AT525963B1 - Switching device - Google Patents

Abstract

A switching device (40) for several switching elements (C1, C2, C3) of a transmission (13) for a drive unit (12) for a motor vehicle has a first switching drum (D) and a second switching drum (T), the first switching drum ( D) at least one first button (41) for a first guide element (51) of a first shift fork (61) for switching a first shift element (C1) and the second shift drum (T) at least one second button (42) for a second guide element (52 ) a second switching fork (62) for switching the second switching element (C2). The first shift drum (D) has at least a third button (43) for a third guide element (53) and the second shift drum (T) has at least a fourth button (44) for a fourth guide element (54), the third guide element (53 ) and the fourth guide element (54) are assigned to a third shift fork (63) for switching a third shift element (C3). The switching elements (C1, C2, C3) are designed as double switching elements. The first switching element (C1) is used to switch two members (P1, P3) of a planetary gear set (PGS) of the transmission (13) in order to rotationally lock two members (P1, P3) of the planetary gear set (PGS) together in a switching position (L, R). to connect in order to connect a member (P1) of the planetary gear set (PGS) to a housing (H) of the transmission (13) in a different switching position (R, L). The second switching element (C2) and the third switching element (C3) are each used to switch two idler gears (2L, 6L; 3L, 5L) of two pairs of gears (2, 6; 3, 5) of the transmission (13), each being formed in one first switching position (L) of one of the idler gears (2L; 6L; 3L; 5L) is activated and another idler gear (6L; 2L; 5L; 3L) is deactivated, and in a second switching position (R) this one idler gear (2L; 6L; 3L). ; 5L) is deactivated and the other idler gear (6L; 2L; 5L; 3L) is activated, and in a neutral position (N) both idler gears (2L, 6L; 3L, 5L) are deactivated.

Description

Description

The invention relates to a switching device for several switching elements of a transmission for a drive unit for a motor vehicle, with a first switching drum rotatably mounted about a first axis of rotation and a second switching roller rotatably mounted about a second axis of rotation, wherein

* the first shift drum has at least one first button for a first guide element of a first shift fork, which is axially displaceable or pivotally mounted in relation to the first axis of rotation, for switching a first shift element, and

* the second shift drum has at least one second button for a second guide element of a second shift fork which is axially displaceable or pivotally mounted in relation to the first axis of rotation for switching the second shift element,

* the first shift drum has at least one third button for a third guide element and

* the second shift drum has at least a fourth button for a fourth guide element, wherein

* the third guide element and the fourth guide element are assigned to an axially displaceable or pivotally mounted third shift fork for switching a third shift element and are spaced apart from one another - preferably arranged on the third shift fork - with at least the first or second guide element being the corresponding one in each displacement position of the third shift fork Contacted button.

From AT 520 187 B1 a switching device for switching switching elements formed by clutches or brakes of a transmission with a first and a second switching drum is known. Each shift drum has several buttons for guide elements of shift forks. Each shift fork is used to switch a switching element. Two guide elements, each of which interacts with a button on the first and second shift drum, are assigned to the same shift fork, with the first or second guide element contacting the corresponding button in each displacement position of the shift fork. The gearbox takes up a relatively large amount of space.

EP 3 106 336 A1 discloses a multi-speed transmission with several switching elements, with a first switching element as a double switching element for switching two members of a planetary gear set of the transmission, a second switching element as a double switching element for switching two idler gears of two gear pairs of a first gear pair group and a third switching element as Double switching element for switching two idler gears of two gear pairs of a second gear pair group are designed.

The object of the invention is to propose a switching device for a compact transmission with a variety of switching options and a high level of switching comfort.

According to the invention, this problem is solved in a switching device of the type mentioned in that

* a first switching element is designed as a double switching element for switching two links of a planetary gear set of the transmission, in order to connect two links of the planetary gear set to one another in a rotationally fixed manner in one switching position, in order to connect a link of the planetary gear set to a housing of the transmission in another switching position, and in to separate the connections in a neutral position,

* a second switching element is designed as a double switching element for switching two idler gears of two gear pairs of a first gear pair group of the transmission - each having an idler gear and a fixed gear - in order to activate one of the idler gears of the first gear pair group in a first switching position and to deactivate the other idler gear to deactivate this one idler gear in a second switching position

and to activate the other idler gear, and to deactivate both idler gears of the first gear pair group in a neutral position,

* a third switching element is designed as a double switching element for switching two idler gears of two gear pairs - each having an idler gear and a fixed gear - of a second gear pair group of the transmission in order to activate one of the idler gears of the second gear pair group in a first switching position and to deactivate the other idler gear in a further switching position to deactivate this one idler gear and to activate the other idler gear, and in order to deactivate both idler gears of the second gear pair group in a neutral position,

* at least one third button is formed by a third shift gate formed into the lateral surface of the first shift drum, the third shift gate being in at least one peripheral region of the first shift drum defining a neutral position of the third shift element, in which the at least one third button of the third shift gate is essentially in a normal plane is formed on the axis of rotation of the first shift drum, has a first transverse lane in at least one rotational position of the first shift drum, wherein preferably the first transverse lane is formed parallel to the axis of rotation of the first shift drum, and / or

* at least one fourth button is formed by a fourth shift gate formed into the lateral surface of the second shift drum, the fourth shift gate having at least one clearance area with a second width which is larger than a first width of the fourth shift lane outside the clearance area, the first Width and the second width are measured transversely to the fourth shift gate, and wherein the second width of the fourth shift gate corresponds to at least half the maximum axial deflection of the fourth guide element on the second shift drum when switching the third shift element between the two shift positions.

The transmission preferably has:

* a first input shaft and a second input shaft, the second input shaft being arranged coaxially with the first input shaft;

* an output shaft;

* an intermediate shaft disposed in parallel with the first and second input shafts and connected to the output shaft;

where

* the first link of the planetary gear set is formed; to be connected to a prime mover,

* the second member is designed to be connected to a secondary drive machine, and wherein

* the third link is connected to the first input shaft;

* two idler gears of the first gear pair group are rotatably mounted on the intermediate shaft and two fixed gears of the first gear pair group are arranged in a rotationally fixed manner on the first input shaft,

* two idler gears of the second gear pair group are rotatably mounted on the intermediate shaft and two fixed gears of the second gear pair group are arranged in a rotationally fixed manner on the second input shaft.

In one embodiment variant of the invention it is provided that at least one first button is formed by a first shift gate formed into the lateral surface of the first shift drum. The first switching gate is used to control the first switching element between the first switching position, the neutral position and the second switching position.

[0008] Furthermore, it can be provided that at least one second button is formed by a second shift gate formed into the lateral surface of the second shift drum. The second switching gate is used to control the second switching element between the first switching position, the neutral position and the second switching position.

The first axis of rotation of the first shift drum and the second axis of rotation of the second shift drum are preferably arranged parallel to one another. Advantageously, the first shift drum can be rotated by a first shift actuator motor and the second shift drum can be rotated by a second shift actuator motor.

The third switching gate and the fourth switching gate serve together to control the third switching element between the first switching position, the neutral position and the second switching position.

