Shift transmission for vehicle and drive unit having shift transmission

Abstract

The invention relates to a shift transmission for a vehicle and a drive unit having a shift transmission. The gear shifting transmission is provided with a first gear shifting element, a second gear shifting element, a third gear shifting element, a first planet wheel set with a first sun shaft, a first gear ring shaft and a first planet carrier shaft, and a second planet wheel set with a second sun shaft, a second gear ring shaft and a second planet carrier shaft. The first sun shaft and the second sun shaft are connected in an anti-relative-rotation mode and serve as driving parts, the first planet carrier shaft and the second gear ring shaft are connected in an anti-relative-rotation mode, the second planet carrier shaft serves as an output part, the first gear shifting element, the second gear shifting element and the third gear shifting element are combined to form a gear shifting unit with five gear shifting positions, and the gear shifting unit is provided with a unique sliding sleeve capable of axially moving. In the closed state of the first shifting element, the first planet carrier shaft and the second gear ring shaft are connected to the fixed component in a rotationally fixed manner, in the closed state of the second shifting element, the first gear ring shaft is connected to the fixed component in a rotationally fixed manner, and in the closed state of the third shifting element, the planet gear sets are interlocked.

Description

Technical Field

[0001] The invention relates to a gearshift transmission for a vehicle. In addition, the invention relates to a drive unit for a vehicle, wherein the drive unit has an electric motor and such a gearshift transmission equipped with a plurality of gears. The invention also relates to a vehicle having such a drive unit. Background Art

[0002] For example, DE 10 2019 202 994 A1 discloses a drive unit for an electric vehicle, which has an electric motor and a three-speed shift transmission, wherein the three-speed shift transmission has a first shift element, a second shift element, a third shift element and two planetary gear sets coupled to each other, wherein the first planetary gear set has a first sun shaft, a first ring gear shaft and a first planetary carrier shaft, and the second planetary gear set has a second sun shaft, a second ring gear shaft and a second planetary carrier shaft, wherein the first planetary carrier shaft is fixedly connected to the second ring gear shaft, wherein the first sun shaft can be driven by the electric motor, wherein the first ring gear shaft remains fixed, wherein the output is realized via the second planetary carrier shaft, and wherein the first shift element can be operated to switch out a first gear, the second shift element can be operated to switch out a second gear, and the third shift element can be operated to switch out a third gear. Summary of the invention

[0003] The object of the present invention is to provide an alternative gearshift transmission for a vehicle. In particular, the gearshift transmission should be compact. This object is achieved by a gearshift transmission having the features of independent claim 1. Advantageous embodiments are the subject matter of the dependent claims, the following description and the drawings.

[0004] The shift transmission for a vehicle according to the present invention comprises a first shifting element, a second shifting element, a third shifting element, a first planetary gear set equipped with a first sun shaft, a first ring gear shaft and a first planetary carrier shaft, and a second planetary gear set equipped with a second sun shaft, a second ring gear shaft and a second planetary carrier shaft, wherein the first sun shaft is connected to the second sun shaft in a rotationally fixed manner and is established as a drive member, wherein the first planetary carrier shaft is connected to the second ring gear shaft in a rotationally fixed manner, wherein the second planetary carrier shaft is established as an output member, wherein the first shifting element, the second shifting element and the third shifting element are combined into a shifting unit with five shifting positions, wherein In the embodiment, the shift unit has a single axially movable sleeve, wherein, in the closed state of the first shift element, a first gear with a first transmission ratio is switched, wherein, in the first gear, the first planetary carrier shaft and the second ring gear shaft are connected to a fixed component in a manner that is non-rotatable relative to each other, wherein, in the closed state of the second shift element, a second gear with a second transmission ratio is switched, wherein, in the second gear, the first ring gear shaft is connected to the fixed component in a manner that is non-rotatable relative to each other, wherein, in the closed state of the third shift element, a third gear with a third transmission ratio constructed as a direct gear is switched, wherein in the third gear, the planetary gear set is interlocked.

[0005] In other words, the first and second planetary gear sets form a shiftable Simpson gear set, which is particularly compact. By interlocking the first and second planetary gear sets with the help of the third shifting element, the transmission ratio i=1 is independent of the number of teeth of the elements that are meshed with each other. In other words, the Simpson gear set rotates as a whole. The shift transmission according to the present invention is not only compactly constructed, but also has good meshing efficiency, and the speed is extremely stable. Therefore, by connecting a high-speed motor with a speed of, for example, 18,000 rpm to the input shaft, a low ring gear speed and a low planetary gear speed can be achieved. The low ring gear speed reduces the drag torque and vibration. The low planetary gear speed reduces the bearing losses and has a positive effect on the acoustics.

[0006] In particular, the first sun shaft and the second sun shaft form a first coupling shaft between the two planetary gear sets, wherein the first planet carrier shaft and the second ring gear shaft form a second coupling shaft between the two planetary gear sets. Within the scope of the present invention, an "axis" can be understood as a rotatable component of a transmission, through which each relevant component of the transmission is connected to each other in a rotationally fixed manner, or through which such a connection can be established when one of the shift elements is operated. In this case, the respective shafts can connect the components to each other axially or radially, or axially and radially. Therefore, the respective shafts can also exist as intermediate pieces, through which the respective components are radially connected, for example. The term "axis" does not exclude here that the components to be connected can be implemented in a single piece. In particular, two or more shafts that are connected to each other in a rotationally fixed manner can be constructed in a single piece.

