Transmission, drive train and vehicle having transmission

Abstract

The present invention relates to a transmission device (G), which 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 planetary gear sets (P1, P2) respectively include a plurality of elements (E11, E21, E31, E12, E22, E32). An input shaft (10), two output shafts (11, 12), a planetary gear set (P1, P2) and its elements are arranged and constructed in such a way that the torque introduced via the input shaft (10) is converted and distributed to the two output shafts (11, 12) in a defined ratio and that the generation of accumulated torque is prevented, wherein at least one third element (E31) of the first planetary gear set (P1) is connected to the first element (E12) of the second planetary gear set (P2) in a rotationally fixed manner by means of a shaft (3), and the second element (E22) of the second planetary gear set (P2) is fixed to the rotationally fixed structural element (GG). The shaft (3) is axially positioned on at least one planetary gear (PR1, PR2) of one of the two planetary gear sets (P1, P2).

Description

Technical Field

[0001] The invention relates to a transmission, in particular a transmission for a motor vehicle. The invention also relates to a drive train and a vehicle. Background Art

[0002] Transmissions known from the prior art, for example DE 10 2011 079 975 A1, provide a torque conversion as a ratio of an output torque to an input torque and a speed ratio as a ratio of an input rotational speed to an output rotational speed.

[0003] DE 10 2018 112 880 A1 discloses an electric vehicle with an integrated differential. The electric vehicle drive train comprises an electric motor, a first and a second planetary transmission including a sun gear, a planet carrier and a ring gear element, a first and a second output shaft and a housing. Elements of the first planetary transmission are connected to the electric motor, the first driven shaft and an element of the second planetary transmission. Elements of the second planetary transmission are connected to the first planetary transmission, the housing and the second driven shaft. The first planetary transmission provides a differential reduction device, and the second planetary transmission provides a reversing and reduction device. An optional clutch can provide the function of a limited slip differential and distribute the torque to one driven shaft or the other driven shaft.

[0004] Such a transmission, which is also called a rolling differential, does not cause a build-up of torque, as is common in the prior art (e.g. on the differential cage). Preventing the generation of a build-up of torque means that the sum of the individual torques applied to the two output shafts is not applied to rotating structural elements, such as input shafts, output shafts, elements of a planetary gear set.

[0005] Furthermore, transmissions with planetary gear sets are known. The sun gears and ring gears of these planetary gear sets generate axial forces in the case of helical gearing that must be supported externally. In order to support these axial forces, rolling bearings or pressure combs arranged coaxially with the planetary gear set are used. The pressure comb is a ring mounted directly on the gearing, with which the gear and pinion support each other axially. As a result, the force flow closure is much shorter than in the case of conventional bearings. As a result, the wheels, shafts, and in particular the bearings can be designed to be lighter, thereby minimizing power losses. In addition, the axial forces occurring externally can be transmitted from the high-speed shaft to the low-speed shaft, where they can be dissipated with less losses via the thrust bearing. According to the prior art, the pressure comb is usually a hardened and ground precision component.

[0006] DE 103 23 254 A1 Figure 2, a ring gear is shown which is axially positioned on the planetary gears by means of pressure combs. The pressure combs transmit all axial forces occurring in the helical toothing between the planetary gears and the ring gear and thus close the force flow without the axial forces being guided via the housing. The sun gear is supported on the pressure combs in a manner that makes sense, just like the ring gear.

[0007] DE 10 2008 041 209 A1 shows two negative planetary gear sets nested in one another in Figure 1. The central connecting element connecting the third element of one negative planetary gear set in the form of a ring gear and the first element of the other negative planetary gear set in the form of a sun gear has a further torque introduction point. Summary of the invention

[0008] The object of the present invention is in particular to provide a transmission, in particular in the form of an integrated or rolling differential, which enables an improved support of the shaft which connects an element of one planetary gear set to another element of another planetary gear set. In addition, the object of the present invention is to provide a drive train and a motor vehicle having such a transmission.

[0009] This object is achieved by the transmission device according to the invention.

[0010] The transmission device on which the present invention is based 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, wherein the planetary gear sets each include a plurality of elements, wherein the torque introduced at the input shaft is converted and distributed to the two output shafts in a defined ratio, and the generation of accumulated torque is prevented, wherein at least one third element of the first planetary gear set is connected to the first element of the second planetary gear set in a rotationally anti-rotatable manner by means of a shaft, and the second element of the second planetary gear set is fixed to an anti-rotatable structural element.

[0011] The transmission is characterized in that the shaft connecting the third element of the first planetary gear set with the first element of the second planetary gear set is axially positioned on at least one planet gear of one of the two planetary gear sets.

[0012] In the sense of the present invention, a "shaft" is to be understood as a rotatable component of a transmission, via which the respective associated components of the transmission are connected to one another in a rotationally fixed manner, or via which such a connection is established when a corresponding shifting element is actuated. The respective shafts can be connected to one another axially or radially, or both axially and radially. Thus, the respective shafts can also be present as intermediate parts, via which the respective components are connected, for example radially.

[0013] These elements are present, in particular, in the form of a sun gear, a planet carrier and a ring gear.

[0014] In the sense of the invention, "axial" refers to the orientation in the direction of the longitudinal center axis along which the planetary gear sets are arranged coaxially with respect to one another. "Radial" refers to the orientation of the shafts lying on the longitudinal center axis in the diametrical direction.

[0015] If the element is fixed, it is blocked from rotational movement. The rotationally fixed component of the transmission can preferably be a permanently stationary component, preferably a housing of the transmission, a part of such a housing or an element connected thereto in a rotationally fixed manner.

[0016] The axial positioning of the shaft can be realized not only on the second element of the first planetary gear set, but also on the second element of the second planetary gear set. However, it is preferred that the positioning is realized on the first planetary gear set. The positioning can be realized either on one planetary gear of the first or second planetary gear set or on multiple planetary gears.

[0017] By axially positioning the shaft on at least one planetary gear, it is possible to introduce in particular acoustic vibration excitations into the anti-rotational structural element less strongly, since the forces causing the vibration excitations are offset, for example, directly on the thrust surface of the thrust element and, moreover, there is no direct coupling of the shaft to the anti-rotational structural element.

[0018] Furthermore, by eliminating the separate bearing for the shaft, costs and construction space are saved and efficiency losses are reduced. Furthermore, the radial degree of freedom caused by the elimination of the bearing allows for a more favorable load distribution during the meshing of the individual teeth of the planetary gears. Furthermore, acoustic excitation is also lower.

[0019] For example, the transmission device can be implemented in the following manner:

[0020] The input shaft is connected to the first element of the first planetary gear set in a rotationally fixed manner;

[0021] The first output shaft is connected to the second element of the first planetary gear set in a rotationally fixed manner;

[0022] wherein the third element of the first planetary gear set is connected to the first element of the second planetary gear set in a rotationally fixed manner;

[0023] Wherein, the second element of the second planetary gear set is fixed on a structural element of the transmission device that is anti-rotational;

[0024] The second output shaft is connected to the third element of the second planetary gear set in a rotationally fixed manner.

[0025] The transmission thus provided can perform the two functions of torque conversion and torque distribution, which have hitherto been handled by two separate components, by means of a single integral component. The invention therefore relates to a combined ratio and differential transmission which, on the one hand, can realize torque conversion while being supported by means of a housing and, on the other hand, can realize torque distribution to an output shaft. In this respect, it can also be referred to as an integrated differential. In addition, the shaft connecting the first and second planetary gear sets can be supported in an inexpensive, space-optimized and low-loss manner.

[0026] The task of torque conversion should be understood as follows:

[0027] The transmission has two output shafts, the sum of their torques relative to the input torque describes the transformation of the transmission. The speed ratio of the respective output shafts is initially undefined. Only when the two output shafts are coupled, for example via the wheels of a vehicle on the road, a defined speed is generated. If the two output shafts rotate at the same speed, for example when driving in a straight line, the speed ratio can be formed as the speed ratio between the input speed and one of the two identical output speeds, as in the prior art. In all other cases, the speed ratio of the transmission cannot be named using the usual definition of a speed ratio.

