DE102020205916A1 - Drive device for the electric drive of a motor vehicle - Google Patents

Abstract

Drive device (1) for electrically driving a motor vehicle, having a first drive shaft (2) for coupling the drive device (1) to an internal combustion engine (3) and for coupling the drive device (1) to a first input of a multi-stage transmission (5), and a second drive shaft (4) for coupling the drive device (1) to a second input of the multi-stage transmission (5), and an electric machine (6) with a rotor (6A), the electric machine (6) is at least temporarily for Drive of the motor vehicle usable, and a planetary gear (8) with the elements ring gear (8A) and sun gear (8B) and web (8C), and a first clutch (K), and a second clutch (I). A first (8C) of the elements (8A, 8B, 8C) of the planetary gear (8) is permanently connected to the second drive shaft (4) in a rotationally fixed manner or forms the second drive shaft (4). A second (8A, 8B) of the elements (8A, 8B, 8C) of the planetary gear (8) is permanently connected in a rotationally fixed manner to a housing (7) of the drive device (1). The rotor (6A) of the electric machine (6) can be connected in a rotationally fixed manner to the first drive shaft (2) via the first clutch (I) and to a third (8B, 8A) of the elements (8A, 8A) via the second clutch (J). 8B, 8C) of the planetary gear (8) rotatably connectable.

Description

The invention relates to a drive device for electrically driving a motor vehicle. It also relates to a hybrid module with such a drive device. And it relates to a motor vehicle drive with a multi-stage motor vehicle transmission and with such a drive device. The invention also relates to a control device which is designed to open a form-fitting switching element of the motor vehicle drive in the clamped state.

From the DE 10 2010 063 311 A1 a device for a drive train of a hybrid vehicle is known. The device has a planetary gear with the elements ring gear, sun gear and web. The first of these elements is used to firmly connect a transmission input shaft of a transmission. A second of these elements is used to permanently connect an electric machine of a hybrid drive. Two of these three elements of the planetary gear can be coupled via a coupling. According to paragraphs [0041] and [0042], this coupling can be designed with a friction fit or a form fit. In a first switching position, a third of the elements of the planetary gear can be coupled to an internal combustion engine of the hybrid drive via a switching element, and in a second switching position the third of the elements of the planetary gear can be coupled on the housing or stator side.

In the said DE 10 2010 063 311 A1 several methods of operating such a device are also specified.

From the DE 10 2018 203 819 A1 a hybrid module for arrangement between an internal combustion engine and a transmission of a hybrid vehicle is known.

From the DE 10 2017 222 927 A1 a drive train of a motor vehicle with a hybrid drive having an internal combustion engine and an electric machine is known. A transmission of the drive train here has two sub-transmissions connected in parallel with two transmission input shafts and one transmission output shaft. Each partial transmission comprises at least one positive shifting element. The electric machine can be connected to the first transmission input shaft or is connected. The internal combustion engine can be or is connected to the second transmission input shaft. A planetary gear is arranged between the electrical machine and the first transmission input shaft. A rotatably mounted rotor of the electrical machine is permanently non-rotatably connected to a planetary gear set shaft designed as a sun gear of the planetary gear. The web of the planetary gear is permanently connected to the first gearbox input shaft in a rotationally fixed manner. The ring gear of the planetary gear is connected to the second transmission input shaft via a positive shifting element in a first shifting position of the shifting element and is fixed to the housing in a second shifting position of the shifting element.

The said DE 10 2017 222 927 A1 also describes a method for operating this drive train: If, when driving with a gear engaged in the gearbox, a vehicle brake is applied in the sense of full braking or when the vehicle is stationary with a gear engaged in the gearbox, the gearbox is braced and the shifting element is in the second shift position is located, it is determined whether the drive train can be disconnected by opening a target claw. If it is determined that the target claw cannot be opened, then the switching element is switched from the second switching position to the first switching position.

The object of the present invention is to improve the state of the art. In particular, a drive device is to be provided which enables a construction that is as compact as possible in order to save installation space. In addition, two speed levels should be made possible for an electric machine of the drive device. In addition, a possibility is to be specified for operating a vehicle drive with the drive device in a tensioned state in such a way that the tension is released.

This object is achieved by the measures specified in each case in the main claims. Preferred embodiments thereof can be found in the subclaims.

Accordingly, a drive device for at least occasional electrical drive (propulsion) of a motor vehicle is proposed. The motor vehicle can be, for example, a passenger car or truck or a bus.

The drive device has a first drive shaft. The first drive shaft is designed to couple the drive device to an internal combustion engine. For this purpose, the first drive shaft has in particular a corresponding flange for connection to the internal combustion engine, for example to a crankshaft of the internal combustion engine. The internal combustion engine can be used at least temporarily to drive the motor vehicle. A separate separating clutch and / or a separate rotary damper can be provided in terms of drive technology between the first drive shaft and the internal combustion engine. The disconnect clutch can then be provided as a starting clutch. The first drive shaft is used to introduce a drive torque from the internal combustion engine into the drive device.

The first drive shaft is also designed to couple the drive device to a first input of a multi-stage transmission. The drive device is therefore used for the input-side connection to the multi-stage transmission. For this purpose, the first drive shaft has in particular a corresponding flange for connection to the first input of the transmission, for example to a first input shaft of the transmission. The first drive shaft can also form an input shaft of the first input of the transmission. Such a multi-stage transmission has several optionally insertable gear ratios, in particular several discrete gears. The first drive shaft thus primarily serves both to introduce a drive torque from the internal combustion engine into the drive device and to transfer a drive torque from the drive device to the multi-stage transmission. The first drive shaft can therefore also be referred to as the input and output shaft of the drive device.

The drive device also has a second drive shaft. The second drive shaft is designed to couple the drive device to a second input of the multi-stage transmission. For this purpose, the second drive shaft has in particular a corresponding flange for connection to the second input of the transmission, for example to a second input shaft of the transmission. The second drive shaft can also form an input shaft of the second input of the transmission. The second drive shaft serves primarily to divert a drive torque from the drive device to the multi-stage transmission. The second drive shaft can therefore also be referred to as the output shaft of the drive device.

The multi-stage transmission therefore has at least or precisely the two aforementioned inputs. In each case, a drive torque can be fed to the multi-stage gear via this. In particular, by means of one or more shift elements of the transmission and / or clutches of the drive device, that input can be selected as required via which an effective torque transmission between the drive device and the transmission is to take place. In particular, the transmission with the drive device is optionally only via the first input; only via the second entrance; via both inputs at the same time; non-rotatably connected via any of the inputs. There is then no effective drive connection between the transmission and the drive device via the respective deactivated input. In particular, the inputs are assigned to different insertable gear ratios of the transmission and / or drive modes of the combination of drive device and transmission. It can thus be provided that one input is always used for a specific gear ratio stage and / or drive mode and that the other input is always used for another specific gear ratio stage and / or drive mode. The selected gear ratio and / or drive mode depends in particular on the respective driving situation and is accordingly automatically engaged.

