Transmission with differential locking unit

Abstract

The invention relates to a transmission with a differential locking unit, the transmission comprising 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 each of the planetary gear sets (P1, P2) comprises a plurality of elements (E11, E21, E31, E12, E22, E32), wherein 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 and the generation of a total torque is prevented, wherein at least one element (E31) of the first planetary gear set (P1) is rotationally fixed 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 differential locking unit comprises an epicyclic gearing (P3), in particular an epicyclic gearing in the form of a planetary gear set or planetary stage, and a shifting element (B1), wherein the epicyclic gearing (P3) has at least three coupling shafts (3), of which at least a first coupling shaft (W1) is rotationally fixed to the connecting shaft (3), and at least a second coupling shaft (W2) is rotationally fixed to a second element (E21) of the first planetary gear set (P1), which second element is in turn rotationally fixed to the first output shaft (11), and wherein at least the third coupling shaft (W3) can be fixed to the rotationally fixed component (GG) by the shifting element (B1).

Description

[0001] The invention relates to a transmission with a differential locking unit. The invention also relates to a transmission system and a vehicle.

[0002] A conventional differential transmission makes cornering possible by allowing the two drive wheels to have different rotational speeds. The transmission transfers the drive torque equally to both wheels (open differential). The disadvantage is that the wheel with better grip has only as much traction as the wheel on slippery ground or the wheel that is lightly loaded during cornering. 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 cornering ability of an open differential can be combined with the improved traction of a locked differential. A differential transmission is also called a differential or differential compensation transmission.

[0003] An integrated differential is known from DE 10 2018 112 880 A1.

[0004] Differential locking units are also known from the prior art. These are also called locking differentials or self-locking differentials. A locking differential is a differential transmission which has a certain degree of sluggishness in its movement compared to conventional differentials. It brakes a sudden increase in the rotational speed of a driven wheel which temporarily loses road grip, for example due to wheel hop.

[0005] The object of the present invention is to provide a transmission, in particular in the form of an integrated differential, which also has a differential locking unit.

[0006] This object is achieved by the features of claim 1. Preferred embodiments emerge from the dependent claims.

[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. The planetary gear sets each include a plurality of elements. The input shaft, the two output shafts, the planetary gear sets and their elements are arranged and configured so 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 the sum torque is prevented. Here, at least one element of the first planetary gear set is connected to another element of the second planetary gear set in a joint rotation, and 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 particular in the form of a sun gear, a planet carrier and a ring gear. If an element is fixed, it is prevented from rotating. The non-rotatable structural element of the transmission can preferably be a permanently stationary component, preferably a housing of the transmission, a part of such a housing or a structural element connected to said housing in a non-rotatable manner.

[0009] In the context of the present invention, a "shaft" is to be understood as a rotatable structural part of a transmission, via which the corresponding associated components of the transmission are connected to one another in a jointly rotatable manner, or via which such a connection is established when the corresponding shift element is actuated. In this case, the corresponding shaft can connect the components to one another axially or radially or both axially and radially. Thus, the corresponding shaft can also exist as an intermediate piece, for example, via which the corresponding components are connected radially. The term "shaft" 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 center axis along which the planetary gear sets are arranged coaxially relative to each other. "Radial" is understood to mean the orientation in the direction of the diameter of the shaft located on the longitudinal center axis.

[0011] Torque can be introduced into the transmission via the input shaft. 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 in the form of an electric machine, by means of which torque can be introduced into the transmission.

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

[0013] A transmission has two output shafts, the sum of the torques of which (relative to the input torque) describes the conversion of the transmission. A transmission has two output shafts, the respective speed ratio of which is initially undefined. The coupling of the two output shafts (e.g. by the wheels of a road vehicle) first produces a defined rotational speed. If the two output shafts rotate at the same rotational speed, for example during straight forward travel, the speed ratio can be formed as the ratio of the speeds between the input rotational speed and one of the two identical output rotational speeds, as is done in the prior art. In all other cases, the speed ratio of a transmission cannot be specified using the common definition of torque conversion / speed ratio.

[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 negative planetary gear sets and positive planetary gear sets is also possible.

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

[0016] In the case of a spurious planetary gear set, the same is true of the presence of the elements sun gear, ring gear and planet carrier, wherein the planet carrier guides at least one planetary gear pair, in which one planet gear is in tooth meshing engagement with an internal sun gear and another planet gear is in tooth meshing engagement with a surrounding ring gear, and the planet gears mesh with one another.

[0017] However, the first planetary gear sets can be arranged axially adjacent to each other. However, the first planetary gear set can also be arranged radially within the second planetary gear set. The latter embodiment is also referred to as a nested arrangement of planetary gear sets.

[0018] 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 teeth of the first element of the second planetary gear set) can be formed on the same structural member. In addition, the spacing of the teeth on the third element of the first planetary set and the first element of the second planetary set can be the same. The same spacing allows the connecting structural member or the coupling shaft to be free of axial force, so that expensive axial bearings can be omitted.

[0019] 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 connected to the input shaft in a co-rotating manner. 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 with respect to it. In the first-mentioned case, the rotor of the electric machine can in this case be directly connected to the input shaft in a co-rotating manner, or connected to the input shaft via one or more inserted speed ratio stages, wherein the latter allows a more cost-effective design of an electric machine with a higher rotational speed and a lower torque. In this case, at least one speed ratio stage can be designed as a spur gear stage and / or a planetary stage.

[0020] In contrast, if the electric machine is arranged axially offset relative to the planetary gear set, the coupling is therefore achieved via one or more interposed speed ratio stages and / or traction mechanism drives. In this case, one or more speed ratio stages can also be embodied as spur gear stages or planetary stages. The traction mechanism drive can be a belt drive or a chain drive.

[0021] 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.

[0022] The static transmission ratio of the second planetary gear set can be calculated at least approximately from the inverse of the static transmission ratio of the first planetary gear set minus 1.

[0023] Furthermore, a transmission is preferred in which the static transmission ratio of the second planetary gear set is calculated at least approximately from the inverse of the static transmission ratio of the first planetary gear set minus 1, that is to say:

[0024] In the case where both planetary gear sets are designed as negative planetary gear sets (e.g. according to Figure 2 or Figure 3 ), the calculation rule has the effect that, if transmission losses are neglected, the output torque will be equally distributed between the two output shafts. This is particularly advantageous when the invention is used to distribute torque between two wheels on the same axle.

[0025] If a different torque split is desired, or if the planetary gear set design is different (e.g. Figures 4 to 9 ), then the calculation rules can be defined similarly ( Fig.19 ). The wording "at least approximately" is used because, during operation under real conditions, asymmetric transmission losses in the direction of the two output shafts can have the effect that slight deviations from the calculation rule are in favor of obtaining the same output torque at the two shafts. Furthermore, this wording is used because it is sometimes not possible to exactly comply with the calculation rule while complying with an integral number of teeth and an advantageous combination of the number of teeth, for example with regard to acoustic requirements.

[0026] exist Fig.19 In the calculation rule 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, the calculation rule for the gear set combination with respect to Figure 4 , Figure 5 , Figure 6 , Figure 8 and Fig. 9 If transmission losses are neglected, these will both produce output torques of the same magnitude and with the same sign at both output shafts.

[0027] The drive machine can be mounted transversely with respect to the direction of travel.In addition, the two output shafts can be connected to the wheels of the vehicle in joint rotation.