[0028] The two planetary gear sets can be arranged axially adjacent to each other. However, the first planetary gear set can also be arranged radially inside the second planetary gear set. The latter embodiment is also called a nested arrangement of planetary gear sets.

[0029] Preferably, the toothing of two elements of the first and second planetary gear sets that are connected to one another, namely the toothing of the third element of the first planetary gear set and the first element of the second planetary gear set, are formed on the same component.

[0030] Preferably, the inclination of the toothing on the third element of the first planetary gear set is the same as the inclination of the toothing on the first element of the second planetary gear set. The same inclination can achieve axial force-free connection components or coupling shafts, thereby eliminating complex axial bearings.

[0031] The pitch or lead of the helical teeth The term pitch is understood to mean the axial distance measured along the associated axis of rotation which would be required to cause the tooth to wrap around the axis by 360° if the tooth were not actually extended beyond the actual width of the gear. In the case of threads, the term pitch is used in a similar way. Thus, a helical gear with multiple teeth is similar to a multi-start thread. In the case of spindles, the term lead is also often used for the corresponding dimensions.

[0032] Preferably, the input shaft for introducing torque into the transmission is connected to a drive machine, in particular an electric machine or an internal combustion engine. In the case of an electric machine, preferably, the rotor of the electric machine is connected to the input shaft in a rotationally fixed manner. Preferably, the rotor is connected to the input shaft via at least one speed ratio stage.

[0033] The electric machine can be arranged either coaxially with the planetary gear set or parallel to their axes. In the former case, the rotor of the electric machine can either be directly connected to the input shaft in a rotationally fixed manner or can be coupled to the input shaft via one or more intermediate gear ratio stages, wherein the latter can more advantageously design the electric machine with a higher speed and lower torque. At least one gear ratio stage can be designed as a spur gear stage and / or a planetary stage.

[0034] If the electric machine is arranged offset from the planetary gear set axis, the coupling takes place via one or more intermediate gear ratio stages and / or traction mechanism transmissions. One or more gear ratio stages can also be implemented individually here either as a spur gear stage or as a planetary stage. The traction mechanism transmission can be either a belt drive or a chain drive.

[0035] In the case of a coaxial arrangement of the electric motor, it is preferred that the first output shaft is guided through the rotor of the electric motor. This makes the transmission device with the electric motor particularly compact.

[0036] Preferably, the fixed shaft transmission ratio of the second planetary group is at least approximately calculated by subtracting 1 from the inverse of the fixed shaft transmission ratio of the first planetary group, that is:

[0037] For the case where two planetary sets are implemented as negative planetary sets, the calculation rule promotes the distribution of the power output torque to the two output shafts in half, ignoring transmission losses. This is particularly advantageous when the present invention is used to distribute torque to two wheels on the same axle.

[0038] If a different torque distribution or a different implementation of the planetary gear set is desired (e.g. Figures 4 to 9 ), the calculation rules can be limited in a meaningful way ( Fig.19 ). Due to the asymmetry of the transmission losses to the two output shafts under actual conditions during operation, it may result in a slight deviation from the calculation rule in favor of obtaining the same power output torque on both shafts, hence the wording "at least approximately". This expression is also because, for example, due to acoustic requirements, it is sometimes not possible to exactly comply with the calculation rule while maintaining an integer number of teeth and a favorable combination of teeth.

[0039] Preferably, the number of planets of the second planetary gear set is greater than the number of planets of the first planetary gear set. With this configuration, despite the application of the above-mentioned calculation rules, large transmission ratios can still be achieved, which in turn can achieve a particularly compact and inexpensive electric machine.

[0040] Preferably, the second planetary gear set has five, six, seven or eight planets. Preferably, the first planetary gear set has three or four planets.

[0041] A further positive effect of a large or greater number of planets on the second planetary gear set is that the sun gear and / or the ring gear of the second planetary gear set can thereby be very thin-walled and thus designed in a light, cost-effective and space-saving manner.

[0042] Larger or a greater number of planets also enable a more uniform introduction of the toothing forces into the sun gear and / or the ring gear, thereby resulting in a smaller elastic deformation of the sun gear or the ring gear.

[0043] In addition, a large number of planets on the second planetary gear set can improve the support of the shaft connecting the first and second planetary gear sets. This is possible because the planetary wheels of the second planetary gear set are fixedly supported relative to the housing and the shaft is centered in these planetary wheels. Planetary wheels fixedly supported relative to the housing can only rotate about their own axis of rotation (they cannot revolve in the orbit).

[0044] Of course, even if this calculation rule is not applied, the number of planetary gears of the second planetary gear set may be greater than the number of planetary gears of the first planetary gear set.

[0045] Preferably, the drive engine is mounted transversely to the direction of travel. Preferably, the two output shafts are connected to the wheels of the vehicle in a rotationally fixed manner.

[0046] Preferably, the two output shafts distribute the introduced torque to different axles of the vehicle. Thus, it is possible to arrange a longitudinal distributor transmission (also referred to as a longitudinal distributor), i.e. a transmission which distributes the introduced torque to, for example, a plurality of axles, in particular the front axle and the rear axle of the vehicle.

[0047] The torque distribution of the transmission does not necessarily have to be distributed evenly to the output shafts. In particular, in the case of an embodiment as a longitudinal distributor transmission, an uneven distribution between one axle and the other axles is possible. For example, the torque provided by the input shaft can be distributed in such a way that 60% is directed to the rear axle and 40% to the front axle.

[0048] The two planetary gear sets can be implemented as negative planetary gear sets or as positive planetary gear sets. A combination of negative and positive planetary gear sets is also possible.

[0049] The negative planetary gear set consists of the following elements in a manner and method that is basically known to a person skilled in the art, namely 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 rotatable manner, which planet gears mesh in detail with the sun gear and the surrounding ring gear respectively.

[0050] In a spurious planetary gear set, the following elements are also present: a sun gear, a ring gear and a planet carrier, wherein the latter guides at least one planetary gear set, wherein one planet gear meshes with an inner sun gear and another planet gear meshes with a surrounding ring gear, and the planet gears mesh with one another.

[0051] In the case of allowing the connection of each element, the negative planetary set can be transformed into a positive planetary set, wherein, compared with the implementation scheme as a negative planetary set, the ring gear connection mode and the planet carrier connection mode are interchanged, and the fixed shaft transmission ratio is increased by one. Conversely, the positive planetary set can also be replaced by a negative planetary set, as long as the connection of the elements of the transmission device allows this. Here, compared with the positive planetary set, the ring gear connection mode and the planet carrier connection mode are also interchanged, and the fixed shaft transmission ratio is reduced by one, and the sign is also changed. However, within the scope of the present invention, the two planetary gear sets are preferably implemented as negative planetary sets respectively.

[0052] Preferably, both planetary gear sets are implemented as negative planetary gear sets. Negative planetary gear sets have good efficiency and can be arranged axially side by side and radially nested.

[0053] In the case of a combination of a negative planetary gear set and a positive planetary gear set in a nested arrangement, it is preferred that the radially inner planetary gear set is a negative planetary gear set and the radially outer planetary gear set is a positive planetary gear set. Here, on the one hand, easy nesting is maintained. In addition, in this regard, the fixed ring gear offers the advantage that the (usually) poor efficiency caused by the positive planetary gear set only affects a single output shaft.

[0054] In the context of the invention, a ratio transmission or a multi-speed transmission, preferably a 2-speed transmission, can be additionally connected upstream of the transmission. The ratio transmission or the multi-speed transmission can also be a component of the transmission and can be used to design an additional speed ratio, for example, by converting the speed of the drive engine into a ratio and driving the input shaft with this converted speed. The multi-speed transmission or the ratio transmission can be present in particular in the form of a planetary transmission.