[0007] The drive unit for a vehicle according to the present invention has an electric motor and a gearshift transmission according to the present invention. The gearshift transmission enables the connection of the electric motor for the purpose of introducing drive power through a drive shaft. The gearshift transmission is connected to a differential or to a wheel in a driving manner via an output shaft. The drive of the gearshift transmission is always achieved via a drive shaft, wherein the output of the gearshift transmission is always achieved via an output shaft. The drive shaft is connected to the electric motor in a driving manner. The output shaft is at least indirectly connected to at least one wheel in a driving manner. For example, a single drive unit is used in an electric drive axle of an electric vehicle, wherein the output shaft is connected to the differential in a driving manner. Alternatively, two drive units can be used in an electric drive axle of an electric vehicle, wherein the respective output shafts are connected to the respective wheels of the drive axle in a driving manner. The gearshift transmission has exactly three gears, which are switched by means of a shifting element, thereby achieving high energy efficiency of the electric vehicle.

[0008] For example, the first and second sun shafts, ie the first coupling shaft, are connected to a drive shaft of the manual transmission in a rotationally fixed manner, wherein the second planet carrier shaft is connected to an output shaft of the manual transmission in a rotationally fixed manner.

[0009] The shift element is constructed as a gear shift element and is therefore set up for gear shifting. The first gear can be switched out by operating or closing only the first shift element. The second gear can be switched out by operating or closing only the second shift element. The third gear can be switched out by operating or closing only the third shift element. A "shift element" is understood to be a shiftable device, which in the closed state connects two shafts to each other in a rotationally fixed manner or connects one shaft to a fixed component in a rotationally fixed manner, and in the disconnected state disconnects the two shafts from each other or disconnects one shaft from a fixed component. The two shafts can then rotate relative to each other. In the closed state, the first shift element connects the first planetary carrier shaft and the second ring gear shaft, i.e. the second coupling shaft, to a fixed component in order to switch out the first gear. A "fixed component" is understood to be a component that is fixedly mounted, especially connected to the housing or a part of the housing in a rotationally fixed manner or in a single piece. The second shifting element connects the first ring gear shaft to a stationary component in the closed state in order to shift into the second gear. The third shifting element connects two of the three elements (sun shaft, planet carrier shaft and ring gear shaft of one of the two planetary gear sets) to each other in the closed state, or connects an element of the first planetary gear set to an element of the second planetary gear set in order to interlock the planetary gear sets and shift into the third gear. The third gear is constructed as a direct gear and has good efficiency and no meshing losses due to the overall rotation of the two planetary gear sets.

[0010] For example, according to a first interlocking variant, the third shifting element connects the first ring gear shaft to the second ring gear shaft in the closed state, wherein the second ring gear shaft is connected to the first planet carrier shaft in a rotationally fixed manner. For example, according to a second interlocking variant, the third shifting element connects the first ring gear shaft to the first sun shaft in the closed state, wherein the first sun shaft is connected to the second sun shaft in a rotationally fixed manner. According to both interlocking variants, the third gear is shifted into place.

[0011] Preferably, the first planetary gear set has at least three to a maximum of five planetary gears, which are specifically meshed with the first sun gear and the first ring gear, i.e., toothed. Furthermore, preferably, the second planetary gear set has at least three to a maximum of six planetary gears, which are specifically meshed with the first sun gear and the first ring gear, i.e., toothed. In particular, the respective planetary gears are accommodated on at least one supporting element, which is radially arranged between the respective planetary gears and the pins on the planet carrier. The supporting element can be, for example, a needle bearing, on which the respective planetary gears are accommodated. For example, the supporting element extends completely through the respective planetary gears.

[0012] According to a preferred embodiment, all shifting elements are designed as positive-locking shifting elements. For example, the positive-locking shifting elements are designed as dog clutches. The efficiency of the manual transmission can be increased by positive-locking shifting elements due to lower drag losses. In particular, positive-locking shifting elements are more compact and designed to optimize efficiency and have cost advantages over friction-locking shifting elements.

[0013] According to the invention, the first shift element, the second shift element and the third shift element form a shift unit with five shift positions, wherein the shift unit has a single axially movable sleeve. The sleeve can be axially moved into the corresponding shift position by means of a single actuator. Preferably, the shift unit has a neutral position between two gear positions, so that three gear positions and two neutral positions are provided in the five shift positions. In the neutral position, two shafts are decoupled from each other by the shift unit or a shaft and a stationary component are decoupled from each other by the shift unit, wherein the sleeve is rotationally engaged with the single shaft.

[0014] In particular, the actuator moves the sleeve into the corresponding shift position and thus successively switches out up to three gears. Preferably, the sleeve has a positive-locking tooth part, which interacts in a positive-locking manner with a corresponding tooth engagement part in the corresponding gear position in order to adjust a rotationally fixed connection between two shafts or between a shaft and a stationary component. Therefore, the corresponding tooth engagement part that interacts in a positive-locking manner with the sleeve is to be understood as a shift element. In particular, the sleeve is arranged axially between two gear positions in the corresponding neutral position, so that a change between the gears always requires intervention through the neutral position. Preferably, the shift unit comprises a non-synchronous tooth clutch.

[0015] According to one embodiment, the gearshift transmission also has a differential equipped with a differential input shaft and two differential output shafts. For example, the differential is constructed as a bevel gear differential. The differential constructed as a bevel gear differential has two wheel-side output elements, in particular a first output wheel and a second output wheel. The two output wheels are respectively engaged with a compensation element. The compensation element is rotatably supported in the differential case around its own axis. The respective output wheels are connected to the respective differential output shafts in a manner that is resistant to relative rotation. The drive of the differential is realized by the differential case, which is set up as a differential input shaft. The driving power fed into the differential is distributed to the differential output shaft and is transmitted to the drive wheels of the axle. The differential output shaft is set up to be connected to the drive wheels of the vehicle in a driving manner. The respective differential output shafts can be connected to the respective wheels directly or indirectly or indirectly or indirectly or indirectly through a hinge, a cardan shaft and / or a wheel hub.

