Transmission with torque vectoring unit

Abstract

The invention relates to a transmission with a torque vector superposition unit. The transmission comprises an input shaft (10), a first output shaft (11), a second output shaft (12), a first planetary gear set (P1) and a second planetary gear set (P2), wherein the planetary gear sets (P1, P2) each comprise a plurality of elements (E11, E21, E31, E12, E22, E32). The input shaft (10), the two output shafts (11, 12), the planetary gear sets (P1, P2) and their elements are arranged and designed so that the torque introduced via the input shaft (10) is converted and distributed to the two output shafts (11, 12) at a defined ratio. At least one element (E31) of the first planetary gear set (P1) is connected to another element (E12) of the second planetary gear set (P2) via a connecting shaft (3), and another element (E22) of the second planetary gear set (P2) is fixed to a rotationally fixed component (GG). The torque vector superposition unit comprises a third planetary gear set (P3) and an actuator. The first element (E13) of the third planetary gear set (P3) is rotatably fixed to the connecting shaft (3). The second element (E23) of the third planetary gear set (P3) is connected to the rotor (R) of the electric machine. The third element (E33) of the third planetary gear set (P3) is rotationally fixed to the element of the second planetary gear set (P1), which in turn is rotationally fixed to the first output shaft (11).

Description

Field of the Invention

[0001] The present invention relates to a transmission having a torque vector superposition unit. The present invention also relates to a powertrain and a vehicle. Background Art

[0002] Conventional differential transmissions enable turning by allowing two drive wheels to have different rotational speeds. The transmission evenly distributes the drive torque to the two wheels (open differential). Unfortunately, the wheel with better traction only has the same traction as the wheel on a smooth surface or the lightly loaded wheel during turning. A differential lock can be used to increase traction and improve driving dynamics, which partially connects the two drive wheels together by friction. With an adjustable differential lock, the turning ability of an open differential can be combined with the improved traction of a locked differential. A differential transmission is also referred to as a differential or a differential compensation transmission.

[0003] It is also known from the prior art that a differential transmission with a torque superposition function, i.e., a so-called torque vector transmission (TV transmission), will be provided for a sports passenger motor vehicle. Such a TV transmission allows for wheel-specific torque distribution between the two wheel-side output shafts of the differential transmission. Such a system can generate the desired torque in every driving situation, even when the clutch is depressed, because it transfers the braking torque on one side as a drive torque to the other side. The effect is based on the controlled redistribution of the drive torque and is also referred to as "active yaw control (AYC)".

[0004] In known embodiments, a conventional differential compensation transmission (such as a bevel gear differential or a planetary differential) is supplemented by two separate or combined superposition units. Summary of the Invention

[0005] An object of the present invention is to provide an alternative transmission having a torque vector superposition unit.

[0006] This object is achieved by a transmission having a torque vector superposition unit according to the present invention.

[0007] The transmission includes an input shaft, a first output shaft, a second output shaft, a first planetary gear set, and a second planetary gear set connected to the first planetary gear set. Each planetary gear set includes a plurality of elements. The input shaft, the two output shafts, the planetary gear sets, and their elements are arranged and configured such that the torque introduced via the input shaft is converted and distributed between the two output shafts at a defined ratio and the generation of a total torque is prevented. Here, at least one element of the first planetary gear set is rotationally connected to another element of the second planetary gear set, and yet another element of the second planetary gear set is fixed to a non-rotatable structural element.

[0008] The elements of the planetary gear set are in the form of a sun gear, a planet carrier, and a ring gear in particular. If an element is fixed, its rotation is prevented. The non-rotatable structural elements of the transmission can preferably be permanently stationary components, preferably the housing of the transmission, a part of such housing, or a structural element connected to the housing in a non-rotatable manner.

[0009] In the context of the present invention, an "axis" should be understood as a rotatable structural member of the transmission through which the corresponding associated components of the transmission are connected to rotate jointly with each other, or through which such a connection is established when the corresponding shift element is actuated. In this case, the corresponding axis can connect the components to each other axially, radially, or both axially and radially. Thus, the corresponding axis can also exist as an intermediate member, for example, through which the corresponding components are connected radially. The term "axis" does not exclude that the components to be connected can be formed as one piece.

[0010] In the context of the present invention, "axial" refers to the orientation in the direction of the longitudinal central axis along which the planetary gear set is arranged coaxially relative to each other. "Radial" should be understood to refer to the orientation in the diameter direction of an axis located on the longitudinal central axis.

[0011] Torque can be introduced into the transmission via an input shaft. The drive can be achieved by any drive source (for example, by means of a drive machine in the form of an internal combustion engine or an electric machine), and the torque can be introduced into the transmission by means of this drive.

[0012] The description of torque conversion should be understood as follows:

[0013] The transmission has two output shafts, and the sum of the torques of these two output shafts (relative to the input torque) describes the conversion of the transmission. The transmission has two output shafts, and the corresponding speed ratios of these two output shafts are not initially defined. The coupling of the two output shafts (for example, through the wheels of a vehicle on the road) first generates a defined rotational speed. If the two output shafts rotate at the same rotational speed, for example, during straight-ahead travel, the speed ratio can be formed as the rotational speed ratio between the input rotational speed and one of the two identical output rotational speeds, as in the prior art. In all other cases, the common definition of torque conversion / speed ratio cannot be used to specify the speed ratio of the transmission.

[0014] The two planetary gear sets of the transmission can be designed as negative planetary gear sets or positive planetary gear sets. A combination of a negative planetary gear set and a positive planetary gear set is also possible.

[0015] In a manner that is in principle known to a person skilled in the art, the negative planetary gear set consists of elements such as a sun gear, a planet carrier, and a ring gear, where the planet carrier rotatably guides at least one but preferably a plurality of planet gears, and the planet gears in each case specifically mesh with the sun gear and the surrounding ring gear.

[0016] In the case of a positive planetary gear set, the same situation is that there are elements such as a sun gear, a ring gear, and a planet carrier, where the planet carrier guides at least one planetary gear pair, in the case of the planetary gear pair, one planet gear is in tooth engagement with the internal sun gear, and the other planet gear is in tooth engagement with the surrounding ring gear, and these planet gears mesh with each other.

[0017] In the case where the connection of the respective elements is possible, the negative planetary gear set can be converted into a positive planetary gear set, where, relative to the embodiment of the negative planetary gear set, the connections of the ring gear and the planet carrier must be interchanged with each other, and the magnitude of the static transmission ratio must be increased by one. Conversely, if the connection of the elements of the transmission allows, the positive planetary gear set can also be replaced by a negative planetary gear set. In this case, regarding the positive planetary gear set, the connections of the ring gear and the planet carrier must also be interchanged with each other, and the static transmission ratio must be decreased by one and the sign must be changed. In the context of the present invention, the two planetary gear sets of the transmission are preferably each designed as a negative planetary gear set. These planetary gear sets have good efficiency and can be arranged axially adjacent to each other and nested radially.

[0018] However, the first planetary gear sets can be arranged axially adjacent to each other. However, the first planetary gear sets can also be arranged radially within the second planetary gear set. The latter embodiment is also referred to as the nested arrangement of the planetary gear sets.

[0019] The teeth of the two interconnected elements of the first planetary gear set and the second planetary gear set (that is, the teeth of the third element of the first planetary gear set and the first element of the second planetary gear set) can be formed on the same structural member. In addition, the pitch of the teeth on the third element of the first planetary gear set and the first element of the second planetary gear set can be the same. The same pitch allows the connecting structural member or the coupling shaft to be free from axial forces, so that expensive axial bearings can be omitted.

[0020] The input shaft of the transmission can be connected to a drive machine, in particular an electric machine or an internal combustion engine, for introducing torque into the transmission. According to an exemplary embodiment, the rotor of the electric machine is rotationally connected to the input shaft. As an alternative to this, in a possible embodiment of the transmission, the rotor is connected to the input shaft via at least one speed ratio stage. The electric machine can be arranged coaxially with respect to the planetary gear set or axially parallel thereto. In the first-mentioned case, the rotor of the electric machine can in this case be directly rotationally connected to the input shaft or connected to the input shaft via one or more intervening speed ratio stages, where the latter allows a more cost-effective design of the electric machine with a higher rotational speed and lower torque. In this case, at least one speed ratio stage can be designed as a spur gear stage and / or a planetary stage.