[0055] The elements of the transmission can preferably be implemented as follows:

[0056] a) A transmission with two negative planetary gear sets, wherein

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

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

[0059] - the third element of the first planetary gear set is a 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 is a planet carrier, and

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

[0063] This transmission can be referred to as a first concept with two negative planetary gear sets.

[0064] b) A transmission with two negative planetary gear sets, wherein

[0065] - the first element of the first planetary gear set is a sun gear,

[0066] - the second element of the first planetary gear set is the ring gear, and

[0067] - the third element of the first planetary gear set is a planet carrier, and wherein

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

[0069] - the second element of the second planetary gear set is a planet carrier, and

[0070] - The third element of the second planetary gear set is the sun gear.

[0071] This transmission can be referred to as the second concept with two negative planetary gear sets.

[0072] c) A transmission with two negative planetary gear sets, wherein

[0073] - the first element of the first planetary gear set is the ring gear,

[0074] - the second element of the first planetary gear set is a planet carrier, and

[0075] - the third element of the first planetary gear set is a sun gear, and wherein

[0076] - the first element of the second planetary gear set is the sun gear,

[0077] - the second element of the second planetary gear set is a planet carrier, and

[0078] - The third element of the second planetary gear set is the ring gear.

[0079] This transmission can be referred to as a fifth concept with two negative planetary gear sets.

[0080] 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

[0081] - the first element of the first planetary gear set is a sun gear,

[0082] - the second element of the first planetary gear set is the ring gear, and

[0083] - the third element of the first planetary gear set is a planet carrier, and wherein

[0084] - the first element of the second planetary gear set is the sun gear,

[0085] - the second element of the second planetary gear set is a planet carrier, and

[0086] - The third element of the second planetary gear set is the ring gear.

[0087] This transmission is somewhat the first concept with a spur planetary gear set.

[0088] 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

[0089] - the first element of the first planetary gear set is a sun gear,

[0090] - the second element of the first planetary gear set is a planet carrier, and

[0091] - the third element of the first planetary gear set is a ring gear, and wherein

[0092] - the first element of the second planetary gear set is the sun gear,

[0093] - the second element of the second planetary gear set (P2) is the ring gear, and

[0094] - The third element of the second planetary gear set is the planet carrier.

[0095] This transmission is somewhat the first concept with a spur planetary gear set.

[0096] f) The transmission has two spur planetary gear sets, where

[0097] - the first element of the first planetary gear set is a sun gear,

[0098] - the second element of the first planetary gear set is the ring gear, and

[0099] - the third element of the first planetary gear set is a planet carrier, and wherein

[0100] - the first element of the second planetary gear set is the sun gear,

[0101] - the second element of the second planetary gear set is the ring gear, and

[0102] - The third element of the second planetary gear set is the planet carrier.

[0103] This transmission is in a way the first concept with two spur planetary gear sets.

[0104] Preferably, the pitch of the toothing of the third element of the first planetary gear set and the pitch of the toothing of the first element of the second planetary gear set have at least similar dimensions, preferably the same dimensions, and have the same sign. This achieves axial balancing of the connecting shafts of the planetary gear sets. Furthermore, this achieves that the axial forces from the toothing of the first element of the first planetary gear set and the axial forces from the toothing of the third element of the second planetary gear set are equal in magnitude.

[0105] Preferably, the shaft is axially positioned only on a planet gear of one of the two planetary gear sets. The positioning can be realized either on one planet gear of the first or second planetary gear set or on a plurality of planet gears.

[0106] Preferably, the axial positioning of the shaft is facilitated by at least one thrust element, preferably by a pressure comb, a thrust plate or a locking ring. In other words, the axial support is achieved by thrusting onto one or more planetary wheels of the preferably inner planetary gear set.

[0107] Preferably, the radial support of the shaft is achieved only by means of the planetary gears. By centering in one or more planetary gears in the outer planetary gear set, the conventional support of the shaft (and thus the conventional support of the third element of the first planetary gear set and the first element of the second planetary gear set) can be omitted.

[0108] Preferably, no further shaft connection is provided to the shaft, so that the torque introduced from the first number of planetary gears of the first planetary gear set into the third element of the first planetary gear set is transmitted to the second number of planetary gears of the second planetary gear set via the first element of the second planetary gear set in each operating condition.

[0109] The thrust element can be arranged either on the third element of the first planetary gear set, on the first element of the second planetary gear set, on at least one planet gear of the first planetary gear set, or on at least one planet gear of the second planetary gear set.

[0110] The thrust element can be arranged in particular on the inner toothing of the third element of one of the two planetary gear sets, which has the advantage that a locking ring or a locking ring can be used without special centrifugal force protection. In other words, centrifugal forces are not severe in this arrangement. In addition, in a preferred embodiment of a nested planetary gear set (i.e. an arrangement with a radially inner planetary gear set and a radially outer planetary gear set), the radially inner planetary gear diameter is the larger of the two, so that a larger contact area can be achieved. In addition, despite the radial spacing between the contact surface and the rolling point, a smaller differential speed is achieved in the contact surface.

[0111] The contact surface is that surface on the thrust element via which the two corresponding gears support each other in the event of axial forces. Since one running surface is usually designed conically and the other running surface is designed conically with superimposed convexities, a contact point is obtained at the contact point (ideally considered to be rigid). The individual sliding speeds in the contact surface (simply referred to as the sliding speed in the contact point) are decisive for the losses.

[0112] The rolling point of the two gears of the gear pair is the point where the velocity vectors of the two gears are the same. From a spatial perspective, it is a straight line.

[0113] However, the thrust element can also be arranged on the external toothing of the first element or of the planet wheels of one of the two planetary gear sets.

[0114] Preferably, the thrust element has a toothing which is designed such that it can be pushed onto or through an associated or corresponding toothing, ie the aforementioned external toothing or internal toothing on which the thrust element is arranged.

[0115] Preferably, the thrust element is arranged in the operating state rotated by a defined angle, preferably by half a tooth width, relative to the corresponding toothing and with respect to the installation position in the groove.

[0116] Preferably, the thrust element is prevented from rotating back by a component that is transformed into the gap in the thrust element. For example, the component can be a locking plate that is placed into the gap.

[0117] Since the ring twists in the groove, this is a very stable solution. This solution is particularly advantageous when relatively high axial forces are to be transmitted via the thrust element. This can be the case, for example, when it is not possible to design the toothing in an axially force-balanced manner in the case of a very highly loaded transmission, wherein in the case of balanced axial forces, the force balance is understood to mean that a force balance occurs between the axial toothing forces introduced into the shaft 3 at the third element of the first planetary gear set and the axial toothing forces introduced into the shaft at the first element of the second gear set, in other words, in the case of axial force balance, the axial forces from the toothing of the shaft 3 do not need to be supported in the housing or other shafts. This can also be the case when additional torques are introduced into the shaft, for example by a connected torque vectoring unit.

[0118] Preferably, the thrust element is axially locked by means of a locking ring or a locking collar.

[0119] The thrust element is preferably designed to be cylindrical on the side on which the associated toothing is arranged.

[0120] The thrust element is preferably locked against rotation in the associated toothing.

[0121] Preferably, the thrust element has a conical and / or convex thrust surface on at least one side, preferably on both sides. Thus, the thrust element, for example in the form of a ring, can be placed in either side of its two sides.

[0122] Preferably, the thrust element has a planar thrust surface on at least one side, preferably on both sides.

[0123] Preferably, the thrust element is designed as a locking collar.

[0124] Preferably, the gear wheel which is designed to thrust against the thrust element is designed to be conical and / or convex on the thrust surface.