The third shift element is thus actuated by the third shift fork synchronously through two guide elements, i.e. the third guide element and the fourth guide element, the third guide element being actuated by the third shift gate of the first shift drum and the fourth guide element actuated by the fourth shift gate of the second shift drum become. The third guide element and the fourth guide element are preferably connected to one another via a coupling area that is firmly connected to the third shift fork.

At least one guide element can be formed, for example, by a guide roller, a guide pin or a sliding block and/or have a cylindrical or spherical surface in the contact area with the corresponding button.

[0013] Some switching conditions can be dangerous because they can lead to locking of the transmission and loss of stability of the vehicle or to excessive stress on the drive train components. These combinations are prevented by the shape of the switching gates by blocking incorrect operation of the switching actuator.

In order to enable error-free actuation of the shift actuator, it is particularly advantageous if the third shift gate is in at least one peripheral region of the first shift drum that defines a neutral position of the third shift element, in which the at least one third button of the third shift gate is essentially in a normal plane is formed on the axis of rotation of the first shift drum, has a first transverse lane in at least one rotational position of the first shift drum. The third shift gate of the first shift drum prevents the idler gear of the gear pair for the fifth gear from being activated by the fourth shift gate of the second shift drum and thus the transmission from blocking in the event of a faulty software command. The first transverse lane enables the third switching element to be switched into the second switching position by the second switching drum in order to activate the idler gear of the gear pair for fifth gear.

At the same time, if the software command is correct, the third switching element can be shifted by the second shift drum into a position in which an idler gear of the gear pair is activated for fifth gear.

Preferably, at least a fourth button of the fourth shift gate is formed in the clearance area in a normal plane to the axis of rotation of the second shift drum. The release area is advantageously arranged in a peripheral area of the lateral surface of the second shift drum, in which the second shift gate defines switching between the two shift positions of the second shift element. This enables the third switching element to be switched into the first switching position by the first switching drum in order to activate the idler gear of the gear pair for the third gear.

In an advantageous embodiment variant of the invention it is provided that an elastic element, preferably formed by a biasing spring, is arranged between at least one guide element and the corresponding shift fork. This allows shift forks to be preloaded and thus decoupled from the shift actuator of the respective shift drum. This reduces the load on the parts involved in the switching process. Furthermore, deactivation is possible due to a residual force of the switching actuator. In particular, disengaging a gear is possible if there is still residual torque in the drive train. This torque keeps the respective switching element engaged and prevents actuation. With the prestressed elastic element, it is possible to rotate the respective shift drum into an idle position, the switching element being secured by the respective elastic element

remains pre-tensioned. When the drive train torque approaches zero, the elastic element can pull the shift element into neutral position faster than the shift actuator. The difference between the moment of inertia of the switching element and the moment of inertia of the switching actuator is ten times; This difference in inertia has a strong impact on the dynamics of disengaging.

In order to enable energy-saving switching, it is advantageous if at least one button, preferably each button - viewed in a jacket development of the first shift drum or the second shift drum - has at least a first ramp section, which is at a defined first angle - preferably between 0 ° and 45 ° - inclined to a normal plane on the axis of rotation of this shift drum.

An embodiment variant of the invention provides that at least one - preferably the first - button - viewed in a jacket development of the first shift drum or second shift drum - has at least a second ramp section, which is at a defined second angle - preferably between -45 ° and 0° - is arranged inclined to a normal plane on the first axis of rotation of this shift drum.

In order to enable simple and space-saving switching, it is advantageous if at least one shift fork is mounted slidably parallel to the axes of rotation of the shift drums.

An embodiment variant of the invention provides that the first shift drum and/or the second shift drum has four or five defined rotational positions.

In order to avoid switching errors as much as possible, it is advantageous if each rotational position is defined by a locking element which engages positively with a position indicator, the position indicator preferably being formed by a recess or recess in the shift drum.

The invention is explained in more detail below with reference to the non-limiting exemplary embodiments shown in the figures. It shows schematically:

1 shows a motor vehicle with a drive unit according to the invention,

2 shows a drive unit according to the invention in a first embodiment variant,

3 shows a drive unit according to the invention in a second embodiment variant,

4 shows a drive unit according to the invention in a third embodiment variant,

5 shows a drive unit according to the invention in a fourth embodiment variant,

6 shows a drive unit according to the invention in a fifth embodiment variant,

7 shows the drive unit from FIG. 2 with a switching unit according to the invention in a first embodiment,

8 shows a first switching drum of this switching unit in a development of the lateral surface,

9 shows a second switching drum of this switching unit in a development of the lateral surface,

10 shows the two switching drums of this switching unit during a first incorrect actuation,

11 shows the two shift drums of this shift unit in the event of a second faulty

th operation,

12 shows the drive unit from FIG. 5 with a switching unit according to the invention in a second embodiment,

13 shows a first switching drum of this switching unit in a development of the lateral surface,

14 shows a second switching drum of this switching unit in a development of the lateral surface, and

15 shows a parking lock of this switching device in a front view of the second shift drum,

16 shows a switching device according to the invention in a further embodiment variant,

17 to 19 biased switching processes in different phases and

20 shows the switching delay versus the force for these switching operations, FIG. 21 shows a switching diagram for the drive unit shown in FIGS. 2 and 7 and FIG. 22 shows a switching diagram for the drive unit shown in FIGS. 5 and 12 drive unit shown.

1 shows a motorcycle 1 with a drive unit 12 according to the invention, consisting of a primary drive machine ICE, a secondary drive machine EM and a transmission 13 with transversely arranged parallel input shafts 14, 15, intermediate 16 and output shafts 17. The output shaft 17 is via a final drive FD formed by a traction mechanism in the exemplary embodiment shown, for example via a drive chain 18 with a rear wheel 19 of the motorcycle 1. In the exemplary embodiments, the primary drive machine ICE is formed by an internal combustion engine and the secondary drive unit EM by an electric machine.

The drive unit 12 from FIG. 1 is shown in detail in FIG. The transmission 13 of the drive unit 12 is designed in each of the embodiment variants to carry out at least two gear changes with active torque support by the secondary drive machine EM.

The transmission 13 has a first input shaft 14 and a second input shaft 15, the second input shaft 15 being arranged coaxially with the first input shaft 14 and being connected in a rotationally fixed manner to the primary drive machine ICE. The output shaft 17 is connected in a rotationally fixed manner to an intermediate shaft 16 or is designed in one piece with it. The intermediate shaft 16 is arranged parallel to the first 14 and the second input shaft 15. The transmission 13 has a planetary gear set PGS with a first P1, second P2 and third link P3, the first link P1 being connected to the primary drive machine ICE, the second link P2 to the secondary drive machine EM and the third link P3 to the first input shaft 4 . In the first exemplary embodiment shown in FIG. 1, the primary drive machine is drive-connected to the first member P1 of the planetary gear set PGS via a primary drive PD formed by a spur gear stage.

To carry out gear changes, a switching device 40 is provided with a first switching element C1, a second switching element C2 and a third switching element C3. The switching elements C1, C2, C3 can be designed as simple - i.e. unsynchronized - dog clutches.