[0028] Furthermore, it is possible that the two output shafts distribute the introduced torque between different axles of the vehicle. Thus, an arrangement as a longitudinal transfer case (also called longitudinal transfer case), that is to say a transmission which distributes the introduced torque between a plurality of axles, in particular between the front axle and the rear axle of the vehicle, can be realized.

[0029] The distribution of the transmission torque between the output shafts need not be uniform. In particular, in the case of a longitudinal transfer case, an uneven distribution between one axle and the other axle may be achieved. For example, the torque provided by the input shaft may be distributed such that 60% is directed to the rear axle and 40% to the front axle.

[0030] It has been found to be 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 one another and radially nested.

[0031] 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 the negative planetary gear set and the radially outer planetary gear set can be the positive planetary gear set. Here, on the one hand, the easily achievable nesting capability is maintained. In addition, in this context, the fixed ring gear also offers the advantage that the (usually) relatively poor efficiency caused by the positive planetary gear set only affects one output shaft.

[0032] Furthermore, a transmission gear or a multi-ratio transmission, preferably a 2-ratio transmission, can be connected upstream of the transmission. The transmission gear or the multi-ratio transmission can then also be a component of the transmission and is used to configure additional speed ratios, for example by converting the speed of the drive machine and driving the input shaft with the converted speed. The multi-ratio transmission or the transmission gear can in particular be in the form of a planetary transmission.

[0033] The components of the transmission can be designed as follows:

[0034] a) A transmission with two negative planetary gear sets, wherein:

[0035] - the first element of the first planetary gear set is a sun gear,

[0036] - the second element of the first planetary gear set is a planet carrier, and

[0037] - the third element of the first planetary gear set is a ring gear, and wherein

[0038] - the first element of the second planetary gear set is a sun gear,

[0039] - the second element of the second planetary gear set is a planet carrier, and

[0040] - The third element of the second planetary gear set is a ring gear.

[0041] This transmission can be referred to as a first concept with two negative planetary gear sets.

[0042] b) A transmission with two negative planetary gear sets, wherein:

[0043] - the first element of the first planetary gear set is a sun gear,

[0044] - the second element of the first planetary gear set is a ring gear, and

[0045] - the third element of the first planetary gear set is a planet carrier, and wherein

[0046] - the first element of the second planetary gear set is a ring gear,

[0047] - the second element of the second planetary gear set is a planet carrier, and

[0048] - The third element of the second planetary gear set is a sun gear.

[0049] This transmission may be referred to as a second concept with two negative planetary gear sets.

[0050] c) A transmission with two negative planetary gear sets, wherein:

[0051] - the first element of the first planetary gear set is a ring gear,

[0052] - the second element of the first planetary gear set is a planet carrier, and

[0053] - the third element of the first planetary gear set is a sun gear, and wherein,

[0054] - the first element of the second planetary gear set is a sun gear,

[0055] - the second element of the second planetary gear set is a planet carrier, and

[0056] - The third element of the second planetary gear set is a ring gear.

[0057] This transmission may be referred to as a fifth concept having two negative planetary gear sets.

[0058] 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, wherein:

[0059] - the first element of the first planetary gear set is a sun gear,

[0060] - the second element of the first planetary gear set is a ring gear, and

[0061] - the third element of the first planetary gear set is a planet carrier, and wherein

[0062] - the first element of the second planetary gear set is a sun gear,

[0063] - the second element of the second planetary gear set is a planet carrier, and

[0064] - The third element of the second planetary gear set is a ring gear.

[0065] This transmission can be said to be the first concept with a spur planetary gear set.

[0066] 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, wherein:

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

[0068] - the second element of the first planetary gear set is a planet carrier, and

[0069] - the third element of the first planetary gear set is a ring gear, and wherein

[0070] - the first element of the second planetary gear set is a sun gear,

[0071] - the second element of the second planetary gear set (P2) is a ring gear, and

[0072] - The third element of the second planetary gear set is the planet carrier.

[0073] f) A transmission with two spur planetary gear sets, wherein:

[0074] - the first element of the first planetary gear set is a sun gear,

[0075] - the second element of the first planetary gear set is a ring gear, and

[0076] - the third element of the first planetary gear set is a planet carrier, and wherein

[0077] - the first element of the second planetary gear set is a sun gear,

[0078] - the second element of the second planetary gear set is a ring gear, and

[0079] - The third element of the second planetary gear set is the planet carrier.

[0080] This transmission can be said to be the first concept with two spur planetary gear sets.

[0081] The differential locking unit comprises an epicyclic transmission, in particular in the form of a planetary gear set or planetary stage, and a shifting element.

[0082] The epicyclic transmission has at least three coupling shafts. At least the first coupling shaft is connected to the connecting shaft in a joint rotation. At least the second coupling shaft is connected to the second element of the first planetary gear set in a joint rotation, and the second element is further connected to the first output shaft in a joint rotation. At least the third coupling shaft can be fixed to a non-rotatable structural element by a shift element.

[0083] By appropriately selecting the static transmission ratio of the differential locking unit, the differential locking unit allows the rotational speed of the remaining third coupling shaft to be zero or close to zero (both output shafts rotate at the same rotational speed) during straight-ahead travel. Synchronicity of the output shafts can be achieved by fixing the third coupling shaft (which can be achieved by closing the shift element), thereby achieving a locking action.

[0084] An epicyclic transmission is understood to be an arrangement of one or more planetary gear sets with three coupling shafts. The same applies to all design variants of an epicyclic transmission, i.e. a first coupling shaft of the three coupling shafts is connected in rotationally co-rotating fashion to a connecting shaft, a second coupling shaft is connected in rotationally co-rotating fashion to a first output shaft of a first planetary gear set, and a third connecting shaft can be fixed to a non-rotatable structural element by means of a shifting element.

[0085] This transmission combines the two functions of torque conversion and torque distribution in a single component. It can be said that the invention constitutes a combined transmission gearing and differential transmission, so that torque conversion can be achieved on the one hand with the help of the housing support and torque distribution to the output shaft on the other hand. A locking action is also provided.

[0086] The shifting element is preferably designed as a brake, in particular as a friction-locking or form-locking brake.

[0087] If the shift element is of friction engagement design, it can also be closed only partially if necessary. This makes it possible to set how much torque is to be transferred from one wheel (for example the slipping wheel) to the other wheel. The advantage of a brake over a clutch is in particular that the design of the brake is simpler than that of a clutch. In addition, an electromechanical and therefore more economical actuator arrangement is possible. Actuator bearings (which are disadvantageous in terms of losses and size) can therefore be omitted. In addition, the invention makes possible a modular system in which preferred brakes or, for example, torque vectoring units can be connected to the same engagement point.

[0088] The shift element can also be designed as a positive locking shift element, such as a claw brake. The advantage of a claw is that it can be engaged with little (or relatively little) actuation energy. This can be performed manually, for example. In addition, the claw requires relatively little installation space.

[0089] In the context of the present invention, the fact that two structural elements of a transmission or a differential locking unit are "connected" or "coupled" or "connected to one another" in a jointly rotational manner refers to a permanent connection of these structural elements so that they cannot rotate independently of one another. In particular, no shifting elements are arranged between these structural elements, which can be elements of a planetary gear set and / or also non-rotatable structural elements of a shaft and / or a transmission, but the corresponding structural elements are fixedly coupled to one another. A rotationally elastic connection between two structural parts is also understood to be a joint or a rotational joint. In particular, a jointly rotational connection can also include a joint, for example to allow a steering movement of a wheel or a spring compression movement.