[0125] In particular, the transmission is part of a motor vehicle drive train for a hybrid vehicle or an electric vehicle and is then arranged between a drive engine of the motor vehicle, which is designed as an internal combustion engine or an electric machine, and other components of the drive train that follow in the direction of the power flow to the drive wheels of the motor vehicle. In this case, the input shaft of the transmission is preferably coupled to the crankshaft of the internal combustion engine or the rotor shaft of the electric machine. The transmission can also be part of a vehicle drive train for a conventional motor vehicle, that is, a vehicle that is driven only by an internal combustion engine.

[0126] In the sense of the invention, two components of a transmission are "connected" or "coupled" or "connected to one another" in a rotationally fixed manner, meaning that these components are permanently coupled, so that they cannot rotate independently of one another. In this respect, no switching elements are provided between these components, which can be elements of a planetary gear set and / or shafts and / or rotationally fixed components of the transmission, but rather the corresponding components are firmly coupled to one another. A rotationally elastic connection between two components is also understood to be rotationally fixed. In particular, a rotationally fixed connection can also include a universal joint, for example in order to enable a steering movement or a bouncing of a wheel.

[0127] According to another aspect, a drive train for a vehicle is provided, which comprises a transmission having the above-mentioned features. The advantages of the transmission also apply to a drive train having such a transmission.

[0128] According to another aspect, a vehicle is provided, which has a drive train including a transmission having the above-mentioned features. The advantages of the transmission also apply to a vehicle having such a transmission.

[0129] In summary, the invention provides a transmission and a vehicle having such a transmission, which has an integrated design, i.e. a torque conversion and torque distribution and a compact and axially short design, especially in the case of a nested arrangement. The transmission is also characterized by good efficiency and low costs due to low complexity. Significantly lower tooth forces occur. Furthermore, erosion problems can be reduced. In addition, very low locking values ​​can be achieved.

[0130] The invention also provides the possibility of combining individual features which can also be seen from the following description of preferred exemplary embodiments of the invention or directly from the drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0131] The advantageous embodiment of the present invention, which will be explained below, is shown in the drawings. In which:

[0132] Figures 1a to 1e A schematic view showing a motor vehicle drive train;

[0133] Figures 2 to 5 Schematic illustrations of a transmission device, each of which is a preferred embodiment, which can be used in the motor vehicle drive train of FIG. 1;

[0134] Figure 6 A schematic view of a transmission device which can be used in the motor vehicle drive train of FIG. 1 is a further preferred embodiment;

[0135] Figures 7 to 9Schematic illustrations of a transmission device, each of which is a further preferred embodiment, which can be used in the motor vehicle drive train of FIG. 1;

[0136] Figures 10 to 13 Schematic illustrations of a transmission device, each of which is a further preferred embodiment, which can be used in the motor vehicle drive train of FIG. 1;

[0137] Fig.14 Show according to Figure 3 A cross-sectional view of an embodiment of the present invention;

[0138] Figures 15 to 18 A schematic diagram showing the functional principle of the present invention;

[0139] Fig.19 An overview of the fixed-axis transmission ratios of the various embodiments is shown;

[0140] Figures 20a to 20d An overview of different possibilities for mounting a shaft on a planetary gear of a transmission (G); and

[0141] Figure 21 to Figure 26 The enlarged sections show the Figures 20a to 20d Known implementation forms.

[0142] Specific implementation form

[0143] Figures 1a to 1e In each case a schematic illustration of a transmission G of a motor vehicle drive train 100 of a vehicle 1000 in the form of a passenger vehicle is shown.

[0144] according to Figure 1a The drive train 100 of FIG. 1 shows an electric drive that drives the rear axle A of the vehicle 1000. The drive train comprises a transmission G that distributes the drive torque of the electric motor EM to a first output shaft 11 and a second output shaft 12. The transmission G and the electric motor are arranged in a common housing. The forward direction of travel is indicated by an arrow 99. In addition, Figure 1a It can be seen that the transmission G and the electric machine EM are oriented transversely to the direction of travel of the vehicle.

[0145] according to Figure 1b The drive train 100 of the vehicle 1000 shows an internal combustion engine drive that drives the rear axle A of the vehicle 1000. The drive train comprises a transmission G that distributes the drive torque of the internal combustion engine VM to a first output shaft 11 and a second output shaft 12, wherein a further transmission is arranged between the transmission G and the internal combustion engine VM, for example an automatic transmission of the vehicle. The forward direction of travel is indicated by an arrow 99. In addition, from Figure 1b It can 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.

[0146] according to Figure 1c The drive train 100 of the vehicle 1000 shows an internal combustion engine drive that drives the rear axle A and the front axle B. The drive train includes a transmission G that distributes the drive torque of the internal combustion engine VM to the axles A and B, wherein a further transmission is arranged between the transmission G and the internal combustion engine VM, for example an automatic transmission of the vehicle. The transmission G can then be connected to the axle differential of the rear wheel axle A via a first output shaft 11 and to the axle differential of the front axle B via a second output shaft 12. The forward direction of travel is indicated by an arrow 99. In addition, from Figure 1c It can 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.

[0147] according to Figure 1d The drive train 100 of the vehicle 1000 shows an electric drive that drives the front axle B, i.e., a front transverse electric drive. The drive train comprises a transmission G that distributes the drive torque of the electric motor EM to a first output shaft 11 and a second output shaft 12. The transmission G and the electric motor are arranged in a common housing. The forward driving direction is indicated by an arrow 99. In addition, Figure 1d It can be seen that the transmission G and the electric machine EM are oriented transversely to the direction of travel of the vehicle.

[0148] according to Figure 1e The drive train 100 shows an all-wheel electric drive that drives the rear axle A and the front axle B of the vehicle 1000. It is a transmission device implemented as a longitudinal distributor. The drive train includes a transmission device G, which distributes the driving torque of the electric machine EM to a first output shaft 11 and a second output shaft 12. The first output shaft 11 transmits the torque to the front axle B, while the second output shaft 12 transmits the torque to the rear axle A. The respective torques are then introduced into the respective axle differentials. The transmission device G and the electric machine are arranged in a common housing. The forward driving direction is indicated by the arrow 99. In addition, from Figure 1e It can be seen that the transmission G and the electric machine EM are oriented transversely to the direction of travel of the vehicle.

[0149] Figure 2The transmission device G of the first preferred embodiment is shown. The transmission device 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. The planetary gear sets P1 and P2 are respectively configured as negative planetary gear sets in the present case. The planetary gear sets P1 and P2 respectively 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 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 and PT2 respectively carry a plurality of planetary gears, which are shown but not labeled. The planetary gears mesh with the respective radially inner sun gears on the one hand and with the respective surrounding ring gears on the other hand. The input shaft 10, the first output shaft 11 and the second output shaft 12 are arranged coaxially with each other. Likewise, the two planetary gear sets P1, P2 are arranged coaxially with each other.

[0150] The input shaft 10 is currently connected to the first element E11 in a rotationally fixed manner. The first output shaft 11 is connected to the second element E21 of the first planetary gear set in a rotationally fixed manner. The second output shaft 12 is connected to the third element E32 of the second planetary gear set in a rotationally fixed manner. The third element E31 of the first planetary gear set P1 is connected to the first element E12 of the second planetary gear set P2 in a rotationally fixed manner, while the second element E22 of the second planetary gear set P2 is fixed to the rotationally fixed structural element GG. The rotationally fixed structural element GG is the transmission housing of the transmission G.

[0151] The third element E31 , ie the ring gear HO1 of the first planetary gear set P1 , and the first element E12 , ie the sun gear SO2 of the second planetary gear set, form a common component which in the present case is present as shaft 3 .

[0152] There is a feature according to the invention according to which the shaft 3 is axially positioned on at least one planet wheel PR1, PR2 of one of the two planetary gear sets P1, P2 (but not shown). Fig.26 The axial support of the shaft 3 according to the invention is explained in more detail in .

