sleeve (26) is designed in such a way that: in a first displacement position, the sliding sleeve connects the shaft (4) to the first gear wheel (13) in a rotationally fixed manner, while the second gear wheel (15) is rotationally decoupled from the shaft (4); and in a second position, the sliding sleeve rotatably connects the shaft (4) to both the first gear (13) and the second gear (15); and in a third displacement position, the sliding sleeve rotatably connects the two toothed wheels (13, 15) to each other, while the shaft (4) is rotatably separated from the two toothed wheels (13, 15). The invention also relates to a drive system (1) having the gear shift device (12) and to a motor vehicle (31).)

1. A gear shift device (12) for a hybrid drive system (1) of a motor vehicle (31), having: a shaft (4) arranged centrally; a first gear (13) rotatably mounted with respect to the shaft (4) and a second gear (15) rotatably mounted with respect to the shaft (4) and offset along the shaft (4) with respect to the first gear (13); a second gear (15) rotatably mounted with respect to the shaft (4) and offset along the shaft (4) with respect to the first gear (13); a sliding sleeve (26) received directly in the first gear wheel (13) so as to be displaceable and connected to the first gear wheel (13) in a rotationally fixed manner, wherein the sliding sleeve (26) is formed in such a way that: in a first displacement position, the sliding sleeve connects the shaft (4) to the first gear wheel (13) in a rotationally fixed manner, while the second gear wheel (15) is rotationally decoupled from the shaft (4); in a second displacement position, the sliding sleeve connects the shaft (4) to both the first gear (13) and the second gear (15) in a rotationally fixed manner; and in a third displacement position, the sliding sleeve connects the two toothed wheels (13, 15) to one another in a rotationally fixed manner, while the shaft (4) is rotationally decoupled from the two toothed wheels (13, 15).

2. The shifting apparatus (12) according to claim 1, characterized in that the sliding sleeve (26) has a detent contour (33), in which detent contour (33) a detent element (34) is lockingly engaged in the respective displacement position.

3. The shifting apparatus (12) according to claim 2, wherein the detent element (34) is received in the first gear wheel (13).

4. The shifting apparatus (12) according to any one of claims 1 to 3, wherein the sliding sleeve (26) has: a first connection region (27) interacting with the shaft (4); and a second connection region (29) interacting with the second gear (15) and arranged axially offset from the first connection region (27).

5. A gear change device (12) according to claim 4, characterized in that the transmission area (28) of the shaft (4) that can be coupled with the first connection area (27) is arranged towards a first axial side (35a) of the first gearwheel (13), and the transmission area (30) of the second gearwheel (15) that can be coupled with the second connection area (29) is arranged towards a second axial side (35b) of the first gearwheel (13) that faces away from the first axial side (35 a).

6. The gear shift device (12) according to any one of claims 1 to 5, characterized in that an actuator (36) acts on the sliding sleeve (26) in a displacing manner via a lever mechanism (37).

7. A gear shift device (12) according to claim 6, characterized in that a lever element (38) of the lever mechanism (37) engages with a first end (39a) in a receiving profile (40) on the sliding sleeve (26) and is acted upon by the actuator (36) via a second end (39b) opposite the first end (39a) to pivot about a pivot point (41) fixed to the housing.

8. A drive system (1) for a hybrid motor vehicle (31), preferably a series hybrid drive, having: a motor shaft (4) which can be rotatably coupled to or to an output shaft (2) of an internal combustion engine (3); a first electric motor (6) which has a first rotor shaft (5) and which is operated as a generator in a main operating state; a second electric motor (8) having a second rotor shaft (7) and operating as a drive motor in the main operating state, the second rotor shaft being arranged radially offset with respect to the first rotor shaft (5); a drive member (10) rotatably connected to the second rotor shaft (7) and rotatably connectable to the at least one wheel (9a, 9b) of the motor vehicle (31); and a shiftable transmission unit (11) operatively interposed between the motor shaft (4), the two rotor shafts (5, 7) and the drive part (10), wherein a shifting position of the transmission unit (11) is controlled and a shifting device (12) designed according to any one of claims 1 to 7 is interposed between the motor shaft (4), a first gear (13) permanently rotationally coupled to the first rotor shaft (5) and a second gear (15) permanently rotationally coupled to the second rotor shaft (7) via an additional planetary gear stage (14) in such a way that the shifting device (12) is interposed between the motor shaft (4), the first gear (13) permanently rotationally coupled to the first rotor shaft (5) and the second gear (15) permanently rotationally coupled to the second rotor shaft (7) via an additional planetary gear stage (14), in this way, in a first shift position, the gear shift device (12) rotatably connects the motor shaft (4) with the first rotor shaft (5) while the second rotor shaft (7) is rotatably disconnected from the motor shaft (4); in a second shift position, the gear shift device rotatably connects the motor shaft (4) with both the first rotor shaft (5) and the second rotor shaft (7); and in a third shift position, the shifting device rotatably connects the two rotor shafts (5, 7) to each other, while the motor shaft (4) is rotatably separated from the two rotor shafts (5, 7).