[0090] The third planetary gear set of the differential locking unit can be arranged axially adjacent to the first planetary gear set, or arranged 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. In addition, 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.

[0091] In order to increase the rotational speed of the third coupling shaft, at least one further transmission (eg in the form of a planetary gear set or a spur gear stage) can be arranged between the epicyclic transmission and the shift element. Thus, the speed ratio of the third coupling shaft can be additionally increased.

[0092] A further transmission, preferably in the form of a planetary gear set or a countershaft design, can be provided for adapting the rotational speed of the input shaft. The further transmission is intended in particular to reduce the rotational speed.

[0093] If the drive machine is in the form of an electric machine, the electric machine is arranged in particular coaxially or axially parallel to the input shaft.

[0094] If the drive machine is in the form of an electric machine and is arranged coaxially with respect to the input shaft, the epicyclic transmission may be arranged at least partially radially within the rotor of the electric machine or axially spaced from the electric machine.

[0095] Preferably, the input shaft is guided through an epicyclic transmission.

[0096] Preferably, the first output shaft is guided through an epicyclic transmission.

[0097] If the input shaft and / or the first output shaft are guided through the epicyclic transmission, a particularly compact transmission with a differential locking function can thus be achieved.

[0098] The transmission can be used, for example, as an axle differential lock. This is to be understood as limiting the differential function of two wheels on the same axle.

[0099] However, the transmission can also be used as, for example, an inter-axle differential lock. This is understood to limit the differential function between the two driven axles.

[0100] The transmission with differential locking unit is in particular part of a motor vehicle drive train for hybrid vehicles or electric vehicles and is then arranged between a drive machine of the motor vehicle, which is configured as an internal combustion engine or an electric machine, and the other components of the drive train which follow the direction of the power flow to drive the drive wheels of the motor vehicle. The transmission can also be part of a drive train of a conventional motor vehicle, that is to say a vehicle driven only by an internal combustion engine.

[0101] According to another aspect, a drive train is provided, which has a transmission with a differential locking unit as described above; and a vehicle is provided, which has a transmission of the type described or a drive train of the type described. The advantages of the transmission with a differential locking unit also apply to the drive train and the vehicle having such a transmission with a differential locking unit.

[0102] The invention is not limited to the described combinations of features of the main claim or its dependent claims. There is also the possibility of combining the individual features with one another, as long as the individual features appear in the claims, in the following description of preferred embodiments of the invention or directly in the drawings. The fact that the claims refer to the drawings by using reference signs is not intended to limit the scope of protection of the claims.

[0103] In the accompanying drawings, advantageous embodiments of the invention to be discussed below are shown. In the accompanying drawings:

[0104] Figures 1a to 1e A schematic diagram showing a vehicle;

[0105] Figures 2 to 7 Each shows a schematic diagram of an exemplary transmission, which can be used with Figures 1a to 1e A differential locking unit according to the present invention is used in conjunction with a vehicle;

[0106] Figures 8 to 13 Each shows a schematic diagram of an exemplary powertrain having a transmission with a differential locking unit, such as Figures 1a to 1e Transmission used in vehicles;

[0107] Fig.14 The cross-sectional view shows Figure 3 Embodiments of

[0108] Figures 15 to 18 A schematic diagram showing the functional principle of the present invention;

[0109] Fig.19A schematic diagram showing static transmission ratios of various embodiments; and

[0110] Figures 20 to 34 Schematic diagrams of corresponding drive trains with a transmission with a differential locking unit in various preferred embodiments of the invention are shown.

[0111] Figures 1a to 1e The schematic diagrams each show a transmission G of a motor vehicle drive train 100 of a vehicle 1000 in the form of a passenger motor vehicle, which has a differential locking unit which is not illustrated in greater detail.

[0112] according to Figure 1a The drive train 100 of FIG. 1 shows an electric drive driving the rear axle A of the vehicle 1000 . The drive train comprises a transmission G which distributes the drive torque of the 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 direction of travel is shown by arrow 99 . Figure 1a It can also be seen in FIG. 1 that the transmission G and the electric machine EM are oriented transversely with respect to the direction of travel of the vehicle.

[0113] according to Figure 1b The drive train 100 of FIG. 1 shows an internal combustion engine drive driving the rear axle A of the vehicle 1000. The drive train comprises a transmission G which distributes the drive torque of the 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 direction of travel is shown by arrow 99. From Figure 1a It can also be seen in FIG. 1 that the transmission G and the internal combustion engine VM are oriented longitudinally with respect to the direction of travel of the vehicle.

[0114] according to Figure 1c The drive train 100 of the vehicle 1000 shows an internal combustion engine drive driving the rear axle A and the front axle B. The drive train comprises a transmission G which distributes the drive torque of the internal combustion engine VM between the axle A and the axle 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 then be connected to the axle differential of the rear wheel axle A via an output shaft 11 and to the axle differential of the front axle B via an output shaft 12. The forward travel direction is shown by the arrow 99. From Figure 1c It can also be seen in FIG. 1 that the transmission G and the internal combustion engine VM are oriented longitudinally with respect to the direction of travel of the vehicle.

[0115] according to Figure 1dThe drive train 100 of FIG. 1 shows an electric drive for driving the front axle B of the vehicle 1000, that is, an electric front transverse drive. The drive train comprises a transmission G which distributes the drive torque of the 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 direction of travel is shown by arrow 99. From Figure 1d It can also be seen in FIG. 1 that the transmission G and the electric machine EM are oriented transversely with respect to the direction of travel of the vehicle.

[0116] according to Figure 1e The drive train 100 shows an electric all-wheel drive which drives the rear axle A and the front axle B of the vehicle 1000. This involves a transmission designed as a longitudinal transfer case. The drive train comprises a transmission G which distributes the drive torque of the electric machine EM between two output shafts 11 and 12. The output shaft 11 transfers the torque to the front axle B, while the output shaft 12 transfers the torque to the rear axle A. The corresponding torque is then introduced into the corresponding axle differential. The transmission G and the electric machine are arranged in a common housing. The forward travel direction is shown by the arrow 99. From Figure 1e It can also be seen in FIG. 1 that the transmission G and the electric machine EM are oriented transversely with respect to the direction of travel of the vehicle.

[0117] Figure 2 A transmission G in a first exemplary embodiment is shown. The transmission G 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 P1. In this case, the planetary gear sets P1 and P2 are both designed as negative planetary gear sets. The planetary gear sets P1, P2 each comprise a plurality of elements E11, E21, E31, E12, E22, E32, wherein the first element E11 is a sun gear SO1, the second element E21 is a planet carrier PT1, and the third element E31 of the first planetary gear set P1 is a ring gear HO1. In the case of the second planetary gear set P2, the first element E12 is a sun gear SO2, the second element E22 is a planet carrier PT2, and the third element E32 is a ring gear HO2. The planet carriers PT1, PT2 each support a plurality of planetary gears, which are shown but not specified. The planetary gears mesh with a corresponding radially inner sun gear and a corresponding surrounding ring gear. The input shaft 10, the first output shaft 11 and the second output shaft 12 are arranged coaxially relative to one another. The two planetary gear sets P1, P2 are also arranged coaxially relative to one another.