The drive device also has an electric machine with a rotatable rotor. The electric machine is in particular a synchronous machine or an asynchronous machine. The electric machine can be used at least temporarily to drive the motor vehicle electrically. Then it is used as a drive motor. It can be provided that the electric machine can also be used as an electrical generator, at least at times. In particular, the electric machine also has a stator fixed to the housing. The rotor can be driven with the stator.

The drive device also has a planetary gear with the elements ring gear and sun gear and web. The planetary gear is designed in particular in one stage. In this case, it does not include a plurality of planetary stages coupled with one another in terms of drive technology. The web in particular rotatably supports planet gears of the planetary gear, which mesh with the sun gear and the ring gear in a manner known per se.

The drive device also has a first switchable clutch and a second switchable clutch. They can be operated in the opening and closing directions. Actuators can be provided for their actuation. Thus, these switching elements can be actuated by commands from the control unit of the drive device, that is to say they can be closed and opened as desired. The control device is preferably also used to control the electric machine. In particular, the first and second clutch can be used to select which of the drive shafts the rotor of the electric machine is operatively connected to. This means that the two clutches can be used to set which of the inputs of the multi-stage transmission is used for the electric machine.

In particular, the drive device only has these two said switchable clutches and said electric machine. So there are preferably no further switchable clutches and / or another electric machine provided.

A first of the elements of the planetary gear is either permanently connected to the second drive shaft in a rotationally fixed manner, in particular directly connected, or this first element forms the second drive shaft directly itself. Such a permanent, non-rotatable connection is used for the targeted transmission of a drive torque and, in the assembled state, does not provide any possibility of opening and closing the connection, for example via a switching element. The permanent non-rotatable connection can, however, be designed to be separable for the assembly and / or disassembly of the drive device, for example by means of form-fitting, non-switchable connection points. The permanent non-rotatable connection can thus be made in one piece or in several pieces. The permanent, non-rotatable connection can be designed with a material fit, a form fit or a force fit.

In the proposed drive device it is now provided that a second one of the elements of the planetary gear is permanently connected in a rotationally fixed manner to a housing of the drive device, in particular is directly connected. The housing of the drive device is used in particular for the rotatable support of the two drive shafts. The housing can also be designed to receive and support the stator of the electric machine in a rotationally fixed manner. The housing can in particular accommodate the electric machine, the clutches and the planetary gear of the drive device in an interior space and shield them from external environmental conditions, such as in particular rain or moisture, and it can prevent lubricant from escaping from the drive device.

In addition, the rotor of the electric machine can be releasably connected to the first drive shaft in a rotationally fixed manner via the first clutch. In the closed state, the first clutch therefore connects the rotor to the first drive shaft in a rotationally fixed manner. In the open state, however, there is no rotationally fixed connection between the rotor and the first drive shaft via the first clutch. In particular, these are then rotatable relative to one another.

In addition, the rotor of the electric machine can be releasably connected to a third of the elements of the planetary gear in a non-rotatable manner via the second clutch. In the closed state, the second clutch therefore non-rotatably connects the rotor to this third element. In the open state, however, there is no rotationally fixed connection between the rotor and the third element of the planetary gear via the second clutch. In particular, these are then rotatable relative to one another.

In this way, the electric machine can be switched between the two inputs of the multi-stage transmission. Only two couplings are required for the drive device, which saves installation space. In addition, the planetary gear can be arranged radially inside the rotor of the electric machine to save space. The e-machine can be operated at two different speed levels through the clutches of the drive device. A decoupling of the electric machine from the rest of the drive train is possible. By means of the clutches and the electric machine of the drive device, positive-locking shifting elements in the multi-stage transmission can be released if they should come to a standstill unintentionally under pretension.

• - die erste Kupplung und/oder die zweite Kupplung radial innenliegend zum
• - Planentengetriebe und/oder Rotor der E-Maschine angeordnet sein. Auch dadurch kann ein weiterer kompakter Aufbau realisiert werden. Diese Elemente können dadurch auch ineinander verschachtelt sein, also axial auf einer gemeinsamen Ebene liegen.

In embodiments of the proposed drive device can

• - The first clutch and / or the second clutch radially inward to the
• - Planetary gear and / or rotor of the electric machine can be arranged. A further compact structure can also be implemented in this way. As a result, these elements can also be nested within one another, that is to say they can lie axially on a common plane.

Preferably, the first clutch and the second clutch of the drive device are each designed to act positively. It is then a question of form-fitting switching elements, for example claw clutches. Thus, in the closed state of the respective switching element, a torque applied to it is transmitted by means of a form fit. In the open state, the form fit is canceled, so that no torque can be transmitted via the respective switching element. As a result, an even more compact design of the drive device can be realized.

The first clutch and the second clutch of the drive device are preferably designed in such a way that they can only be actuated alternately with one another. The second clutch can only be closed if the third clutch is opened at the same time - and vice versa. In this way, incorrect switching in the drive device can be avoided.

The first clutch and the second clutch of the drive device are preferably designed as a common shift element with three shift positions (double shift element). This enables a very compact construction to be achieved. A common actuator can thus be provided for actuation. In particular, a common shift sleeve can be provided which, depending on the shift position, serves either as a first clutch or a second clutch. In the first shift position (corresponds to the closed first clutch and the disengaged second clutch), the rotor of the electric machine is non-rotatably connected to the first drive shaft via the common shift element, while it is rotatably decoupled from the third element of the planetary gear. In the second switch position (corresponds to the When the first clutch is open and the second clutch is closed), the rotor of the electric machine is non-rotatably connected to the third element of the planetary gear via the common switching element, while it is rotatably decoupled from the first drive shaft. In the third shift position (corresponds to the disengaged first and second clutch) the rotor of the electric machine is decoupled from both the first drive shaft and the third element of the planetary gear. The rotor can thus be rotated freely.

The first clutch and the second clutch are preferably arranged on the input side of the drive device. When the respective clutch is arranged on the input side, it lies in the axial direction and / or in terms of drive technology between the planetary gear on the one hand and the internal combustion engine or the flange for coupling the first drive shaft to the internal combustion engine on the other. As an alternative to this, it is possible for the first and second clutches to be arranged on the output side of the drive device. When the respective clutch is arranged on the output side, however, it lies in the axial direction and / or in terms of drive technology between the planetary gear on the one hand and the multi-stage gear or the flanges for coupling the first and second drive shaft to the multi-stage gear on the other. It is thus possible to accommodate one or both clutches at least partially radially inside the rotor of the electric machine. The rotor and the two clutches of the drive device can then be nested in one another.