Each of the switching elements C1, C2, C3 is designed as a double switching element and has two switching positions - a first switching position L and a second switching position R - and a middle neutral position N. In the switching positions L, R, rotating gear elements such as idler gears 2L, 3L, 5L, 6L or axially displaceable fixed gears 3F, 5F of gear pairs 1/2, 3, 5, 4/6, which will be explained in more detail below, are in a rotationally fixed connection with a torque-transmitting one or supporting partner, for example the first input shaft 14 or with the housing H of the transmission 13 or the supporting intermediate shaft 16. In the neutral position N, the rotation-proof connection with the torque-transmitted

the or supporting partner is interrupted and, for example, the idler gear 2L, 3L, 5L, 6L of the switched gear pair 1/2, 3, 5, 4/6 can be rotated freely on the supporting intermediate shaft 16.

The first link P1 and the third link P3 of the planetary gear set PGS and/or the first input shaft 14 and the second input shaft 15 can be connected to one another in a rotationally fixed manner in the first switching position L by means of the first switching element C1.

In the second switching position R of the first switching element C1, the primary drive machine ICE and/or the second input shaft 15 can be connected to the housing H and blocked.

The transmission 13 has a gear pair arrangement 20 with four gear pairs 1/2, 3, 5, 4/6 - namely a first group A of gear pairs 1/2, 4/6 and a second group B of gear pairs 3, 5 - on, each gear pair 1/2, 3, 4/6, 5 having a fixed gear 2F, 3F, 5F, 6F and an idler gear 2L, 3L, 5L, 6L, which correspond to one another and are in mesh. Fixed gears are gears that are connected in a rotationally fixed manner to the respective supporting shaft - the first input shaft 14 or the second input shaft 15. Idler gears are gears that are rotatably mounted on the supporting shaft - the intermediate shaft 16. The idler gear 2L, 3L, 5L, 6L and the fixed gear 2F, 3F, 5F, 6F of each gear pair 1/2, 3, 5, 4/6 are therefore arranged on different supporting shafts, with the supporting shafts being parallel and spaced apart in the transmission 13 are arranged.

The four idler gears 2L, 3L, 5L, 6L of the four gear pairs 1/2, 3, 5, 4/6 are rotatably arranged on the intermediate shaft 16. Two gears of two pairs of gears 1/2, 4/6, each formed by a fixed gear 2F, 6F, are on and rotationally fixed to the first input shaft 14 and two gears of two further pairs of gears 3, 5, each formed by a fixed gear 3F, 5F, are on and arranged in a rotationally fixed manner with the second input shaft 15.

Each idler gear 2L, 3L, 5L, 6L can be connected in a rotationally fixed manner to the respective supporting shaft - for example the intermediate shaft 16 - via a corresponding second switching element C2 or third switching element C3.

The gears on the first input shaft 14 have gear ratios ie2 - for the gear pair 1/2 - and ice - for the gear pair 4/6 - with the gears on the intermediate shaft 16. The gears on the second input shaft 15 have gear ratios ic - for the gear pair 3 - and ics - for the gear pair 5 - with the gears on the intermediate shaft 16.

Itpes denotes a transmission ratio of the planetary gear set PGS from the second input shaft 15 to the first input shaft 14 when the secondary drive machine EM is stopped. This transmission ratio I+pes is greater than 1 in all embodiment variants according to the invention.

[0056] It is further provided that the transmission ratios ie2, Ies, Ics, Ice, Iıras satisfy at least one of the following inequalities:

* diaz2 S la3 X pas (1) ° Üe3 < Ic2 X ic6 X Lpos (2) * (Ge

In all embodiment variants of the invention, the transmission 13 has a progressive gear gradation of the gears G1, G2, G3, G4, G5, G6, whereby the following applies to the translations icı, Ic2, Ic3, Ica, Ic5, 16:

los — ica — lo3 — lez — lcı (5)

ice lcs las las az

The following applies to the translations i+pes, ic, le:

; i UPGS = ie (6)

7 shows a gear change map of the drive unit 12 according to the invention. The progressive gear gradation can be clearly seen by the dashed lines.

2 to 6, the first link P1 of the planetary gear set PGS is designed as a ring gear, the second link P2 of the planetary gear set PGS is designed as a sun gear and the third link P3 of the planetary gear set PGS is designed as a planet carrier. The following applies:

. Z1+Z * U4PGSs = Pa (7)

where z1 is the number of teeth of the sun gear and z2 is the number of teeth of the ring gear.

The transmission 13 has a total of 6 gears G1, G2, G3, G4, G5, G6 for ICE or hybrid operation. ICE or hybrid operating modes are operating modes of the drive unit 12 with the primary drive machine ICE alone or with the primary drive machine ICE and the secondary drive machine EM in combination. The primary drive machine ICE can be operated with torque support from the secondary drive machine EM in four fixed gears G2, G3, G5, G6. Two further “virtual” gears G1 and G4 can be driven with an electrically blocked rotor of the electric machine forming the secondary drive machine EM or with its speed support. All of these gear changes for ICE or hybrid operation are torque-filled, i.e. without torque interruption.

The transmission 13 also has two gears E1, E2 for EV operation. EV operating modes are operating modes with the secondary drive engine EV alone. The gear changes for EV operation occur with torque interruption.

The primary drive machine ICE can be started by the secondary drive machine EM. When the motor vehicle is at a standstill, the primary drive engine can be towed cold - i.e. unfired. A warm - i.e. fired - towing of the primary drive engine ICE can also take place when the motor vehicle is stationary or when the motor vehicle is sailing.

[0063] Furthermore, it is possible to operate the secondary machine EM as a generator when at a standstill by the primary drive machine ICE - for example to charge the vehicle battery SC.

Advantageously, the transmission 13 has a completely progressive gear ratio. The gear gradations between the first gear G1 and the second gear G2 and also between the fourth gear G4 and the sixth gear G6 are the same and are each formed by the same pair of gears 22, 26.

The four gear pairs 1/2, 3, 5, 4/6 are arranged in four parallel gear planes €2, €3, 5, £6 of the gear 13.

The three switching elements C1, C2, C3 are formed by switching sleeves and each have two switching positions, namely a first switching position L and a second switching position R, for activating rotary connections and a neutral position N for deactivating the rotary connections. The switching elements C1, C2 and C3 can be designed as simple claw clutches - i.e. unsynchronized. This means that the transmission 13 works completely without friction clutches.