[0016] According to the embodiment, the differential is constructed as an integral differential having a first planetary gear set and a second planetary gear set. In particular, the two planetary gear sets of the integral differential are nested in the radial direction, wherein the shifting element is arranged axially between the radially nested planetary gear sets of the shift transmission and the integral differential. Thus, the compactness of the shift transmission is increased. "Integrated differential" can be understood as a differential having a first planetary gear set and a second planetary gear set operatively connected to the first planetary gear set. The first planetary gear set of the integral differential is connected to the output shaft of the shift transmission in a driving manner on the one hand, and is connected to the second planetary gear set of the integral differential in a driving manner on the other hand, and is indirectly connected to the first differential output shaft in a driving manner. The second planetary gear set of the integral differential is also connected to the second differential output shaft in a driving manner and is supported on a fixed component, especially on a housing component. With this integral differential, the input torque introduced into the integral differential is changeable and can be distributed to the two differential output shafts in a defined ratio. In particular, the input torque is usually transmitted to two differential output shafts.

[0017] When the output speed of the output shaft is the same, the integral differential does not have a meshing portion that rotates as a whole or rotates without rolling motion. Therefore, the relative movement of the components of the integral differential that are meshed with each other is always achieved independently of the output speed of the output shaft. With the integral differential, the sum of the two wheel torques will not be merged or combined into a common axle torque in one component, but the drive power will be divided in the integral differential and transmitted to the differential output shaft connected thereto according to the structure of the first and second planetary gear sets. Therefore, due to the relatively small torque of each, the components of the integral differential can be constructed more slenderly. In addition, component reduction and weight reduction are achieved. With the help of this integral differential, the two functions that are usually solved by two separate structural components, namely torque change and torque distribution, can be embodied by a single integral structural component. Therefore, the integral differential is a combined transmission and differential transmission device, which realizes torque change on the one hand and realizes torque distribution on the differential output shaft on the other hand.

[0018] According to one embodiment, the shift transmission also has a speed ratio transmission device equipped with a third sun shaft, a third ring gear shaft and a third planetary carrier shaft, wherein the third sun shaft is connected to the second planetary carrier shaft in a rotationally fixed manner, wherein the third ring gear shaft is connected to a fixed component in a rotationally fixed manner, wherein the third planetary carrier shaft is set up for output. In other words, the speed ratio transmission device is constructed as a downstream planetary gear set and is arranged in the power flow between the Simpson gear set and the differential to produce a higher total transmission ratio. In particular, the speed ratio transmission device is constructed as a third planetary gear set and is arranged coaxially with the first and second planetary gear sets. Preferably, the speed ratio transmission device is axially adjacent to the second planetary gear set. Preferably, the third planetary gear set has at least three to a maximum of five planetary gears, which are respectively engaged with the third sun shaft and the third ring gear shaft, that is, toothed.

[0019] According to one embodiment, the shift unit is arranged to be radially nested with at least one planetary gear set or two planetary gear sets. As a result, the shift transmission is axially more compact. Preferably, the two planetary gear sets are at least partially or completely arranged radially within the shift unit. For this purpose, the planetary gear sets at least partially or completely extend axially into the shift unit and are constructed to overlap axially with the shift unit at least partially or completely. If three planetary gear sets are provided, then according to the embodiment, the shift unit can be arranged to be radially nested with the three planetary gear sets.

[0020] According to one embodiment, the shift unit is configured to be arranged axially between the motor and the first planetary gear set. Therefore, the shift unit is arranged on the input side in the gearshift transmission. Therefore, the gearshift transmission does not require a pot-shaped member on the second planetary gear set to connect the first planetary gear set.

[0021] The vehicle according to the invention has at least one drive unit according to the invention. The above-mentioned definitions and embodiments for the technical effects, advantages and advantageous embodiments of the drive unit according to the invention also apply to the vehicle according to the invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Advantageous embodiments of the invention described below are shown in the drawings, wherein identical or similar elements are provided with the same reference numerals.

[0023] Figure 1 A highly abstract schematic diagram of a vehicle with a drive shaft having an electric machine and a gearshift transmission according to the invention is shown;

[0024] Figure 2 A highly abstract schematic diagram of a gearshift transmission according to the present invention according to a first embodiment is shown;

[0025] Figure 3A highly abstract schematic diagram of a drive unit according to the present invention is shown, wherein the drive unit has a Figure 2 The gear shift transmission;

[0026] Figure 4 A highly abstract schematic diagram of a drive unit according to the invention with a manual transmission according to a second embodiment is shown;

[0027] Figure 5 A highly abstract schematic diagram of a drive unit according to the invention with a manual transmission according to a third embodiment is shown;

[0028] Figure 6 A highly abstract schematic diagram of a drive unit according to the invention having a shift transmission according to a fourth embodiment is shown;

[0029] Figure 7 shows a highly abstract schematic diagram of a drive unit according to the invention having a shift transmission according to a fifth embodiment;

[0030] Figure 8 shows a highly abstract schematic diagram of a drive unit according to the invention having a manual transmission according to a sixth embodiment;

[0031] Fig. 9 shows a highly abstract schematic diagram of a drive unit according to the invention having a shift transmission according to a seventh embodiment;

[0032] Fig.10 shows a highly abstract schematic diagram of a drive unit according to the invention having a manual transmission according to an eighth embodiment;

[0033] Fig.11 shows a highly abstract schematic diagram of a drive unit according to the invention having a shift transmission according to a ninth embodiment;