[0021] In contrast, if the electric machine is arranged axially offset with respect to the planetary gear set, the coupling is thus achieved via one or more intervening speed ratio stages and / or a traction mechanism drive. In this case, one or more speed ratio stages can also be embodied in particular as a spur gear stage or a planetary stage. The traction mechanism drive can be a belt drive or a chain drive.

[0022] In the case of a coaxial arrangement of the electric machine, it is particularly preferred that the first output shaft is guided through the rotor of the electric machine. This makes the transmission with the electric machine particularly compact.

[0023] The static transmission ratio of the second planetary gear set can be calculated at least approximately by subtracting 1 from the reciprocal of the static transmission ratio of the first planetary gear set.

[0024] Furthermore, a transmission is preferred, in which the static transmission ratio of the second planetary gear set is calculated at least approximately by subtracting 1 from the reciprocal of the static transmission ratio of the first planetary gear set, that is:

[0025] In the case where the two planetary gear sets are designed as negative planetary gear sets (for example according to Figure 2 or Figure 3 ), the effect of this calculation rule is that, if transmission losses are neglected, the output torque will be evenly distributed between the two output shafts. This is particularly advantageous when the invention is used for distributing torque between two wheels on the same axle.

[0026] If different torque distributions are desired, or if the planetary gear sets are designed differently (for example, Figures 4 to 9 ), the calculation rule can thus be defined analogously ( Figure 19) The phrase "at least approximately" is used because during operation under practical conditions, the asymmetric transmission losses in the directions of the two output shafts may have the effect that a slight deviation from the calculation rules is beneficial for obtaining the same output torque at the two shafts. Additionally, this phrase is used because it is sometimes impossible to exactly comply with the calculation rules while observing the favorable combination of integer tooth numbers and tooth numbers, for example, regarding acoustic requirements.

[0027] In Figure 19 the calculation rules for the corresponding dependence of the static speed ratio of the second planetary gear set on the static speed ratio of the first planetary gear set are illustrated analogously for gear set combinations regarding Figure 4 , Figure 5 , Figure 6 , Figure 8 and Figure 9 If transmission losses are ignored, these all produce the same magnitude of output torque and have the same sign at the two output shafts.

[0028] The drive machine can be mounted transversely with respect to the direction of travel. Additionally, the two output shafts can be connected to the vehicle's wheels in a jointly rotatable manner.

[0029] Furthermore, it is possible that the two output shafts distribute the introduced torque between different axles of the vehicle. Thus, an arrangement can be achieved as a longitudinal transfer case (also known as a longitudinal transfer gear), that is, a transmission that distributes the introduced torque, for example, between multiple axles, especially between the front axle and the rear axle of the vehicle.

[0030] The distribution of the transmission torque between the output shafts does not need to be uniform. Especially in the case where the embodiment is a longitudinal transfer case, a non-uniform distribution can be achieved between one axle and another. For example, the torque provided by the input shaft can be distributed such that 60% is directed to the rear axle and 40% is directed to the front axle.

[0031] It has been found that it is particularly advantageous if the first planetary gear set and the second planetary gear set are designed as negative planetary gear sets. These planetary gear sets have good efficiency and can be arranged axially adjacent to each other and nested radially.

[0032] In the case of a combination of a negative planetary gear set and a positive planetary gear set in a nested arrangement, the radially inner planetary gear set can be a negative planetary gear set and the radially outer planetary gear set can be a positive planetary gear set. Here, on the one hand, the easy-to-achieve nesting ability is maintained. Additionally, in this context, the fixed ring gear also provides the advantage that the (usually) relatively poor efficiency caused by the positive planetary gear set only affects one output shaft.

[0033] Furthermore, a transmission gear unit or a multi-ratio transmission (preferably a two-ratio transmission) can be connected upstream of the transmission. The transmission gear unit or the multi-ratio transmission can also be part of the transmission and is used to configure additional speed ratios by, for example, converting the rotational speed of the drive machine and driving the input shaft with the converted rotational speed. The multi-ratio transmission or the transmission gear unit can in particular be in the form of a planetary transmission.

[0034] The components of the transmission can be designed as follows:

[0035] a) A transmission with two negative planetary gear sets, where

[0036] - The first element of the first planetary gear set is the sun gear,

[0037] - The second element of the first planetary gear set is the planet carrier, and - The third element of the first planetary gear set is the ring gear, and where - The first element of the second planetary gear set is the sun gear,

[0038] - The second element of the second planetary gear set is the planet carrier, and - The third element of the second planetary gear set is the ring gear.

[0039] This transmission can be referred to as the first concept with two negative planetary gear sets. b) A transmission with two negative planetary gear sets, where

[0040] - The first element of the first planetary gear set is the sun gear,

[0041] - The second element of the first planetary gear set is the ring gear, and - The third element of the first planetary gear set is the planet carrier, and where - The first element of the second planetary gear set is the ring gear,

[0042] - The second element of the second planetary gear set is the planet carrier, and - The third element of the second planetary gear set is the sun gear.

[0043] This transmission can be referred to as the second concept with two negative planetary gear sets. c) A transmission with two negative planetary gear sets, where

[0044] - The first element of the first planetary gear set is the ring gear,

[0045] - The second element of the first planetary gear set is the planet carrier, and - The third element of the first planetary gear set is the sun gear, and where, - The first element of the second planetary gear set is the sun gear,

[0046] - The second element of the second planetary gear set is the planet carrier, and - The third element of the second planetary gear set is the ring gear.

[0047] This transmission can be referred to as the fifth concept with two negative planetary gear sets.

[0048] d) A transmission having a positive planetary gear set and a negative planetary gear set, wherein the second planetary gear set is a negative planetary gear set, and wherein

[0049] - The first element of the first planetary gear set is the sun gear,

[0050] - The second element of the first planetary gear set is the ring gear, and

[0051] - The third element of the first planetary gear set is the carrier, and wherein

[0052] - The first element of the second planetary gear set is the sun gear,

[0053] - The second element of the second planetary gear set is the carrier, and

[0054] - The third element of the second planetary gear set is the ring gear.

[0055] This transmission can be said to be the first concept with a positive planetary gear set.

[0056] e) A transmission having a positive planetary gear set and a negative planetary gear set, wherein the first planetary gear set is a negative planetary gear set, and wherein

[0057] - The first element of the first planetary gear set is the sun gear,

[0058] - The second element of the first planetary gear set is the carrier, and

[0059] - The third element of the first planetary gear set is the ring gear, and wherein

[0060] - The first element of the second planetary gear set is the sun gear,

[0061] - The second element of the second planetary gear set (P2) is the ring gear, and

[0062] - The third element of the second planetary gear set is the carrier.

[0063] f) A transmission having two positive planetary gear sets, wherein,

[0064] - The first element of the first planetary gear set is the sun gear,

[0065] - The second element of the first planetary gear set is the ring gear, and

[0066] - The third element of the first planetary gear set is the carrier, and wherein

[0067] - The first element of the second planetary gear set is the sun gear,

[0068] - The second element of the second planetary gear set is the ring gear, and

[0069] - The third element of the second planetary gear set is the planet carrier.

[0070] This transmission can be said to be the first concept with two positive planetary gear sets.

[0071] The torque vector superposition unit includes a third planetary gear set and an actuator. Here, the first element of the third planetary gear set is connected in co-rotation to the connecting shaft. The second element of the third planetary gear set is connected to the output element of the actuator. The third element of the third planetary gear set is connected in co-rotation to the second element of the first planetary gear set, which in turn is connected in co-rotation to the first output shaft.