9. Drive system (1) according to claim 8, characterized in that the planetary gear stage (14) is formed by a secondary planetary gear (16), from which secondary planetary gear (16) the sun gear (17) is permanently connected directly to the second rotor shaft (7), that a planet carrier (19) carrying a number of planetary gears (18) is connected with an intermediate gear (20), which is in mesh with the second gear (15), and that a hollow gear (21) can be arranged fixed to the frame by means of a braking device (22).

10. A motor vehicle (31) having a drive system (1) according to claim 8 or 9, wherein the drive member (10) is rotatably coupled to the wheel (9a, 9b) of the motor vehicle (31).

Technical Field

The invention relates to a shifting device for a hybrid drive system of a motor vehicle. The invention further relates to a drive system with the shifting device, and a motor vehicle with the drive system, wherein the drive system is preferably embodied as a series hybrid drive. The drive system usually also has two electric motors, of which the first electric motor serves primarily as a generator and the second electric motor serves primarily as a drive motor. The drive system further includes a transmission unit operatively connecting the output shaft of the internal combustion engine, the electric motor, and the output-side drive member.

Background

Drive systems of the general type are well known from the prior art. For example, DE 102017206510 a1 discloses a transmission arrangement for a series/parallel hybrid vehicle.

Therefore, drive systems are known which allow "series" hybrid power to be achieved, in which an internal combustion engine directly drives the drive wheels of the motor vehicle. However, in the designs known from the prior art, at least some of the following disadvantages often occur. The drive systems known from the prior art limit the maximum speed of the motor vehicle. Therefore, the corresponding vehicle can usually only achieve a maximum speed of about 180 km/h. These drive systems are hardly or even completely unsuitable for more powerful engines and/or higher-grade vehicles. Another disadvantage is that the known gearing of the drive system means that both electric motors rotate at the highest speed when the main drive is provided by the combustion engine. As a result, the motor generates relatively high drag losses at high drive speeds. This in turn leads to the need to find a design compromise between maximum speed and maximum wheel torque for the electric motor. Furthermore, this means that the vehicle can only perform limited towing operations. Further, the electric motor is typically coupled to the internal combustion engine at a gear ratio that is detrimental to series operation. Another disadvantage in the known design is that the two front electric motors are usually arranged axially side by side in a row, which is problematic in the front transverse design of the internal combustion engine, especially in small vehicles.

Disclosure of Invention

It is therefore an object of the present invention to overcome the disadvantages known from the prior art and in particular to provide a drive system which is improved in terms of its efficiency, which drive system is capable of high-speed travel and has a compact design.

According to the invention, this is achieved by the subject matter of claim 1. Accordingly, a gear shift arrangement for a hybrid drive system of a motor vehicle is provided. The shift device has: a shaft centrally disposed; a first gear rotatably mounted with respect to the shaft; and a second gear rotatably mounted relative to the shaft and arranged offset from the first gear along the shaft. Furthermore, the shifting device comprises: a sliding sleeve which is received directly in the first gearwheel in a displaceable manner and is connected to the first gearwheel in a rotationally fixed manner, wherein the sliding sleeve is configured in such a way that: in a first displacement position, the sliding sleeve connects the shaft to the first gear wheel in a rotationally fixed manner, while the second gear wheel is rotationally decoupled from the shaft; in the second position, the sliding sleeve rotationally connects the shaft to both the first gear and the second gear; and in a third displacement position, the sliding sleeve rotatably connects the two gears to each other while the shaft is rotatably separated from the two gears.