The switching device 40 further has a first shift drum D and a second shift drum T, a shift gate with a plurality of shift gates 31, 32, 33, 34 being provided in each shift drum D, T, which shift gates 31, 32, 33, 34 Form buttons 41, 42, 43, 44 for actuating shift forks 61, 62, 63. The shift gate of the first shift drum D has a first shift gate 31 with at least a first button 41 for a first guide element 51 and a third shift gate 33 with at least a third button 43 for a third guide element 53. The shift gate of the second shift drum T has a second shift gate 32 with at least one second button 42 for a second guide element 52

and a fourth switching gate 44 with at least one fourth button 44 for a fourth guide element 54. The first guide element 51 is connected to a first switching fork 61 for switching the first switching element C1 and the second guide element 52 is connected to a second switching fork 62 for switching the second switching element C1. The third guide element 53 and the fourth guide element 54 are assigned to an axially displaceable or pivotally mounted third shift fork 63 for switching the third shift element C3 and are arranged at a distance from one another on the third shift fork 63. The switching movement is transmitted between the first guide element 51 and the first shift fork 61 via a first coupling rod 81. The switching movement is transmitted between the second guide element 52 and the second shift fork 62 via a second coupling rod 82. The third guide element 53 and the fourth guide element 54 are firmly connected to a third coupling rod 83, which is firmly or elastically connected to the third switching element C3 via an elastic element 73 (FIGS. 7, 12, 16). The coupling rods 81, 82, 83 and thus the shift forks 61, 62, 63 are mounted axially displaceable parallel to the axes of rotation Da, Ta of the shift drums D, T.

The guide elements 51, 52, 53, 54 can each be formed by a guide roller, a guide pin or a sliding block and have a cylindrical or spherical surface in the contact area with the corresponding button 41, 42, 43, 44. This makes it possible to keep friction losses small.

Each of the two shift drums D, T is driven by a shift actuator SA1, SA2 and has at least four defined rotational positions D1, D2, D3, D4; T1, T2, T3, T4, T5. The first shift fork 61 is driven by the first shift drum D via a conventional first shift gate 31, which forms the first buttons 41. The second shift fork 62 is driven by the second shift drum T via a conventional second shift gate 32, which forms the second buttons 42.

The third shift fork 63 is simultaneously driven via the two guide elements 53, 54, which act on the third 43 and fourth buttons 44, which are formed by third 33 and fourth shift gates 34 of the shift gates of the first and second shift drums D, T ( see Fig. 7, Fig. 12). In each displacement position of the third shift fork 63, at least the third guide element 53 or the fourth guide element 54 contacts at least one corresponding third button 43 or fourth button 44.

[0071] Some switching states can be dangerous because they can lead to locking of the transmission 13 and loss of stability of the vehicle or to improper loading of the drive train components.

More dangerous

Switching state D T Prevention measure GetneDeVERKnUPNUPNg N/A T1 Lane profiles of the first shift drum D GetneDe LinkUPINg N/A T3 Lane profiles of the first shift drum D Getobeve kn nPlung D3 N/A Lane profiles of the second shift drum T Getobeve kNnPlung D3 T4 Switching element C3 Locking (Fig. 10) Sven RTUng N/A T2 Lane profiles of the first shift drum D transmission linkage D4 | T4 switching element C3 locking (Fig. 11)

with G5+brakes

Overspeed of the electric machine D2 N/A Lane profiles of the second shift drum T EM at G1/2 + G5

This means:

D.. Position of the first shift drum D T.. Position of the second shift drum T N/A not applicable

[0073] These combinations are prevented by the shape of the switching lanes 31, 32, 33, 34 by blocking incorrect actuation of the switching actuators SA1, SA?2.

In order to block incorrect actuation of the shift actuator SA1, SA2, the third shift gate 33 only points in at least one peripheral region of the first shift drum D defining a neutral position N of the third shift element C3, in which at least a third button 43 of the third shift gate 33 in Essentially in a normal plane no on the axis of rotation Since the first shift drum D is formed, in at least one rotation position D2 of the first shift drum D a first transverse lane 331. The first transverse lane 331 is parallel to the axis of rotation Da, i.e. normal to the normal plane no on the axis of rotation Da, of the first shift drum D. Outside the third shift gate 33 of the first shift drum D, the activation of the idler gear 5L of the gear pair 5 for the fifth gear G5 is prevented by the fourth shift gate 34 of the second shift drum T, thus preventing the transmission 13 from blocking in the event of a faulty software command. 10 and 11, switching from T3 to T4 and thus activating the fifth gear G5 is neither possible when the first shift drum D is in position D3, nor possible when the first shift drum D is in position D4.

At the same time, if the software command is correct, the first transverse lane 331 in the position D2 of the first shift drum D enables the third shift element C3 to be shifted by the second shift drum T into a position in which an idler gear 5L of the gear pair 5 for the fifth gear G5 is activated.

[0076] The fourth switching gate 34 has at least one clearance area 340 with a second width b2. The second width b2 of the fourth shift gate 34 is significantly larger than the first width b1 required for the normal guidance of the guide element 54 and corresponds to at least half the maximum axial deflection of the fourth guide element 54 on the second shift drum T when switching the third shift element C3 between the two outer switching positions L, R. The first width b1 and the second width b2 are measured transversely to the fourth switching gate 34, i.e. normal to the fourth button 44. The two fourth buttons 44 delimiting the fourth switching gate 34 in the clearing area 340 are arranged in a normal plane nr on the axis of rotation Ta of the second switching drum T. The clearance area 340 is arranged in a peripheral area of the lateral surface of the second shift drum T, in which the second shift gate 32 defines switching between the first shift position L, the neutral position N and the second shift position R of the second shift element C2. This enables the third switching element C3 to be switched by the first switching drum D into the first switching position L for activating the idler gear 3L of the third gear pair 3 for the third gear G3 (see FIGS. 8 to 14).

16, there is a coupling rod 81, 82, 83 connected to the associated guide element(s) 51, 52, 53, 54 and the corresponding shift fork 61, 62, 63, for example formed by a biasing spring elastic element 71, 72, 73 arranged, a first elastic element 71 being assigned to the first shift fork 61, a second elastic element 72 to the second shift fork 62 and a third elastic element 73 to the third shift fork 63. As a result, the shift forks 61, 62, 63 can be preloaded and thus decoupled from the shift actuator SA1, SA2 of the respective shift drum D, T. This reduces the load on the parts involved in the switching process. Furthermore, deactivation is possible due to a residual force of the switching actuator SA1, SA2. In particular, disengaging a gear is possible if there is still residual torque in the drive train. This torque keeps the respective switching element C1, C2, C3 engaged and prevents actuation. With the prestressed elastic element 71, 72, 73 it is possible to rotate the shift drum D, T into an idle position, with the shift element C1, C2,

C3 remains biased by the respective elastic element 71, 72, 73. When the torque of the drive train approaches zero, the elastic element 71, 72, 73 can pull the switching element C1, C2, C3 into the neutral position faster than the switching actuator SA1, SA2. The difference between the inertia of the switching element C1, C2, C3 and the reflected inertia of the switching actuator SA1, SA2 is ten times; This difference in inertia has a strong impact on the dynamics of disengaging.

[0078] Furthermore, a pre-engagement of the shift drum D, T is also possible in the event of a tooth-on-tooth collision of the corresponding shift element C1, C2, C3.