[0153] from Figure 2 As can be seen from FIG. 1 , the input shaft 10 , the first output shaft 11 and the second output shaft 12 are arranged coaxially with each other. The two planetary gear sets P1 and P2 are also arranged coaxially with each other. According to this embodiment, the two planetary gear sets P1 and P2 are arranged spaced apart from each other in the axial direction.

[0154] The input shaft 10 can be connected to the drive engine and thus introduce the input torque into the transmission G. That is, the input shaft and the output shaft rotate in the same direction. By connecting the two planetary gear sets P1 and P2 to each other and supporting the second element E22 on the housing GG, the introduced input torque can be distributed to the first output shaft 11 and the second output shaft 12. Here, the transmission not only assumes the function of a speed ratio transmission, but also additionally assumes the function of a differential transmission. This means that the introduced torque is not only transformed, but also distributed to different output shafts. In this embodiment, no change of rotation direction occurs.

[0155] Figure 3 Another preferred embodiment of the transmission device G is shown. Figure 2 Compared with the implementation plan, according to Figure 3 The embodiment of FIG. 1 shows a radially nested arrangement of two planetary gear sets P1 and P2. Figure 2 The embodiment of the invention provides a radially extremely compact solution, and according to Figure 3 The embodiment of can realize a transmission device G with a very compact structure in the axial direction. 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. Therefore, the first planetary gear set P1 is located radially inside the second planetary gear set P2. In this embodiment, the connection between the first ring gear HO1 of the first planetary gear set P1 and the sun gear SO2 of the second planetary gear set is also designed as a single component, which is also present as a shaft 3 in the present case. In this embodiment, there is also no change in the direction of rotation.

[0156] Figure 4 A further preferred embodiment of a transmission device G is shown. Figure 2 In contrast, the first planetary gear set P1 is now designed as a spur gear set. This means that the third element E31 of the first planetary gear set is designed as a planetary carrier, which is non-rotatably connected to the first element E12 of the second planetary gear set, i.e. the sun gear SO2. The second element E21 is now designed as a ring gear HO1 and is non-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 again designed as the same component, which is currently present as shaft 3. The rest of the reference Figure 2 statement.

[0157] Figure 5 Another preferred embodiment of the transmission device G is shown. Figure 2Compared with the embodiment of the present invention, both planetary gear sets P1 and P2 are now constructed as positive planetary gear sets. Therefore, the second element E21 is constructed as the ring gear HO1 and is connected to the first output shaft 11 in a rotationally fixed manner. The third element E31 is now constructed as the planet carrier PT1 and is connected to the first element E12 of the second planetary gear set P2, that is, the sun gear SO2 in a rotationally fixed manner. The second element E22 of the second planetary gear set P2 is now constructed as the ring gear HO2 and is fixed on the rotationally fixed structural element GG. The third element E32 of the second planetary gear set P2 is constructed as the planet carrier PT2 and is connected to the second output shaft 12 in a rotationally fixed manner.

[0158] Therefore, the planet carrier connection mode and the ring gear connection mode in the two planetary gear sets P1 and P2 have been interchanged. Figure 2 statement.

[0159] Figure 6 Another preferred embodiment of the transmission is shown. Figure 2 Compared with the embodiment of the present invention, the second planetary gear set P2 is now constructed 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 rotationally fixed manner. Therefore, the planet carrier connection mode and the ring gear connection mode of the second planetary gear set have been interchanged. Figure 2 statement.

[0160] Figure 7 Another preferred embodiment of the transmission device G is shown. Figure 6 The implementation form is different in that, according to Figure 7 The embodiment of the invention is provided with radially nested planetary gear sets P1 and 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 or Figure 2 statement.

[0161] Figure 8 A transmission device G in another preferred embodiment is shown. Figure 2Compared with the embodiment of the present invention, the present invention has the following differences. First, a drive machine in the form of an electric motor EM is provided. The electric motor EM comprises a stator S fixed relative to the housing and a rotor R. The rotor R of the electric motor EM is connected to the first element E11 of the first planetary gear set, namely the sun gear SO1, in a rotationally fixed manner. 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 rotationally fixed manner. 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 rotationally fixed manner, which first element is currently configured as a ring gear HO2. The second element E22 of the second planetary gear set is also configured as a planet carrier PT2 and is fixedly arranged on 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 rotationally fixed manner. In this preferred embodiment, a change in the direction of rotation of the input speed occurs. In this embodiment, the nesting of the planetary gear sets P1 and P2 cannot be realized.

[0162] In other words, the torque is still introduced through the sun gear SO1 of the first planetary gear set P1, while the power output is guaranteed through the ring gear HO1. Figure 2 Unlike the embodiment of the invention, the planet carrier of the first planetary gear set P1 is now connected to the ring gear HO2 of the second planetary gear set in a rotationally fixed manner. Figure 2 The implementation scheme differs from that of FIG. 1 in that the power output of the second planetary gear set is therefore realized via the sun gear SO2 .

[0163] Fig. 9 Another preferred embodiment of the transmission device G is shown. Figure 2 The embodiment of the present invention differs as follows. First, a drive machine is provided in the form of an electric motor EM, which has a stator S fixed relative to the housing and a rotor R. The rotor R is connected to the input shaft 10 in a rotationally fixed manner, which in turn is connected to the first element E11 of the first planetary gear set P1, which is designed as a ring gear HO1 in the present case. The first output shaft 11 is connected to the second element E21 of the first planetary gear set P1 (in the present case, the planet carrier PT2). The third element E31 of the first planetary gear set P1 (in the present case, it is designed as a sun gear SO1) is connected to the first element E12 of the second planetary gear set P2, namely the sun gear SO2, in a rotationally fixed manner. The remaining elements of the second planetary gear set remain unchanged.

[0164] According to Figure 2 The implementation forms are different. Fig. 9 In the embodiment of , the torque is introduced via the ring gear HO1 of the first planetary gear set P1, while the power output of the first planetary gear set P1 is still achieved via the planet carrier PT1. Figure 2The difference is that the two planetary gear sets P1 , P2 are connected via a common sun gear, which is present in the present case as shaft 3 .

[0165] Figure 9a Shown for Figure 1c The specific implementation form of the transmission device G of the drive system. The power output end transmits the torque to the rear axle A. The power output end transmits the torque to the front axle B. It can be clearly seen that the first output shaft 11 and the second output shaft 12 are arranged parallel to each other (not coaxially). The second output shaft 12 of the second planetary gear set P2 is meshed with the intermediate gear ZZ, which is in turn connected to the following shaft, which in turn transmits the torque to the rear axle differential not shown.

[0166] Fig.10 A drive train 100 of a vehicle is shown having a transmission of a preferred embodiment, wherein a gear ratio transmission in the form of a planetary transmission is additionally connected upstream of the transmission G.

[0167] Transmission G is referred to herein according to Figure 3 The planetary gear set P3 is configured as a negative planetary gear set and has a first element E13 configured as a sun gear, a second element E23 configured as a planet carrier, and a third element E33 configured as a ring gear HO3. The second element E23 of the third planetary gear set is connected to the input shaft 10 of the transmission G in a rotationally fixed manner.

[0168] In addition, the planetary transmission is equipped with a switching element SE. The switching element SE is set up to fix the third element E33 on the anti-rotational structural element GG. In addition, the switching element SE is set up to connect the third element E33 with the first element E13 of the third planetary gear set in the second switching position, that is, to interlock. If the planetary gear set is interlocked, 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 switching position, the third element E33 is neither fixed to the housing nor the planetary gear set P3 is interlocked. In this case, the switching element SE is in a neutral switching position. The first switching position of the switching element SE is marked with the reference numeral G1, which also represents the first gear stage. The second switching position is marked with the reference numeral G2, which also represents the second gear stage. The first element E13 of the planetary gear set P3 is connected to a drive machine not shown via the input shaft 14. If the switching element SE is in its neutral position, the driving torque introduced into the speed ratio transmission is not transmitted to the input shaft 10 of the transmission device G.