The first clutch and the second clutch can be arranged axially between the connection for the third of the elements of the planetary gear on the one hand and the connection for the rotor of the electric machine on the other hand. The connection of the first and second clutch to the planetary gear is thus arranged axially next to these clutches on one side, while the connection to the rotor of the electric machine is arranged axially next to these clutches on the other side. Such a connection can be formed in the shape of a hollow wave. Such a connection can be implemented as a connecting piece. Thus, the first and second clutches can simply be arranged axially between the rotor and the planetary gear. Here, space-saving arrangement of one or both of the clutches radially inside the rotor of the electric machine and / or the sun gear of the planetary gear is possible.

Alternatively, the connection for the third of the elements of the planetary gear to the first and second clutch and the connection for the rotor of the electric machine to the first and second clutch can be arranged on a common side of the clutches. In other words, the couplings are coupled to the third element and the rotor from a common axial side of the couplings. In particular, the connections are arranged axially adjacent to the second clutch. The connections to the rotor and to the third element are in particular radially one above the other. For example, the first drive shaft can be arranged radially on the inside, and the connection to the third element can be provided radially via this, and connection to the rotor can then be provided radially via this. This results in the following radial sequence from the inside to the outside: first drive shaft> connection to the third element> connection to the rotor. A space-saving arrangement of one or both of the clutches radially inside the rotor is possible here.

In a first variant of the drive device, the web preferably forms the first element of the planetary gear. It is thus permanently connected in a rotationally fixed manner to the second drive shaft or directly forms the second drive shaft itself. The ring gear forms the second element of the planetary gear. It is thus permanently non-rotatably connected to the housing of the drive device. The sun gear forms the third element of the planetary gear. It can thus be connected in a rotationally fixed manner to the rotor of the electric machine via the second clutch. In this way, when the second clutch is closed, the operative connection between the electric machine and the second drive shaft is translated to a relatively high level via the planetary gear. This embodiment is therefore particularly suitable for e-machines that achieve their rated output at relatively high speeds.

In an alternative, second variant, the connection of ring gear and sun gear is reversed compared to the first variant: As in the first variant, the web forms the first element of the planetary gear. The sun gear now forms the second element of the planetary gear and is therefore permanently connected in a rotationally fixed manner to the housing of the drive device. The ring gear now forms the third element of the planetary gear and can therefore be connected non-rotatably to the rotor of the electric machine via the second clutch. In this way, when the second clutch is closed, the operative connection between the electric machine and the second drive shaft is geared relatively low via the planetary gear. This embodiment is therefore particularly suitable for e-machines that achieve their rated output at relatively low speeds.

With these two variants, there can also be advantages with regard to the mounting of the rotor of the electric machine and / or actuators for the clutches. There can also be advantages in terms of installation space by cleverly nesting the Clutches and the planetary gear and the rotor of the electric machine result.

A hybrid module for the electric drive of a motor vehicle is also proposed. The hybrid module is designed to be arranged on the input side of a multi-stage motor vehicle transmission, the motor vehicle transmission having two inputs. The hybrid module has the proposed drive device. A powerful and compact hybrid module can thus be formed. When installed, the hybrid module is located axially between the combustion engine and the multi-stage transmission. In particular, it has its own housing. In particular, the hybrid module is a pre-assembled separate structural unit that can be placed on the motor vehicle transmission in the area of the input. A hybrid vehicle can thus be formed from a conventionally driven motor vehicle.

A motor vehicle drive is also proposed for at least temporarily driving the motor vehicle electrically. The motor vehicle drive has the multi-stage motor vehicle transmission and the proposed drive device. The motor vehicle transmission therefore has two inputs. The drive device accordingly has said first and second drive shaft, the electric machine, the planetary gear and the first and second clutch. The first drive shaft is coupled on the one hand to the first of the inputs of the motor vehicle transmission and on the other hand is designed to be coupled to the internal combustion engine. The second drive shaft is coupled to the second of the inputs of the motor vehicle transmission. In the motor vehicle drive, torque can thus be transmitted between the transmission and the drive device via the first and second transmission inputs. The drive device can be provided here in the form of the proposed hybrid module. The motor vehicle drive is preferably formed as a common drive module from the transmission and the drive device arranged on it. The motor vehicle drive can thus be designed as a preassembled separate structural unit. This structural unit can be placed on the internal combustion engine and then inserted into a vehicle frame or vehicle chassis together with it.

In one embodiment of the motor vehicle drive, the motor vehicle transmission preferably has a first shift element and a second shift element. These shift elements are therefore assigned to the motor vehicle transmission (transmission shift elements). These switching elements can be operated in the opening and closing directions. Actuators can be provided for their actuation. Thus, these switching elements can be actuated by commands from the control unit of the drive device and / or the motor vehicle transmission, that is to say they can be closed and opened as desired. These switching elements are designed in particular as clutches. These switching elements are used in particular for switching (inserting / disengaging) the multiple gear ratios of the motor vehicle transmission.

The first drive shaft of the drive device can preferably be connected non-rotatably to a first gear ratio of the motor vehicle transmission via the first shift element of the motor vehicle transmission. In the closed state, this first switching element thus connects the first drive shaft in a rotationally fixed manner to the first gear ratio of the motor vehicle transmission, in particular to an input gear of this first gear ratio. In the open state, on the other hand, there is no rotationally fixed connection between the first drive shaft and the first gear ratio of the motor vehicle transmission via this first switching element. In particular, these are then rotatable relative to one another.

In addition, the first drive shaft of the drive device can preferably be connected non-rotatably to a second gear ratio of the motor vehicle transmission via the second shift element of the motor vehicle transmission. In the closed state, this second shift element thus connects the first drive shaft in a rotationally fixed manner to the second gear ratio of the motor vehicle transmission, in particular to an input gear of this second gear ratio. In the open state, on the other hand, there is no rotationally fixed connection between the first drive shaft and the second gear ratio of the motor vehicle transmission via this second switching element. In particular, these are then rotatable relative to one another.

The first and second shifting elements of the motor vehicle transmission are preferably designed as a common shifting element with three shifting positions (double shifting element), analogous to the first and second clutch of the drive device.

In addition, the second drive shaft of the drive device is preferably permanently connected in a rotationally fixed manner to the first gear ratio of the motor vehicle transmission.

In this way, operating modes and / or functions of the drive device can be implemented by including the shifting elements present in the motor vehicle transmission for engaging the gear ratios. A further clutch can therefore be dispensed with in the drive device.

In a further development of the motor vehicle drive, the first gear ratio and the second gear ratio in each case a torque introduced via it to a countershaft of the motor vehicle transmission. The two drive shafts of the drive device can thus be coupled to the countershaft of the motor vehicle transmission via the two inputs and the two shifting elements of the motor vehicle transmission. An output of the motor vehicle transmission can then in turn be drivable via this. The gearbox is therefore designed as a countershaft design. Fixed gears of the two gear ratios are preferably arranged on the countershaft to form the different ratios. Thus, at least these two gear ratios are permanently non-rotatably connected to the countershaft.