By using the gear shifting device, the gear ratios of the two electric motors can be selected independently of each other in the gear unit. Furthermore, the individual gear stages facilitate an optimized mapping match between the internal combustion engine and the first electric motor, which mainly acts as a generator. The shifting apparatus also provides a more efficient way of operating the motor vehicle. Thus, higher speeds, for example up to 250km/h, can also be achieved. Furthermore, the second electric motor forming the traction/drive motor can easily "throw" at higher speeds to avoid drag losses. The second motor may also be simply configured to have a maximum wheel torque, whereby the wheel torque may also be configured for trailer operation.

Further advantageous embodiments are claimed by the dependent claims and are explained in more detail below.

It is therefore also advantageous if the sliding sleeve has a detent contour, in which the detent elements (of the detent unit) engage in a locking manner in the respective displacement position. This further enhances the functionality of the gear shift device.

In this context, it is also advantageous if the detent element is received in the first gearwheel. This makes the gear shift device even more compact.

Advantageously also, the sliding sleeve has: a first connection region mated with the shaft; and a second connection region cooperating with the second gear and arranged to be axially cross-linked with the first connection region. This enables a particularly compact design of the sliding sleeve.

Furthermore, it is advantageous if the (first) transmission part of the shaft which can be coupled with the first connection part is arranged towards a first axial side of the first gear wheel and the (second) transmission part of the second gear wheel which can be coupled with the second connection part is arranged towards a second axial side of the gear wheel facing away from the first axial side.

A particularly reliable function of the shifting device is provided if the actuator, which is preferably realized as a linear motor, acts on the sliding sleeve in a displacing manner via a lever mechanism.

In this connection, it is also advantageous if the lever element of the lever mechanism engages with a first end in a receiving contour on the sliding sleeve and can be acted upon by the actuator via a second end opposite the first end to pivot about a pivot point fixed to the housing.

Furthermore, the present invention relates to a drive system for a hybrid motor vehicle (such as a passenger car, truck, bus or other commercial vehicle), comprising: a motor shaft rotatably coupleable to or to an output shaft of an internal combustion engine; a first electric motor having a first rotor shaft and operating as a generator in a main operating state; a second electric motor having a second rotor shaft and operating as a drive motor in the main operating state, the second rotor shaft being arranged radially offset with respect to the first rotor shaft; a second electric motor having a second rotor shaft and operating as a drive motor in the main operating state, the second rotor shaft being arranged radially offset with respect to the first rotor shaft; a second electric motor having a second rotor shaft and operating as a drive motor in the main operating state, the second rotor shaft being arranged radially offset with respect to the first rotor shaft; a drive component rotatably connected to the second rotor shaft and rotatably connectable to at least one wheel of the motor vehicle; and a shiftable transmission unit interposed to act between the motor shaft, the two rotor shafts and the drive part. Furthermore, a shifting device according to the invention for controlling a shift position of a transmission unit and constructed according to at least one of the above-described embodiments is inserted via an additional planetary gear stage between a motor shaft, a first gear permanently rotationally coupled to a first rotor shaft and a second gear permanently rotationally coupled to a second rotor shaft, the shifting device functioning in the following manner: in the first shift position, the shifting device connects the motor shaft with the first rotor shaft, and in the second shift position, the second rotor shaft is rotatably separated from the motor shaft; in a first shift position, the shifting device rotatably connects the motor shaft to the first rotor shaft, while the second rotor shaft is axially rotatably separated from the motor; in a second shift position, the shift device rotatably connects the motor shaft with both the first rotor shaft and the second rotor shaft; and in a third shift position, the shifting device rotatably connects the two rotor shafts to each other while the motor shaft is rotatably separated from the two rotor shafts.

Furthermore, it is advantageous if the planetary gear stage is formed by a planetary gear unit, wherein the sun gear is permanently directly connected to the second rotor shaft, the planet carrier supporting the plurality of planet gears is connected with an intermediate gear, which intermediate gear is in mesh with the second gear, and the annulus gear can be arranged/supported by braking means to be fixed to the frame. This means that the second motor can be advantageously controlled.

Furthermore, the invention relates to a (hybrid) motor vehicle with a drive system according to at least one of the above-described embodiments, wherein the drive component is rotatably coupled to a wheel of the motor vehicle.

A particularly efficient design of the motor vehicle is ensured if the internal combustion engine is arranged with its output shaft transverse with respect to the longitudinal axis of the vehicle (of the motor vehicle) and/or the drive component is rotatably coupled with the wheels of the transaxle.