[0169] In addition, from Fig.10It can be easily seen that the speed ratio transmission is arranged coaxially with the input shaft 10 and the first output shaft 11 and the second output shaft 12. In addition, it can be clearly seen how the first output shaft 11 is guided through the input shaft 10 implemented as a hollow shaft and further guided through the other shaft 14 implemented as a hollow shaft. The first output shaft 11 and the second output shaft 12 are connected to the drive wheels 20 respectively. A constant velocity joint 15 is provided to enable wheel movements such as steering movements and / or bouncing. The switching element SE is represented here as a double switching element with a form lock. Single switching elements, in particular load switching elements, are also conceivable.

[0170] Fig.11 A further preferred embodiment of a vehicle drive train with a transmission according to the invention is shown. Figure 2 A preferred embodiment of the present invention. Fig.10 Different, according to Fig.11 The embodiment has no gear ratio transmission upstream. The drive is constructed as an electric motor EM. The electric motor EM has a stator S fixed relative to the housing and a rotor R. The rotor R is connected to the input shaft 10 in a rotationally fixed manner. It can be clearly seen that the electric motor EM is arranged coaxially with the input shaft 10 and the first output shaft 11 and the second output shaft 12. In addition, the electric motor is also arranged coaxially with the planetary gear sets P1 and P2. The input shaft 10 is implemented as a hollow shaft, through which the first output shaft 11 is guided. The rest of the reference Fig.10 statement.

[0171] Fig.12 A further drive train 100 with a transmission G is shown in a preferred embodiment. Fig.11 The difference from the embodiment of FIG. 1 is that the planetary gear sets P1 and P2 are not arranged axially side by side, but are radially stacked, i.e., nested. Therefore, the transmission device G is Figure 3 The remaining references Fig.11 and Figure 3 statement.

[0172] Fig.13 A further preferred embodiment of a drive train 100 is shown. Fig.11 The embodiment of the invention is similar to that of the invention, wherein, unlike the latter, the electric motor EM is not arranged coaxially, but parallel to the axis of the transmission G. Here, the connection is realized via a spur gear stage SRS, which consists of a first spur gear SR1 and a second spur gear SR2. The first spur gear SR1 is connected to the input shaft 10 in a rotationally fixed manner. The spur gear SR1 then meshes with a spur gear SR2 which is arranged in a rotationally fixed manner on the input shaft EW of the electric motor EM, which establishes a connection with the rotor of the electric motor EM (not shown in detail at this moment) inside the electric motor EM.

[0173] In other respects, according to Fig.13 Implementation plan and basis Fig.11 The embodiments of the invention correspond to the above, so reference is made to the description in this respect.

[0174] Fig.14 Shown according to Figure 3 sectional view of a preferred embodiment of the transmission G of FIG. The central shaft is the first 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 meshes with the planetary gears of the first planetary gear set P1. The planetary gears of the first planetary gear set P1 in turn mesh with the surrounding ring gear of the first planetary gear set P1, wherein 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 meshes with the planetary gears of the second planetary gear set P2. The planetary gears of the second planetary gear set P2 in turn mesh with the ring gear surrounding the planetary gears of the second planetary gear set P2.

[0175] As can be clearly seen, the number of planets of the second planetary gear set is greater than the number of planets of the first planetary gear set. According to this embodiment variant, the second planetary gear set P2 has six planets, while the first planetary gear set P1 has four planets.

[0176] This arrangement makes it possible to achieve large transmission ratios, which in turn allows for a particularly compact and inexpensive electric motor.

[0177] However, according to the calculation rules

[0178]

[0179] A large transmission ratio leads to a smaller fixed-shaft transmission ratio on the second planetary gear set P2. A smaller fixed-shaft transmission ratio leads to a smaller planet diameter. A small planet diameter worsens the meshing and reduces the installation space for the planet bearings.

[0180] It has been found that having a greater number of planets in the second planetary gear set compared to the first planetary gear set can counteract this effect.

[0181] The following Figures 15 to 17 The invention shows the force introduction and force support compared with the prior art (for example DE 10 2011 079975 A1). In contrast to the prior art, in particular Figure 2 and Figure 3 The preferred embodiment with two negative planetary gears has already been described in . However, this consideration also applies to the remaining embodiments in a meaningful manner.

[0182] for Figures 15 to 17 The generally applicable ones are:

[0183] On the first planetary gear set P1, the torque of the input shaft 10 is converted into a power output torque for the first power output end. 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 driven in the opposite direction due to 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 a transverse differential and straight-line driving) is guided to the second planetary gear set via the first planetary gear set P1.

[0184] In addition, the speed ratio to the first power output end is increased by the reverse rotation (the fixed shaft transmission ratio i0=-3, and only a speed ratio of i=4 can be achieved when the ring gear is fixed).

[0185] In the second planetary group P2, the direction of rotation introduced at the first element (E12) (reverse) is changed (forward) to the power output movement of the second power output end by means of the housing support. Here, the torque introduced into the second planetary group P2 and the torque led to the second power output end are accumulated to form the housing support torque. The second planetary group P2 only transmits the part of the mechanical power (typically 50%) that is directed to the second power output end. The second planetary group P2 is only loaded with a part of the power, which has a positive effect on the overall efficiency.

[0186] In the prior art, the torque conversion is usually carried out by means of a housing support. The reaction torque of the ratio transmission is hereby directed directly into the housing and is not used to generate the second power output torque. As a result, a transmission must first be designed for the cumulative torque (usually double the torque) of the two power output shafts. A separate differential transmission is then required in order to redistribute the cumulative torque, which is not required in this form anywhere, into two power output torques.

[0187] each Figures 15 to 18 Specifically shown:

[0188] Fig.15 The first planetary gear set P1 of the transmission G (right) and the first stage of the spur gear differential of the prior art (left) are schematically shown. The force input from the planetary gears to the sun gear takes place in parallel via three stationary, i.e. fixed, meshing parts. The power output to the first output shaft takes place via the sun gear.

[0189] In contrast, the force introduction according to the preferred embodiment takes place in parallel via eight moving, i.e. rotating, meshings. Four meshings are located between the sun gear SO1 and the four planetary gears. Four further meshings act between the respective planetary gears and the not shown ring gear HO1. The power output to the first output shaft 11 is achieved via the planet carrier PT1. The technical effect is that the tooth forces acting on the first planetary gear set are significantly lower.

[0190] 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 force input from the planetary gears to the sun gear is realized via three stationary, that is, fixed meshing parts. The power output to the second output shaft is carried out via the sun gear.

[0191] In contrast, the introduction of forces into the second planetary gear set P2 is carried out in parallel via six moving, that is, rotating meshing parts according to the preferred embodiment. The six meshing parts act between one of the six planetary gears and the ring gear HO2. The fixed planet carrier PT2 and the sun gear SO2 that carry the six planetary gears are not shown. The power output to the second output shaft 12 is realized via the ring gear HO2. The technical effect is that due to the larger effective diameter and due to the larger number of possible planetary parts, the tooth forces acting on the second planetary gear set are significantly less.

[0192] Fig.17 The introduction of the supporting torque into the housing is schematically shown. According to the prior art, in the case of stepped planetary elements (left), the forces are introduced into the stationary ring gear via three parallel teeth.

[0193] According to the preferred embodiment, the forces are introduced into the fixed planet carrier PT2 via 12 parallel meshings. Six meshings act between the sun gear SO2 of the second planetary gear set and the six planet gears. Six further meshings 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 less.

[0194] Fig.18 Shows Figures 15 to 17 Another view of the principle shown in detail in FIG.

[0195] According to the invention, the maximum torque in the gear set (right) corresponds to the power output torque of a single wheel. According to the laws of physics, only the housing support has a high torque coefficient.

[0196] According to the prior art stepped planetary set (left), the input torque M 输入The differential divides this high torque into two halves of the wheel torque M 输入1 and M 输入2 .

[0197] In the figure, the magnitude of the torque is shown symbolically as it passes through the transmission. The direction of rotation is not shown.