Optionally, a motor vehicle is also proposed, having the internal combustion engine and the multi-stage motor vehicle transmission and the proposed drive device. The first drive shaft of the drive device is coupled to the internal combustion engine. The first drive shaft can thus be driven by the internal combustion engine. This coupling can be designed directly and permanently or indirectly via the separating clutch. The separating clutch can serve as a starting clutch. In addition, the rotary damper for damping rotational irregularities of the internal combustion engine can be provided between the first drive shaft and the internal combustion engine. The first and second drive shafts of the drive device are each coupled to one of the inputs of the multi-stage motor vehicle transmission, in particular there is a direct permanent connection to the respective input of the motor vehicle transmission. The motor vehicle transmission can thus be driven via the first drive shaft and the second drive shaft. The drive device and the motor vehicle transmission can be in the form of the proposed motor vehicle drive.

A control device is also proposed for actuating the proposed motor vehicle drive, which - as explained above - has the drive device and the multi-stage motor vehicle transmission. In addition to the two mentioned shifting elements of the motor vehicle transmission, further shifting elements are preferably provided there. As explained, these shifting elements are used in particular for engaging the gear ratios of the motor vehicle transmission. At least one of the shifting elements of the motor vehicle transmission has a positive fit. For example, this is a dog clutch. Other or all of the shifting elements of the motor vehicle transmission preferably also act in a form-fitting manner.

The proposed control device is designed to actuate the two clutches of the drive device and at least the said positive shifting element of the motor vehicle transmission. The control unit can thus open and close the clutches and the switching element in a targeted manner. The control unit is also designed to operate the electric machine of the drive device. The control unit is thus able to provide drive torque through the electric machine. In other words, the control unit controls the clutches and the electric machine of the drive device, as well as the shift element or elements of the motor vehicle transmission.

It can happen that said positive shifting element of the motor vehicle transmission comes to a standstill in the closed state and under pretension (a load). At least the first drive shaft of the drive device no longer rotates in this state. The two form-fitting halves of the switching element are then braced against one another, as a result of which it is not possible for this switching element to be opened by the associated actuators. This state can occur in particular if the internal combustion engine inadvertently comes to a standstill when the positive-locking switching element is closed, for example due to a stall.

• - in einem ersten Schritt (a): die erste Kupplung zu schließen (sofern diese vorher geöffnet war) oder im geschlossenen Zustand zu halten (sofern diese bereits geschlossen war), und dann
• - in einem zweiten Schritt (b): ein Antriebsdrehmoment mittels der E-Maschine aufzubringen, sodass dieses formschlüssige Schaltelement von seiner Vorspannung vollständig oder zumindest zum Öffnen ausreichend entlastet wird, und dann
• - in einem dritten Schritt (c): dieses formschlüssige Schaltelement zu öffnen.

The proposed control device is now able and also specifically designed to open the energized positive shifting element of the motor vehicle transmission in such a case with the help of a targeted actuation of the electric machine and the first clutch. For this purpose, the control unit is designed to

• - In a first step (a): to close the first clutch (if it was previously open) or to keep it in the closed state (if it was already closed), and then
• - In a second step (b): to apply a drive torque by means of the electric machine, so that this form-fitting switching element is completely relieved of its preload or at least sufficiently relieved to open, and then
• - In a third step (c): to open this form-fitting switching element.

In step (a), in particular, the second clutch of the drive device is also opened or kept in the open state. In particular, before or when closing the first clutch of the drive device in step (a), the electric machine is made torque-free, so that no torque is generated by the electric machine when the first clutch is closed. The positive-locking switching element is opened (step c) in particular in the unloaded state (step b).

In this way, when the first clutch is closed, the drive torque applied by the electric machine supports the bias voltage applied to the positive-locking shifting element and then opening this shifting element. For this purpose, the control unit has special means, in particular inputs and outputs and calculation means, in order to determine or estimate the state of the respective positive shifting element of the motor vehicle transmission and to carry out steps (a), (b) and (c). As a result, the motor vehicle drive can be transferred at any time to a state from which the internal combustion engine arranged on it can be restarted.

• 1, eine erste Variante einer Antriebsvorrichtung zum elektrischen Antrieb eines Kraftfahrzeugs,
• 2, ein Kraftfahrzeugantrieb zum elektrischen Antrieb eines Kraftfahrzeugs mit der ersten Variante der Antriebsvorrichtung aus 1,
• 3, ein Kraftfahrzeugantrieb zum elektrischen Antrieb eines Kraftfahrzeugs mit einer zweiten Variante einer Antriebsvorrichtung.

In the following, the invention is explained in more detail with reference to figures, from which further preferred embodiments of the invention can be taken. In each case show in a schematic representation:

• 1 , a first variant of a drive device for electrically driving a motor vehicle,
• 2 , a motor vehicle drive for electrically driving a motor vehicle with the first variant of the drive device 1 ,
• 3 , a motor vehicle drive for electrically driving a motor vehicle with a second variant of a drive device.

Identical or at least functionally identical components are provided with the same reference symbols in the figures. For the sake of clarity, only the upper halves of the drive devices are shown 1 shown. The lower half can be mirrored for this purpose.

1 shows a drive device arranged in a vehicle drive train 1 for the electric drive / propulsion of a motor vehicle not shown in detail, such as a commercial vehicle in particular. The drive device 1 is on the input side via a single first drive shaft 2 with an internal combustion engine 3 connected, for example with a crankshaft. Drive technology between the drive device 1 and internal combustion engine 3 a separating clutch and / or a rotary damper can optionally be arranged. The drive device 1 is on the output side via the first drive shaft 2 and a second drive shaft 4th each with an input of a multi-stage motor vehicle transmission 5 connected, for example, each with a transmission input shaft. The first drive shaft 2 thus forms an input and output shaft of the drive device 1 . The second drive shaft 4th forms an output shaft of the drive device 1 . The two inputs of the transmission 5 can use different sub-transmissions of the transmission 5 be assigned. In particular, there is one or more shift elements of the transmission 5 provided to select that input from which a drive torque to propel the vehicle to the transmission 5 should be supplied. The present is the second drive shaft 4th Executed as a hollow shaft and coaxial on the first drive shaft 2 arranged. The drive shafts 2 , 4th are rotatably supported to each other.

The combination of drive device 1 and transmission 5 forms a vehicle drive. It can be provided that the drive device 1 to the gearbox 5 were assembled to create a common structural unit. This unit can then be combined with the internal combustion engine 3 coupled and installed in a frame or a chassis of the motor vehicle. The drive device 1 can be done before assembly to the gearbox 5 have been preassembled as a separate hybrid module.

With the output of the transmission 5 Drive wheels (not shown) of the vehicle are connected to the vehicle from the internal combustion engine 3 and / or the drive device 1 is drivable. The gear 5 has several gear ratios that can be inserted as required, i.e. in particular various discrete gears. The gear 5 can be designed, for example, as a manual gearbox, as an automated gearbox, as an automatic transmission or as a continuously variable transmission (CVT transmission). In 2 is a preferred embodiment of the transmission 5 shown in countershaft design.