[0118] In the present case, the input shaft 10 is connected in joint rotation to the first element E11. The first output shaft 11 is connected in joint rotation to the second element E21 of the first planetary gear set. The second output shaft 12 is connected in joint rotation to the third element E32 of the second planetary gear set. The third element E31 of the first planetary gear set P1 is connected in joint rotation 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.

[0119] The third element E31 , that is to say the ring gear HO1 of the first planetary gearset P1 , and the first element E12 , that is to say the sun gear SO2 of the second planetary gearset, form a common structural component, which in the present case is in the form of a connecting shaft or shaft 3 .

[0120] like 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 relative to each other. The two planetary gear sets P1, P2 are also arranged coaxially relative to each other. According to this embodiment, the two planetary gear sets P1, P2 are arranged axially spaced apart from each other.

[0121] The input shaft 10 can be connected to the drive machine and thus introduce an input torque into the transmission G. That is, 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 device, but also additionally performs the function of a differential gear. That is, the introduced torque is not only affected by the speed ratio, but also distributed between different output shafts. In this embodiment, no reversal of the direction of rotation occurs.

[0122] Figure 3 Another exemplary embodiment of a transmission G is shown. Figure 2 Compared with the embodiment of Figure 3 The embodiment of FIG. 1 shows a radially nested arrangement of two planetary gear sets P1, P2. Figure 2 The embodiment of the invention provides a very radially compact solution, but according to Figure 3The embodiment of makes possible 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. The first planetary gear set P1 is therefore located radially inside 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 component, which in this case is also in the form of a shaft 3. It is also the case in this embodiment that no reversal of the direction of rotation occurs.

[0123] Figure 4 A transmission G in another exemplary embodiment is shown. Figure 2 In 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 gear carrier, which is connected in joint rotation to the first element E12 of the second planetary gear set, that is to say the sun gear SO2. The second element E21 is now configured as a ring gear HO1 and is connected in joint rotation 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 then formed on the same structural member, which in this case is in the form of a shaft 3. In addition, the Figure 2 Related instructions.

[0124] Figure 5 Another exemplary embodiment of a transmission G is shown. Figure 2 Compared to the embodiment of the present invention, it is now the case that the 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 connected to the first output shaft 11 in a joint rotation. The third element E31 is now configured as a planet carrier PT1 and is connected to the first element E12 in a joint rotation, that is to say 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 planet carrier PT2 and is connected to the second output shaft 12 in a joint rotation.

[0125] Therefore, in the case of the two planetary gear sets P1, P2, the connection between the planet carrier and the ring gear has been interchanged. Figure 2 Related instructions.

[0126] Figure 6 A transmission in another exemplary embodiment is shown. Figure 2Compared to the embodiment of the invention, 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 planet carrier PT2 is connected to the second output shaft 12 in a joint rotation. Therefore, the connection between the planet carrier and the ring gear of the second planetary gear set has been interchanged. Figure 2 Related instructions.

[0127] Figure 7 Another exemplary embodiment of a transmission G is shown. Figure 6 Compared with the embodiment of Figure 7 The embodiment of the invention 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. Figure 6 and Figure 2 Related instructions.

[0128] Figure 8 A transmission G in another exemplary embodiment is shown. This embodiment is similar to the transmission G according to Figure 2 Compared with the embodiment of the present invention, the present invention has the following differences. 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 to the first element E11, that is, the sun gear SO1 of the first planetary gear set in a joint rotation. Another difference is that the second element E21 of the first planetary gear set is configured as a ring gear HO1 and is connected to the first output shaft 11 in a joint rotation. In addition, the third element E31 of the first planetary gear set P1 is configured as a planet carrier PT1 and is connected to the first element E12 of the second planetary gear set P2 in a joint rotation, which first element is configured as a ring gear HO2 in this case. The second element E22 of the second planetary gear set is also 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 to the second output shaft in a joint rotation. In this exemplary embodiment, the direction of rotation of the input speed is reversed. In this embodiment, nesting of the planetary gear sets P1 and P2 is not possible.

[0129] 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. Figure 2 Compared to the situation in FIG. 1 , the planet carrier of the first planetary gear set P1 is now connected in joint rotation to the ring gear HO2 of the second planetary gear set. Figure 2 Compared to the embodiment of , the output of the second planetary gear set correspondingly occurs via the sun gear SO2.

[0130] Fig. 9Another exemplary embodiment of a transmission G is shown. This embodiment is different from the embodiment according to Figure 2 The embodiment of has the following differences. Firstly, 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 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 in the present case as a ring gear HO1. The first output shaft 11 is connected in the present case to the second element E21 of the first planetary gear set P1, which is in the present case in the form of a planet carrier PT2. The third element E31 of the first planetary gear set P1 is configured in the present case as a sun gear SO1, which is connected in rotation to the first element E12, that is to say the sun gear SO2 of the second planetary gear set P2. The other elements of the second planetary gear set remain unchanged.

[0131] According to Figure 2 Compared with the embodiment according to Fig. 9 In the embodiment of FIG. 1 , the torque is introduced through the ring gear HO1 of the first planetary gear set P1, while the output of the first planetary gear set P1 continues to be realized through the planet carrier PT1. Figure 2 In contrast, the two planetary gear sets P1 , P2 are connected via a common sun gear, which in the present case is in the form of a shaft 3 .

[0132] Figure 9a Shown for Figure 1c Specific embodiment of a transmission G of a drive train of the embodiment of the invention. Output 12 transmits torque to the rear axle A. Output 11 transmits torque to the front axle B. As can be clearly seen, the output shafts 11, 12 are arranged axially parallel to each other and not coaxially with respect to each other. The second output shaft 12 of the second planetary gear set P2 meshes with an intermediate gear ZZ, which in turn is connected to a shaft, which in turn introduces torque into a rear axle differential (not shown).

[0133] Fig.10 A drive train 100 of a vehicle with a transmission is shown in an exemplary embodiment, wherein a transmission gear arrangement in the form of a planetary gear P33 is additionally connected upstream of the transmission G.

[0134] Transmission G is based on Figure 3 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 to the input shaft 10 of the transmission G in a joint rotational manner.

[0135] In addition, the shift element SE is assigned to the planetary transmission P33. The shift element SE is configured to fix the third element E333 to the non-rotatable structural element GG. In addition, 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 put them in a locked state. If the planetary gear set is in a 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 a locked state. In this case, the shift element SE is currently in a neutral position. The first shift position of the shift element SE is represented by the reference symbol G1, which also represents the first transmission ratio level. The second shift position is represented by the reference symbol G2, which also represents the second transmission ratio level. The first element E13 of the planetary gear set P3 is connected to the drive machine (not shown) via the input shaft 14. The drive torque introduced into the transmission gear arrangement P33 is not transmitted to the input shaft 10 of the transmission G if the shift element SE is in its neutral position.

[0136] from Fig.10 It can also be clearly seen that the transmission gear arrangement P33 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 how it is guided in another section through the other shaft 14 designed as a hollow shaft. Both output shafts 11, 12 are connected to the drive wheels 20. Vibration dampers 15 are provided in order to absorb vibrations of the vehicle.

[0137] Fig.11 A transmission system of a vehicle having a transmission is shown in another exemplary embodiment. The transmission G is based on Figure 2 The preferred embodiment of the present invention is mentioned. Fig.10 In comparison, according to Fig.11 In the embodiment of the invention, no transmission gear arrangement 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 rotation 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 therefore arranged coaxially with respect to the planetary gear sets P1, P2. The input shaft 10 is configured as a hollow shaft, through which the first output shaft 11 is guided. In addition, reference is made to Fig.10 Related statements.