[0034] Fig.12 shows a highly abstract schematic diagram of a drive unit according to the invention having a shift transmission according to a tenth embodiment;

[0035] Fig.13 shows a highly abstract schematic diagram of a drive unit according to the invention having a gearshift transmission according to an eleventh embodiment; and

[0036] Fig.14 A highly abstract schematic diagram of a drive unit according to the invention with a manual transmission according to a twelfth specific embodiment is shown. DETAILED DESCRIPTION

[0037] Figure 1A vehicle 100 is shown with a first axle 101 having two wheels R1, R2 and a second axle 102 having two wheels R3, R4. In the present case, the first axle 101 is configured as a rear drive axle of the vehicle 100 and is equipped with a drive unit according to the invention. The drive unit comprises an electric motor EM set up to generate drive power and a gearshift transmission SG having a plurality of gears. Thus, the vehicle 100 is configured as an electric vehicle, i.e. an electrically driven vehicle. The drive unit is arranged transversely to the longitudinal direction of the vehicle and is connected to the wheels R1, R2 of the first axle 101 in a driving manner.

[0038] Currently, no additional drive unit is arranged on the second axle 102, that is, on the front axle of the vehicle 100, thereby saving costs, weight and installation space. Alternatively, the drive unit can be arranged on the front axle of the vehicle 100 instead of the rear axle. In order to realize an all-wheel drive system, an additional drive unit can be arranged on the second axle 102 and connected to the wheels R3, R4 of the axle 102 in a driving manner.

[0039] Figure 2 A manual transmission SG according to a first embodiment is shown, wherein: Figure 3 Shows that according to Figure 2 The drive unit of the SG gearbox. Figure 2 , the gearshift transmission SG has a first shifting element A, a second shifting element B and a third shifting element C. In addition, the gearshift transmission SG has a first planetary gear set PS1 and a second planetary gear set PS2. The first planetary gear set PS1 includes three shafts, namely, the first sun shaft SO1, the first ring gear shaft HR1 and the first planetary carrier shaft ST1. The first planetary carrier shaft ST1 carries a plurality of planetary gears, which mesh with the first sun shaft SO1 and the first ring gear shaft HR1, i.e., the gears are meshed. The second planetary gear set PS2 also includes three shafts, namely, the second sun shaft SO2, the second ring gear shaft HR2 and the second planetary carrier shaft ST2. The second planetary carrier shaft ST2 carries a plurality of planetary gears, which mesh with the second sun shaft SO2 and the second ring gear shaft HR2, i.e., the gears are meshed. In addition, the two planetary gear sets PS1 and PS2 are arranged axially adjacent to each other, wherein the shifting elements A, B, and C are arranged on the output side and axially adjacent to the second planetary gear set PS2, so as to save radial structural space in particular.

[0040] The first sun shaft SO1 and the second sun shaft SO2 are connected in a relatively rotationally fixed manner and are provided as drive members. In particular, the first sun shaft SO1 and the second sun shaft SO2 form a first coupling shaft between the two planetary gear sets PS1 and PS2. The first sun shaft SO1 and the second sun shaft SO2, i.e., the first coupling shaft, are connected in a relatively rotationally fixed manner to the drive shaft An of the gearshift transmission SG. The drive power of the drive machine can be introduced at least indirectly or directly through the drive shaft An. The first planet carrier shaft ST1 and the second ring gear shaft HR2 are connected in a relatively rotationally fixed manner.

[0041] In particular, the first planetary carrier shaft ST1 and the second ring gear shaft HR2 form a second coupling shaft between the two planetary gear sets PS1, PS2. In addition, the second planetary carrier shaft ST2 is connected to the output shaft Ab of the gearshift transmission SG in a rotationally fixed manner. The output shaft Ab can be connected to at least one drive wheel of the vehicle indirectly, for example, via a differential, or directly in a driving manner. For example, a drive device can be provided for each drive wheel of the vehicle.

[0042] The first planetary carrier shaft ST1 and the second ring gear shaft HR2 connected thereto, i.e. the second coupling shaft, can be connected in a rotationally fixed manner to a stationary component configured as a housing G via a first shifting element A. The first ring gear shaft HR1 can be connected in a rotationally fixed manner to a stationary component configured as a housing G via a second shifting element B. The planetary gear sets PS1 and PS2 can be interlocked via a third shifting element C, wherein the first ring gear shaft HR1 and the second ring gear shaft HR2 and the first planetary carrier shaft ST1 connected thereto in a rotationally fixed manner are connected in a rotationally fixed manner via the third shifting element C for this purpose.

[0043] The manual transmission SG has a rotational symmetry axis R coinciding with the drive shaft An and the output shaft Ab. The drive engine and / or the differential can be arranged coaxially or axially parallel to the drive shaft An and the output shaft Ab. Figures 2 to 10 The embodiment shown shows only the “upper” half of the respective manual transmission SG, wherein the “lower” half (not shown) is designed symmetrically to the “upper” half.

[0044] The first shift element A, the second shift element B and the third shift element C are together constructed as a shift unit with five shift positions, wherein the shift unit has a single axially movable sleeve SM, which is used to achieve the five shift positions. The sleeve SM has a tooth-type shift element and can be axially moved to the corresponding shift position by means of a single actuator AK. Therefore, all five shift positions of the shift unit are arranged in a straight line and consist of three gear positions and two neutral positions, wherein the neutral position is arranged between the two gear positions. The three gears are moved in the axial direction by the sleeve SM and are switched sequentially or sequentially via the neutral position. As a result, not only weight and components are saved, but also costs, structural space and installation costs are saved.