17, 18, 19 and 20 show a biased switching process using the example of the third switching element C3. 17 shows a first phase S1, in which the third coupling rod 83 biases the third elastic element 73, whereby a biasing force of the elastic third element 73 acts on the third shift fork 63 in the direction of the first switching position L. Fig. 18 shows a second phase S2, in which the third shift fork 63 is shifted into the first switching position L by the third elastic element 73. Fig. 19 shows a third phase S3, in which the third coupling rod 83 biases the third elastic element 73 in the opposite direction, whereby a biasing force of the elastic third element 73 - now in the direction of the second switching position R - acts on the third shift fork 63. Fig. 20 shows the switching delay O versus the force F for the phases S1, S2, S3 when switching via the third elastic element 73.

In order to enable energy-saving switching, the buttons 41, 42, 43, 44 each have at least one first ramp section R1, viewed in a jacket development of the first shift drum D or the second shift drum T, which is at a defined first angle a, for example between 0° and 45° inclined to a normal plane no, nt on the axis of rotation Da, Ta of the corresponding shift drum D, T.

Viewed in the jacket development of the first shift drum D, the first button 41 also has a second ramp section R2, which is inclined at a defined second angle R, for example between 45 ° and 0 °, to the normal plane np on the first axis of rotation Da of the first shift drum D is arranged (Fig. 8, 13). The second angle β is oriented in the opposite direction compared to the first angle a.

7, 8 and 9, the first shift drum D has four defined rotational positions D1, D2, D3, D4 and the second shift drum T also has four defined rotational positions T1, T2, T3, T4. 12, 13 and 14, the first shift drum D also has four defined rotational positions D1, D2, D3, D4, but the second shift drum T has five defined rotational positions T1, T2, T3, T4, T5.

In order to avoid incorrect switching as much as possible, it is advantageous if the rotational position D1, D2, D3, D4 of the first shift drum and the rotational position T1, T2, T3, T4, T5 are each defined by a positioning device 90 with a spring-loaded locking element 91 , which engages positively in a position indicator 92, the position indicator 92 preferably being formed by a recess or recess - for example a notch - in the end face or lateral surface of the shift drum D, T (see Fig. 8, 9, 13, 14).

2, 3 and 4 show embodiment variants of drive units 11 according to the invention, which are particularly suitable for single-track motor vehicles - in particular motorcycles 11. When using the drive unit 12 for a single-track motor vehicle, a parking lock and a reverse gear can generally be dispensed with.

In Figures 2 to 4 and 6, the secondary drive machine EM is arranged coaxially with the planetary gear set PGS. Fig. 5 shows an embodiment variant in which the primary drive machine ICE is arranged coaxially with the secondary drive machine EM.

In the embodiment variants shown in FIGS. 2 to 4, the gears of the gear arrangement 20 have straight teeth. This makes it possible to form the first switching element C1 by an axially displaceable switching sleeve unit, which is firmly connected to the adjacent ones

Fixed gears 3F and 5F of the adjacent gear pairs 3, 5 are connected, for example formed in one piece with them.

In the first embodiment variant shown in FIG. 2, the planetary gear set PGS is arranged between the gear pair arrangement 20 and the secondary drive machine EM. The primary drive machine is drive-connected via a primary drive PD formed, for example, by a gear stage and a torsional vibration damper 29 of the second input shaft 15 of the transmission 13. All gears can be designed with straight teeth so that no axial forces occur.

The first switching element C1 is designed as a sliding sleeve unit, which also drives the fixed gears 3F and 5F, for example in one piece with them.

The first input shaft 14, which is connected in a rotationally fixed manner to the third member P3 of the planetary gear set PGS formed by a planet carrier, is designed as an inner shaft. The second input shaft 15, which is connected in a rotationally fixed manner to the first member P1 of the planetary gear set PGS formed by a ring gear, is designed as a hollow shaft receiving the inner shaft.

The transmission 13 has the following switching pattern in the first embodiment variant shown in FIGS. 2 and 7 (and in the third embodiment variant shown in FIG. 4):

[0091] Stationary modes:

Switching mode gear ICE EM C171C2/|C3 state D T completely neutral NO off off 0 D2 | T2 store in | Standstill SC driving generator L 1 D3 | T2. E1 blocks motor RIL 2 D4 | TI electrical E2 blocks motor R|R 4 D4 | T3 Rotor standstill G1 driving or speed L 5 D2 | T1 increase. TorqueG2 driving increase LIL 6 D3 | T1. TorqueG3ZA driving increase LIL 7 D1 | T1. . TorqueICE and Hybrid G3B driving increase RL 9 D1 | T3 Rotor standstill G4 driving or speed R 10 D2 | T3 increase G5 | driving | Torque RIR| 11 |D2 | T4 increase. TorqueG6 driving increase LIR 12 D3 | T3

[0092] Transient modes:

switching

Mode ICE EM C1|C2|C3| Comment condition D T Rear wheel brake must . tightened cold start cranking driving R Being, oven 13 D2 | T3 crank torque Driving possible, warm start crank | driving | L low 1 D3 | T2 crank torque faster shutdown of the shutdown aid | "Ce | braking | L ICE before | 1 | Da | Tt2 ahren | change to electric mode synchronization electric, ren of torque gear change blocked switching element interruption 9 DA | 12 C2 passive . torqueICE start driving | braking L filling PTF 5 D2 | TI (battery charging ) 40..100% active torque- torque-filled | driving | driving L filling ATF 5 D2 | TI G1-G2 (battery circuit discharge) 25..60% torque- active-filled | driving | driving L torque- 5 D2 | T1 G2- G3 filling circuit synchronization during gear preselection. sizing of gear preselection at G9 | driving | "SA is not a boost | 3 | D1 | T2 element C2 available 35..70% rotary passive MOmSLAUIge- driving | braking R lea Pre 10 D2 | T3 circuit (battery charge) 60..100% rotary-active torque MOMSTLOUTgE- driving | driving R Ar Bates 10 D2 | T3 circuit discharge) 35..80% rotary active DrehmoOS RES driving | driving R Ar battery 10 D2 | T3 circuit discharge)

21 shows schematically the circuit diagram for this first embodiment variant. Solid lines show gear changes with torque interruptions, dotted lines show gear changes with complete torque filling and dashed lines show gear changes with partial torque filling by the secondary drive machine EM.

[0094] Means therein and in the switching table

L Shift to the left (related to Fig. 2 or Fig. 4)

R switching to the right (related to Fig. 2 or Fig. 4)

NO neutral

CC cold start

SC coupling of the two input shafts 14, 15 (charging the vehicle battery when stationary, warm start, switch-off aid)

E1 first gear in EV mode

E2 second gear in EV mode

G1 first gear in ICE and hybrid mode

G2 second gear in ICE and hybrid mode

G3 third gear in ICE and hybrid mode

G3A, G3B, G3C Third gear variants in ICE and Hybrid modes

G4 fourth gear in ICE and hybrid mode

G5 fifth gear in ICE and hybrid mode

G6 sixth gear in ICE and hybrid mode

D.. Position of the first shift drum D

T.. Position of the second shift drum T

In the second embodiment variant shown in FIG. 3, the secondary drive machine EM is arranged between the gear pair arrangement 20 and the planetary gear set PGS. This arrangement is particularly suitable for motorcycles in which the primary drive machine ICE has a relatively large axial extent and is formed, for example, by an internal combustion engine with at least three cylinders. In comparison to the first embodiment variant shown in FIG. 2, the input shafts 14, 15 and the transmission levels €», Es, Es, £6 of the transmission 13 are swapped. The first input shaft 14, which is connected in a rotationally fixed manner to the third member P3 of the planetary gear set PGS formed by a planet carrier, is therefore designed as a hollow shaft. The second input shaft 15, which is connected in a rotationally fixed manner to the first member P1 of the planetary gear set PGS formed by a ring gear, is formed here within the hollow shaft.