In other words, according to the invention, the shifting device is thus realized on the transmission input shaft or countershaft (shaft) for a hybrid configuration. The shifting element (shifting device) has two synchronizing units with corresponding synchronizing gears, whereby a shifting sleeve (sliding sleeve) is coupled with the actuator and has latches (snap-in units) for different shift positions. The elements of the interlock are integrated in a gear coupled to the generator.

Drawings

The invention will now be explained with reference to the drawings, in which various exemplary embodiments are also shown.

In the drawings:

fig. 1 is a schematic cross-sectional view of a drive system according to a first embodiment of the invention, in which the structure of a transmission unit coupling an internal combustion engine and two electric motors to the drive members of a differential gear can be seen particularly clearly,

fig. 2 is a schematic cross-sectional view of a drive system according to the invention, according to a second embodiment, which differs from the first embodiment mainly by the arrangement of an intermediate gear coupled to a second electric motor,

fig. 3 is a longitudinal cross-sectional view of a shifting device, implemented according to a preferred embodiment example, and used in the respective drive systems of fig. 1 and 2, with a sliding sleeve designating a shifting position of the shifting device in a first displaced position in which a central motor shaft is rotatably connected to a first gear coupled to a first electric motor,

figure 4 is a schematic diagram showing different operating conditions that may be achieved by the drive system of figures 1 and 2,

FIG. 5 is a longitudinal cross-sectional view of the shifting device similar to FIG. 3, with the sliding sleeve in a second displacement position that is changed from FIG. 3, in which both the motor shaft and a second gear coupled with a second electric motor are rotatably connected to the first gear, and

fig. 6 is a longitudinal section of the gear shift device similar to fig. 3, wherein the sliding sleeve assumes a third displacement position, in comparison with fig. 5, in which the motor shaft is rotatably separated from the first and second gear wheels.

Detailed Description

The drawings are merely schematic in nature and are used for understanding the present invention. Like elements are provided with like reference numerals. Furthermore, the different features of the various embodiments can in principle also be freely combined with one another.

Referring initially to fig. 1, a drive system 1 is shown according to a preferred first embodiment. The drive system 1 is integrated in a hybrid motor vehicle, which is denoted by reference numeral 31. In particular, in this embodiment, a drive axle 32 (here a front axle or also a rear axle) of a motor vehicle 31 is also shown, wherein the wheels 9a, 9b of the drive axle 32 can be driven via the various machines of the drive system 1 (the internal combustion engine 3 and the electric motors 6, 8). In this embodiment, the combustion engine 3 of the drive system 1 is located in a preferred front transverse arrangement, with the longitudinal axis of the combustion engine 3, i.e. the (first) axis of rotation 43a of the output shaft 2 (crankshaft) of the combustion engine 3, being transversely oriented, in this case perpendicular to the longitudinal axis of the motor vehicle 31 (vehicle longitudinal axis).

According to the configuration of the drive system 1 as a series hybrid drive, the drive system 1 has two electric motors 6, 8 in addition to the internal combustion engine 3. The first electric motor 6 is designated as a generator in fig. 1 and therefore acts as a generator in the main operating state. However, the first electric motor 6 can in principle be switched to drive the electric motor, for example for purely electric commutation. The second motor 8 that consumes the electric power generated by the first motor 6 is implemented as a driving motor/moving motor.

The two electric motors 6, 8 are arranged with their rotational axes 43b, 43c of the rotor shafts 5, 7 radially offset from each other. The first motor 6 has a first rotor shaft 5 rotatably mounted about a (second) axis of rotation 43 b. The second motor 8 has a second rotor shaft 7 rotatably mounted about a (third) axis of rotation 43 c. The first electric motor 6 is arranged as a whole, i.e. also together with its stator (not shown here for the sake of clarity) and its rotor, which is rotatably arranged relative to the stator and is rotationally fixedly connected to the first rotor shaft 5; which is offset in the radial direction of the second axis of rotation 43b with respect to the entire second electric motor 8 with its stator and rotor, which is rotatably arranged with respect to the stator and is rotationally fixedly connected to the second rotor shaft 7. The two electric motors 6, 8 are also arranged radially offset with respect to the first axis of rotation 43a of the output shaft 2 of the combustion engine 3. The first axis of rotation 43a is located between the second axis of rotation 43b and the third axis of rotation 43c, as seen along the longitudinal axis of the vehicle.

