Electric drive module with shift system; electric drive transmission system

Abstract

The invention relates to an electric drive module (1) for a motor vehicle, having an electric machine (2), a planetary gear mechanism (5) which can be operated in two different gear steps (3, 4), wherein a sun wheel (7) as an input (6) of the planetary gear mechanism (5) is connected in a torque-transmitting manner to a rotor shaft (8) of the electric machine (2), and having a gear shift system (9) for shifting between the two gear steps (3, 4), wherein the gear shift system (9) is designed such that, for adjusting the gear steps (3, 4), a planet carrier (10) of the planetary gear mechanism (5) is moved axially between at least two different positions and thereby changes a torque transmission path. The invention also relates to an electric drive train (26) for a motor vehicle, having an electric drive module (1) according to any one of the preceding claims and a gearbox (54) arranged downstream of the drive module (1).

Description

Technical Field

[0001] This invention relates to an electric drive module for motor vehicles, preferably an LKW, which has a motor and a shiftable planetary gear mechanism that can operate through two different transmission stages / gears. Background Technology

[0002] The use of multi-speed transmission systems is particularly significant in electrified commercial vehicles. For especially heavy-duty LKW electric axles, each axle uses a total of two motors. In principle, it is currently possible to construct a transmission system without a clutch, as the motors can eliminate torque during gear shifts. However, with current gearbox / transmission structures, there is a problem that torque cannot be transmitted during gear shifts, thus rendering the vehicle unusable in this state. Summary of the Invention

[0003] The objective of this invention is to provide an electric drive module that ensures a simplified shifting system while continuing load transfer.

[0004] For the electric drive module of the present invention, this task is solved as follows: the sun gear, serving as the input end of the planetary gear mechanism, is connected to the rotor shaft of the motor in a torque-transmitting manner, and one output end of the planetary gear mechanism is configured as a ring gear with a shifting system for switching between two transmission stages. This shifting system is configured to allow the planet carrier of the planetary gear mechanism to move axially between at least two different positions to adjust the transmission stage, thereby changing / switching a torque transmission path. This axial displacement enables two axial movement directions, namely a first movement direction and a second movement direction. This shifting system provides a space-saving form due to the axial mobility of the planetary gear structure. Overall, in this configuration of the present invention, the shifting system of the transmission stages has been moved to the motor.

[0005] Advantageous embodiments are claimed in the dependent claims and are described in more detail below.

[0006] It is advantageous if the shifting system is constructed such that the planetary carrier, in its first position in the first transmission stage, is held fixed to a support area of ​​the housing during operation. Preferably, the planetary carrier and the support area fixed to the housing together form a form-fit connection. For this purpose, the planetary carrier may have a form-fit profile, while the support area may have a form-fit reverse profile. Thus, the planetary carrier can preferably be held rotatably fixed in the first transmission stage. The first torque transmission path can then extend from the rotating sun gear to the planetary gear meshing and rotating with the sun gear, and subsequently to the ring gear meshing with the rotating planetary gear. The first gear ratio of this first transmission stage can thus be obtained by the quotient of the number of teeth on the sun gear and the number of teeth on the ring gear. The first gear ratio is preferably less than one.

[0007] Furthermore, the shifting system can be constructed such that the planetary carrier, in the second transmission stage and at its second position, is rotatably and permanently connected to the sun gear via an internal tooth. Preferably, the planetary carrier is formed as a hollow body. Here, an internal tooth can be formed on the inside in an axial section. This constitutes a solution that saves particularly installation space. The second torque transmission path can then be transmitted directly from the sun gear to the ring gear via the planetary gears. Due to the rotatably fixed connection between the sun gear and the planetary carrier, the planetary gears are locked. The second transmission ratio of this second transmission stage is thus derived from the locked planetary gear set. The first transmission ratio is preferably one.

[0008] It is advantageous if the shifting system is constructed and the planetary carrier is oriented such that the planetary carrier is in a free position at the third position. Here, the planetary carrier can be decoupled / disengaged from the support area and the sun gear. Therefore, the motor is decoupled from the planetary gear mechanism. Preferably, the third position is axially formed between the first and second positions.

[0009] The first direction of motion describes the axial displacement from the first position to the second position, while the second direction of motion describes the axial displacement from the second position to the first position.