The transmission 13 has the following switching pattern in the second embodiment variant shown in FIG. 3:

[0097] Stationary modes:

Switching mode gear ICE EM C171C2/|C3 state D T completely NO off off o |D2|Tt2 neutral charging in the SC driving generator R 1 D3 | T2 standstill electrical E1 blocked motor L R 2 D4 | T1 E2 blocks motor L L 4 D4 | T3 Rotor standstill G1 driving or speed R 5 D2 | T1 increase G2 | drivea | Torque | RI 6 |Dalrıtı increase G3A | driving | Torque RL 7 D1lT increase ICE and hybrid | G3C | driving | Torque R|L| 9 |D1|T3 control rotor standstill G4 driving or speed L 10 D2 | T3 increase. TorqueG5 driving increase R|R 11 D2 | T4 G6 | driving | Torque | | | p 12 |D3l|T3 increase [0098] Transient modes: switching mode ICE EM C1|C2|C3| Comment condition D T

Rear wheel brake must be applied

Cold start cranking driving L, high cranking 13 D2 | T3 torque Driving possible, warm start crank | driving | R low crank 1 D3 | T2 torque faster switching off of the ICE A before changing 1 D3 | T2 ren. sel into electric mode synchronization electric, . ren of torque changes blocked switching element L interruption 9 DA | 12 C2 Passive rotation. momentauffüllICE Start | driving | braking R lung PTF (battery 5 D2 | TI charge)

40..100% rotary active torque absorbed. . ment filling filled G1-G2_ | driving | driving R | ATE (battery 5 D2 | TI circuit discharge) 25..60% torque absorbed | ibend | driving R | active torque | D2 | TI filled G2-G3 ment filling circuit synchronization during gear preselection. ren of gear preselection is driving with G3 switching element R no boost used- 8 DT | 12 C2 available 35..70% rotary passive torque absorbed. ment filling filled G3-G4 | driving | braking L | ptF (battery charge 10 D2 | T3 circuit) 60..100% rotary active torque absorbed. . ment filling filled G4-G5 | driving | driving L | ATE (battery 10 D2 | T3 circuit discharge) 35..80% rotary active torque load. . ment filling filled G5-G6 driving | driving L ATF (battery 10 D2 | T3 circuit discharge)

[0099] In the switching table means

L Shift to the left (relative to Fig. 2 or Fig. 4) R Shift to the right (relative to Fig. 2 or Fig. 4) NO neutral

SC Charging the vehicle battery

E1 first gear in EV mode

E2 second gear in EV mode

G1 first gear in ICE and hybrid mode

G2 second gear in ICE and hybrid mode

G3 third gear in ICE and hybrid mode

G3A, G3B, G3C Third gear variants in ICE and hybrid modes G4 fourth gear in ICE and hybrid modes

G5 fifth gear in ICE and hybrid mode

G6 sixth gear in ICE and hybrid mode

D.. Position of the first shift drum D

T.. Position of the second shift drum T

4 shows a third embodiment variant of the invention, in which the gear pair arrangement 20 is arranged between the secondary drive machine EM and the planetary gear set PGS, the secondary drive machine EM and the planetary gear set PGS being arranged on opposite end faces of the transmission 13. This arrangement is also particularly suitable for motorcycles in which the primary drive machine ICE has a relatively large axial extent and is formed, for example, by an internal combustion engine with at least three cylinders. In comparison to the first embodiment variant shown in FIG. 2, the input shafts 14, 15 and, in comparison to the embodiment variant shown in FIG. The first input shaft 14, which is connected in a rotationally fixed manner to the third member P3 of the planetary gear set PGS formed by a planet carrier, is - as in FIG. 3 - designed as a hollow shaft. The second input shaft 15, which is connected in a rotationally fixed manner to the first member P1 of the planetary gear set PGS formed by a ring gear, is formed within the hollow shaft.

The circuit diagram corresponds to that of the first embodiment variant shown in FIG.

5 and 12 show a fourth embodiment variant, in which the primary drive machine ICE is arranged coaxially with the planetary gear set PGS and the secondary drive machine EM is arranged parallel and at a distance from the first 14 and second input shaft 15.

6 shows a fifth embodiment variant of the invention, which differs from the fourth embodiment variant in that the primary drive machine ICE and the secondary drive machine EM are arranged coaxially with the planetary gear set PGS and coaxially with the first input shaft 14 and second input shaft 15.

The fourth embodiment variant and the fifth embodiment variant are particularly suitable for passenger vehicles, with the drive unit 12 being installed transversely, for example for front-wheel drive. Reference numeral 30 denotes a differential in each of the fourth and fifth embodiment variants. A parking lock wheel P of a parking lock device 95 is arranged on the intermediate shaft 16.

The parking lock device 93 is shown in detail in FIG. The parking lock device has a parking cam 94 on the second shift drum T, which is operatively connected to the parking lock wheel P of the intermediate shaft 16 via a parking lock lever 95. The parking cam 94 is connected to the second shift drum T in a torsionally elastic manner via a biasing spring 96. The parking lock wheel P has several recesses 97 into which a pawl 98 of the parking lock lever 96 can engage. The parking lock lever 95 is pressed against the parking cam 94 via a return spring 99. The preload spring 96 enables the parking lock to be switched on, even if the pawl 98 is not exactly above a recess 97. The parking cam 94 is pressed against the parking lock lever 95 via the biasing spring 96 and the lever is pressed against the parking lock wheel P while the parking lock wheel P continues to rotate with the intermediate shaft 16. As soon as a recess 97 lies exactly below the pawl 98, the pawl 98 engages in the recess 97, whereby the parking lock is activated.

The drive unit 12 has a reversing function formed by electrical operation by the secondary drive machine EM. The secondary drive machine EM is designed as a high-speed offset electric machine and is drive-connected to the second link P2 of the planetary gear set PGS, which is designed, for example, as a sun gear, via a spur gear.

In comparison to the first embodiment variant shown in FIG. 2, the input shafts 14, 15 and also the transmission levels €», &3, £&s, £ of the transmission 13 are swapped. The first input shaft 14, which is connected in a rotationally fixed manner to the third link P3 of the planetary gear set PGS formed by a planet carrier, is - as in FIG. 3 - designed as a hollow shaft and the second input shaft 15, which is connected to the first link P1 formed by a ring gear Planetary gear set PGS is connected in a rotationally fixed manner, is arranged within the hollow shaft.