[0138] Fig.12 Another drive train 100 is shown with a transmission G in an exemplary embodiment. Fig.11Compared with the embodiment of the present invention, the planetary gear sets P1 and P2 are not arranged axially adjacent to each other, but are arranged radially above and below each other, that is, arranged in a nested manner. Therefore, the transmission G is Figure 3 In addition, it is mentioned that Fig.11 and Figure 3 Related instructions.

[0139] Fig.13 A transmission system 100 is shown in another exemplary embodiment. This embodiment is similar to Fig.11 Embodiment in which, by contrast, the electric machine EM is not arranged coaxially but axially parallel to the transmission G. Here, the connection is effected via a spur gear stage SRS comprising a first spur gear SR1 and a second spur gear SR2. In this case, the first spur gear SR1 is connected in rotationally joint connection to the input shaft 10. The spur gear SR1 is then in tooth meshing engagement with the spur gear SR2, which is situated in rotationally joint connection on the input shaft EW of the electric machine EM, which produces a connection within the electric machine EM to the rotor of the electric machine EM (not shown in greater detail here). In addition, according to Fig.13 The embodiment corresponds to Fig.11 of an embodiment, so that reference is made to the description given with respect to this figure.

[0140] Fig.14 The cross-sectional view shows Figure 3 Embodiment of a transmission G of . The centrally located shaft is the output shaft 11. In this figure, the input shaft 10 coincides with the sun gear of P1, that is to say, in other words, the input shaft 10 is connected to the sun gear of the first planetary gearset P1. The sun gear of the first planetary gearset P1 is in turn in tooth meshing engagement with the planet gears of the first planetary gearset P1. The planet gears of the first planetary gearset P1 are in turn in tooth meshing engagement with the surrounding ring gear of the first planetary gearset P1, wherein the ring gear simultaneously forms the sun gear of the second planetary gearset P2. The sun gear of the second planetary gearset P2 is in turn in tooth meshing engagement with the planet gears of the second planetary gearset P2. The planet gears of the second planetary gearset P2 are in turn in tooth meshing engagement with the ring gear surrounding the planet gears of the second planetary gearset P2.

[0141] The following Figures 15 to 17 The force introduction and force support configuration of the transmission according to the invention is shown in comparison with the prior art (eg DE 10 2011 079 975 A1). Figure 2 and Figure 3 The preferred embodiment with two negative planetary transmissions described in is compared. However, this consideration also applies similarly to other embodiments.

[0142] The following applies generally to Figures 15 to 17:

[0143] At the first planetary gear set P1, the torque of the input shaft 10 is converted into the output torque of the first output 11. The third element E31 of the first planetary gear set P1 (which is also the first element E12 of the second planetary gear set P2) is reversely driven by its reaction torque. The reverse movement of the third element E31 is allowed so that a part of the mechanical drive power (preferably 50% in the case of lateral differential and straight forward travel) is conducted to the second planetary gear set through the first planetary gear set P1.

[0144] Furthermore, the reverse rotation results in an increase in the speed ratio relative to the first output (11) (in the case of a fixed ring gear, a static transmission ratio i0=-3 would only allow a speed ratio of i=4).

[0145] In the second planetary gear set P2, the direction of rotation (reverse) introduced into the first element (E12) is reversed (forward) to the output motion of the second output (12) by means of the housing support (E22). Here, the torque introduced into the second planetary gear set P2 and the torque transmitted to the second output (12) are added to obtain the housing support torque. Here, the second planetary gear set P2 only transmits the part of the mechanical power (usually 50%) transmitted to the second output (12). Only a part of the power is applied to the second planetary gear set P2, so that the overall efficiency is positively affected.

[0146] In the prior art, the torque conversion usually takes place with the aid of housing supports. In this case, the reaction torque of the transmission gearing is conducted directly 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). A separate differential transmission is then required to divide this form of sum torque, which is not required at any position, into two output torques again.

[0147] each Figures 15 to 18 Specifically, the following are shown:

[0148] Fig.15 The first planetary gear set P1 of the transmission G (right) and the first stage of the prior art spur gear differential (left) are schematically shown. The force introduction from the planetary gears to the sun gear occurs in parallel via three static (that is to say fixed) tooth meshing points. The output to the first output shaft occurs via the sun gear.

[0149] In contrast, the force introduction according to the preferred embodiment takes place in parallel via eight moving (that is to say rotating) tooth meshing points. Four tooth meshing points exist between the sun gear SO1 and the four planet gears. Four further tooth meshing points act between the respective planet gears and the ring gear HO1 (not shown). The output to the first output shaft 11 takes place via the planet carrier PT1. The technical effect is that the tooth forces acting on the first planetary gear set are significantly smaller.

[0150] Fig.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 introduction of force from the planetary gears to the sun gear occurs in parallel via three static (that is to say fixed) tooth meshing points. The output to the second output shaft occurs via the sun gear.

[0151] In contrast, according to a preferred embodiment, the introduction of forces into the second planetary gear set P2 takes place in parallel via six mobile (that is to say rotating) tooth meshing points. The six tooth meshing points act in each case between one of the six planetary gears and the ring gear HO2. The fixed planet carrier PT2, which carries the six planetary gears, and the sun gear SO2 are not shown. The output to the second output shaft 12 takes place via 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 planetary gears can be larger.

[0152] Fig.17 The introduction of the supporting torque into the housing is schematically shown.In the case of a stepped planetary gear according to the prior art (left), the introduction of force to the fixed ring gear occurs via 3 parallel tooth meshing engagement points.

[0153] According to a preferred embodiment, the force introduction to the fixed planet carrier PT2 occurs through 12 parallel tooth meshing engagement points. Six tooth meshing engagement points act between the sun gear SO2 and the six planet gears of the second planetary gear set. Another six tooth meshing engagement points act between each planet gear of the second planetary gear set and the ring gear HO2. The technical effect is that the tooth forces acting on the second planet carrier PT2 are significantly smaller.

[0154] Fig.18 Shows Figures 15 to 17 Another view of the principle shown in more detail in FIG. The figure shows the torque symbolically in terms of its magnitude on the path through the transmission. The direction of rotation is not apparent from this.

[0155] According to the prior art stepped planetary set (left), an input torque M an The differential divides this high torque into two halves of the wheel torque Man1 and M an2 .

[0156] The maximum torque in the gear set according to the invention (right) corresponds to the output torque of a single gear. According to physical principles, only the housing support has a high torque factor.

[0157] Fig.19 An overview of the calculation rules for the static transmission ratios of various embodiments is given. If transmission losses are neglected, these all produce output torques of the same magnitude and with the same sign at both output shafts (11, 12). 01 Represents the static transmission ratio of the second planetary gear set P1. 02 Denotes the static transmission ratio of the second planetary gear set P2. Depending on the purpose of the transmission, one of the planetary gear set configurations having a corresponding static transmission ratio can be selected.

[0158] Fig. 20 A powertrain 100 of a vehicle having a transmission G with a differential locking unit in a preferred embodiment is shown. The powertrain 100 is based on Fig.10 The planetary gear sets P1, P2 respectively form a radially stacked arrangement of two negative planetary gear sets, which also results from Figure 3 This arrangement is particularly well suited for providing a differential locking unit, since the radially stacked arrangement saves axial installation space, which can be used for the differential locking unit.