Between the internal combustion engine 3/output shaft 2, the two electric motors 6, 8 and their two rotor shafts 5, 7 and the drive part 10 of the drive system 1, a gear unit 11 is provided to shift the different operating states of the drive system 1 shown in fig. 4. The transmission unit 11 is realized as a manual transmission and can be moved into different shift positions to change over different operating states. The transmission unit 11 is controlled by a gear shifting device 12 according to the invention, which is described in more detail below with reference to fig. 3, 5 and 6.

The gear unit 11 has a centrally arranged motor shaft 4 (also referred to simply as shaft) which is coupled in a rotationally fixed manner to the output shaft 2 or is realized directly by a specific region of the output shaft 2. The motor shaft 4 is arranged coaxially with the output shaft 2 and is thus rotatable about a common first axis of rotation 43 a. The gear unit 11 further has a first gear wheel 13, wherein this first gear wheel 13 is permanently connected/coupled in a rotationally fixed manner to the first rotor shaft 5. The first gear 13 is arranged coaxially with the motor shaft 4. The first gear wheel 13 is designed as a hollow shaft gear wheel and is mounted radially on the motor shaft 4 so as to be rotatable from the outside. In order to connect the first gearwheel 13 in a rotationally fixed manner to the first rotor shaft 5, a further (third) gearwheel 42 is provided, wherein this third gearwheel 42 is arranged in a rotationally fixed manner on the first rotor shaft 5 and is in meshing engagement with the first gearwheel 13. The third gear 42 is also considered to be part of the gear unit 11.

Furthermore, the gear unit 11 has a second gear 15, wherein the second gear 15 is used for coupling with the second rotor shaft 7. The second gear 15 is arranged adjacent to the first gear 13 in the axial direction of the motor shaft 4 (i.e., when viewed along the first rotation axis 43 a). The second gear 15 is also realized as a hollow shaft gear and is mounted radially on the motor shaft 4 rotatably from the outside. In this embodiment, the second gear 15 is connected to the planetary gear stage 14 via an intermediate gear 20. The planetary gear stage 14 is further rotatably connected to the second rotor shaft 7. As can be further seen from fig. 1, an intermediate gear 20, which meshes with the second gear 15, is directly connected in a rotationally fixed manner to the planet carrier 19 of the planetary gear stage 14, so that a secondary planetary gear 16 is formed. The secondary planetary gear 16 of the gear unit 11 further comprises in a typical manner a sun gear 17 which is directly connected in a rotationally fixed manner to the second rotor shaft 7. A plurality of planet gears 18, which are distributed circumferentially and rotatably mounted on a planet carrier 19, mesh with the sun gear 17. The ring gear 21, which continues to mesh with the planet gears 18, cooperates with a brake 22. A brake 22 fixed to the housing (i.e. to the frame) maintains the ring gear 21 in its activated state relative to the frame. In its deactivated state, the ring gear 21 can rotate freely relative to the frame, so that the brake device 22 rotatably releases the ring gear 21.

In the first embodiment, the second gear 15 is also non-rotatably engaged with the drive member 10. The drive member 10 has teeth 24 with which the second gear 15 is in meshing engagement. The drive member 10 is designed here as an input gear for the differential gear 23 of the drive axle 32. The drive member 10 is thus permanently rotationally connected to the two wheels 9a, 9b of the motor vehicle 31 shown.

According to the invention, a gear shift device 12 is operatively interposed between the motor shaft 4 and the two rotor shafts 5, 7, i.e. the two gears 13 and 15 coupled to the rotor shafts 5, 7. The shifting device 12 shown in more detail in fig. 3 is basically designed in the following way: in its first shifting position, the shifting device rotatably couples/connects the motor shaft 4 to the first rotor shaft 5, while the second rotor shaft 7 is rotatably decoupled from the motor shaft 4 (and the first rotor shaft 5) (fig. 3). In the second shift position of the gear shift device 12, the motor shaft 4 is rotatably connected/coupled to both the first rotor shaft 5 and the second rotor shaft 7 (fig. 5). In the third shift position of the shifting device 12, the two rotor shafts 5, 7 are rotatably connected to each other, while the motor shaft 4 is rotatably decoupled from the two rotor shafts 5, 7 (fig. 6).