The gear pairs 1/2, 3, 5, 4/6 of the gear pair arrangement 20 are designed as helical teeth. The resulting axial forces allow the execution of the first switching

Element C1 as a sliding sleeve unit with combined fixed gears 3F and 5F is not applicable. The first switching element C1 shown in the right position in FIG. 5 is therefore designed as a simple switching sleeve which is axially displaceable in the space between the fixed gears 3F and 3F. The fixed gears 3F, 5F have openings 23, 25 in the gear wheel through which axial webs of the first switching sleeve penetrate. Thus, the first switching element C1 is connected to the fixed gears 3F and 5F in a rotationally fixed manner, but is axially displaceable relative to them.

A friction torque limiter is designated by reference number 28.

The transmission 13 has the following switching pattern in the fourth embodiment variant shown in FIGS. 5 and 12 and in the fifth embodiment variant shown in FIG. 6:

[00111] Stationary modes:

switching

Fashion gear ICE EM C1|1C2/|C3| P state D T completely neutral- | 9 off off 0 D2 | T3 parking/shopping in |

Standstill SC | driving generator R X 13 D2 | T1 electrical E1 blocks motor L|R 2 D4 | T2 E2 blocks motor LIL 4 D4 | T4 Rotor standstill G1 driving | or speed R 5 D2 | T2 increase G2 | driving | Torque | p | p 6 |D3|rT2 increase G3A | driving | Torque RL 7 |Dp1l|rT2 increase ICE and hybrid |G3C | driving | Torque L|L 9 |D1 | T4 increase rotor standstill G4 | driving | or speed L 10 D2 | T4 increase. TorqueG5 | driving increase L|R 11 D2 | T5 G6 | driving | Torque | pm | | 12 |D3| Ta increase [00112] Transient modes: Mode ICE EM lc1lc2/ca| P | Remark |switching| pm | 7 condition rear wheel brake. must be tightened cold start crank | driving | R R low crank 1 D3| 73 torque

faster shutdown of the ICE

Shut-off aid | erunterfahr- | - om send | R before the change | 1 |Ds3|T3 ren . sel into electric mode synchronous electric, . Locking torque changes blocks switching L interruption 9 DA TS element C3 Passive rotation. momentauffüllICE start driving | braking R lung PTF (battery 5 1/|D2/|T2 charge) 40..100% rotary active torque absorbed. . ment filling filled G1-G2 | driving | driving R ATF (battery 5 1|D2/|T2 circuit discharge) 25..60% torque absorbed. . active torque filled G2- G3 driving | driving R ment filling 5 D2/|T2 switching synchroni- during gear preselection at . gear preselection is G3 driving shift- L no boost available 8 [DT[TS element C3 available 35..70% rotary passive torque absorbed. ment filling filled G3- G4 | driving | braking L PTF (battery charge- 10 /|D2|T4 switching) 60..100% rotary active torque absorbed. . ment filling filled G4-G5 | driving | driving L ATF (battery 10/|D2|T4 circuit discharge) 35..80% rotary active torque absorbed. . ment filling filled G5- G6 | driving | driving L ATF (battery 10/|D2|T4 circuit discharge)

22 shows schematically the circuit diagram for this fourth embodiment variant. Solid lines show gear changes with torque interruptions, dotted lines show gear changes with complete torque filling and dashed lines show gear changes with partial torque filling by the secondary drive machine EM.

[00114] Means therein and in the switching table

L Shift to the left (related to Fig. 2 or Fig. 4)

R switching to the right (related to Fig. 2 or Fig. 4)

X activated

NO neutral

P Parking/cold start

SC coupling of the two input shafts 14, 15 (charging the vehicle battery when stationary, warm start, switch-off aid)

E1 first gear in EV mode

E2 second gear in EV mode

G1 first gear in ICE and hybrid mode

G2 second gear in ICE and hybrid mode

G3 third gear in ICE and hybrid mode

G3A, G3B, G3C Third gear variants in ICE and Hybrid modes

G4 fourth gear in ICE and hybrid mode

G5 fifth gear in ICE and hybrid mode

G6 sixth gear in ICE and hybrid mode

D.. Position of the first shift drum D

T.. Position of the second shift drum T

All embodiment variants of the invention have the following properties:

* Six gears G1 to G6 with progressive gear gradation over just 4 tooth meshes

* No friction clutches and synchronizers

* Short design

* Low number of components

* Light weight

+» Gears G5 and G6 provide high-efficiency travel gears. No torque support from the secondary drive machine EM is required, as is the case with gears G1 and G4.

* In all ICE operating modes, the secondary drive machine EM is used to replenish torque when changing gears;

* An energy-efficient start of the ICE primary drive engine can be carried out even when the battery charge level is low. The secondary drive machine EM is operated in generator mode;

* A cold start of the primary drive engine ICE with high torque (at standstill) is possible;

* It is possible to warm start the ICE primary drive engine while driving (switching from electric to hybrid operation);

» 48 V mild hybrid is possible. The secondary drive machine EM with an output of 10..15% of the ICE power enables the full range of functions (cold/warm towing, starting the primary drive machine ICE, boost regenerative braking, EV driving in traffic jams);

Claims (17)