The drive device 1 has an electric machine 6. The electric machine 6 has a rotatable rotor 6A and a stator fixed to the housing 6B . The housing not shown in detail 7th the drive device 1 on which the stator 6B is attached, surrounds the essential components of the drive device 1 and shields them from external environmental conditions. This also prevents lubricant from escaping unintentionally from the drive device 1 prevented. The case 7th is designed in particular so that the drive device 1 forms a separate hybrid module that is arranged on the input side of the transmission 5 is trained.

The electric machine 6 can be operated by a motor in order to provide a drive torque. The electric machine 6 can also be operated as a generator in order to provide a braking torque and / or to recuperate. The torque provided by the electric machine 6 can thus be used by the internal combustion engine 3 counteract or support it.

1. 1. Schaltstellung: erste Kupplung I geschlossen und zweite Kupplung J geöffnet;
2. 2. Schaltstellung: erste Kupplung I geöffnet und zweite Kupplung J geschlossen;
3. 3. Schaltstellung: erste Kupplung I geöffnet und zweite Kupplung J geöffnet.

In addition, the drive device 1 via a switchable first clutch I. and a switchable second clutch J as switching elements. These switching elements I. , J are designed to act positively. As in 1 shown are the first and second clutches I. , J preferably designed as a double switching element with three switching positions. For example, a common selector sleeve is provided with exactly the following three switching positions:

1. 1st switching position: first clutch I. closed and second clutch J opened;
2. 2nd switching position: first clutch I. open and second clutch J closed;
3. 3rd switching position: first clutch I. open and second clutch J opened.

The first clutch I. and the second clutch J can therefore always be operated jointly and alternately with one another. Preferably the couplings I. , J by an actuator of the drive device 1 operated automatically.

The drive device 1 also has a single-stage planetary gear 8th . The planetary gear 8th essentially has the elements ring gear 8A , Sun gear 8B , Bridge 8C and planet gears 8D . The planet gears 8D are on the dock 8C rotatably mounted and mesh on the one hand with the ring gear 8A and on the other hand with the sun gear 8B . A first of the elements 8A , 8B , 8C of the planetary gear 8th is with the second drive shaft 4th permanently connected in a rotationally fixed manner or forms the second drive shaft 4th himself off. In the variant according to 1 forms the bridge 8C this first element. A second of the elements 8A , 8B , 8C of the planetary gear 8th is with the case 7th the drive device 1 permanently non-rotatably connected. In the variant according to 1 the ring gear 3A forms this second element. A third of the elements 8A , 8B , 8C of the planetary gear 8th is about the second clutch J with the rotor 6A the electric machine 6 rotatably connectable. In the variant according to 1 forms the sun gear 8B this third element.

The rotor 6A is about the first clutch I. with the first drive shaft 2 non-rotatably connectable. Thus is the rotor 6A optionally via the first coupling I. with the first drive shaft 2 and via the second clutch J with the third element of the planetary gear 8th (the sun gear 8B in 1 ) rotatably connectable. The first clutch I. accordingly connects the first drive shaft in its closed state 2 rotatably with the rotor 6A . And the second clutch J connects the rotor in its closed state 6A with the third element (the sun gear 8B in 1 ).

As also from 1 can be seen are the first and second couplings I. , J input side of the drive device 1 arranged. In other words, there are the clutches I. , J drive technology and / or axially between the plane of the planetary gear 8th and the internal combustion engine 3 . Here are the first clutch I. and the second clutch J axially between the hollow shaft-shaped connection 8X for the third element of the planetary gear 8th (for the sun gear 8B in 1 ) on the one hand and the hollow shaft-shaped connection 6X for the rotor 6A the electric machine 6 on the other hand arranged. The electric machine 6 is also on the input side of the drive device 1 arranged, further on the input side than the clutches I. , J . The connections 6X , 8X are coaxial with the drive shaft 2 arranged, but are not radially one inside the other.

The drive device 1 also has a control unit 9 . The control unit 9 serves to operate the clutches I. , J as well as the e-machine 6. Thus, the control unit 9 able to use the clutches I. , J to open and close as required and to operate the electric machine 6 to provide a torque. Corresponding commands from the control unit 9 are controlled by actuators for the clutches I. , J and implemented by electrical power electronics for the electric machine 6, such as an inverter in particular.

By switching the clutches I. , J is the driving device 1 can be operated in different operating modes, which are explained below.

When the first clutch I. is open and the second clutch J is closed, the drive device is located 1 in an ISG mode. The planetary gear 8th serves here as a fixed transmission of the electric machine 6 to the second drive shaft 4th and the second input of the transmission 5 . In this way, a translated torque from the electric machine 6 can then be applied to the second drive shaft 4th and thus the second input of the transmission 5 be created. By setting a corresponding shift position of one or more shift elements of the transmission 5 can be the first drive shaft 2 from the rest of the gearbox 5 decoupled and then driven purely electrically without drag losses from the combustion engine 3 appear. The rotor 6A the electric machine 6 can be through the planetary gear 8th always one in comparison to the internal combustion engine 3 have increased speed. The electric machine 6 can therefore also be used at low speeds of the internal combustion engine 3 be operated in an optimal speed range. The efficiency of the electric machine 6 can thus be improved both in motor operation and in generator operation (recuperation). In addition, in ISG mode, the e-machine can switch 6 shifts of the shifting elements in the transmission 5 can support, in particular, a pulling force in the transmission 5 are supported and / or formwork elements of the transmission 5 be synchronized.

When the first clutch I. is closed and the second clutch J is open, the drive device is located 1 in a KSG mode. Here is the rotor 6A the electric machine 6 rotatably with the first drive shaft 2 and the internal combustion engine 3 tied together. The speed of the electric machine 6 is therefore always identical to the speed of the first drive shaft 2 and the internal combustion engine 3 . The planetary gear 8th runs with without being involved in the essential torque transmission in the drive train. It is thus deactivated. Via the second input of the transmission 5 is no torque transmission between the drive device 1 and transmission 5 possible. By setting a corresponding shift position of one or more shift elements of the transmission 5 can then the electric machine 6 and the internal combustion engine 3 from the rest of the gearbox 5 and the rest of the drive train. This means that they can be operated independently of the rest of the transmission 5 and drive train work. The electric machine 6 can then be operated as a motor or as a generator. When the electric machine 6 is operated as a motor, it can be used as a starter for the internal combustion engine 3 to start. When the electric machine 6 is operated as a generator, it can provide a drive power of the internal combustion engine 3 convert it into electrical energy. This energy can, for example, be stored in a battery and / or made available to electrical consumers of the vehicle. Thus, when the vehicle is at a standstill, electrical auxiliary units of the vehicle can be operated.