[0072] This transmission combines the two functions of torque conversion and torque distribution in a single component. It can be said that the transmission constitutes a combined transmission gear device and a differential transmission, so that on the one hand, torque conversion can be achieved by means of the housing support, and on the other hand, torque distribution to the output shaft can be achieved. In addition, a torque vector superposition unit is provided.

[0073] In the context of the present invention, the fact that two structural elements of the transmission or the torque vector superposition unit are connected in co-rotation, "connected", "coupled", or "connected to each other" means a permanent coupling of these components such that they cannot rotate independently of each other. In particular, no shifting elements are provided between these structural elements, and these structural elements can be elements of the planetary gear set and / or also shafts and / or non-rotating structural elements of the transmission, but the corresponding structural elements are fixedly coupled to each other. A rotationally elastic connection between two structural members is also understood as co-rotation or rotational co-connection. In particular, the co-rotation connection can also include joints, for example to allow the steering movement of the wheel or the spring compression movement.

[0074] The actuator of the torque vector superposition unit has a rotatable output element, which is connected in co-rotation to an element of the third planetary gear set in its further course. In the context of the present invention, the "connection" of the output element of the actuator to the second element of the transmission gear device of the torque vector superposition unit should be understood to mean a connection such that a constant speed dependence prevails. The actuator can be in the form of an electric machine or a hydraulic motor, for example. Compared with a hydraulic motor, an electric motor has the advantage that they do not have a simultaneously operating hydraulic pump, and thus have lower stagnation losses. In addition, an electric motor is easier to control than a hydraulic motor.

[0075] Depending on the torque direction, the actuator of the torque vector superposition unit can selectively distribute the torque to the first output shaft or the second output shaft of the transmission. It is noted here that the rotational speed of the actuator is decisive for determining which output shaft rotates faster. By selecting the static transmission ratio of the third planetary gear set P3, the actuator rotational speed can be influenced (in this case, the two output shafts rotate at the same rotational speed), and the actuator rotational speed is set to zero, for example. The sign of the torque is decisive for determining which output shaft has a greater torque (quadrant operation).

[0076] The static transmission ratio of the third planetary gear set can be selected according to the requirements of the torque vector superposition unit. If the static transmission ratio is selected such that the output element of the actuator stalls during straight-ahead travel, the actuator, in particular an electric machine or a hydraulic motor, can be designed with a particularly low power requirement or low consumption.

[0077] The third planetary gear set of the torque vector superposition unit can be arranged axially adjacent to the first planetary gear set or radially outside the first planetary gear set of the transmission. The third planetary gear set can also be configured as a negative planetary gear set. In another embodiment, the third planetary gear set can be configured as a positive planetary gear set. Furthermore, the third planetary gear set can be a stepped planetary gear design, in particular a positive planetary gear set configured as a stepped planetary gear design.

[0078] To increase the speed ratio of the rotational speed of the output of the actuator (actuator rotational speed), for example the rotor rotational speed of an electric machine, at least one transmission gear device is preferably arranged between the second element of the third planetary gear set and the rotor. In particular, one or more planetary gear sets and / or one or more spur gear stages can be considered as the transmission gear device.

[0079] A particularly preferred embodiment of the invention is an embodiment in which two transmission gear devices, in particular two transmission gear devices in the form of planetary gear sets, are arranged between the second element of the third planetary gear set and the actuator, in particular between the two planetary gear sets.

[0080] The transmission with a torque vector superposition unit is in particular part of a motor vehicle powertrain for a hybrid vehicle or an electric vehicle and is thus arranged between the drive machine of the motor vehicle and the other components of the powertrain, the drive machine being configured as an internal combustion engine or an electric machine, and the other components of the powertrain driving the drive wheels of the motor vehicle following the direction of the power flow. The transmission can also be part of the powertrain of a conventional motor vehicle, that is, the vehicle is only driven by an internal combustion engine.

[0081] According to another aspect, a powertrain is provided which has a transmission with a torque vector superposition unit as described above, and a vehicle having a transmission of the type described or a powertrain of the type described is provided. The advantages of a transmission with a torque vector superposition unit apply equally to the powertrain and to a vehicle having such a transmission with a torque vector superposition unit.

[0082] The invention is not limited to the combinations of features illustrated in the main claims or their dependent claims. There is also the possibility of combining the individual features with one another as long as the individual features occur in the following description of the preferred embodiments of the invention or directly in the drawings. The reference to the drawings by means of reference signs in the claims is not intended to limit the scope of protection of the claims. BRIEF DESCRIPTION OF THE DRAWINGS

[0083] Advantageous embodiments of the invention which will be discussed below are shown in the drawings. In the drawings:

[0084] Figures 1a to 1e A schematic view of a vehicle is shown;

[0085] Figures 2 to 7 Each shows a schematic view of an exemplary transmission which can be used together with Figures 1a to 1e the torque vector superposition unit according to the invention in a vehicle of

[0086] Figures 8 to 13 Each shows a schematic view of an exemplary powertrain which has a transmission with a torque vector superposition unit, such as a transmission which can be used in a vehicle of Figures 1a to 1e ;

[0087] Figure 14 Is shown in cross-section according to Figure 3 an embodiment of

[0088] Figures 15 to 18 A schematic view showing the functional principle of the invention;

[0089] Figure 19 A schematic diagram showing the static transmission ratios of the individual embodiments; and

[0090] Figures 20 to 29 A schematic view showing the respective powertrains having a transmission with a torque vector superposition unit in various preferred embodiments of the invention. DETAILED DESCRIPTION

[0091] Figures 1a to 1e Each shows a schematic view of a transmission G of a motor vehicle powertrain 100 of a motor vehicle 1000 in the form of a passenger motor vehicle, which transmission has a torque vector superposition unit which is not shown in more detail.

[0092] According to Figure 1a The drive train 100 according to Figure 1a shows an electric drive for driving the rear axle A of a vehicle 1000. The drive train includes a transmission G which distributes the drive torque of an electric machine EM between two output shafts 11 and 12. The transmission G and the electric machine are arranged in a common housing. The forward travel direction is shown by arrow 99. It can also be seen from Figure 1a that the transmission G and the electric machine EM are oriented transversely with respect to the travel direction of the vehicle. Figure 1a It can also be seen from Figure 1a that the transmission G and the electric machine EM are oriented transversely with respect to the travel direction of the vehicle.

[0093] According to Figure 1b The drive train 100 according to Figure 1b shows an internal combustion engine drive for driving the rear axle A of a vehicle 1000. The drive train includes a transmission G which distributes the drive torque of an internal combustion engine VM between two output shafts 11 and 12, wherein another transmission of the vehicle (e.g. an automatic transmission) is arranged between the transmission G and the internal combustion engine VM. The forward travel direction is shown by arrow 99. It can also be seen from Figure 1a that the transmission G and the internal combustion engine VM are oriented longitudinally with respect to the travel direction of the vehicle. Figure 1a It can also be seen from Figure 1a that the transmission G and the internal combustion engine VM are oriented longitudinally with respect to the travel direction of the vehicle.

[0094] According to Figure 1c The drive train 100 according to Figure 1c shows an internal combustion engine drive for driving the rear axle A and the front axle B of a vehicle 1000. The drive train includes a transmission G which distributes the drive torque of an internal combustion engine VM between the axles A and B, wherein another transmission of the vehicle (e.g. an automatic transmission) is arranged between the transmission G and the internal combustion engine VM. The transmission G can thus be connected via the output shaft 11 to the axle differential of the rear wheel axle A and via the output shaft 12 to the axle differential of the front axle B. The forward travel direction is shown by arrow 99. It can also be seen from Figure 1c that the transmission G and the internal combustion engine VM are oriented longitudinally with respect to the travel direction of the vehicle. Figure 1c It can also be seen from Figure 1c that the transmission G and the internal combustion engine VM are oriented longitudinally with respect to the travel direction of the vehicle.