Patent claims 1. Switching device (40) for several switching elements (C1, C2, C3) of a transmission (13) for a drive unit (12) for a motor vehicle, with a first switching drum (D) rotatably mounted about a first axis of rotation (Da) and a a second axis of rotation (Ta) rotatably mounted second shift drum (T), where * the first shift drum (D) has at least one first button (41) for a first guide element (51) of a first shift fork (61) which is axially displaceable or pivotally mounted - relative to the first axis of rotation (Da) - for switching a first shift element (C1) has, and * the second shift drum (T) has at least one second button (42) for a second guide element (52) of a second shift fork (62) which is axially displaceable or pivotally mounted in relation to the first axis of rotation (Da) for switching the second shift element (C2) having, * the first shift drum (D) has at least one third button (43) for a third guide element (53) and * the second shift drum (T) has at least a fourth button (44) for a fourth guide element (54), where * the third guide element (53) and the fourth guide element (54) are assigned to an axially displaceable or pivotally mounted third shift fork (63) for switching a third shift element (C3) and are arranged at a distance from one another - preferably on the third shift fork (63), wherein in each displacement position of the third shift fork (63) at least the third guide element (53) or fourth guide element (54) contacts the corresponding third button (43) or fourth button (44), characterized in that * a first switching element (C1) is designed as a double switching element for switching two links (P1, P3) of a planetary gear set (PGS) of the transmission (13) in order to switch two links (P1, P3) of the planetary gear set (13) in a switching position (L, R). PGS) to be connected to one another in a rotationally fixed manner in order to connect a link (P1) of the planetary gear set (PGS) to a housing (H) of the transmission (13) in a different switching position (R, L), and in order to connect the in a neutral position (N). to sever connections, * a second switching element (C2) as a double switching element for switching two idler gears (2L, 6L) of two gear pairs (2, 6) of a first gear pair group (A) - each having an idler gear (2L, 6L) and a fixed gear (2F, 6F) of the transmission (13) is designed to activate one of the idler gears (2L; 6L) of the first gear pair group (A) in a first switching position (L) and to deactivate the other idler gear (6L; 2L) in order to be in a second switching position ( R) to deactivate this one idler gear (2L; 6L) and to activate the other idler gear (6L; 2L), and in order to deactivate both idler gears (2L, 6L) of the first gear pair group (A) in a neutral position (N), * a third switching element (C3) as a double switching element for switching two idler gears (3L, 5L) of two gear pairs (3, 5) of a second gear pair group (B) - each having an idler gear (3L, 5L) and a fixed gear (3F, 5F) of the transmission (13) is designed to activate one of the idler gears (3L; 5L) of the second gear pair group (B) in a first switching position (L) and to deactivate the other idler gear (5L; 3L) in order to be in a second switching position ( R) to deactivate this one idler gear (3L; 5L) and to activate the other idler gear (5L; 3L), and in order to deactivate both idler gears (3L, 5L) of the second gear pair group (B) in a neutral position (N), * at least one third button (43) is formed by a third switching channel (33) formed into the lateral surface of the first switching drum (D), the third switching channel (33) defining at least one neutral position (N) of the third switching element (C3). Circumferential area of the first shift drum (D), in which the at least one third button (43) of the third shift gate (33) essentially in a normal plane 20/32 (no) is formed on the axis of rotation (Da) of the first shift drum (D), in at least one rotation position (D2) of the first shift drum (D) has a first transverse lane (331), wherein preferably the first transverse lane (331) is parallel to the axis of rotation (Da) the first shift drum (D) is formed, and/or * at least one fourth button (44) is formed by a fourth switching channel (34) formed into the lateral surface of the second switching drum (T), the fourth switching channel (34) having at least one clearance area (340) with a second width (b2). , which is greater than a first width (bl) of the fourth switching gate (34) outside the clearance area (340), the first width (b1) and the second width (b2) being measured transversely to the fourth switching gate (34), and where the second width (b2) of the fourth switching gate (34) corresponds to at least half the maximum axial deflection of the fourth guide element (54) on the second switching drum (T) when switching the third switching element (C3) between the two switching positions (L, R). 2. Switching device (40) according to claim 1, characterized in that the transmission (13) has: * a first input shaft (14) and a second input shaft (15), the second input shaft (15) being arranged coaxially with the first input shaft (14); * an output shaft (17); * an intermediate shaft (16) arranged parallel to the first (14) and second input shafts (15) and connected to the output shaft (17); where * the first link (P1) of the planetary gear set (PGS) is formed; to be connected to a primary propulsion engine (ICE), * the second link (P2) is designed to be connected to a secondary drive machine (EM), and where * the third link (P3) is connected to the first input shaft (14); * two idler gears (2L, 6L) of the first gear pair group (A) are rotatably mounted on the intermediate shaft (16) and two fixed gears (2L, 6L) of the first gear pair group (A) are arranged in a rotationally fixed manner on the first input shaft (14), * two idler gears (3L, 5L) of the second gear pair group (B) are rotatably mounted on the intermediate shaft (16) and two fixed gears (2L, 6L) of the second gear pair group (B) are arranged in a rotationally fixed manner on the second input shaft (15). 3. Switching device (40) according to claim 1 or 2, characterized in that at least one first button (41) is formed by a first switching channel (31) formed into the lateral surface of the first switching drum (D). 4. Switching device (40) according to one of claims 1 to 3, characterized in that at least one second button (42) is formed by a second switching channel (32) formed into the lateral surface of the second switching drum (T). 5. Switching device (40) according to one of claims 1 to 4, characterized in that the release area (340) is arranged in a peripheral area of the lateral surface of the second switching drum (T), in which the second switching gate (32) enables switching between the two Switching positions (L, R) of the second switching element (C2) are defined. 6. Switching device (40) according to one of claims 1 to 5, characterized in that at least a fourth button (44) of the fourth switching gate (34) in the clearing area (340) in a normal plane (nt) on the axis of rotation (Ta) of the second Shift drum (T) is formed. 7. Switching device (40) according to one of claims 1 to 6, characterized in that between at least one guide element (51, 52, 53, 54) and the corresponding shift fork (61, 62, 63) there is at least one elastic, preferably formed by a biasing spring Element (71, 72, 73) is arranged. 21/32 8. Switching device (40) according to one of claims 1 to 7, characterized in that at least one - preferably each - button (41, 42, 43, 44) - in a jacket development of the first shift drum (D) or second shift drum (T) considered - has at least a first ramp section (R1), which is inclined at a defined first angle (a), preferably between 0° and 45°, to a normal plane (no, nr) on the first axis of rotation (31a) of this shift drum (D, T ) is arranged. 9. Switching device (40) according to one of claims 1 to 8, characterized in that at least one - preferably the first - button (41) of a shift drum (D) - viewed in a shell development of this shift drum (D) - at least a second ramp section ( R2), which is inclined to a normal plane (np) on the axis of rotation (Da) of this shift drum (D) at a defined second angle (ß) which is oriented opposite to the first angle (a) - preferably between -45° and 0° - is arranged. 10. Switching device (40) according to one of claims 1 to 9, characterized in that the first axis of rotation (31a) of the first switching drum (D) and the second axis of rotation (32a) of the second switching drum (T) are arranged parallel to one another. 11. Switching device (40) according to one of claims 1 to 10, characterized in that the third guide element (53) and the fourth guide element (54) are connected to one another via a third coupling rod (83) which is firmly or elastically connected to the third shift fork (63). are connected. 12. Switching device (40) according to one of claims 1 to 11, characterized in that at least one guide element (51, 52, 53, 54) is formed by a guide roller, a guide pin or a sliding block, preferably at least one guide element (51, 52, 53, 54) has a cylindrical or spherical surface in the contact area with the corresponding button (41, 42, 43, 44). 13. Switching device (40) according to one of claims 1 to 12, characterized in that at least one shift fork (61, 62, 63) is displaceably mounted parallel to the axes of rotation (Da, Ta) of the shift drums (D, T). 14. Switching device (40) according to one of claims 1 to 13, characterized in that the first switching drum (D) can be rotated by a first switching actuator motor (SA1) and the second switching drum (T) can be rotated by a second switching actuator motor (SA2). 15. Switching device (40) according to one of claims 1 to 14, characterized in that the first switching drum (D) and / or the second switching drum (T) has four or five defined rotational positions (D1, D2, D3, D4; T1, T2 , T3, T4, T5). 16. Switching device (40) according to claim 15, characterized in that each rotational position (D1, D2, D3, D4; T1, T2, T3, T4, T5) of each switching drum (D, T) is defined by a locking element (91). , which engages positively with a position indicator (92), the position indicator (92) preferably being formed by a recess or recess in the shift drum (D, T). 17. Drive unit with a switching device (40) according to one of claims 2 to 16, characterized in that the second input shaft (15) is rotationally fixed with a primary drive machine (ICE) and the second member (P2) of the planetary gear set (PGS) with a secondary drive machine ( EM) is connected. This includes 10 sheets of drawings