The shifting device 12 is at least partially integrated directly into the first gear wheel 13. The shifting device 12 has a sliding sleeve 26 which is received in the first gear wheel 13 so as to be axially displaceable along the first central rotational axis 43 a. By displacing the sliding sleeve 26 into different displacement positions, the shifting device of the shifting device 12 shown in fig. 3, 5 and 6 can be realized. The sliding sleeve 26 has a base body 44 which is directly slidably received in a receiving hole 45 in the form of a through hole in the first gear wheel 13. The sliding sleeve 26 is also coupled directly to the first gear wheel 13 in a rotationally fixed manner. The sliding sleeve 26 has internal teeth 46 that interact with the various transmission areas 28, 30 on the motor shaft 4 and the second gear wheel 15. In addition to the base body 44, the sliding sleeve 26 also has a sliding part 47 associated therewith, wherein the sliding part 47 is connected to the first end 39a of the lever element 38. The sliding part 47 has a receiving contour 40 towards its radial outside, in which the first end 39a engages positively. The slide member 47 is attached to the base 44. An internal tooth 46 realized as axial tooth/serration is incorporated continuously in the sliding part 47 and the base body 44.

The lever element 38 is part of a lever mechanism 37 for coupling the actuator 36, which is realized as a linear motor, to the sliding sleeve 26. The lever element 38 is rotatably/pivotably supported on the housing 48 relative to the pivot point 41. A second end 39b of the lever element 38, opposite the first end 39a, is in direct operative relationship with the actuator 36. Thus, the sliding sleeve 26 can be adjusted to its displacement position by the actuator 36.

The sliding sleeve 26 has a first connection region 27, which here represents a first tooth region of the inner teeth 46. The first connection region 27 can be coupled in the direction of rotation with a first transmission region 28 (also realized as a toothed region) on the part of the motor shaft 4 in a form-fitting manner. In the first shift position shown in fig. 3 (corresponding to a first displacement position of the sliding sleeve 26), the motor shaft 4 is connected in a rotationally fixed manner to the first gear wheel 13 by engaging the first transmission region 28 in the first connection region 27. Fig. 5 shows a second shift position of the shifting device 12 (corresponding to a second displacement position of the sliding sleeve 26), in which the first connection region 27 is connected in a rotationally fixed manner to the first transmission region 28 and the second connection region 29 (also realized as a toothed region) of the sliding sleeve 26 is positioned in a rotationally fixed manner together with the second transmission region 30 (also realized as a toothed region) of the second gearwheel 15. While the first connection region 27 is preferably realized by the sliding part 47, the second connection region 29 is preferably realized directly by the base body 44. According to the third shift position of the shifting device 12 shown in fig. 6 (corresponding to the third shift position of the sliding sleeve 26), the two gear wheels 13 and 15 are finally connected to one another in a rotationally fixed manner, wherein the motor shaft 4 is rotationally decoupled from the first gear wheel 13 and thus also from the second gear wheel 15. The sliding sleeve 26 is therefore not engaged by its first connecting section 27 with the first transmission section 28.

With reference to fig. 3, 5 and 6, it can also be seen that a detent unit 25 is provided to support the sliding sleeve 26 in the respective displaced position. A detent unit 25 is also integrated into the first gear wheel 13. The detent unit 25 has a detent element 34, which is arranged in the first gear wheel 13 so as to be radially displaceable and which engages with a detent contour 33 in the sliding sleeve 26. The detent element 34 supports the sliding sleeve 26 in its respective displacement position in a manner fixed against displacement relative to the first gear wheel 13.

As also shown in fig. 3, 5 and 6, in an embodiment, the motor shaft 4 is rotatably mounted relative to the housing 48 in a typical manner. The two first and second gears 13, 15 are mounted on the outside of the motor shaft 4 so as to be relatively rotatable between two support bearings 49 on which the motor shaft 4 is supported with respect to the housing 48. The second gear wheel 15/second transmission region 30 is located on a second axial side 35b of the first gear wheel 13, which second axial side faces away from the first transmission region 28 arranged towards the first axial side 35 a.

The operating state shown in fig. 4 can therefore be realized by the drive system 1 according to the invention. In fig. 4, the term "internal combustion engine" generally refers to the engine shaft 4 coupled with the internal combustion engine 3, the term "generator" refers to the first gear 13, and the term "output" refers to the second gear 15. In a typical series drive mode (in a first shift position of the shifting device 12), the internal combustion engine 3 drives the first electric motor 6, which in turn supplies drive energy to the second electric motor 8. The second electric motor 8 applies torque to the wheels 9a, 9 b. The first electric motor 6 is used to generate corresponding electric energy, which is temporarily stored in a battery. The electric drive state (according to the third shift position of the shift device 12) in which the internal combustion engine 3 is in the disengaged condition is achieved by operating the second electric motor 8 (using electric energy from the battery). By coupling the internal combustion engine 3, the first electric motor 6 and the second electric motor 8 to the first gear wheel 13, the engine-driven state normally occurs in the second shift position of the shifting device 12. Stationary charging also typically occurs in the first shift position.