[0095] According to Figure 1d The drive train 100 according to Figure 1d shows an electric drive for driving the front axle B of a vehicle 1000, i.e. an electric front transverse drive. The drive train includes a transmission G which distributes the drive torque of an electric machine EM between two output shafts 11 and 12. The transmission G and the electric machine are arranged in a common housing. The forward travel direction is shown by arrow 99. It can also be seen from Figure 1d that the transmission G and the electric machine EM are oriented transversely with respect to the travel direction of the vehicle. Figure 1d It can also be seen from Figure 1d that the transmission G and the electric machine EM are oriented transversely with respect to the travel direction of the vehicle.

[0096] According to Figure 1eThe powertrain 100 shows an electric all-wheel drive for driving the rear axle A and the front axle B of a vehicle 1000. This involves a transmission designed as a longitudinal transfer case. The powertrain includes a transmission G that distributes the drive torque of an electric machine EM between two output shafts 11 and 12. Output shaft 11 transfers the torque to the front axle B, while output shaft 12 transfers the torque to the rear axle A. The respective torques are then introduced into the respective axle differentials. The transmission G and the electric machine are arranged in a common housing. The forward travel direction is shown by arrow 99. It can also be seen from Figure 1e that the transmission G and the electric machine EM are oriented transversely with respect to the travel direction of the vehicle.

[0097] Figure 2 The transmission G in a first exemplary embodiment is shown. The transmission G includes an input shaft 10, a first output shaft 11, a second output shaft 12, a first planetary gear set P1, and a second planetary gear set P2 connected to the first planetary gear set P1. In this case, both planetary gear sets P1 and P2 are designed as negative planetary gear sets. Each of the planetary gear sets P1, P2 includes a plurality of elements E11, E21, E31, E12, E22, E32, where the first element E11 is the sun gear SO1, the second element E21 is the planet carrier PT1, and the third element E31 of the first planetary gear set P1 is the ring gear HO1. In the case of the second planetary gear set P2, the first element E12 is the sun gear SO2, the second element E22 is the planet gear carrier PT2, and the third element E32 is the ring gear HO2. The planet carriers PT1, PT2 each support a plurality of planetary gears that are shown but not designated. The planetary gears mesh with the respective radially inner sun gears and the respective surrounding ring gears. The input shaft 10, the first output shaft 11, and the second output shaft 12 are arranged coaxially with respect to each other. The two planetary gear sets P1, P2 are also arranged coaxially with respect to each other.

[0098] In the present case, the input shaft 10 is connected in a rotationally joined manner to the first element E11. The first output shaft 11 is connected in a rotationally joined manner to the second element E21 of the first planetary gear set. The second output shaft 12 is connected in a rotationally joined manner to the third element E32 of the second planetary gear set. The third element E31 of the first planetary gear set P1 (that is, the ring gear HO1 of the first planetary gear set P1) is connected in a rotationally joined manner to the first element E12 of the second planetary gear set P2, while the second element E22 of the second planetary gear set P2 is fixed to a non-rotatable structural element GG. The non-rotatable structural element GG is the transmission housing of the transmission G.

[0099] The third element E31 (that is, the ring gear HO1 of the first planetary gear set P1) and the first element E12 (that is, the sun gear SO2 of the second planetary gear set) form a common structural member that is in the form of a connecting shaft or shaft 3 in the present case.

[0100] As Figure 2 It can be seen that the input shaft 10, the first output shaft 11 and the second output shaft 12 are arranged coaxially with respect to each other. The two planetary gear sets P1, P2 are likewise arranged coaxially with respect to each other. According to this embodiment, the two planetary gear sets P1, P2 are arranged axially spaced apart from each other.

[0101] The input shaft 10 can be connected to a drive machine and thus introduce an input torque into the transmission G. That is to say, the input shaft 10 and the output shafts 11, 12 rotate in the same direction. By connecting the two planetary gear sets P1, P2 to each other and supporting the second element E22 on the housing GG, the introduced input torque can be distributed between the two output shafts 11, 12. In this case, the transmission not only performs the function of a transmission gear unit, but additionally performs the function of a differential gear. That is to say, the introduced torque is not only affected by the speed ratio, but is also distributed between different output shafts. In this embodiment, no reversal of the direction of rotation occurs.

[0102] Figure 3 Shows another exemplary embodiment of the transmission G. Compared with the embodiment according to Figure 2 the embodiment according to Figure 3 shows a radially nested arrangement of the two planetary gear sets P1, P2. Although the embodiment according to Figure 2 proposes a very radially compact solution, the embodiment according to Figure 3 makes it possible to have a very axially compact transmission G. In this case, the first planetary gear set P1 forms a radially inner planetary gear set. The second planetary gear set P2 forms a radially outer planetary gear set. Thus, the first planetary gear set P1 is located radially within the second planetary gear set P2. In this embodiment, the connection of the first ring gear HO1 of the first planetary gear set P1 to the sun gear SO2 of the second planetary gear set is also configured as a single structural member, which in this case is likewise in the form of a shaft 3. The same is the case in this embodiment: no reversal of the direction of rotation occurs.

[0103] Figure 4 Shows the transmission G in another exemplary embodiment. Compared with Figure 2In contrast, the first planetary gear set P1 is now configured as a positive planetary gear set. That is, the third element E31 of the first planetary gear set is configured as a planetary carrier, which is rotatably connected to the first element E12 of the second planetary gear set, that is, the sun gear SO2. The second element E21 is now configured as a ring gear HO1 and is rotatably connected to the first output shaft 11. The third element E31 of the first planetary gear set and the first element E12 of the second planetary gear set are further formed on the same structural member, which is in the form of a shaft 3 in this case. Additionally, reference is made to the description related to Figure 2 is provided.

[0104] Figure 5 Another exemplary embodiment of the transmission G is shown. Compared with the embodiment according to Figure 2 , in the present case, two planetary gear sets P1, P2 are configured as positive planetary gear sets. Therefore, the second element E21 is configured as a ring gear HO1 and is rotatably connected to the first output shaft 11. The third element E31 is now configured as a planetary carrier PT1 and is rotatably connected to the first element E12, that is, the sun gear SO2 of the second planetary gear set P2. The second element E22 of the second planetary gear set P2 is now configured as a ring gear HO2 and is fixed to the non-rotatable structural element GG. In contrast, the third element E32 of the second planetary gear set P2 is configured as a planetary carrier PT2 and is rotatably connected to the second output shaft 12.

[0105] Therefore, in the case of the two planetary gear sets P1, P2, the connection between the planetary carrier and the ring gear has been interchanged. Additionally, reference is made to the description related to Figure 2 is provided.

[0106] Figure 6 A transmission in another exemplary embodiment is shown. Compared with the embodiment according to Figure 2 , the second planetary gear set P2 is now configured as a positive planetary gear set, while the first planetary gear set P1 remains unchanged. Therefore, the ring gear HO2 of the second planetary gear set P2 is fixed to the housing GG. In addition, the planetary carrier PT2 is rotatably connected to the second output shaft 12. Therefore, the connection between the planetary carrier and the ring gear of the second planetary gear set has been interchanged. Additionally, reference is made to the description related to Figure 2 is provided.

[0107] Figure 7 Another exemplary embodiment of the transmission G is shown. Compared with the embodiment according to Figure 6 , the embodiment according to Figure 7 provides radially nested planetary gear sets P1, P2. The radially inner planetary gear set is the first planetary gear set P1. The radially outer planetary gear set is the second planetary gear set P2. Additionally, reference is made to the description related toFigure 6 and Figure 2 related descriptions.

[0108] Figure 8 Shows the transmission G in another exemplary embodiment. This embodiment has the following differences compared to the embodiment according to Figure 2 . First, a drive machine in the form of an electric machine EM is provided. The electric machine EM includes a stator S fixed to the housing and a rotor R. The rotor R of the electric machine EM is connected in co-rotation to a first element E11, that is, the sun gear SO1 of the first planetary gear set. Another difference is that the second element E21 of the first planetary gear set is configured as a ring gear HO1 and is connected in co-rotation to the first output shaft 11. In addition, the third element E31 of the first planetary gear set P1 is configured as a planet carrier PT1 and is connected in co-rotation to the first element E12 of the second planetary gear set P2, which is configured as a ring gear HO2 in this case. The second element E22 of the second planetary gear set is furthermore configured as a planet carrier PT2 and is fixed to the housing GG. Therefore, the third element E32 is configured as a sun gear SO2 and is connected in co-rotation to the second output shaft. In this exemplary embodiment, the rotational direction of the input speed is reversed. In this embodiment, nesting of the planetary gear sets P1, P2 is not possible.