[0010] Preferably, the two transmission stages transmit torque in the same direction. Furthermore, the electric drive module may have a third and fourth transmission stage, achieved by reversing the rotational direction of the first or second transmission stage. Thus, the first and second transmission stages can each be used for one rotational direction of a forward gear, while the third and fourth transmission stages can be used for one rotational direction of two reverse gears. Here, switching between the first and third transmission stages and between the second and fourth transmission stages can be achieved by reversing the rotational direction. Therefore, the electric drive module can generally switch between four transmission stages or four gears.

[0011] It is advantageous if the shifting system has a first shifting element and a second shifting element connected to the first shifting element via a displacement mechanism, wherein the displacement mechanism can be driven by means of a brake to force different positions. By driving with the brake, a relative rotation in the circumferential direction from the first shifting element to the second shifting element can be achieved, thereby generating an axial displacement of the first shifting element relative to the second shifting element. Due to braking, the rotational speed of the second shifting element is lower than that of the first shifting element. In other words, the rotational rate of the second shifting element is reduced, and the second shifting element can rotate more slowly. Furthermore, the shifting system allows switching between the aforementioned three positions. Preferably, the displacement mechanism is configured such that the first shifting element can move in two rotational directions (similar to a shift drum). Preferably, the first shifting element is connected to the planetary carrier, enabling the aforementioned displacement of the planetary carrier.

[0012] It is advantageous if the brake is a magnetic brake. Here, the magnetic brake can generate a braking torque configured to decelerate the second shifting element. Preferably, the second shifting element has a material that responds to a magnetic field, so that the second shifting element can be magnetically driven.

[0013] It is suitable if the displacement mechanism has a ramp system and rolling elements formed on the first and second shifting elements. The aforementioned relative rotation can be achieved by means of the ramp system with the rolling elements, preferably balls. This is a particularly space-saving implementation.

[0014] It is advantageous if the ramp system has ramp profiles formed on the first and second shift elements respectively, and these ramp profiles extend at least segmentally along the circumferential direction. Preferably, the first shift element has a first ramp profile that extends continuously along the circumferential direction and rises and falls segmentally. Particularly preferably, the first ramp profile is formed in a radially inner region of the first shift element. Preferably, the second shift element has a second ramp profile that extends segmentally along the circumferential direction, rising and falling. Particularly preferably, the second ramp profile is formed in a radially outer region. The second shift element may have multiple, preferably three, second ramp profiles formed (segmentally) along the circumferential direction.

[0015] Furthermore, the shifting system may have a holding mechanism for maintaining at least one position of the first shifting element relative to the second shifting element. This holding mechanism is provided so that the first shifting element can be held in a holding position relative to the second shifting element even without braking torque. Preferably, multiple holding positions, particularly two, can be achieved by means of the holding mechanism. The first holding position describes the aforementioned second position. The second holding position describes the aforementioned third position. In other words, this position in the second position can be held without the braking torque.

[0016] It is advantageous if the first shift element and the second shift element have retaining profiles. Preferably, the retaining profile is a recess extending axially. Particularly preferably, the retaining profile is formed in the ramp profile at the first shift element and / or the retaining profile is arranged circumferentially between the second ramp profiles at the second shift element.

[0017] It is advantageous if the number of rolling elements is three.

[0018] Preferably, the first shifting element is connected to the ring gear (rotatably fixed) and / or axially coupled to the planetary carrier. When axially coupled to the planetary carrier, the first shifting element can ensure axial displacement of the planetary carrier in two directions of motion. Preferably, the shifting element can be coupled to the planetary carrier via a bearing. This achieves rotational decoupling. The connection between the first shifting element and the ring gear provides the energy needed to adjust the first shifting element relative to the second shifting element.

[0019] It is advantageous if the first shifting element is preloaded at at least one of the two positions by means of a spring mechanism. Due to the different rotational rates / rotations of the first and second shifting elements, the spring mechanism is preloaded by the relative rotation of the first shifting element relative to the second shifting element. This preload allows the first shifting element to move axially in the second direction of movement when the magnetic brake is deactivated, i.e., without the applied braking torque. Preferably, the spring mechanism has at least one, preferably three, springs, especially leaf springs. The connection between the aforementioned gear ring and the first shifting element is preferably achieved by means of these springs.

[0020] Preferably, the first shift element and the second shift element are configured in a ring and arranged coaxially with each other. The first shift element can be configured as an outer ring, and the second shift element can be configured as an inner ring. This achieves a shift system configuration that saves installation space.