[0198] Fig.19 An overview of the calculation rules for the fixed-axis transmission ratios of the various embodiments is given. Ignoring transmission losses, the fixed-axis transmission ratios result in power output torques of equal magnitude and sign on the first output shaft 11 and the second output shaft 12. 01 represents the fixed shaft transmission ratio of the first planetary gear set P1, i 02 Denotes the fixed axis transmission ratio of the second planetary gear set P2. According to the application of the transmission device, one of the planetary gear set configurations with a corresponding fixed axis transmission ratio can be selected.

[0199] Figure 20a-20d An exemplary embodiment of an axial bearing 30 of the shaft 3 is shown in a schematic diagram.

[0200] Figure 20 (ad) to Fig.26 The transmission gear set used in Figure 3 and Fig.12 The transmission gear set known from FIG. 1 is the embodiment in which the first and second planetary gear sets are arranged radially one above the other. At this point it should be pointed out that the axial bearing of the shaft 3 according to the invention can be used for Figures 2 to 13 in each of the implementation forms.

[0201] Regarding the structural implementation of the transmission device G shown in FIG. 20, refer to Figure 3 For the connection between the motor EM and the input shaft 10, refer to Fig.12 Related statements.

[0202] exist Fig.20a , which is arranged on the internal gear teeth of the ring gear HO1, is shown. A thrust element 31 is arranged on the radial inner side of the ring gear HO1 of the first planetary gear set P1. On the one hand, this has the advantage that a locking ring or a locking ring can be used without special protection against centrifugal forces. In addition, in the planetary gear set variant shown here, the radially inner planet wheel diameter is the larger of the two. This makes it possible to obtain a low differential speed in the contact surface despite the radial spacing between the contact surface and the rolling point.

[0203] The contact surface is the surface on the thrust element 13, via which the two corresponding gears support each other in the event of axial forces. Since one working surface is usually designed conically and the other working surface is designed conically with superimposed convexities, a contact point is obtained at the contact point (ideally considered to be rigid). The individual sliding speeds in the contact surface (simply referred to as the sliding speed in the contact point) are decisive for the losses.

[0204] The rolling point of the two gears of the gear pair is the point where the velocity vectors of the two gears are the same. From a spatial perspective, it is a straight line.

[0205] exist Fig.20b , the thrust element 31 is arranged radially outside the sun gear SO2.

[0206] exist Fig.20c , the thrust element 31 is arranged on at least one planet gear PR1 of the first planetary gear set P1.

[0207] exist Fig.20d , the thrust element 31 is arranged on at least one planetary gear PR2 of the second planetary gear set P2.

[0208] In addition, when the thrust surfaces are arranged on the planetary gears PR1 and PR2, as Fig.20c or Fig.20d As shown, it is also possible to support the axial forces of the sun gear SO1 and the ring gear HO2. The width of the toothing can also be selected so that no such supporting effect occurs.

[0209] Fig.21 Shows Fig.20a The preferred ring gear support 30. It can be seen that the elements implemented as a single component, namely the ring gear HO1, the shaft 3, the sun gear SO2, are not supported at any position relative to the housing or the coaxial shaft. Instead, the support in the radial direction is achieved by centering in the planetary gears PR2 of the external planetary gear set P2. In other words, the planetary gears PR2 of the fixed planetary carrier PT2 are centered on the shaft 3. The shaft 3 is axially supported on the planetary gears PR1 of the internal planetary gear set P1 by the thrust of a thrust element 31 that is designed as a thrust plate and is connected to the shaft 3. The thrust plate 31 is locked by means of a locking ring 32.

[0210] Figure 22 to Figure 25 Possible embodiments of the thrust element are shown.

[0211] Fig. 22A thrust element 31 is shown which is designed as a pressure comb and has a toothing 31a, by means of which the pressure comb is pushed through the toothing HO1a of the ring gear HO1 as far as the groove 33. The groove 33 is arranged radially around the toothing HO1a of the ring gear HO1. In this groove 33, the pressure comb is twisted by a specific angle, which corresponds to half a tooth width in the present case. In addition, a locking element 34 in the form of a plate is provided, which prevents the pressure comb from twisting and falling out.

[0212] The locking plate 34 is simultaneously inserted into the groove 33 and deformed during assembly so that the pressure comb is locked or remains fixed in its angular position. This deformation is facilitated during assembly by suitable assembly tools. This embodiment is a particularly stable solution and is particularly advantageous when high axial forces are to be transmitted via the thrust element 31. This can be the case, for example, when the toothing cannot be designed to balance the axial forces in very highly loaded transmissions. This can also be the case when, for example, additional torques are introduced into the shaft 3 via an attached torque vectoring unit. Instead of the locking plate 34, other embodiments are also conceivable in order to prevent the thrust element 31 from rotating back in the groove. These embodiments can be, for example, bolts, pins or other locking elements.

[0213] The thrust surface is slightly conical and in one of the thrust partners, that is to say on the thrust element 31 or on the planetary gear PR1, besides being also conical, it is also convex. This allows good lubricant film formation and axial force transmission with only a low resistance torque.

[0214] Fig.23 The implementation shown in Fig. 22 As shown in FIG. 3 , a thrust element 31 with a toothed portion 31a is provided, which is pushed through the toothed portion HO1a until the shoulder. Therefore, in this embodiment, only the locking element 32 is arranged in the groove.

[0215] and Fig. 22 The difference is that the thrust element 31 cannot be twisted. Instead, the locking ring 32 or locking ring is placed behind the thrust surface. The advantage of this embodiment is that the pressure comb is always centered in the toothing and prevented from rotating together.

[0216] In this embodiment, both sides of the thrust element 31 are conical. The advantage is that the taper is difficult to see with the naked eye and errors during assembly can be prevented. Therefore, the thrust ring 31 can be inserted from each side of its two sides.

[0217] In accordance with Fig.24In the embodiment of the thrust element 31 is designed as a sheet metal deformation. The locking ring 32 or locking ring locks the thrust element 31 in the axial direction. This embodiment is preferably designed for lower axial forces, so that the locking part that prevents rotation can be omitted. Therefore, in this embodiment, a slight rotation together, i.e. a slight movement together, of the thrust element 31 can be tolerated, in other words, the toothing on the thrust element can be omitted.

[0218] Fig.25 Another preferred embodiment with a pressure comb 31 and a locking ring 32 is shown. A particular advantage is that lower tolerance requirements are required for the pressure comb 31. The pressure comb 31, i.e. the ring, is produced by means of a reshaping method. Geometric distortions of the component, which occur accordingly, for example during heat treatment, can be tolerated because the pressure comb is designed to be very thin-walled and is rounded again in the assembled state by being placed externally in the ring gear HO1 and the end side of the axial thrust surface on the ring gear HO1 is flattened without clearance by the conical locking ring 32. For example, precise post-processing, such as a grinding process, can be omitted after the heat treatment. The two rings, i.e. the pressure comb 31 and the locking ring 32, have two symmetrical conical contours, which makes it impossible to install the rings upside down.

[0219] In accordance with Fig.26 In the embodiment of the locking ring 32 itself is the thrust element 31. This embodiment is particularly well suited for very low axial forces. The thrust surface on the thrust element 31 is flat. The end face of the planetary gear PR1 is conical. This is an extremely inexpensive solution. Compared to the above, it is an inexpensive solution. This embodiment can be used, for example, with one side ( Fig. 22 , Fig.24 ) or both sides ( Fig.23 , Fig.25 ) is improved by a tapered ring and a convexity on a thrust fitting.

[0220] The present invention is fully described and illustrated with reference to the drawings and the specification. The description and illustration should be understood as examples and should not be interpreted restrictively. The present invention is not limited to the disclosed embodiments. Other embodiments or variations will be apparent to those skilled in the art when using the present invention and when carefully analyzing the drawings, the disclosure, and the following claims.