[0109] In other words, the torque continues to be introduced through the sun gear SO1 of the first planetary gear set P1, while the output is ensured through the ring gear HO1. Compared with the situation in Figure 2 , the planet carrier of the first planetary gear set P1 is now connected in co-rotation to the ring gear HO2 of the second planetary gear set. Compared with the embodiment according to Figure 2 , the output of the second planetary gear set occurs correspondingly through the sun gear SO2.

[0110] Figure 9 Shows another exemplary embodiment of the transmission G. This embodiment has the following differences compared to the embodiment according to Figure 2 . First, a drive machine in the form of an electric machine EM is provided, which has a stator S fixed to the housing and a rotor R. The rotor R is connected in co-rotation to the input shaft 10, which in turn is connected to the first element E11 of the first planetary gear set P1, which is configured as a ring gear HO1 in this case. The first output shaft 11 is connected in this case to the second element E21 of the first planetary gear set P1, which is in the form of a planet carrier PT2 in this case. The third element E31 of the first planetary gear set P1 is configured as a sun gear SO1 in this case, which is connected in co-rotation to the first element E12, that is, the sun gear SO2 of the second planetary gear set P2. The other elements of the second planetary gear set remain unchanged.

[0111] Compared with the embodiment according to Figure 2 , in the embodiment according to Figure 9 , the introduction of torque occurs via the ring gear HO1 of the first planetary gear set P1, and the output of the first planetary gear set P1 continues via the planet carrier PT1. Compared with Figure 2 , the two planetary gear sets P1, P2 are connected via a common sun gear, which in this case is in the form of shaft 3.

[0112] Figure 9a Shows a specific embodiment of the transmission G for the Figure 1c powertrain. The second output transmits torque to the rear axle A. The first output transmits torque to the front axle B. As can be clearly seen, the output shafts 11, 12 are axially parallel to each other and arranged non-coaxially with respect to each other. The second output shaft 12 of the second planetary gear set P2 meshes with the intermediate gear ZZ, which in turn is connected to a shaft, which in turn introduces torque into the rear axle differential (not shown).

[0113] Figure 10 Shows the powertrain 100 of a vehicle with a transmission in an exemplary embodiment, wherein a transmission gear device in the form of a planetary gear is additionally connected upstream of the transmission G.

[0114] The transmission G is an embodiment according to Figure 3 , which is hereby incorporated by reference. The planetary gear set P33 is configured as a negative planetary gear set and has a first element E133 configured as a sun gear, a second element E233 configured as a planet carrier, and a third element E333 configured as a ring gear HO33 in this case. The second element E233 of the additional planetary gear set P33 is connected in co-rotation to the input shaft 10 of the transmission G.

[0115] Furthermore, the shift element SE is assigned to the planetary transmission. The shift element SE is configured to fix the third element E333 to the non-rotatable structural element GG. Furthermore, the shift element SE is configured to connect the third element E333 to the first element E133 of the planetary gear set P33 in the second shift position, that is, to place them in a locked state. If the planetary gear set is in the locked state, the speed ratio is always 1 regardless of the number of teeth. In other words, the planetary gear set rotates as a whole. In the third shift position, the third element E333 is not fixed to the housing, and the planetary gear set P33 is not in the locked state. In this case, the shift element SE is currently in the neutral position. The first shift position of the shift element SE is denoted by the reference sign G1, which also denotes the first gear ratio stage. The second shift position is denoted by the reference sign G2, which also denotes the second gear ratio stage. The first element E13 of the planetary gear set P3 is connected to the drive machine (not shown) via the input shaft 14. If the shift element SE is in its neutral position, the drive torque introduced into the transmission gear unit is not transmitted to the input shaft 10 of the transmission G.

[0116] It can also be clearly seen from Figure 10 that the transmission gear unit is arranged coaxially with respect to the input shaft 10 and with respect to the output shafts 11, 12. Furthermore, it can be clearly seen how the first output shaft 11 is guided through the input shaft 10 designed as a hollow shaft and, in another section, through another shaft 14 designed as a hollow shaft. Both output shafts 11, 12 are connected to the drive wheels 20. A vibration damper 15 is provided to absorb the vibrations of the vehicle.

[0117] Figure 11 shows the driveline of a vehicle with a transmission in another exemplary embodiment. The transmission G is a preferred embodiment according to Figure 2 and this preferred embodiment is mentioned. Compared with Figure 10 in the embodiment according to Figure 11 no transmission gear unit is connected upstream. The drive machine is configured as an electric machine EM. The electric machine EM has a stator S fixed to the housing and a rotor R. The rotor R is connected in a rotationally coupled manner to the input shaft 10. As can be clearly seen, the electric machine EM is arranged coaxially with respect to the input shaft 10 and with respect to the output shafts 11, 12. Furthermore, the electric machine is thus arranged coaxially with respect to the planetary gear sets P1, P2. The input shaft 10 is configured as a hollow shaft and the first output shaft 11 is guided through this hollow shaft. Also refer to the statements related to Figure 10

[0118] Figure 12 shows another driveline 100 with a transmission G in an exemplary embodiment. Compared with the one according to Figure 11Compared with the embodiments, the planetary gear sets P1 and P2 are not arranged adjacent to each other axially, but are arranged radially one above the other, that is, arranged in a nested manner. Therefore, the transmission G is Figure 3 a preferred embodiment. Additionally mentioned are the descriptions related to Figure 11 and Figure 3 .

[0119] Figure 13 Fig. 100 shows a powertrain 100 in another exemplary embodiment. This embodiment is similar to the embodiment according to Figure 11 , where, in comparison, the electric machine EM is arranged axially parallel rather than coaxially with respect to the transmission G. Here, the connection is achieved through a spur gear stage SRS including a first spur gear SR1 and a second spur gear SR2. In this case, the first spur gear SR1 is connected to the input shaft 10 in a co-rotating manner. The spur gear SR1 then engages in tooth engagement with the spur gear SR2, which latter spur gear is co-rotatingly located on the input shaft EW of the electric machine EM and creates a connection within the electric machine EM to the rotor (not shown in more detail here) of the electric machine EM. Additionally, the embodiment according to Figure 13 corresponds to the embodiment according to Figure 11 , such that reference is made to the description given with respect to that figure.

[0120] Figure 14 Fig. 20 shows an embodiment of the transmission G according to Figure 3 in cross-section. The shaft located at the center is the output shaft 11. In this figure, the input shaft 10 coincides with the sun gear of P1, that is, in other words, the input shaft 10 is connected to the sun gear of the first planetary gear set P1. The sun gear of the first planetary gear set P1 in turn engages in tooth engagement with the planet gears of the first planetary gear set P1. The planet gears of the first planetary gear set P1 in turn engage with the surrounding ring gear of the first planetary gear set P1, where the ring gear simultaneously forms the sun gear of the second planetary gear set P2. The sun gear of the second planetary gear set P2 in turn engages in tooth engagement with the planet gears of the second planetary gear set P2. The planet gears of the second planetary gear set P2 in turn engage in tooth engagement with the ring gear surrounding the planet gears of the second planetary gear set P2.

[0121] The following Figures 15 to 17 shows the force introduction and force support configuration of the transmission according to the present invention with respect to the prior art (such as DE 10 2011079 975 A1). The prior art is compared with a preferred embodiment having two negative planetary transmissions as described in particular in Figure 2 and Figure 3 . However, this consideration similarly applies to other embodiments.