[0045] When the sliding sleeve SM is arranged in the first gear position, i.e. the first shift position, the first gear is engaged. The first shift element A connects the first planetary carrier shaft ST1 and the second ring gear shaft HR2 to the housing G in the actuated or closed state, i.e. in the first shift position of the sliding sleeve SM, in order to shift out the first gear. Therefore, the first gear is shifted out by actuating the sliding sleeve SM and only closing the first shift element A. At present, Figure 2 A first shift position of the sliding sleeve SM is shown.

[0046] The first gear position is designed so that the sliding sleeve SM is axially moved to the first neutral position, i.e., the second shift position. In the second shift position of the sliding sleeve SM, the sliding sleeve SM is only rotationally engaged with the housing G, so that the first planet carrier shaft ST1 and the second ring gear shaft connected thereto are decoupled from the housing G via the sliding sleeve SM. In the first neutral position, the sliding sleeve SM is only rotationally engaged with the housing G, wherein the shifting elements A, B, and C are in a disengaged state.

[0047] The second gear is designed so that the sliding sleeve SM is axially moved into the second gear position, i.e., the third shift position. In the actuated or closed state, i.e., in the third shift position of the sliding sleeve SM, the second shift element B connects the first ring gear shaft HR1 to the housing G in order to shift into the second gear. Thus, the second gear is shifted into by actuating the sliding sleeve SM and only closing the second shift element B.

[0048] The second gear position is designed so that the sleeve SM is axially moved into the second neutral position, i.e., the fourth shift position. In the fourth shift position of the sleeve SM, the first ring gear shaft and the housing G are not connected to each other in a rotationally fixed manner via the sleeve SM and are therefore decoupled from each other via the sleeve SM. In the second neutral position, the sleeve SM is only rotationally engaged with the first ring gear shaft HR1, wherein the shifting elements A, B, C are in the disengaged state.

[0049] The third gear is designed so that the sliding sleeve SM is axially moved into the third gear position, i.e., the fifth shift position. The third shift element C connects the first ring gear shaft HR1 with the first planetary carrier shaft ST1 and the second ring gear shaft HR2 in the fifth shift position of the sliding sleeve SM to shift into the third gear. The third gear is configured as a direct gear with a transmission ratio of 1 and has good efficiency and no meshing losses because the first and second planetary gear sets PS1, PS2 are interlocked.

[0050] Figure 3 Shows Figure 2 The first embodiment of the gearshift transmission SG according to the present invention. Currently, the gearshift transmission SG is connected to the electric motor EM via a drive shaft An, and the electric motor has a stator EMS fixed relative to the housing and a rotatable rotor EMR. The electric motor EM is arranged coaxially with the gearshift transmission SG. The two planetary gear sets PS1 and PS2 are arranged inside the electric motor EM and are therefore constructed to overlap axially with the electric motor EM, thereby saving axial structural space. The gearshift transmission SG and the electric motor EM form an electric drive unit with three gears. In addition, according to Figure 3 The gearshift transmission SG corresponds to the reference according to Figure 2 The gearshift transmission SG.

[0051] Figure 4 A second embodiment of the gearshift transmission SG according to the invention is shown, which is connected to the electric machine EM via a drive shaft An. Figure 4 The electric drive unit essentially corresponds to Figure 3 The difference between the two embodiments lies in the arrangement of the input side of the shift unit. In the present case, the shift unit is arranged axially between the electric machine EM and the first planetary gear set PS1. Therefore, the shift transmission SG does not need a pot-shaped part on the second planetary gear set PS2 to connect the first planetary gear set PS1. Figure 3 This is the case, for example, in the embodiment of FIG. The actuator for actuating the sleeve SM is not shown in the present and subsequent embodiments. Figure 4 The embodiment corresponds to the reference according to Figure 3 Embodiment of the invention.

[0052] Figure 5 A third embodiment of the gearshift transmission SG according to the invention is shown, which is connected to the electric machine EM via a drive shaft An. Figure 5 The electric drive unit essentially corresponds to Figure 4 In other words, the third gear is in the same position as in Figure 4In the present case, the third shifting element C in the closed state, i.e. in the fifth shifting position of the sleeve SM, connects the first ring gear shaft HR1 to the first sun shaft SO1 and the second sun shaft SO2 which is connected thereto in a rotationally fixed manner. The first four shifting positions of the sleeve SM correspond exactly to the first four shifting positions according to Figure 4 The first four shift positions of the sliding sleeve SM. In addition, according to Figure 5 The embodiment corresponds to the reference according to Figure 4 Embodiment of the invention.

[0053] Figure 6 A fourth embodiment of a manual transmission SG according to the invention is shown, which is connected to an electric machine EM via a drive shaft An. Figure 6 The electric drive unit essentially corresponds to Figure 3 An electric drive unit, wherein the difference between the two embodiments lies in the arrangement of the differential DG on the axis of symmetry R. The differential DG is constructed as an integral differential having a first planetary gear set 30 and a second planetary gear set 40. The integral differential increases the final drive ratio and can simultaneously realize the differential function. Alternatively, the differential DG can also be constructed differently from a bevel gear differential, for example. In addition, the differential DG can also be supplemented in other embodiments.

[0054] According to the requirements of the integral differential, especially the transmission ratio to be achieved by the integral differential, the two planetary gear sets 30, 40 of the integral differential can be arranged either axially in sequence or radially superimposed, that is, radially stacked. At present, the two planetary gear sets 30, 40 of the integral differential are arranged radially superimposed, thereby saving axial structural space. The sun gear 31 of the first planetary gear set 30 of the integral differential is constructed as the differential input shaft D1 of the integral differential and is connected to the output shaft Ab in a rotationally fixed manner.