[0221] In the claims, the words "comprising" and "having" do not exclude the presence of further elements or steps. The indefinite article "a" or "an" does not exclude the presence of a plurality. A single element or unit may perform the functions of several units mentioned in the claims. The mere mention of some measures in several different dependent claims should not be understood to mean that a combination of these measures cannot also be used to advantage.

[0222] Reference numerals list

[0223] G-Transmission

[0224] GG anti-relative rotation structural elements and housings

[0225] E11 The first element of the first planetary gear set

[0226] E21 The second element of the first planetary gear set

[0227] E31 The third element of the first planetary gear set

[0228] E12 The first element of the second planetary gear set

[0229] E22 The second element of the second planetary gear set

[0230] E32 The third element of the second planetary gear set

[0231] E13 The first element of the third planetary gear set

[0232] E23 The second element of the third planetary gear set

[0233] E33 The third element of the third planetary gear set

[0234] P1 First planetary gear set

[0235] P2 Second planetary gear set

[0236] P3 Third planetary gear set

[0237] PR1 Planetary gear of the first planetary gear set

[0238] PR2 Planetary gear of the second planetary gear set

[0239] SO Sun gear

[0240] PT Planetary Carrier

[0241] HO Ring Gear

[0242] EM Motor

[0243] S Stator

[0244] R Rotor

[0245] Input shaft of EW motor

[0246] SRS cylindrical gear stage

[0247] SR1 first cylindrical gear

[0248] SR2 second cylindrical gear

[0249] SE Switching Element

[0250] G1 First switching position, first gear

[0251] G2 Second switching position, second gear

[0252] N Neutral Positioning

[0253] VM Internal Combustion Engine

[0254] A The rear axle of the vehicle

[0255] B Front axle of the vehicle

[0256] 3 Axis

[0257] 10 Input shaft

[0258] 11 First output shaft

[0259] 12 Second output shaft

[0260] 15 Universal joint

[0261] 20 wheels

[0262] 30 Supporting part, axial supporting part

[0263] 31 Thrust element, pressure comb

[0264] 32 Locking ring, locking ring

[0265] 33 slots

[0266] 34 Locking Plate

[0267] 99 Forward driving direction

[0268] 100 Drivetrain

[0269] 1000 vehicles

[0270] i 01 Fixed shaft transmission ratio of the first planetary gear set

[0271] i 02 Fixed axis transmission ratio of the second planetary gear set

Claims

1. A transmission device (G), 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: The planetary gear sets (P1, P2) respectively 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 constructed in the following manner, namely - the torque introduced via the input shaft (10) is converted and distributed to the two output shafts (11, 12) in a defined relationship, and - prevent the generation of accumulated torque, wherein at least one third element (E31) of the first planetary gear set (P1) is connected to the first element (E12) of the second planetary gear set (P2) in a rotationally fixed manner via a shaft (3), and - the second element (E22) of the second planetary gear set (P2) is fixed to a structural element (GG) that is fixed against relative rotation, wherein the shaft (3) is axially positioned on at least one planetary gear (PR1, PR2) of one of the two planetary gear sets (P1, P2), The axial positioning of the shaft (3) is facilitated by means of at least one thrust element (31) in the form of a thrust disk, so that the axial support of the shaft is achieved by thrusting onto at least one planetary gear of the two planetary gear sets.

2. The transmission device (G) according to claim 1, wherein The input shaft (10) is connected to the first element (E11) of the first planetary gear set (P1) in a rotationally fixed manner; The first output shaft (11) is connected to the second element (E21) of the first planetary gear set (P1) in a rotationally fixed manner; in, The third element (E31) of the first planetary gear set (P1) is connected to the first element (E12) of the second planetary gear set (P2) in a rotationally fixed manner; The second element (E22) of the second planetary gear set (P2) is fixed on a structural element (GG) of the transmission device (G) that is anti-rotational; The second output shaft (12) is connected to the third element (E32) of the second planetary gear set (P2) in a rotationally fixed manner.

3. The transmission device (G) according to claim 1 or 2, wherein: The pitch of the tooth portion of the third element (E31) of the first planetary gear set (P1) and the pitch of the tooth portion of the first element (E12) of the second planetary gear set (P2) have the same magnitude and have the same sign.

4. The transmission device (G) according to claim 1 or 2, wherein: The shaft (3) is positioned axially only on at least one planet gear (PR1, PR2) of one of the two planetary gear sets (P1, P2).

5. The transmission device (G) according to claim 1 or 2, wherein: The radial support of the shaft (3) is achieved exclusively by means of at least one planetary gear (PR1, PR2) of one of the two planetary gear sets (P1, P2).

6. The transmission device (G) according to claim 1 or 2, wherein: No additional shaft connection is provided for connection with the shaft (3), so that the torque introduced from the first number of planetary gears (PR1) of the first planetary gear set (P1) into the third element (E31) of the first planetary gear set (P1) is transmitted to the second number of planetary gears (PR2) of the second planetary gear set (P2) via the first element (E12) of the second planetary gear set (P2) in each operating condition.

7. The transmission device (G) according to claim 1, wherein: The thrust element (31) is arranged - on the third element (E31) of the first planetary gear set (P1) or - on the first element (E12) of the second planetary gear set (P2) or - on at least one planet gear (PR1) of the first planetary gear set (P1) or - on at least one planet gear (PR2) of said second planetary gear set (P2).

8. The transmission device (G) according to claim 1, wherein: The thrust element (31) is arranged - on the internal toothing of one of the third elements (E31, E32) of one of the two planetary gear sets (P1, P2) or -exist o On the external toothing of the first element (E11, E12) of one of the two planetary gear sets (P1, P2) or o On the external toothing of the planetary gear (PR1, PR2) of one of the two planetary gear sets (P1, P2).

9. The transmission device (G) according to claim 8, wherein: The third element (E31) of the first planetary gear set (P1) is a ring gear) and the first element (E11) of the first planetary gear set (P1) is a sun gear, and / or, The third element (E32) of the second planetary gear set (P2) is a ring gear and the first element (E12) of the second planetary gear set (P2) is a sun gear.

10. The transmission device (G) according to claim 8, wherein: The thrust element (31) has a toothing which is configured such that it can be pushed onto or through a corresponding toothing.

11. The transmission device (G) according to claim 1, wherein: The thrust element (31) is arranged in an operating state so as to be twisted by a defined angle relative to the corresponding toothing and with respect to the assembly position in the groove.

12. The transmission device (G) according to claim 1, wherein: The thrust element (31) is prevented from rotating backwards by means of a member protruding into a groove of the thrust element.

13. The transmission device (G) according to claim 1, wherein: The thrust element (31) is axially locked by means of a locking ring or a locking collar.

14. The transmission device (G) according to claim 1, wherein: The thrust element (31) is designed to be cylindrical on the side on which the associated toothing is arranged.

15. The transmission device (G) according to claim 1, wherein: The thrust element (31) is locked in the associated toothing to prevent rotation.

16. The transmission device (G) according to claim 1, wherein: The thrust element (31) - has a tapered thrust surface on at least one side, or - having a flat thrust surface on at least one side.

17. The transmission device (G) according to claim 1, wherein: The thrust element (31) is embodied as a locking ring.

18. The transmission device (G) according to claim 16, wherein: The element which is designed to thrust against the thrust element (31) is designed to be conical and / or convex on the thrust surface.

19. The transmission device (G) according to claim 1, wherein: The thrust element (31) is arranged in an operating state rotated by half the tooth width relative to the corresponding toothing and with respect to the assembly position in the groove.

20. The transmission device (G) according to claim 1, wherein: The thrust element (31) - having tapered thrust surfaces on both sides, or -Having flat thrust surfaces on both sides.

21. Drive train having a transmission according to any one of claims 1 to 20.

22. A vehicle having a drive train according to claim 21 or a transmission according to any one of claims 1 to 20.

Images