[0122] The following generally applies to Figures 15 to 17 :

[0123] At the first planetary gear set P1, the torque of the input shaft 10 is converted into the output torque of the first output. The third element E31 of the first planetary gear set P1 (which is simultaneously the first element E12 of the second planetary gear set P2) is driven in the reverse direction by its reaction torque. The reverse movement of the third element E31 is allowed, such that a part of the mechanical drive power (preferably 50% in the case of lateral differential and straight-ahead travel) is conducted through the first planetary gear set into the second planetary gear set.

[0124] Furthermore, the reverse rotation results in an increase in the speed ratio with respect to the first output (in the case of a fixed ring gear, the static transmission ratio i0 = -3 would only allow a speed ratio of i = 4).

[0125] In the second planetary gear set P2, the rotational direction (reverse) introduced into the first element (E12) is reversed (forward) to the output movement of the second output by means of the housing support. Here, the torque introduced into the second planetary gear set P2 and the torque conducted to the second output are added together to obtain the housing support torque. Here, the second planetary gear set only transmits that part of the mechanical power conducted to the second output (usually 50%). Only a part of the power is applied to the second planetary gear set P2, such that the overall efficiency is positively affected.

[0126] In the prior art, the torque conversion usually occurs by means of the housing support. In this case, the reaction torque of the transmission gear unit is directly conducted into the housing and is not used to generate the second output torque. As a result, the transmission must first be configured for the sum torque of the two output shafts (usually twice the torque). Then a separate differential transmission is required to divide this form of sum torque, which is not required at any position, back into two output torques.

[0127] Each Figures 15 to 18 Specifically, the following is shown:

[0128] Figure 15 The first planetary gear set P1 of the transmission G (right) and the first stage of a spur gear differential of the prior art (left) are schematically shown. The force introduction from the planetary gear to the sun gear occurs in parallel through 3 static (i.e., fixed) tooth engagement joints. The output to the first output shaft occurs through the sun gear.

[0129] In contrast, according to the preferred embodiment, the force introduction occurs in parallel through eight moving (i.e., rotating) tooth engagement joints. There are four tooth engagement joints between the sun gear SO1 and the four planetary gears. Four additional tooth engagement joints act between the respective planetary gears and the ring gear HO1 (not shown). The output to the first output shaft 11 occurs through the planetary gear carrier PT1. The technical effect is that the tooth forces acting on the first planetary gear set are significantly smaller.

[0130] Figure 16 The second planetary gear set P2 of the transmission G (right) and the second stage of the stepped planetary gear of the prior art (left) are schematically shown. The force introduction from the planetary gears to the sun gear occurs in parallel through 3 static (i.e., fixed) tooth engagement joints. The output to the second output shaft occurs through the sun gear.

[0131] In contrast, according to the preferred embodiment, the force introduction to the second planetary gear set P2 occurs in parallel through 6 moving (i.e., rotating) tooth engagement joints. The six tooth engagement joints act in each case between one of the six planetary gears and the ring gear HO2. The fixed planetary carrier PT2 carrying the six planetary gears and the sun gear SO2 are not shown. The output to the second output shaft 12 occurs through the ring gear HO2. The technical effect is that the tooth forces acting on the second planetary gear set are significantly smaller because the effective diameter is larger and the number of planet gears may be larger.

[0132] Figure 17 Schematically shown is the introduction of the support torque into the housing. In the case of the stepped planetary gear of the prior art (left), the force introduction to the fixed ring gear occurs through 3 parallel tooth engagement joints.

[0133] According to the preferred embodiment, the force introduction to the fixed planetary carrier PT2 occurs through 12 parallel tooth engagement joints. Six tooth engagement joints act between the sun gear SO2 and the six planetary gears of the second planetary gear set. Another six tooth engagement joints act between each planetary gear of the second planetary gear set and the ring gear HO2. The technical effect is that the tooth forces acting on the second planetary carrier PT2 are significantly smaller.

[0134] Figure 18 Shown is Figures 15 to 17 Another view of the principle shown in more detail in. This figure shows the torque symbolically in terms of the size on the path through the transmission. The direction of rotation is not apparent from this.

[0135] The stepped planetary gear set of the prior art (left) is driven by an input torque M an to generate the total output torque, that is, the sum torque of the two wheels. The differential divides this high torque into two half-wheel torques Man1 and M an2 。

[0136] The maximum torque in the gear set (right) according to the present invention corresponds to the output torque of a single gear. According to physical principles, only the housing support has a high torque factor.

[0137] Figure 19 A schematic diagram of the calculation rules for the static transmission ratio of each embodiment is given. If transmission losses are ignored, these all produce the same magnitude of output torque, and the signs at the two output shafts (11, 12) are the same. i 01 represents the static transmission ratio of the second planetary gear set P1. i 02 represents the static transmission ratio of the second planetary gear set P2. Depending on the application of the transmission, one of the planetary gear set configurations with a corresponding static transmission ratio can be selected.

[0138] Figure 20 Shows the driveline 100 of a vehicle having a transmission G with a torque vector superposition unit in a first preferred embodiment. The driveline 100 is based on a driveline known from Figure 10 wherein, in contrast, no additional planetary gear P33 is provided to increase the speed of the drive machine. The planetary gear sets P1, P2 accordingly form a radial stacked arrangement of two negative planetary gear sets, which is also known from Figure 3 This arrangement is particularly suitable for providing a torque vector superposition unit because the radial stacked arrangement saves axial installation space, which can be used for the torque vector superposition unit.

[0139] The torque vector superposition unit includes a transmission gear device in the form of a third planetary gear set and an actuator, which in this case is configured as an electric machine having a stator and a rotor. Hereinafter, the electric machine provided as the drive machine of the transmission G will be referred to as the first electric machine EM1, and the electric machine of the torque vector superposition unit will be referred to as the second electric machine EM2.

[0140] In Figure 20 the transmission gear device of the torque vector superposition unit is designed as a negative planetary transmission with a plurality of elements. The first element E13 of the third planetary gear set P3 is connected to the connecting shaft 3 in a co-rotating manner. The second element E23 of the third planetary gear set P3 is connected to the rotor R2 of the electric machine EM2. The third element E33 of the third planetary gear set P3 is connected to an element of the first planetary gear set P1, which in this case is configured as a planet carrier PT1, which in turn is connected to the first output shaft 11 in a co-rotating manner.

[0141] The first element E13 is configured as the sun gear SO3, the second element E23 is configured as the planet carrier PT3, and the third element E33 is configured as the ring gear HO3.

[0142] In other words, the transmission gear unit is configured as a three-shaft transmission, where the planet carrier PT3 is connected to the rotor R2, the ring gear HO3 is connected in co-rotation to the first output of the first planetary gear set P1, and the sun gear SO3 is connected in co-rotation to the connecting shaft 3, i.e., to the shaft 3 that connects the two planetary gear sets P1 and P2 to each other. The connecting shaft 3 is formed by the ring gear HO1 of the first planetary gear set P1 and the sun gear SO2 of the second planetary gear set P2.

[0143] The torque vector superposition unit (i.e., the third planetary gear set P3 and the second electric machine EM2) is arranged coaxially with respect to the two output shafts 11, 12 of the transmission G. It can be clearly seen that the third planetary gear set P3 is arranged axially spaced apart from the radially stacked planetary gear sets P1, P2.

[0144] Between the third planetary gear set P3 and the second electric machine EM2, two alternative transmission gear units P4, P5 are provided, which in this case are designed as negative planetary transmissions. By means of the transmission gear units, a higher speed ratio of the rotor speed can be provided for the third planetary transmission. The two planetary transmissions have a plurality of elements. The first element E14 of the fourth planetary gear set is connected in co-rotation to the second element E25 of the fifth planetary gear set. The second element E24 of the fourth planetary gear set P4 is connected in co-rotation to the planet carrier PT3 of the third planetary gear set P3. The third element E34 of the fourth planetary gear set and also the third element E35 of the fifth planetary gear set are fixed. The first element E15 of the fifth planetary gear set is connected to the rotor R2. The respective first element is configured as a sun gear, the respective second element is configured as a planet carrier, and the respective third element is configured as a ring gear.