The electric machine 6 and the combustion engine are in KSG mode 3 with the first drive shaft 4th and the first input of the transmission 5 non-rotatably connected. In comparison to the said ISG mode, the speed of the electric machine 6 is due to the untranslated connection to the internal combustion engine 3 reduced. The KSG mode is suitable for operating the electric machine 6 with low power, for example for supplying the electrical system to the electric machine 6 at a low speed. In the KSG mode, the electric machine 6 can then also switch operations of the switching elements in the transmission 5 can support, in particular, a pulling force in the transmission 5 are supported and / or formwork elements of the transmission 5 be synchronized.

The KSG mode is also preferred when the internal combustion engine is running at relatively high speeds 3 are present or could be present in the foreseeable future, such as in particular during an engine braking operation. By selecting the KSG mode, the speed applied to the electric machine 6 is reduced compared to the ISG mode.

Thus, by engaging the KSG mode in good time, impermissibly high speeds on the electric machine 6 can be prevented.

When the first clutch I. and the second clutch J are open, then the rotor is 6A of the electric machine 6 rotating freely. In terms of drive technology, the electric machine 6 is therefore different from the first and second drive shaft 2 , 4th disconnected. As a result, no-load losses of the electric machine 6 can be avoided. By connecting the internal combustion engine 3 to the first input of the gearbox 5 via the first drive shaft 2 is then still the internal combustion engine 3 can be used to drive the vehicle. This switching position can be advantageous in particular for driveless sailing operation of the vehicle in order to minimize disruptive drag losses in the electric machine 6. This decoupling of the electric machine 6 can also be used when the internal combustion engine is running at relatively high speeds 3 or could be present in the foreseeable future, especially in the case of engine braking. The electric machine 6 can thus be protected against impermissibly high speeds.

For switching between the clutches I. , J these can each be synchronized by a corresponding speed control of the electric machine 6, in particular by regulating the speed of the electric machine 6. Thus, a mechanical synchronization device in the clutches can be accessed I. , J such as synchronizer rings, can be dispensed with.

2 shows the drive device 1 the end 2 in combination with a preferred multi-stage motor vehicle transmission 5 . The drive device 1 and the transmission 5 form a motor vehicle drive for the electrical drive of a motor vehicle. The drive device 1 is on the input side of the gearbox 5 arranged. The gear 5 itself is essentially already known, which is why only its essential components will be discussed at this point. It is a 12-speed gearbox in countershaft design with an upstream group 5A and a main transmission 5B and an area group 5C in planetary design for use in heavy commercial vehicles. In this context, a utility vehicle is a truck or a bus.

Is also shown in 2 only one half of the gearbox 5 and the drive device 1 . The other half can be designed as a mirror image of this. In this case the transmission includes 5 two countershafts 5D . Alternatively, the transmission 5 also just about the in 2 shown a (single) countershaft 5D feature.

The gear 5 has a total of 8 gear shift elements designed as clutches A. , B. , C. , D. , E. , F. , H , L. . The clutches C. , D. , E. , F. are designed in particular as unsynchronized claw switching elements. The clutches A. , B. , L. , H are in particular designed either as synchronized positive shifting elements or as unsynchronized claw shifting elements. Preferably the couplings A. , B. , C. , D. , E. , F. , H , L. by an actuator of the transmission 5 operated automatically.

The clutches designed as a double switching element A. , B. are the upstream group 5A assigned, the clutch B. also for engaging the 3rd gear of the main transmission 5B is being used. The clutches, each designed as a double shift element C. , D. as E. , F. are the main transmission 5B assigned. The clutches designed as a double switching element H , L. are the area group 5C assigned.

On the main shaft 5E of the transmission 5 are the idler wheels for the wheel planes K _H (Drive constant "High") / 3rd gear, 2nd gear, 1st gear, R (reverse gear) arranged. On the transmission input shaft / second drive shaft 4th is a fixed gear for the gear planes K _L (Drive constant "Low"). On the countershaft 5D are those with the said individual idler gears and the said fixed gear of the gear plane K _L meshing fixed gears arranged. The wheel flats K _L , K _H / 3 . Gear, 2nd gear, 1st gear, R (reverse gear) are each formed by a gear ratio made up of pairs of spur gears. The area group 5C is formed by a single-stage planetary gear. The gear ratios of the gear planes K _L , K _H / 3 . Gear, 2nd gear, 1st gear, R (reverse gear) each lead a torque introduced above them to the countershaft 5D of the transmission 5 . Torque is thus transmitted between the inputs and the output of the transmission 5 via the countershaft 5D .

The gear 5 has a separate gear housing 5F on which the essential elements of the transmission 5 surrounds and shields against environmental conditions. This also prevents unwanted leakage of lubricant from the transmission 5 prevented. The gearbox 5F is in particular separate from the housing 7th the drive device. The housing 5F , 7th have in particular complementary fastening surfaces, so that the drive device 1 on the gearbox 5F can be attached and hung thereon, for example flanges.

The multi-stage motor vehicle transmission 5 in the present case has two inputs. The first input is used to connect to the first drive shaft 2 the drive device 1 permanently connected in a rotationally fixed manner, and via the second input it is connected to the second drive shaft 4th the drive device 1 permanently non-rotatably connected. The first and second drive shaft 2 , 4th the drive device 1 serve in 2 at the same time as transmission input shafts. Optionally, the first and / or second drive shaft 2 , 4th to an associated separate transmission input shaft of the transmission 5 be flanged.

The first drive shaft 2 is about the clutch A. of the transmission 5 releasable with the gear ratio of the gear plane K _L (Drive constant "Low") can be connected non-rotatably. The first drive shaft 2 is also about the clutch B. of the transmission 5 releasable with the gear ratio of the gear plane K _H (Drive constant "High") and 3rd gear can be connected non-rotatably. The second drive shaft 4th is with the gear ratio of the gear plane K _L (Drive constant "Low") permanently connected in a rotationally fixed manner. As the first input element of the transmission 5 can therefore use the double switching element A. , B. be considered. As the second input element of the transmission 5 can therefore the input-side gear of the gear ratio for the gear plane K _L (Drive constant "Low").

In the ISG mode described above (clutch I. open and clutch J closed) is when the switching elements are open A. and B. (Middle position of the double switching element A. , B. ) the first drive shaft 2 and with it the internal combustion engine 3 decoupled from the rest of the drive train. Thus, in this switching position, the electric machine 6 can use the second drive shaft 4th and the second input of the transmission 5 can be driven purely electrically or recuperated without the internal combustion engine 3 is dragged along. This can cause drag losses in the combustion engine 3 be minimized. The torque applied to the electric machine 6 is generated by the planetary gear 8th and the gear ratio of the gear plane K _L advantageously translated. In this way, an optimal speed level of the electric machine 6 can be achieved in motor and generator operation. You can also use ISG mode during a switching process within the control group 5A (i.e. switching over the switching elements A. , B. ) a tensile force occurring in the process can be supported by the electric machine 6.