[0055] The output of the integral differential is realized through two differential output shafts D2 and D3, wherein the planet carrier shaft 33 of the first planetary gear set 30 of the integral differential is connected to the first differential output shaft D2 in a rotationally fixed manner, wherein the ring gear 42 of the second planetary gear set 40 of the integral differential is connected to the second differential output shaft D3 in a rotationally fixed manner. The sun gear 41 of the second planetary gear set 40 of the integral differential is configured in a rotationally fixed manner with the ring gear 32 of the first planetary gear set 30 of the integral differential, and is currently configured as an intermediate gear with internal and external teeth in a single piece. The planet carrier shaft 43 of the second planetary gear set 40 of the integral differential carries a plurality of planetary gears, which mesh with the sun gear 41 and the ring gear 42 and are connected to a fixed component configured as a housing G in a rotationally fixed manner. In addition, the planet carrier shaft 33 of the first planetary gear set 30 of the integral differential carries a plurality of planetary gears, which mesh with the sun gear 31 and the ring gear 32.

[0056] With the help of the first planetary gear set 30 of the integral differential, the first output torque can be transmitted to the first differential output shaft D2. The supporting torque of the first planetary gear set 30 that acts opposite to the first output torque is transmitted to the second planetary gear set 40 and is changeable in the second planetary gear set 40, so that the second output torque corresponding to the first output torque can be transmitted to the second differential output shaft D3. In other words, the driving power fed in via the sun gear 31 of the first planetary gear set 30 is distributed to the two differential output shafts D2 and D3 with the help of the integral differential. At present, the first differential output shaft D2 extends through the shifting transmission SG and the electric motor EM. The shifting unit with two shifting elements A and B is particularly compactly arranged axially between the two planetary gear sets PS1 and PS2 and the differential DG. In addition, according to Figure 6 The embodiment corresponds to the reference according to Figure 3 Embodiment of the invention.

[0057] Figure 7 The fifth embodiment of the gearshift transmission SG according to the invention is shown, which is connected to the electric machine EM via a drive shaft An. Figure 7 The electric drive unit essentially corresponds to Figure 4 The electric drive unit of the present invention is different from the electric drive unit of the present invention in that the differential DG is arranged on the axis of symmetry R. The differential DG is designed as an integral differential with a first planetary gear set 30 and a second planetary gear set 40 and corresponds exactly to the reference according to Figure 6 In addition, according to Figure 7 The embodiment corresponds to the reference according to Figure 4 Embodiment of the invention.

[0058] Figure 8The sixth embodiment of the gearshift transmission SG according to the invention is shown, which is connected to the electric machine EM via a drive shaft An. Figure 8 The electric drive unit essentially corresponds to Figure 4 The difference between the two embodiments is that the shift unit with three shift elements A, B, C is arranged on a larger diameter and the two planetary gear sets PS1, PS2 are nested in the shift unit. This arrangement saves axial construction space in particular. In addition, according to Figure 8 The embodiment corresponds to the reference according to Figure 4 Embodiment of the invention.

[0059] Fig. 9 The seventh embodiment of the manual transmission SG according to the invention is shown, which is connected to the electric machine EM via a drive shaft An. Fig. 9 The electric drive unit essentially corresponds to Figure 8 The electric drive unit of the present invention is different from the electric drive unit of the present invention in that the differential DG is arranged on the axis of symmetry R. The differential DG is designed as an integral differential with a first planetary gear set 30 and a second planetary gear set 40 and corresponds exactly to the reference according to Figure 6 In addition, according to Fig. 9 The embodiment corresponds to the reference according to Figure 8 Embodiment of the invention.

[0060] Fig.10 The eighth embodiment of the gearshift transmission SG according to the invention is shown, which is connected to the electric machine EM via a drive shaft An. Fig.10 The electric drive unit essentially corresponds to Figure 8 An electric drive unit, wherein the difference between the two embodiments lies in the arrangement of the rear-mounted speed ratio transmission PS3. The speed ratio transmission PS3 has a third sun shaft SO3, a third ring gear shaft HR3 and a third planetary carrier shaft ST3, wherein the third sun shaft SO3 is connected to the second planetary carrier shaft ST2 in a rotationally fixed manner, wherein the third ring gear shaft HR3 is connected to a fixed component configured as a housing G in a rotationally fixed manner, wherein the third planetary carrier shaft ST3 is configured for output and is connected to the output shaft Ab in a rotationally fixed manner. In other words, the rear-mounted speed ratio transmission PS3 is configured as a constant transmission and is arranged in the power flow between the second planetary gear set PS2 and the output shaft Ab. The output shaft Ab is preferably connected to a differential not shown in detail. The two planetary gear sets PS1, PS2 and the speed ratio transmission PS3 are radially nested within the shift unit. This saves axial structural space in particular. In addition, according to Fig.10 The embodiment corresponds to the reference according to Figure 8 Embodiment of the invention.

[0061] Fig.11 The ninth embodiment of the gearshift transmission SG according to the present invention is shown, which is connected to the electric machine EM via a drive shaft An. Fig.11 The electric drive unit essentially corresponds to Figure 8 An electric drive unit, wherein the difference between the two embodiments lies in the arrangement of the differential DG on the axis of symmetry R. The differential DG is constructed as a bevel gear differential having a differential input shaft D1 and two differential output shafts D2 and D3. The differential DG has two wheel-side output elements, in particular a first output wheel and a second output wheel, the first output wheel being connected to the first differential output shaft D2 in a rotationally fixed manner, and the second output wheel being connected to the third differential output shaft D3 in a rotationally fixed manner. The two output wheels are respectively engaged with a compensation element. The compensation element is rotatably supported around its own axis in a differential case constructed as a differential input shaft D1. The respective output wheels are connected to the respective differential output shafts D2 and D3 in a rotationally fixed manner. The drive of the differential DG is realized through the differential case, which is connected to the output shaft Ab in a rotationally fixed manner. The driving power fed into the differential DG is distributed to the two differential output shafts D2, D3 and transmitted to the drive wheels of the axle. The differential output shafts D2, D3 are set up to be connected to the drive wheels of the vehicle in a driving manner. The respective differential output shafts D2, D3 can be connected to the respective wheels directly or indirectly or indirectly or indirectly or indirectly via a joint, a cardan shaft and / or a wheel hub. The first differential output shaft D2 currently extends axially through the two planetary gear sets PS1, PS2.