[0145] From Figure 20 It can also be seen that the ring gears HO4, HO5 and the planet carrier of the second planetary gear set P2 are fixed to the stator S1 as non-rotatable structural elements GG. The static transmission ratio can be configured, for example, as follows:

[0146] i 0 _P1=-3.00

[0147] i 0 _P2=-1.33

[0148] i 0 _P3=-1.33

[0149] Figure 21Shows the powertrain 100 of a vehicle having a transmission G with a torque vector superposition unit in a second preferred embodiment. Compared with Figure 20 In comparison, the third planetary gear set P3 is designed as a positive planetary gear set, where the connection of the planet carrier and the ring gear has been interchanged, and the magnitude of the static transmission ratio has been increased by one. Thus, a transmission with the same function is achieved.

[0150] Therefore, the third element E33 of the third planetary gear set P3 is in the form of a planet carrier PT3, and the second element E23 of the third planetary gear set P3 is in the form of a ring gear HO3. The ring gear HO3 is connected to the planet carrier of the fourth planetary gear set in a co-rotating manner. The planet carrier PT3 is connected to the first output of the first planetary gear set P2. The sun gear SO3 is still connected to the connecting shaft 3. It should also be noted here that the two transmission gear units P4, P5 are optional. The static transmission ratio can be configured, for example, as follows:

[0151] i 0 _P1 = -3.00

[0152] i 0 _P2 = -1.33

[0153] i 0 _P3 = +2.33

[0154] In addition, the embodiment according to Figure 21 corresponds to the embodiment according to Figure 20 such that reference is made to the description given with respect to that figure.

[0155] Figure 22 Shows the powertrain 100 of a vehicle having a transmission G with a torque vector superposition unit in a third preferred embodiment. Compared with Figure 20 In comparison, the third planetary gear set P3 is designed as a positive planetary gear set, where the connection of the elements and the required static transmission ratio have been adapted.

[0156] The third element E33 of the third planetary gear set P3 is configured as a sun gear SO3 and is connected to the first output. The first element E13 of the third planetary gear set P3 is configured as a planet carrier PT3 and is connected to the connecting shaft 3 in a co-rotating manner. The second element E23 of the third planetary gear set P3 is in the form of a ring gear and is connected to the rotor R2 via two optional transmission gear units P4, P5. The static transmission ratio can be configured, for example, as follows:

[0157] i 0 _P1 = -3.00

[0158] i 0 _P2 = -1.33

[0159] i0 _P3 = +1.75

[0160] In addition, according to Figure 22 The embodiment corresponding to according to Figure 21 or Figure 20 The embodiment enables reference to the description given with respect to that figure.

[0161] Figure 23 FIG. 100 shows the powertrain of a vehicle having a transmission G with a torque vector superposition unit in a fourth preferred embodiment. Compared with Figure 22 The third planetary gear set P3 is designed as a positive planetary gear set with a stepped planet gear design. Here, two fixed gears of different sizes and mounted on the planet carrier PT3 are in tooth engagement with the corresponding sun gears. Thus, this constitutes a planetary stage with two sun gear connections. The relatively large first fixed gear meshes with the first sun gear SO3a. The relatively small second fixed gear meshes with the second sun gear SO3b.

[0162] The third element E33 of the third planetary gear set P3 is configured as the sun gear SO3a and is connected to the first output. The first element E13 of the third planetary gear set P3 is configured as the planet carrier PT3 and is jointly rotatably connected to the connecting shaft 3. The second element E23 of the third planetary gear set P3 is not a ring gear but in the form of the sun gear SO3b and is connected to the rotor R2 via two optional transmission gear devices P4, P5. The static transmission ratio can be configured, for example, as follows:

[0163] i 0 _P1 = -3.00

[0164] i 0 _P2 = -1.33

[0165] i 0 _P3 = +1.75

[0166] In addition, according to Figure 23 The embodiment corresponding to according to Figure 21 or Figure 20 The embodiment enables reference to the description given with respect to that figure.

[0167] Figure 24 FIG. 100 shows the powertrain of a vehicle having a transmission G with a torque vector superposition unit in a fifth preferred embodiment. Compared with Figure 23In contrast, the third planetary gear set is not connected via two sun gears, but rather via two ring gears HO3a and HO3b. The smaller of the two fixed gears at the planetary stage is in tooth engagement with ring gear HO3a, while the larger of the two fixed gears is in tooth engagement with ring gear HO3b. This is also referred to as a planetary stage with two ring gear connections. The first element E13 of the third planetary gear set P3 is still configured as the planet carrier PT3 and is connected in co-rotation to the connecting shaft 3.

[0168] The second element E23 of the third planetary gear set P3 is in the form of the ring gear HO3a and is connected to the rotor R2 via two optional transmission gear sets P4, P5. The third element E33 of the third planetary gear set P3 is thus configured as the ring gear HO3b and is connected to the output 12. The static transmission ratio can be configured, for example, as follows:

[0169] i 0 _P1 = -3.00

[0170] i 0 _P2 = -1.33

[0171] i 0 _P3 = +1.75

[0172] In addition, the embodiment according to Figure 24 corresponds to the embodiment according to Figure 23 such that reference is made to the description given with respect to that figure.

[0173] Figure 25 The powertrain 100 of a vehicle having a transmission G with a torque vector superposition unit in a fifth preferred embodiment is shown. Compared to Figure 21 the third planetary gear set P3 is designed as a positive planetary gear set with a stepped planet design.

[0174] Here, two fixed gears of different sizes mounted on the planet carrier PT3 are in tooth engagement with the respective sun gears. Thus, this constitutes a planetary stage with two sun gear connections. The relatively small first fixed gear meshes with the first sun gear SO3a. The relatively large second fixed gear meshes with the second sun gear SO3b.

[0175] The third element E33 of the third planetary gear set P3 is configured as the planet carrier PT3 and is connected to the second output. The first element E13 of the third planetary gear set P3 is configured as the sun gear SO3b and is connected in co-rotation to the connecting shaft 3. The second element E23 of the third planetary gear set P3 is in the form of the sun gear SO3a and is connected to the rotor R2 via two optional transmission gear sets P4, P5. The static transmission ratio can be configured, for example, as follows:

[0176] i 0 _P1 = -3.00

[0177] i 0 _P2 = -1.33

[0178] i 0 _P3 = +2.33

[0179] In addition, the embodiment according to Figure 25 corresponds to the embodiment according to Figure 21 or Figure 20 such that reference is made to the description given with respect to that figure.

[0180] Figure 26 The powertrain 100 of a vehicle having a transmission G with a torque vector superposition unit in a sixth preferred embodiment is shown. As compared with Figure 25 the connection of the third planetary gear set P3 is not effected via the sun gear, but rather via two ring gears HO3a and HO3b. Here, two fixed gears of different sizes and mounted on the planet carrier PT3 are in tooth-engaging engagement with the respective ring gears. Thereby, this constitutes a planetary stage with two ring gear connections. The relatively large first fixed gear meshes with the first ring gear HO3a. The relatively small second fixed gear meshes with the second ring gear HO3b.

[0181] The first element E13 of the third planetary gear set P3 is configured as the ring gear HO3a and is connected in co-rotation to the connecting shaft 3. The second element E23 of the third planetary gear set P3 is in the form of the ring gear HO3b and is connected to the rotor R2 via two selectable transmission gear devices P4, P5. The third element E33 of the third planetary gear set P3 is still configured as the planet carrier PT3 and is connected to the second output. The static transmission ratio can be configured, for example, as follows:

[0182] i 0 _P1 = -3.00

[0183] i 0 _P2 = -1.33

[0184] i 0 _P3 = +2.33

[0185] In addition, the embodiment according to Figure 26 corresponds to the embodiment according to Figure 25 such that reference is made to the description given with respect to that figure.