[0159] The differential locking unit comprises an epicyclic transmission (P3) having at least three coupling shafts. The epicyclic transmission P3 is in the form of a third planetary gear set, wherein the third planetary gear set is designed as a negative planetary transmission with multiple elements.

[0160] The first coupling shaft W1 forms the first element E13 of the third planetary gear set, which in this case is configured as a sun gear SO3. The second coupling shaft W2 forms the third element E33 of the third planetary gear set P3, which in this case is configured as a ring gear HO3. The third coupling shaft W3 forms the second element E23 of the third planetary gear set, which in this case is configured as a planet carrier PT3.

[0161] The sun gear SO3 of the third planetary gear set P3 is connected in joint rotation to the connecting shaft 3. The ring gear HO3 of the third planetary gear set P3 is connected in joint rotation to an element of the first planetary gear set P1, which element is configured as a planet carrier PT1 in this case. The first planet carrier PT1 is in turn connected in joint rotation to the first output shaft 11. The planet carrier PT3 of the third planetary gear set P3 can be connected to the non-rotatable structural member GG via a shift element designed as a brake B1.

[0162] In other words, the epicyclic transmission P3 is configured as a 3-shaft transmission, in which the planet carrier PT3 can be fixed to the housing GG by the brake B1, the ring gear HO3 is jointly rotationally connected to the output 11 of the first planetary gear set P1, and the sun gear SO3 is jointly rotationally connected to the connecting shaft 3, that is, 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. When the brake B1 is actuated, that is, when the third coupling shaft W3 is fixed to the housing, a locking action is achieved.

[0163] The third planetary gear set P3 and the electric machine EM are arranged coaxially with respect to the two output shafts 11, 12 and the input shaft 10 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.

[0164] The static transmission ratio may be configured, for example, as follows:

[0165] i0_P1=-3.00

[0166] i0_P2=-1.33

[0167] i0_P3=-1.33

[0168] During straight forward travel, the third coupling shaft W3 has a rotational speed of zero.When the brake B1 is closed, the synchronicity of the two output shafts is enforced, which results in a locking action.

[0169] Fig.21 1 shows a drive train 100 of a vehicle having a transmission G with a differential locking unit in another preferred embodiment. Fig. 20 In contrast, the third planetary gear set P3 is designed as a positive planetary gear set, wherein the planet carrier and ring gear connection have been interchanged, and the size of the static transmission ratio has been increased by 1. Thus, a transmission with the same function is achieved.

[0170] The sun gear SO3 and therefore the first coupling shaft W1 remain connected to the connecting shaft 3. The second coupling shaft W2 is still connected to the output of the first planetary gear set P1, wherein the shaft W2 is now formed by the planet carrier PT3. The third coupling shaft W3 can still be fixed by means of the brake B1, wherein the shaft W3 now forms the ring gear HO3.

[0171] When the ring gear HO3 is fixed to the housing GG, a locking action is achieved. The static transmission ratio can be configured, for example, as follows:

[0172] i0_P1=-3.00

[0173] i0_P2=-1.33

[0174] i0_P3=+2.33

[0175] During straight forward travel, the third coupling shaft W3 has a rotational speed of zero.When the brake B1 is closed, the synchronicity of the two output shafts is enforced, which results in a locking action.

[0176] In addition, according to Fig.21 The embodiment corresponds to Fig. 20 of an embodiment, so that reference is made to the description given with respect to this figure.

[0177] Fig. 22 A drive train 100 of a vehicle is shown having a transmission G with a differential locking unit in a preferred embodiment. Fig. 20 In contrast, the third planetary gear set P3 is designed as a spur planetary gear set, wherein the connection of the elements and the required static transmission ratio have already been adapted.

[0178] The second coupling shaft W2 of the third planetary gear set P3 is thus configured as a sun gear SO3 and is connected to the output 11. The first coupling shaft of the third planetary gear set P3 is configured as a planet carrier PT3 and is connected to the connecting shaft 3 in a joint rotation. The third coupling shaft of the third planetary gear set P3 is in the form of a ring gear and can be connected to the housing GG via a brake B1. The static transmission ratio can be configured, for example, as follows:

[0179] i0_P1=-3.00

[0180] i0_P2=-1.33

[0181] i0_P3=+1.75

[0182] During straight forward travel, the third coupling shaft W3 has a rotational speed of zero.When the brake B1 is closed, the synchronicity of the two output shafts is enforced, which results in a locking action.

[0183] In addition, according to Fig. 22 The embodiment corresponds to Fig.21 or Fig. 20 of an embodiment, so that reference is made to the description given with respect to this figure.

[0184] Fig.23 A drive train 100 of a vehicle is shown having a transmission G with a differential locking unit in a preferred embodiment. Fig. 22 In contrast, the epicyclic transmission is designed in this case as a stepped planetary gear with multiple sun gear connections. For this purpose, two fixed gears of different sizes and mounted on the planet carrier PT3 are meshed with the corresponding sun gears. This thus forms a planetary stage with two sun gear connections. The relatively large first fixed gear Z1 meshes with the first sun gear SO3-1. The relatively small second fixed gear Z2 meshes with the second sun gear SO3-2.

[0185] The first coupling shaft W1 is configured as a planet carrier PT3 , and is connected to the connecting shaft 3 in joint rotation.

[0186] The second coupling shaft W2 is configured as a first sun gear SO3-1 and is connected in joint rotation to the planet carrier PT1 and thus to the output 11. The third coupling shaft W3 is now not in the form of a ring gear HO3 but is configured as a second sun gear SO3-2 and can be fixed to the housing GG by means of a brake B1.

[0187] The static transmission ratio may be configured, for example, as follows:

[0188] i0_P1=-3.00

[0189] i0_P2=-1.33

[0190] i0_P3=+1.75

[0191] During straight forward travel, the third coupling shaft W3 has a rotational speed of zero.When the brake B1 is closed, the synchronicity of the two output shafts is enforced, which results in a locking action.

[0192] In addition, according to Fig.23 The embodiment corresponds to Fig. 22 of an embodiment, so that reference is made to the description given with respect to this figure.

[0193] Fig.24 A drive train 100 of a vehicle is shown having a transmission G with a differential locking unit in a preferred embodiment. Fig.23In contrast, the connection of the third planetary gear set is not achieved through two sun gears, but through two ring gears HO3-1 and HO3-2. The smaller of the two fixed gears of the planetary stage is in tooth meshing engagement with the ring gear HO3-1, while the larger of the two fixed gears is in tooth meshing engagement with the ring gear HO3-2. This is also referred to as a planetary stage with two ring gear connections. The first connecting shaft of the third planetary gear set P3 is still configured as a planet carrier PT3 and is connected to the connecting shaft 3 in joint rotation.

[0194] The second coupling shaft W2 of the third planetary gear set P3 is in the form of a ring gear HO3-2 and is connected to the planet carrier PT1 in joint rotation and is therefore connected to the output 11. The third coupling shaft W3 of the third planetary gear set P3 is thus configured as a ring gear HO3-1 and can be fixed to the housing GG by a brake B1. The static transmission ratio can be configured, for example, as follows:

[0195] i0_P1=-3.00

[0196] i0_P2=-1.33

[0197] i0_P3=+1.75

[0198] During straight forward travel, the third coupling shaft W3 has a rotational speed of zero.When the brake B1 is closed, the synchronicity of the two output shafts is enforced, which results in a locking action.