[0062] In addition, the electric motor EM is arranged parallel to the axis of symmetry R and is connected to the drive shaft An via two spur gear stages SR1 and SR2. The two spur gear stages SR1 and SR2 are configured to form a pre-transmission. The first spur gear stage SR1 has a first gear and a second gear, the first gear being connected to the rotor shaft of the electric motor EM in a rotationally fixed manner, and the second gear being connected to the intermediate shaft ZW in a rotationally fixed manner. The two gears of the first spur gear stage SR1 are in tooth engagement. The second spur gear stage SR2 has a first gear connected to the intermediate shaft in a rotationally fixed manner and a second gear connected to the drive shaft An in a rotationally fixed manner. The two gears of the second spur gear stage SR2 are in tooth engagement. Through the two spur gear stages SR1 and SR2, not only additional transmission is generated for the electric motor EM, but also the axial distance between the gearshift transmission SG and the electric motor EM is adjusted as required. In other embodiments, the electric motor EM can also be arranged parallel to the axis of the gearshift transmission SG by connecting the two spur gear stages SR1 and SR2. In addition, according to Fig.11 The gearshift transmission SG corresponds to the reference according to Figure 8 The gearshift transmission SG.

[0063] Fig.12 The tenth embodiment of the manual transmission SG according to the invention is shown, which is connected to the electric machine EM via a drive shaft An. Fig.12 The electric drive unit essentially corresponds to Fig.10An electric drive unit, wherein the difference between the two embodiments lies in the arrangement of the differential DG on the axis of symmetry R. The differential DG is constructed as a bevel gear differential having a differential input shaft D1 and two differential output shafts D2 and D3. The differential DG has two wheel-side output elements, in particular a first output wheel and a second output wheel, the first output wheel being connected to the first differential output shaft D2 in a rotationally fixed manner, and the second output wheel being connected to the third differential output shaft D3 in a rotationally fixed manner. The two output wheels are respectively engaged with a compensation element. The compensation element is rotatably supported around its own axis in a differential case constructed as a differential input shaft D1. The respective output wheels are connected to the respective differential output shafts D2 and D3 in a rotationally fixed manner. The drive of the differential DG is realized through the differential case, which is connected to the output shaft Ab in a rotationally fixed manner. The driving power fed into the differential DG is distributed to the two differential output shafts D2, D3 and transmitted to the drive wheels of the axle. The differential output shafts D2, D3 are set up to be connected to the drive wheels of the vehicle in a driving manner. The respective differential output shafts D2, D3 can be directly or indirectly connected to the relevant wheels via a hinge, a cardan shaft and / or a wheel hub. The first differential output shaft D2 currently extends axially through the three planetary gear sets PS1, PS2, PS3.

[0064] In addition, the electric motor EM is arranged axially parallel to the axis of symmetry R and is connected to the drive shaft An via a spur gear stage SR. The spur gear stage SR is configured to form a pre-transmission and has a first gear connected to the rotor shaft of the electric motor EM in a rotationally fixed manner, a second gear connected to the drive shaft An in a rotationally fixed manner, and an intermediate gear ZR, which is arranged axially parallel to the electric motor EM and the axis of symmetry R and meshes with the first and second gears. The spur gear stage SR not only generates additional transmission for the electric motor EM, but also adjusts the axial distance between the gearshift transmission SG and the electric motor EM as required. In other embodiments, the connection of the electric motor EM via the spur gear stage SR can also be provided so that the electric motor EM is arranged axially parallel to the gearshift transmission SG. In addition, according to Fig.12 The gearshift transmission SG corresponds to the reference according to Fig.10 The gearshift transmission SG.

[0065] Fig.13 The eleventh embodiment of the gearshift transmission SG according to the invention is shown, which is connected to the electric machine EM via a drive shaft An. Fig.13 The electric drive unit essentially corresponds to Figure 8 In other words, the third gear is in the same position as in Figure 8. Currently, the third shifting element C in the closed state, i.e. in the fifth shifting position of the sleeve SM, connects the first ring gear shaft HR1 with the second planetary carrier shaft ST2 and the output shaft Ab connected thereto in a rotationally fixed manner. The two planetary gear sets PS1, PS2 rotate as a whole. The first four shifting positions of the sleeve SM correspond exactly to the Figure 8 The first four shift positions of the sliding sleeve SM. The fifth shift position of the sliding sleeve SM is currently shown. In addition, according to Fig.13 The embodiment corresponds to the reference according to Figure 8 Embodiment of the invention.

[0066] Fig.14 The twelfth embodiment of the gearshift transmission SG according to the present invention is shown, which is connected to the electric machine EM via the drive shaft An. Fig.14 The electric drive unit essentially corresponds to Figure 5 An electric drive unit, wherein the shifting elements A, B, C are arranged on a larger diameter and the first planetary gear set PS1 is arranged radially nested for this purpose. As a result, the shifting transmission SG is more compact in the axial direction. The first planetary gear set is arranged at least partially radially within the shifting unit. For this purpose, the first planetary gear set at least partially extends axially into the shifting unit and is constructed to overlap the shifting unit at least partially in the axial direction. In addition, according to Fig.14 The embodiment corresponds to the reference according to Figure 5 Embodiment of the invention.