Finally, with reference to fig. 2, a further preferred second embodiment is realized, which is substantially implemented according to the first embodiment. Therefore, for the sake of brevity, only the differences from the two embodiment examples will be discussed. As can be seen in fig. 2, the second gear wheel 15 is no longer in direct meshed engagement with the drive member 10, but is indirectly rotationally connected with the drive member 10 with the interposition of an intermediate gear wheel 20. Instead, the intermediate gear 20 is thus in direct meshed engagement with the drive member 10 and the second gear 15. Furthermore, compared to fig. 2, the two electric motors 6, 8 are now arranged in opposite directions with respect to the first axis of rotation 43a, wherein the second electric motor 8 together with the secondary planetary gear 16 is arranged closer to the drive axle 32 than the first electric motor 6.

In other words, the drive system 1 according to the invention provides a structure for a hybrid vehicle that provides direct engine-through drive for the wheels 9a, 9 b. For such a vehicle or transmission concept, the following driving modes will be introduced: A) tandem drive: the internal combustion engine 3 and the generator 6 generate electrical energy to power the traction motor 8; B) powered by the battery, wherein the internal combustion engine 3 is disconnected; C) internal combustion engine operation: the internal combustion engine 3 is directly connected to the wheels 9a, 9 b; D) fixed charging: as a), only when the vehicle 31 is stationary. The individual drive modes and the shifting states of the shifting element 12 are graphically represented in the table according to fig. 4. It can be seen that the generator 6 is active in each drive mode and therefore represents a central element of the superstructure/drive system 1. It is therefore possible to use a technical design for connecting the input and output by using, for example, two connecting elements 27, 29. In this case, the first connecting member 27 is arranged between the motor shaft 4 and the first gear 13, and the second connecting member 29 is arranged between the first gear 13 and the second gear. All types of form-fitting or frictional, hydrostatic, magnetic or other connections are also conceivable. It is particularly advantageous to use a system compatible with the systems shown in fig. 3, 5 and 6, which requires only one actuator system 36 for actuation.

The shifting element 12 is designed on the basis of a double synchronous shift. This has no neutral position, as compared to the conventional configuration, but connects all three elements 4, 13, 15 in a central position. In fig. 3, the sliding sleeve 26 is located on the left side. Thus, a series operation is achieved, there being a connection of the internal combustion engine 3 with the generator 6. In fig. 5, the sliding sleeve 26 is centered. This enables internal combustion operation of the internal combustion engine 3 in connection with the wheels 9a, 9b and the generator 6. In fig. 6, the sliding sleeve is located on the right side. In this case, the driving by the electric power supplied from the battery can be realized with the generator 6 connected to the output terminal. The shifting element 12 consists of two synchronizing units with associated synchronizing gears as well as a sliding sleeve 12 for the actuating element and a locking device 25 for the respective shift position in the engaged condition. The locking element 34 is integrated in the first gear wheel 13. The gear wheel 13 is provided with a through hole whereby the sliding sleeve 26 connects the two lateral elements and can still be actuated with only one actuation system.

Description of the reference numerals

1 drive system

2 output shaft

3 internal combustion engine

4 Motor shaft

5 first rotor shaft

6 first motor

7 second rotor shaft

8 second motor

9a first wheel

9b second wheel

10 drive unit

11 Gear unit

12 gearshift device

13 first gear

14 planetary gear stage

15 second gear

16 pairs of planetary gears

17 sun gear

18 planetary gear

19 planetary gear carrier

20 intermediate gear

21 hollow gear

22 brake device

23 differential gear

24 tooth system

25 docking unit

26 sliding sleeve

27 first connection region

28 first transmission area

29 second tooth region

30 second drive range

31 Motor vehicle

32 driving axle

33 profile of detent

34 position-limiting element

35a first side

35b second side

36 actuator

37 lever mechanism

38 lever element

39a first end

39b second flange element

40 receiving profile

41 pivot point

42 third brake element

43a first axis of rotation

43b second axis of rotation

43c third axis of rotation

44 base body

45 receiving hole

46 internal tooth part

47 sliding part

48 shell

49 support bearing