[0199] In addition, according to Fig.24 The embodiment corresponds to Fig.23 of an embodiment, so that reference is made to the description given with respect to this figure.

[0200] Fig.25 A drive train 100 of a vehicle is shown having a transmission G with a differential locking unit in a preferred embodiment. Fig.21 In contrast, the epicyclic transmission P3 is designed as a spur planetary gear set with a stepped planetary gear design.

[0201] Here, two fixed gears of different sizes and mounted on the planet carrier PT3 are meshed with the corresponding 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 SO3-1. The relatively large second fixed gear meshes with the second sun gear SO3-2.

[0202] The second coupling shaft W2 of the third planetary gear set P3 is configured as a planet carrier PT3 and is connected to the output 11. The first coupling shaft W1 of the third planetary gear set P3 is configured as a sun gear SO3-2 and is connected to the connecting shaft 3 in joint rotation. The third coupling shaft W3 of the third planetary gear set P3 is in the form of a sun gear SO3-1 and can be fixed to the housing GG by a brake B1. The static transmission ratio can be configured, for example, as follows:

[0203] i0_P1=-3.00

[0204] i0_P2=-1.33

[0205] i0_P3=+2.33

[0206] During straight forward travel, the third coupling shaft W3 has a rotational speed of zero.When the brake B1 is closed, the synchronicity of the two output shafts is enforced, which results in a locking action.

[0207] In addition, according to Fig.25 The embodiment corresponds to Fig.21 of an embodiment, so that reference is made to the description given with respect to this figure.

[0208] Fig.26 A drive train 100 of a vehicle is shown having a transmission G with a differential locking unit in a preferred embodiment. Fig.25 In contrast, the connection of the third planetary gear set P3 is not achieved via a sun gear, but via two ring gears HO3-1 and HO3-2. Here, two fixed gears of different sizes and mounted on the planet carrier PT3 are meshed with the corresponding ring gears. Thus, this constitutes a planetary stage with two ring gear connections. A relatively large first fixed gear meshes with the first ring gear HO3-1. A relatively small second fixed gear meshes with the second ring gear HO3-2.

[0209] The second coupling shaft of the third planetary gear set P3 is configured as a planet carrier PT3 and is connected to the output 11. The first coupling shaft W1 of the third planetary gear set P3 is configured as a ring gear HO3-1 and is connected to the connecting shaft 3 in joint rotation. The third coupling shaft W3 of the third planetary gear set P3 is in the form of a ring gear HO3-2 and can be fixed to the housing GG by a brake B1. The static transmission ratio can be configured, for example, as follows:

[0210] i0_P1=-3.00

[0211] i0_P2=-1.33

[0212] i0_P3=+2.33

[0213] During straight forward travel, the third coupling shaft W3 has a rotational speed of zero.When the brake B1 is closed, the synchronicity of the two output shafts is enforced, which results in a locking action.

[0214] In addition, according to Fig.26 The embodiment corresponds to Fig.25 of an embodiment, so that reference is made to the description given with respect to this figure.

[0215] according to Figure 20 to Figure 26 The advantages of the differential locking unit of the embodiment of the invention or the transmission G with the differential locking unit are compact design and good efficiency. The differential locking unit is technically low in terms of construction and therefore low in cost. Furthermore, this potential can be fully utilized by connecting the planetary transmission P3 to the connecting shaft 3.

[0216] The potential for applying force to the connecting shaft 3 is that the planetary gear set P3 can have a simpler design due to the different directions of rotation. If, as in the prior art, this were to be done between two shafts running synchronously, the cost and complexity would be greater. In addition, in conventional differentials, the left and right shafts are usually difficult to combine due to the driving action on the differential case.

[0217] Fig. 27 and Fig.28 Shown based on Fig. 20 Further preferred variants of the embodiments of the invention. In these variants, the second planetary gear set P2 and the third planetary gear set P3 are arranged radially outside the first planetary gear set P1. The third planetary gear set P3 is arranged axially spaced apart from the second planetary gear set P2. The connection is maintained here. The third coupling shaft W3 can be fixed to the housing GG by a brake B1. Figure 27 to Figure 29 The embodiment of the present invention is structurally different from Figure 20 to Figure 26 The embodiments are more complex.

[0218] according to Fig. 27 The variant shows the following axial sequence: second planetary gear set P2 , third planetary gear set P3 , electric machine EM.

[0219] according to Fig.28 The variant shows that the axial order of the two planetary gear sets P2, P3 has been interchanged. The third coupling shaft W3 can be connected via a brake B1 to the planet carrier PT2 of the second planetary gear set P2, which is permanently fixed to the housing GG.

[0220] Based on Fig. 20 An embodiment of Fig.29The shift element B1 is shown as a positive-locking shift element in the form of a pawl brake or pawl. In all of the differential locking units described above, the brake can be designed as a pawl. The advantage of a pawl is that it can be engaged with little actuation energy. This can be performed, for example, manually. In addition, a pawl requires little installation space.

[0221] It is conceivable that an additional speed ratio is applied to the rotational speed of the third coupling shaft W3 and / or the rotational speed of the input shaft 10, that is to say, the speed ratio imparted by the differential locking unit is additionally increased. Regardless of the specific design as a negative planetary gear set, a positive planetary gear set or a planetary stage, the third coupling shaft W3 can have a speed ratio applied to it via another planetary transmission or a spur gear stage.

[0222] Based on Fig. 20 An embodiment of Fig.30 Another transmission in the form of a fourth planetary gear set P4 is shown The speed ratio is applied to the third coupling shaft W3. The fourth planetary gear set P4 has three elements, namely, a first element E14, a second element E24 and a third element E34.

[0223] The first element E14 is designed as a sun gear SO4. The second element E24 is designed as a planet carrier PT4. The third element is designed as a ring gear HO4.

[0224] The ring gear HO4 is permanently fixed. The planet carrier PT4 is connected in joint rotation to the third coupling shaft W3. The sun gear SO4 can be fixed to the housing by a brake B1.

[0225] According to Fig.30 Compared with the embodiment, Fig.31 Another transmission is shown as The spur gear stage SRS includes a first spur gear SR1 and a second spur gear SR2, wherein the two spur gears are meshed with each other. The smaller of the two spur gears SR1 can be fixed to the housing GG by a brake B1. The larger of the two spur gears SR2 is connected to the third coupling shaft W3 in joint rotation.

[0226] Fig.32 Show according to Fig. 22 An embodiment in which the fourth planetary gear set P4 is used to apply the speed ratio to the third connecting shaft W3.

[0227] The fourth planetary gear set P4 has three elements, namely, a first element E14, a second element E24 and a third element E34.

[0228] The first element E14 is designed as a sun gear SO4. The second element E24 is designed as a planet carrier PT4. The third element is designed as a ring gear HO4.

[0229] The ring gear HO4 is permanently fixed. The planet carrier PT4 is connected in joint rotation to the third coupling shaft W3. The sun gear SO4 can be fixed to the housing by a brake B1.

[0230] In accordance with Fig.21 In the case of a differential locking unit, the speed ratio can also be applied to the third shaft in the same way.

[0231] Fig.33 Show according to Fig.23 An embodiment in which the fourth planetary gear set P4 is used to apply the speed ratio to the third connecting shaft W3.

[0232] The fourth planetary gear set P4 has three elements, namely, a first element E14, a second element E24 and a third element E34.