[0067] Reference numerals list

[0068] 100 vehicles

[0069] 101 First Axle

[0070] 102 Second Axle

[0071] R1 Wheels

[0072] R2 Wheels

[0073] R3 Wheels

[0074] R4 Wheels

[0075] An drive shaft

[0076] Ab output shaft

[0077] SG gear shift transmission

[0078] EM Motor

[0079] Stator of EMS motor

[0080] EMR motor rotor

[0081] SR cylindrical gear stage

[0082] SR1 first cylindrical gear stage

[0083] SR2 second cylindrical gear stage

[0084] ZW intermediate shaft

[0085] ZR intermediate gear

[0086] PS1 first planetary gear set

[0087] SO1 First Sun Axis

[0088] HO1 first ring gear shaft

[0089] ST1 first planet carrier shaft

[0090] PS2 second planetary gear set

[0091] SO2 Second Solar Axis

[0092] HO2 second ring gear shaft

[0093] ST2 second planet carrier shaft

[0094] PS3 speed ratio transmission

[0095] SO3 Third Sun Axis

[0096] HO3 third gear ring shaft

[0097] ST3 third planet carrier shaft

[0098] AK Actuator

[0099] G housing

[0100] R symmetry axis

[0101] DG Differential

[0102] D1 differential input shaft

[0103] D2 first differential output shaft

[0104] D3 Second differential output shaft

[0105] 30First planetary gear set

[0106] 31 Sun gear of the first planetary gear set

[0107] 32 Ring gear of the first planetary gear set

[0108] 33 Planet carrier shaft of the first planetary gear set

[0109] 40 Second planetary gear set

[0110] 41 Sun gear of the second planetary gear set

[0111] 42 Ring gear of the second planetary gear set

[0112] 43Planet carrier shaft of the second planetary gear set

[0113] SM Sliding Bushing

[0114] AFirst shift element

[0115] B Second shift element

[0116] C Third shift element

Claims

1. A gearshift transmission (SG) for a vehicle (100), the gearshift transmission comprising a first shifting element (A), a second shifting element (B), a third shifting element (C), a first planetary gear set (PS1) equipped with a first sun shaft (SO1), a first ring gear shaft (HR1) and a first planetary carrier shaft (ST1), and a second planetary gear set (PS2) equipped with a second sun shaft (SO2), a second ring gear shaft (HR2) and a second planetary carrier shaft (ST2), • in, The first sun shaft (SO1) and the second sun shaft (SO2) are connected in a rotationally fixed manner and are configured as a drive element. • wherein the first planet carrier shaft (ST1) and the second ring gear shaft (HR2) are connected in a manner that prevents relative rotation, • wherein the second planet carrier shaft (ST2) is set up as an output element, • wherein the first shift element (A), the second shift element (B) and the third shift element (C) are combined to form a shift unit having five shift positions, wherein the shift unit has a single axially displaceable sliding sleeve (SM), • wherein, in the closed state of the first shifting element (A), a first gear with a first transmission ratio is shifted, wherein, in the first gear, the first planet carrier shaft (ST1) and the second ring gear shaft (HR2) are connected to a stationary component in a rotationally fixed manner, • wherein, in the closed state of the second shifting element (B), a second gear with a second transmission ratio is engaged, wherein in the second gear, the first ring gear shaft (HR1) is connected to a stationary component in a rotationally fixed manner, • In the closed state of the third shifting element (C), a third gear designed as a direct gear with a third transmission ratio is shifted, wherein in the third gear the planetary gear sets (PS1, PS2) are interlocked.

2. The power shift transmission (SG) according to claim 1, wherein: In the engaged state, the third shifting element (C) connects the first ring gear shaft (HR1) to the second ring gear shaft (HR2) in a rotationally fixed manner.

3. The power shift transmission (SG) according to claim 1, wherein: In the engaged state, the third shifting element (C) connects the first ring gear shaft (HR1) to the first sun shaft (SO1) in a rotationally fixed manner.

4. A manual transmission (SG) according to any one of the preceding claims, wherein: The shifting unit has a neutral position between two gear positions.

5. The manual transmission (SG) according to any one of the preceding claims, wherein: All shift elements (A, B, C) are designed as form-locking shift elements. 6 . The manual transmission (SG) according to claim 1 , further comprising a differential (DG) with a differential input shaft ( D1 ) and two differential output shafts ( D2 , D3 ).

7. The power shift transmission (SG) according to claim 6, wherein: The differential (DG) is constructed as an integral differential having two radially nested planetary gear sets (30, 40).

8. The manual transmission (SG) according to any one of the preceding claims, further comprising a speed ratio transmission (PS3) equipped with a third sun shaft (SO3), a third ring gear shaft (HR3) and a third planet carrier shaft (ST3), wherein: The third sun shaft (SO3) is connected to the second planet carrier shaft (ST2) in a rotationally fixed manner, wherein the third ring gear shaft (HR3) is connected to a fixed component in a rotationally fixed manner, wherein the third planet carrier shaft (ST3) is configured for output.

9. A manual transmission (SG) according to any one of the preceding claims, wherein: The shifting unit is arranged to be radially nested with at least one of the two planetary gear sets (PS1, PS2).

10. The power shift transmission (SG) according to any one of claims 1 to 8, wherein: The shifting unit is designed to be arranged axially between an electric machine (EM) and the first planetary gear set (PS1).

11. A drive unit for a vehicle (100), comprising an electric machine (EM) and a manual transmission (SG) according to claim 1.

12. A vehicle (100) comprising at least one drive unit according to claim 11.

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