In the KSG mode described above (clutch I. closed and clutch J open) is with open switching elements A. and B. (Middle position of the double switching element A. , B. ) the electric machine 6 and the internal combustion engine 3 from the rest of the gearbox 5 and separated from the rest of the drive train. Thus, as described above, these can be operated independently of the rest of the transmission 5 and drive train work. To close the switching element A. or B. , i.e. when switching over the double switching element A. , B. , these can each be synchronized by the speed control of the electric machine 6.

3 shows a motor vehicle drive for electrically driving a motor vehicle with a second variant of a drive device 1 and with the multi-stage motor vehicle transmission 5 the end 2 . This second variant differs from the one in 1 and 2 shown first variant only by an interchanged connection of the elements 8A , 8B of the planetary gear 8th as well as an arrangement of the couplings I. , J on the input side in front of the electric machine 6.

Thus, in this second variant, it is the sun gear 8B with the case 7th permanently non-rotatably connected. The bridge 8C is analogous to the first variant with the second drive shaft 4th rotatably connected or forms the second drive shaft 4th himself off. The ring gear 8A is about the second clutch J with the rotor 6A non-rotatably connectable. In this second variant, the web forms 8C so the first element of the planetary gear 8th and the sun gear 8B the second element of the planetary gear 8th and the ring gear 8A the third element of the planetary gear 8th . This interchanged connection of the elements 8A , 8B of the planetary gear 8th is also at the in 1 shown first variant applicable.

Through the arrangement of the couplings I. , J The connection is on the input side in front of the electric machine 6 8X for the third of the elements of the planetary gear 8th (i.e. the ring gear 8A in 3 ) and the connection 6X for the rotor 6A of the electric machine 6 on a common side of the clutches I. , J arranged. In 3 are both connections 6X , 8X axially adjacent (left) to the coupling J arranged. The connections 6X , 8X are coaxial with the drive shaft 2 arranged and lie radially one inside the other. The first drive shaft is thus located radially on the inside 2 , then the hollow shaft-shaped connection follows radially further outside 8X and finally the hollow shaft-shaped connection follows radially further outwards 6X . This input-side arrangement of the clutches I. , J in front of the electric machine 6 in connection with the radially nested connections 6X , 8X is also at the in 1 shown first variant applicable.

Otherwise, the second variant of the drive device is correct 1 ( 3 ) with the first variant of the drive device 1 ( 1 and 2 ) match. The transmission 5 in 2 and 3 equal to. The explanations for 1 and 2 , with the exception of the deviations mentioned, also for 3 .

In the 1 until 3 Vehicle drives shown, when the vehicle is braked heavily with the service brake, it may not be possible to control the flow of power in the transmission 5 and in the drive device 1 to disconnect before the idle speed of the internal combustion engine 3 is fallen below. This is due to the fact that form-fit switching elements can only be opened without any problems when there is no load. When braking the rotating inertial masses of the internal combustion engine on the vehicle side 3 therefore remain the form-fitting switching elements located in the power flow A. , B. , C. , D. , E. , F. , H , L. of the transmission 5 under load and cannot be opened easily. If you continue to brake to a standstill, the internal combustion engine will 3 undesirably shut down (in particular "stalled"), which means that at least the first drive shafts 2 the drive device 1 with one or more inserted switching elements A. , B. , C. , D. , E. , F. , H , L. of the transmission 5 can come to a standstill under pretension.

This can especially occur when in the gearbox 5 only positive switching elements A. , B. , C. , D. , E. , F. , H , L. are present or if at least in the gear ratio of the transmission engaged during braking 5 only positive switching elements A. , B. , C. , D. , E. , F. , H , L. are in the flow of power.

If between internal combustion engine 3 and drive device 1 a frictional disconnect clutch is available, the preload on the switching element A. , B. , C. , D. , E. , F. , H , L. can be dismantled by opening this clutch, whereupon it can be opened easily.

However, if this procedure is not desired or is not possible due to a non-existent separating clutch, there is the option presented below to adjust the preload on the switching element A. , B. , C. , D. , E. , F. , H , L. safe to dismantle and open. This procedure is independent of the previous switching position of the first and second clutch I. , J .

To open the pretensioned switching element A. , B. , C. , D. , E. , F. , H , L. becomes the first clutch in a first step (a) I. closed, if this was previously open, or it is kept in the closed state, if it was already closed. The second clutch J is opened or kept open accordingly. This is definitely possible because of the clutches I. , J are always relieved when the electric machine 6 is switched to be torque-free, i.e. when it does not generate any drive torque. Therefore, the clutches I. , J can be operated even when the drive train is strained. After the first clutch I. is closed, in a subsequent step (b) with the clutch still closed I. A drive torque is applied by the electric machine 6, so that the respective switching element A. , B. , C. , D. , E. , F. , H , L. is completely or at least sufficiently relieved of its bias. This is possible because the internal combustion engine is switched off 3 by the electric machine 6 via the drive shaft 2 can be twisted. While the switching element A. , B. , C. , D. , E. , F. , H , L. is completely or sufficiently load-free in this way, it is finally in a step (c) opened. The tension in the drive train is thus relieved.

This process is carried out by the control unit 9 by actuating the clutches accordingly I. , J and the electric machine 6 as well as the respective pretensioned switching element A. , B. , C. , D. , E. , F. , H , L. controlled. The control unit 9 accordingly gives after the detection of the closed and pretensioned state of the switching element A. , B. , C. , D. , E. , F. , H , L. or automatically after an unintentional stop of the internal combustion engine 3 with at least one closed switching element A. , B. , C. , D. , E. , F. in connection with a closed switching element H , L. corresponding commands to an actuator of the clutches I. , J and power electronics of the electric machine 6 and an actuator system of the switching element concerned A. , B. , C. , D. , E. , F. , H , L. to operate them accordingly. The control unit 9 is thus specifically designed to effect the implementation of steps (a), (b) and (c). If necessary, the control unit 9 fulfill other functions. The control unit 9 a control unit of the transmission can also do this 5 form or with a separate transmission control unit of the transmission 5 work together.

After the drive train has been released from the preload in this way, the internal combustion engine can 3 restarted. The motor vehicle can then by means of the internal combustion engine 3 and / or start the electric machine 6.

List of reference symbols

1

Drive device

2

first drive shaft, input and output shaft of the drive device

3

Internal combustion engine

4th

second drive shaft, output shaft of the drive device

5

multi-stage motor vehicle transmission

5A

Upstream group of the transmission

5B

Main gear of the transmission

5C

Range group of the transmission

5D

Countershaft of the transmission

5E

Main shaft of the transmission

5F

Housing of the gearbox

6th

E-machine of the drive device

6A

E-machine rotor

6B

Stator of the electric machine

6X

Connection for the rotor of the e-machine

7th

Housing of the drive device

8th

Planetary gear of the drive device

8A

Ring gear of the planetary gear

8B

Sun gear of the planetary gear

8C

Web of the planetary gear

8D

Planetary gear of the planetary gear

8X

Connection for the third element of the planetary gear

9

Control unit

KL

Gear plane of the drive constant "Low"

KH

Gear plane of the drive constant "High"

3.