[0021] In one embodiment, a synchronizing device can be provided that generates a synchronizing torque for adjusting the rotational speed of the planetary gears (relative to the sun gear). The synchronizing device may have a spring, preferably a pre-tensioned spring, especially a ring spring. A pre-tensioned spring has the advantage of a smaller amplitude (tension stroke) compared to an untensioned spring. Another advantage is that a higher synchronizing torque is already available from the moment the planet carrier can rotate freely. Preferably, the spring is axially positioned between the ring gear and the planetary gears arranged on the planet carrier, wherein the spring is configured to generate a synchronizing torque for adjusting the rotational speed of the planets (relative to the sun gear). With the aid of this synchronizing torque, the aforementioned second position can be reached more quickly. Due to the axial displacement of the planet carrier, the spring can be supported at the ring gear and the planetary gears. This allows the planet carrier to decelerate relative to the ring gear, and simultaneously decelerates the planetary gears at the planet carrier. This allows the orbital speed of the planet carrier to be adapted to the orbital speed of the sun gear. This facilitates the meshing of the internal teeth of the planet carrier with the sun gear.

[0022] The present invention also relates to an electric drive transmission system for a motor vehicle, preferably LKW, having the aforementioned electric drive module and a gearbox disposed downstream of the drive module.

[0023] It is advantageous if the two aforementioned drive modules are positioned upstream of the gearbox in the transmission system. Preferably, these two electric drive modules mesh with a common gear of the electric drive transmission system. This offers the advantage that the motors of the two electric drive modules can have different transmission steps. This results in higher efficiency. Furthermore, due to the different transmission steps, the electric drive modules can shift gears at different / different times. This, in turn, allows for load filling during the time period when the other electric drive module is shifting gears. Additionally, each motor can be decoupled independently from the electric drive transmission system.

[0024] In other words, the present invention relates to an electric drive module with a simple shifting system for a motor vehicle, preferably with two gears and a power rating of LKW. The drive module has a motor and a planetary gear mechanism, wherein the input of the planetary gear mechanism extends via a sun gear, and the output extends via a ring gear. For shifting, the planetary gear mechanism allows for axial movement.

[0025] In the first position, the planet carrier can engage with a housing. Here, the gear ratio is less than one. In the second position, the planet carrier can disengage from the housing. No torque transmission occurs. In the third position, the planet carrier can engage with the sun gear. The gear ratio is one.

[0026] It is advantageous if the axial displacement of the planetary carrier can be achieved via a ramp system / ramp between a first component / shifting element and a second component / shifting element. Preferably, the first component is rotatably fixed to the ring gear by means of a leaf spring and / or axially coupled to the planetary carrier. The second component can be decelerated by means of a magnetic brake. In other words, the second component can be decelerated. This deceleration allows for adjustment of the ramp system.

[0027] If the ramp system has grooves, it is suitable. Preferably, balls can be arranged in the grooves. The first component is moved axially by the balls in the grooves. The first component can be pushed back by the leaf spring in the absence of obstruction or magnetic brake. Attached Figure Description

[0028] Various advantageous embodiments of the present invention will be described in more detail below with reference to the accompanying drawings and figures.

[0029] The attached diagram shows: Figure 1 According to a first embodiment of the electric drive module of the present invention, Figure 2 According to Figure 1 The electric drive module according to the present invention, and the first shifting element and the second shifting element in the first relative rotational position, Figure 3 According to Figure 1 The electric drive module according to the present invention, and the first and second shifting elements in the second relative rotational position, Figure 4 According to Figure 1 The electric drive module according to the present invention, and the first and second shifting elements in the third relative rotational position, Figure 5 According to Figure 1 The electric drive module according to the present invention, and the first and second shifting elements in the fourth relative rotational position, Figure 6 According to a second embodiment of the electric drive module of the present invention, Figure 7 According to Figure 6 The electric drive module according to the present invention, and the first shifting element and the second shifting element in the first relative rotational position, Figure 8 According to Figure 6 The electric drive module according to the present invention, and the first and second shifting elements in the second relative rotational position, Figure 9 According to Figure 6 The electric drive module according to the present invention, and the first and second shifting elements in the third relative rotational position, Figure 10 According to Figure 6 The electric drive module according to the present invention, and the first and second shifting elements in the fourth relative rotational position, Figure 11 According to Figure 6 The electric drive module according to the present invention, and the first and second shifting elements in the fifth relative rotational position, Figure 12 shows a front view of the planetary gear mechanism with different transmission stages. Figure 13 shows electric drive systems with different implementations of electric drive modules. Detailed Implementation

[0030] These accompanying drawings are merely illustrative and intended only to illustrate the invention. The same elements are labeled with the same reference numerals. Features of the various embodiments are interchangeable and may be used selectively / cumulatively.