[0186] According to Figures 20 to 26The torque vector superposition unit of the embodiment, or the transmission G with a torque vector superposition unit, has the advantages of a compact design and good efficiency. The torque vector superposition unit is technically less complex in terms of structure and thus has a low cost. In addition, by connecting the planetary transmission to the connecting shaft 3, this potential can be fully utilized.

[0187] The potential of applying a force to the connecting shaft 3 lies in that the planetary gear set P3 can have a simpler design due to different rotational directions. If this is done between two synchronously operating shafts as in the prior art, the complexity cost will be greater. In addition, in a conventional differential, it is usually difficult to combine the left shaft and the right shaft due to the driving action on the differential case.

[0188] Figures 27 to 29 Shows a further preferred variant based on the embodiment according to Figure 20 In these variants, the second planetary gear set P2 and the third planetary gear set P3 are radially arranged outside the first planetary gear set P1. The third planetary gear set P3 is arranged axially spaced from the second planetary gear set P2. The connection is maintained here. Optionally, two transmission gear devices P4, P5 are also provided. Figures 27 to 29 The embodiment according to Figures 20 to 26 is more complex in terms of structure than the embodiment according to

[0189] According to Figure 27 the variant shows the following axial sequence: the second planetary gear set P2, the third planetary gear set P3, the second electric machine EM2.

[0190] According to Figure 28 and Figure 29 the variant shows an axial sequence in which the two planetary gear sets P2, P3 are interchanged.

[0191] For this purpose, the planet carrier PT3 has external teeth (not shown in more detail) and meshes with the spur gear SR3. However, the tooth engagement can also be carried out through internal teeth on the planet carrier. The spur gear is jointly rotatably connected to the spur gear SR2_2, and a part of this connection is realized through the planet carrier PT2 of the second planetary gear set P2 that is fixed to the housing. The spur gear SR2_2 in turn meshes with the spur gear SRS2_1. The two spur gears SRS2_1 and SRS2_2 form the spur gear stage SRS2, and as a transmission gear device, replace the fourth planetary transmission. The spur gear SRS2_1 is jointly rotatably connected to the planet carrier of the fifth planetary transmission.

[0192] In the shown Figures 20 to 29 the transmission gear devices P4, P5, SRS2 are shown as integrated into the rotor R2. However, it is also preferred to arrange the elements adjacent to each other axially. An axially parallel arrangement of the electric machines is additionally conceivable.Figures 20 to 29 All solutions in

[0193] The present invention has been fully described and illustrated with reference to the accompanying drawings and the specification. The description and illustration should be understood as examples rather than restrictive. The present invention is not limited to the disclosed embodiments. By using the present invention and carefully analyzing the drawings and the disclosure, other embodiments or variations will become obvious to those skilled in the art.

[0194] In the patent claims, the words "comprising" and "having" do not exclude the presence of additional elements or steps. The indefinite article "a / an" does not exclude the presence of a plurality. A single element or a single unit may perform the functions of several units mentioned in the patent claims. The mere mention of certain measures in several different dependent patent claims should not be understood to mean that a combination of these measures cannot also be used advantageously.

[0195] Reference Signs

[0196] G transmission

[0197] GG non-rotatable structural element, housing

[0198] P1 First planetary gear set

[0199] P2 Second planetary gear set

[0200] P33 Additional planetary gear set

[0201] P3 Third planetary gear set

[0202] P4 Fourth planetary gear set

[0203] P5 Fifth planetary gear set

[0204] E1(x) First element of the x-th planetary gear set

[0205] E2(x) Second element of the x-th planetary gear set

[0206] E3(x) Third element of the x-th planetary gear set

[0207] SO(x) Sun gear of the x-th planetary gear set

[0208] PT(x) Planet carrier of the x-th planetary gear set

[0209] HO(x) Ring gear of the x-th planetary gear set

[0210] The first element of the additional planetary transmission P33 of E133

[0211] The second element of the additional planetary transmission P33 of E233

[0212] The third element of the additional planetary transmission P33 of E333

[0213] EM / EM1 Electric machine, the first electric machine

[0214] S / S1 Stator

[0215] R / R1 Rotor

[0216] EW Input shaft, electric machine

[0217] EM2 The second electric machine

[0218] S2 Stator

[0219] R2 Rotor

[0220] SRS Spur gear stage

[0221] SR1 The first spur gear

[0222] SR2 The second spur gear

[0223] SRS2 The second spur gear stage

[0224] SRS_1 The first spur gear

[0225] SRS_2 The second spur gear

[0226] SR3 Spur gear

[0227] SE Shifting element

[0228] G1 The first shifting position, the first gear ratio stage

[0229] G2 The second shifting position, the second gear ratio stage

[0230] N Neutral position

[0231] VM Internal combustion engine

[0232] A Rear axle of the vehicle

[0233] B Front axle of the vehicle

[0234] T Transmission, automatic transmission

[0235] ZZ Intermediate gear

[0236] 3 Shaft, connecting shaft

[0237] 10 Input shaft

[0238] 11 First output shaft

[0239] 12 Second output shaft

[0240] 15 Damper

[0241] 20 Wheel

[0242] 99 Forward travel direction

[0243] 100 Drivetrain

[0244] 1000 Vehicle

Claims

1. A transmission with a torque vector superposition unit, - The transmission comprises: An input shaft (10), a first output shaft (11), a second output shaft (12), a first planetary gear set (P1), and a second planetary gear set (P2) connected to the first planetary gear set, wherein the first planetary gear set (P1) and the second planetary gear set (P2) each include a plurality of elements (E11, E21, E31, E12, E22, E32), wherein the input shaft (10), the first output shaft (11) and the second output shaft (12), the first planetary gear set (P1) and the second planetary gear set (P2) and the elements thereof are arranged and configured such that: The torque introduced via the input shaft (10) is converted and distributed on the first output shaft (11) and the second output shaft (12) at a defined ratio, and generation of a sum torque is prevented, wherein at least one element (E31) of the first planetary gear set (P1) is connected in joint rotation to another element (E12) of the second planetary gear set (P2) via a connecting shaft (3), and A further element (E22) of the second planetary gear set (P2) is fixed to a non-rotatable structural element (GG); The torque vector superposition unit includes a third planetary gear set (P3) and an actuator, wherein: The first element (E13) of the third planetary gear set (P3) is connected to the connecting shaft (3) in a jointly rotational manner. wherein the second element (E23) of the third planetary gear set (P3) is connected to the actuator, The third element (E33) of the third planetary gear set (P3) is connected in joint rotation to the second element (E21) of the first planetary gear set (P1), and the second element of the first planetary gear set is further connected in joint rotation to the first output shaft (11).

2. The transmission according to claim 1, wherein: The actuator is designed as an electric motor or a hydraulic motor.

3. The transmission according to claim 1 or 2, wherein: The third planetary gear set (P3) is axially arranged adjacent to the first planetary gear set (P1).

4. The transmission according to claim 1 or 2, wherein: The third planetary gear set (P3) is arranged radially outside the first planetary gear set (P1).

5. The transmission according to any one of claims 1 to 2, wherein: The third planetary gear set (P3) is configured as a negative planetary gear set.

6. The transmission according to any one of claims 1 to 2, wherein: The third planetary gear set (P3) is configured as a spur planetary gear set.

7. The transmission according to any one of claims 1 to 2, wherein: The third planetary gear set (P3) is configured as a stepped planetary gear structure.

8. The transmission according to any one of claims 1 to 2, wherein: To apply a speed ratio to the rotational speed of the actuator, at least one transmission gear arrangement (P4, P5) is arranged between the second element (E23) of the third planetary gear set (P3) and the actuator.

9. The transmission of claim 8, wherein: To apply a speed ratio to the actuator speed, two transmission gear arrangements (P4, P5) are arranged between the second element (E23) of the third planetary gear set (P3) and the actuator.

10. A powertrain having a transmission according to any one of claims 1 to 9.

11. A vehicle having a transmission according to any one of claims 1 to 9 or having a drive train according to claim 10.

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