[0233] The first element E14 is designed as a sun gear SO4. The second element E24 is designed as a planet carrier PT4. The third element is designed as a ring gear HO4.

[0234] The ring gear HO4 is permanently fixed. The planet carrier PT4 is connected in joint rotation to the third coupling shaft W3. The sun gear SO4 can be fixed to the housing by a brake B1.

[0235] In the case of other differential locking units of stepped planetary gear design, it can also be said that in particular according to Fig.25 and Fig.26 In the case of a design, the speed ratio is applied to the third axis. Fig.24 A third coupling axis W3 in the embodiment of is possible but inconvenient.

[0236] Fig.34 By way of example, the Fig. 20 The embodiment has another transmission in the form of a fifth planetary gear set P5. The fifth planetary gear set P5 has three elements, namely, a first element E15, a second element E25 and a third element E35.

[0237] The first element E15 is designed as a sun gear SO5. The second element E25 is designed as a planet carrier PT5. The third element E35 is designed as a ring gear HO5.

[0238] The ring gear HO5 is permanently fixed. The planet carrier PT5 is connected in joint rotation to the input shaft 10. The sun gear SO5 is permanently connected to the drive machine. According to this embodiment, the sun gear SO5 is connected to the rotor R of the electric machine EM.

[0239] In the displayed Figures 20 to 34 In FIG. 1 , the transmission gear arrangement P4 , P5 , SRS is shown integrated into the rotor R. However, it is also preferred to arrange the elements axially adjacent to one another. An axially parallel arrangement of the electric machines is additionally conceivable. Figures 20 to 34 All solutions in have in common the fact that the epicyclic transmission P3 engages firstly on the output 11 of the first planetary gearset P1 and secondly on the connecting shaft 3 between the two planetary gearsets P1 and P2.

[0240] The present invention has been fully described and illustrated with reference to the drawings and the specification. The description and illustration are to be understood as illustrative rather than restrictive. The present invention is not limited to the disclosed embodiments. Other embodiments or variations will become apparent to those skilled in the art through use of the present invention and careful analysis of the drawings, the disclosure, and the appended claims.

[0241] In patent claims, the words "comprising" and "having" do not exclude the presence of additional elements or steps. The indefinite article "an / a" does not exclude the presence of a plurality. A single element or a single unit may perform the functions of several units mentioned in a patent claim. The mere mention of certain measures in several different dependent patent claims should not be interpreted as meaning that a combination of these measures cannot also be used to advantage.

[0242] Reference numerals

[0243] G Transmission

[0244] GG Non-rotating structural elements, housings

[0245] P1 First planetary gear set

[0246] P2 Second planetary gear set

[0247] P33 Additional planetary gear set

[0248] P3 Third planetary gear set

[0249] P4 Fourth planetary gear set

[0250] P5 Fifth planetary gear set

[0251] E1(x) The first element of the xth planetary gear set

[0252] E2(x) The second element of the xth planetary gear set

[0253] E3(x) The third element of the xth planetary gear set

[0254] SO(x) Sun gear of the xth planetary gear set

[0255] PT(x) Planet carrier of the xth planetary gear set

[0256] HO(x) Ring gear of the xth planetary gear set

[0257] E133 Additional planetary transmission P33 first element

[0258] E233 Second element of additional planetary transmission P33

[0259] E333 Additional third element of planetary transmission P33

[0260] EM Electric Machine

[0261] S Stator

[0262] R Rotor

[0263] EW Input shaft, electric machine

[0264] Another transmission

[0265] Another transmission

[0266] SRS Spur Gear Stage

[0267] SR1 First Spur Gear

[0268] SR2 Second spur gear

[0269] SE shift elements

[0270] G1 First shift position, first transmission ratio

[0271] G2 Second shift position, second transmission ratio

[0272] N Neutral position

[0273] VM Internal Combustion Engine

[0274] A Vehicle rear axle

[0275] B Vehicle front axle

[0276] T Transmission, Automatic Transmission

[0277] 3-axis, connecting axis

[0278] 10 Input shaft

[0279] 11 First output shaft

[0280] 12 Second output shaft

[0281] 15 Damper

[0282] 20 wheels

[0283] 99 Forward direction

[0284] 100 Drivetrain

[0285] 1000 vehicles

Claims

1. A transmission with a differential locking unit, - The transmission comprises: o 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 planetary gear sets (P1, P2) each include a plurality of elements (E11, E21, E31, E12, E22, E32), wherein the input shaft (10), the two output shafts (11, 12), the planetary gear sets (P1, P2) and their elements are arranged and configured such that: o The torque introduced via the input shaft (10) is converted and distributed between the two output shafts (11, 12) at a defined ratio, and generation of a sum torque is prevented, o 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 o a further element (E22) of the second planetary gear set (P2) is fixed to a non-rotatable structural element (GG); - the differential locking unit comprises an epicyclic transmission (P3) and a shift element (B1), o wherein the epicyclic transmission (P3) has at least three coupling shafts, o wherein at least a first coupling shaft (W1) is connected in joint rotation to the connecting shaft (3), o at least a second coupling shaft (W2) is connected in joint rotation to the second element (E21) of the first planetary gear set (P1), o wherein at least the third coupling shaft (W3) can be fixed to a non-rotatable structural element (GG) via said shift element (B1).

2. The transmission according to claim 1, wherein: The shifting element is designed as a friction-locking or form-locking brake.

3. The transmission as claimed in claim 1, wherein: at least one further transmission for increasing the rotational speed of the third coupling shaft (W3) It is arranged between the epicyclic transmission (P3) and the shift element (B1).

4. The transmission as claimed in claim 3, wherein: The at least one other transmission It is in the form of a planetary gear set (P4) or a spur gear stage (SRS).

5. The transmission according to any one of claims 1 to 4, wherein: Another transmission The invention is configured to adapt the rotation speed of the input shaft (10).

6. The transmission according to any one of claims 1 to 4, wherein: A drive machine is arranged to drive the input shaft (10).

7. The transmission of claim 6, wherein: The drive machine is in the form of an electric machine and wherein the electric machine is arranged coaxially or axially parallel.

8. The transmission of claim 7, wherein: The electric machines are coaxially arranged, and wherein, The epicyclic transmission (P3) - is arranged at least partially radially within the rotor of said electric machine, or - is arranged so as to be axially spaced apart from said electric machine.

9. The transmission according to any one of claims 1 to 4, wherein: The first output shaft (11) is guided through the epicyclic transmission (P3).

10. The transmission according to any one of claims 1 to 4, wherein: The input shaft (10) is guided through the epicyclic transmission (P3).

11. The transmission according to any one of claims 1 to 4, wherein: The epicyclic transmission (P3) is arranged axially adjacent to the first planetary gear set (P1).

12. The transmission according to any one of claims 1 to 4, wherein: The epicyclic transmission (P3) is arranged radially outside the first planetary gear set (P1).

13. The transmission according to any one of claims 1 to 4, wherein: The epicyclic transmission (P3) is in the form of a planetary gear set or planetary stage.

14. The transmission of claim 5, wherein: The other transmission In the form of a planetary gear set (P5) or layshaft design.

15. The transmission of claim 6, wherein: The drive machine is in the form of an internal combustion engine or an electric machine.

16. A powertrain having a transmission according to any one of claims 1 to 15.

17. A vehicle having a transmission according to any one of claims 1 to 15 or having a drive train according to claim 16.

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