[0031] Figure 1An electric drive module 1, preferably LkW, for a motor vehicle according to the invention is shown, comprising a motor 2 and a shiftable planetary gear mechanism 5 operable through two different transmission stages 3, 4 / gears. The sun gear 7, serving as the input end 6 of the planetary gear mechanism 5, is connected to the rotor shaft 8 of the motor 2 in a torque-transmitting manner. A shifting system 9 is provided for switching between the two transmission stages 3, 4. The shifting system 9 is configured such that, in order to adjust the transmission stages 3, 4, the planet carrier 10 of the planetary gear mechanism 5 is axially moved between two different positions, thereby changing / switching a torque transmission path. One output end 11 of the planetary gear mechanism 5 is configured as a ring gear 12.

[0032] Figure 1 A first position in a first embodiment of the electric drive module 1 of the invention is shown in cross-sectional view.

[0033] The following is combined with Figure 1 The basic structure of the electric drive module 1 will be explained below. Referring to Figures 2 to 5, different relative rotational positions of the shifting system 9 are shown. Some components and parts are only visible in the relative rotational positions. Please refer to Figures 2 to 5 for details.

[0034] For clarity, an axial direction 13, a radial direction 14, and a circumferential direction 15 are defined. The axial direction 13 extends along a central axis 16, which is also a rotational axis of the rotor shaft 8 of the motor 2. The radial direction 14 is oriented perpendicular to the axial direction 13. The circumferential direction 15 extends about the central axis 16 of the rotor shaft 8 in a rotational direction.

[0035] exist Figure 1 In the first embodiment shown, the electric drive module 1 is shown in a first position. The first transmission stage 3 in engagement is shown here. In this example, at the axial end of the rotor shaft 8, in a region away from the housing (housing 27a of the motor 2), the sun gear 7 is connected to the rotor shaft 8 in a torque-transmitting manner. The sun gear 7 is secured on both axial sides by a retaining ring 17, 18. The planet carrier 10 is a hollow body and has a section with internal teeth 45 at its axial end.

[0036] On the axial starting side of the rotor shaft 8, in a region near the housing (housing 27a of the motor 2), an axial protrusion in the form of a hollow sleeve 19 is formed / constructed on the rotor shaft. The planetary carrier 10 is positioned radially relative to the sleeve 19 and extends at least along a segment of the rotor shaft 8 along the axial direction 13. A first bearing 67 is arranged radially between the planetary carrier 10 and the sleeve 19.

[0037] On the axial starting side, the planetary carrier is held in a support region 28 fixed to the housing. At this time, a form-fit connection 29 is formed between the sleeve 19 and the planetary carrier 10.

[0038] Planetary gears 20 are rotatably arranged at the axial end of the planet carrier 10. The planetary gears 20 mesh with the sun gear 7. Two planetary gears 20 are visible in this cross-sectional view. The planetary gear mechanism 5 has a plurality of planetary gears 20 evenly spaced apart along a circumferential direction 15. In this embodiment, the number of planetary gears 20 is three (see Figure 12). The planetary gears 20 mesh with the ring gear 12. Thus, the torque path extends via the sun gear 7 to the planetary gears 20, which transmit torque to the ring gear 12.

[0039] The gear ring 12 is fixed at its axial end to a flange 21 of a hollow shaft 22 by axial fasteners, in this example, a plurality of screws 23 spaced apart from each other in the circumferential direction 15, in a torque-transmitting manner. The hollow shaft 22 is arranged at the axial end of the rotor shaft 8. An external tooth 25 is formed on the outer side 24 of one of the flanges of the hollow shaft 22, which is configured to connect to other components of the electric drive transmission system 26 via another transmission stage in a torque-transmitting manner.

[0040] The shifting system 9 is arranged axially 13 between the gear ring 12 and the housing 27a. The shifting system 9 has a first shifting element 30, a second shifting element 31, and a brake 32, which in this example is configured as a magnetic brake. The first shifting element 30 is configured as an outer ring, while the second shifting element 31 is configured as an inner ring. On the side of the gear ring 12 opposite to the flange 21, the first shifting element 30 is connected to the gear ring 12 by means of a spring mechanism in a force-and-torque engagement manner. The first shifting element 30 has tabs 33 on its radially outer side, each tab having an axial through hole 34. The first shifting element 30 is connected to the gear ring 12 by means of rivets 35 via a leaf spring 36 of each tab 33 and screws 64 (see [link to relevant documentation]). Figure 2a and 2b ).