3rd gear wheel plane

2.

2nd gear wheel plane

1.

1st gear wheel plane

R.

Reverse gear plane

A, B, C, D, E, F, H, L

Clutch / shift element of the transmission

I, J

Coupling / switching element of the drive device

QUOTES INCLUDED IN THE DESCRIPTION

This list of the 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.

Patent literature cited

• DE 102010063311 A1 [0002, 0003]
• DE 102018203819 A1 [0004]
• DE 102017222927 A1 [0005, 0006]

Claims (13)

Drive device (1) for the electric drive of a motor vehicle, having a first drive shaft (2) for coupling the drive device (1) to an internal combustion engine (3) and for coupling the drive device (1) to a first input of a multi-stage transmission (5), and a second drive shaft (4) for coupling the drive device (1) to a second input of the multi-stage transmission (5), and an electric machine (6) with a rotor (6A), the electric machine (6) is at least temporarily for Drive of the motor vehicle usable, and a planetary gear (8) with the elements ring gear (8A) and sun gear (8B) and web (8C), and a first clutch (K), and a second clutch (I), a first (8C ) the elements (8A, 8B, 8C) of the planetary gear (8) is permanently connected to the second drive shaft (4) in a rotationally fixed manner or forms the second drive shaft (4), characterized in that a second one (8A, 8B) of the elements (8A , 8B, 8C) of the planetary gear (8) is marked with e In a housing (7) of the drive device (1) permanently connected in a rotationally fixed manner, and the rotor (6A) of the electric machine (6) can be connected in a rotationally fixed manner to the first drive shaft (2) via the first clutch (I) and via the second clutch ( J) rotatably connectable to a third party (8B, 8A) of the elements (8A, 8B, 8C) of the planetary gear (8). Drive device (1) according to Claim 1 , wherein the first clutch (I) and the second clutch (J) are designed to act positively. Drive device (1) according to Claim 1 or 2 , wherein the first clutch (I) and the second clutch (J) are designed as a common shift element with three shift positions. Drive device (1) according to one of the preceding claims, wherein the first clutch (I) and the second clutch (J) are arranged on the input side of the drive device (1). Drive device (1) according to one of the preceding claims, wherein the first clutch (I) and the second clutch (J) axially between a connection (8X) for the third (8B, 8A) of the elements (8A, 8B, 8C) of the Planetary gear (8) and a connection (6X) for the rotor (6A) of the electric machine (6) are arranged. Drive device (1) according to one of the Claims 1 until 4th , with a connection (8X) for the third (8B, 8A) of the elements (8A, 8B, 8C) of the planetary gear (8) and a connection for the rotor (6A) of the electric machine (6) on a common side of the Couplings (I, J) are arranged. Drive device (1) according to one of the Claims 1 until 6th , wherein the web (8C) forms the first of the elements of the planetary gear (8) and is permanently non-rotatably connected to the second drive shaft (4) or forms the second drive shaft (4), and the ring gear (8A) the second of the elements (8A) , 8B, 8C) of the planetary gear (8) and is permanently non-rotatably connected to the housing (7) of the drive device (1), and the sun gear (8B) is the third of the elements (8A, 8B, 8C) of the planetary gear (8) forms and can be connected to the rotor (6A) of the electric machine (6) in a rotationally fixed manner via the second clutch (J). Drive device (1) according to one of the Claims 1 until 6th , wherein the web (8C) forms the first of the elements of the planetary gear (8) and is permanently non-rotatably connected to the second drive shaft (4) or forms the second drive shaft (4), and the sun gear (8B) the second of the elements (8A , 8B, 8C) of the planetary gear (8) and is permanently non-rotatably connected to the housing (7) of the drive device (1), and the ring gear (8A) is the third of the elements (8A, 8B, 8C) of the planetary gear (8) forms and can be connected to the rotor (6A) of the electric machine (6) in a rotationally fixed manner via the second clutch (J). Hybrid module for the electric drive of a motor vehicle, the hybrid module is designed for the input-side arrangement on a multi-stage motor vehicle transmission (5) which has two inputs, characterized in that the hybrid module has a drive device (1) according to one of the preceding claims. Motor vehicle drive for the electrical drive of a motor vehicle, comprising a multi-stage motor vehicle transmission (5) with two inputs, and a drive device (1) with a first drive shaft (2) and with a second drive shaft (4) and with an electric machine (6) and with a planetary gear (8) and with a first clutch (I) and with a second clutch (J), wherein the first drive shaft (2) is coupled to the first of the inputs of the motor vehicle transmission (5) and for coupling to an internal combustion engine (3) executed, and the second drive shaft (4) is coupled to the second of the inputs of the motor vehicle transmission (5), characterized in that the drive device (1) according to one of the Claims 1 until 8th is executed. Motor vehicle drive according to Claim 10 , wherein the motor vehicle transmission (5) has a first shift element (A) and a second shift element (B), wherein the first drive shaft (2) is via the first shift element (A) with a first gear ratio (K _L ) of the motor vehicle transmission (5) non-rotatably connectable, and the first drive shaft (2) is non-rotatably connectable via the second shift element (B) to a second gear ratio (K _H , 3.) of the motor vehicle transmission (5), and the second drive shaft (4) is connected to the first gear ratio (K _L ) of the motor vehicle transmission (5) permanently connected in a rotationally fixed manner. Motor vehicle drive according to Claim 11 , wherein the first and second gear ratio (K _L , K _H , 3.) each leads a torque introduced via them to a countershaft (5D) of the motor vehicle transmission (5). Control unit (9) for actuating the motor vehicle drive according to one of the Claims 10 until 12th , wherein the motor vehicle transmission (5) of the motor vehicle drive has several switching elements (A, B, C, D, E, F, H, L), and at least one of the switching elements (A, B, C, D, E, F, H , L) of the motor vehicle transmission (5) has a positive fit, and the first clutch (I) and the second clutch (J) and the electric machine (6) of the drive device (1) and this positive shifting element (A, B, C, D , E, F, H, L) of the motor vehicle transmission (5) can be actuated by the control unit (9), and the control unit (9) is designed to switch this positive-locking shifting element (A, B , C, D, E, F, H, L) to open this form-fitting switching element (A, B, C, D, E, F, H, L) when preloaded, for which purpose the control device (9) is designed to ( a) to close the first clutch (I) or to keep it in the closed state, and then (b) to apply a drive torque by means of the electric machine (6) so that this form-fitting shifting element (A, B, C, D, E , F, H, L) is relieved of the preload, and then (c) this form-fitting switching element (A, B, C, D, E, F, H, L) to open.

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