[0041] The two shift elements 30 and 31 are coupled to each other via a displacement mechanism and a holding mechanism. For the displacement mechanism, the first shift element 30 and the second shift element 31 have a ramp system 37 formed by ramp profiles 39 and 40 in the first shift element 30 and the second shift element 31, respectively, and have a rolling element 41. The first shift element 30 has a first ramp profile 39 extending radially inward in a circumferential direction 15 and forming an upward and downward movement in an axial direction 13. The second shift element 31 has a second ramp profile 40 extending segmentally in a circumferential direction 15, forming an upward and downward movement. The first shift element 30 and the second shift element 31 are arranged coaxially to each other. The second shift element 31 is arranged in the inner radially free region of the first shift element 30.

[0042] Rolling elements, in this example in the form of balls, are arranged in the ramp profiles 39 and 40. Generally, three rolling elements 41 are arranged 120° apart in the circumferential direction 15. The first shifting element 30 is rotatably and fixedly connected to the gear ring 12.

[0043] The shifting system 9 also includes the retaining mechanism. This retaining mechanism is achieved by retaining profiles 42 and 43 formed in the first shifting element 30 and the second shifting element 31, and rolling elements 41 positioned within these retaining profiles 42 and 43. The retaining profiles 42 and 43 are axial cuts formed in the first shifting element 30 and the second shifting element 31, respectively, to maintain the relative position of the first shifting element 30 with respect to the second shifting element 31 by means of the rolling elements 41. The retaining profiles 42 and 43 are also configured as ramps. A first retaining profile 42 is formed in a first ramp profile 39. Second retaining profiles 43 are formed at positions along the circumferential direction 15 between the second ramp profiles 40.

[0044] The brake 32 is radially spaced relative to the planetary carrier 10 and arranged on the axial starting side, such that the first shifting element 30 and the second shifting element 31 are arranged axially 13 between the gear ring 12 and the brake 32. The brake 32 generates a braking torque that allows relative rotation of the first shifting element 30 relative to the second shifting element 31 in the circumferential direction 15.

[0045] Along axis 13, a second bearing 68 is arranged between the first shifting element 30 and the planetary carrier 10. With the aid of the second bearing 68, the planetary carrier 10 can be rotatably decoupled from the ramp system 37.

[0046] exist Figures 2a to 5a In this context, the shifting system 9 is operated, and various individual positions are shown for switching from the first transmission stage 3 to the second transmission stage 4. Figures 2b to 5b The image also shows the relative rotation between the first shift element 30 and the second shift element 31. Generally, three (primary) positions can be shown: a first position, a second position, and a third position, representing the two transmission stages 3 and 4 and a (torque) free position.

[0047] exist Figure 2a and 2bIn this configuration, the rotation angle of the first shift element 30 relative to the second shift element 31 is 30° in the first relative rotation position. A braking torque is generated by the brake 32, which decelerates the second shift element 31 during its rotational motion. The first shift element 30 and the second shift element 31 rotate at different speeds. Due to this relative rotation, the rolling element 41 rolls along the ramp profiles 39, 40 in the circumferential direction 15, ensuring axial displacement of the first shift element 30 relative to the second shift element 31. Since the first shift element 30 is coupled to the planetary carrier 10 in the axial direction 13, the planetary carrier 10 is displaced in the axial direction 13 according to the first direction of motion 44 and is no longer held on the support region 28. Once the planetary carrier 10 disengages from the support region 28, the motor 2 is decoupled, and torque transmission ceases. The planetary carrier 10 rotates freely. The planetary gear mechanism 5 is in the third position.

[0048] exist Figure 3a and 3b In this configuration, the rotation angle of the first shifting element 30 relative to the second shifting element 31 is 63° in the second relative rotation position. After the planet carrier 10 disengages from the support region 28 and moves axially, the planet carrier 10 engages with the sun gear 7 using its internal teeth 45. Due to the... Figure 2a With further axial displacement, the rotational speed of the planetary carrier 10 is adapted to the rotational speed of the sun gear 7. Once their rotational speeds are synchronized, the planetary carrier 10 engages with the sun gear 7. Thus, the planetary carrier 10 and the sun gear 7 are directly connected in a torque-transmitting manner. The leaf spring 36 is tensioned by axial displacement along the first direction of motion 44. When no braking torque is applied, the leaf spring 36 can reset the displacement mechanism.

[0049] exist Figure 4a and 4bIn the third relative rotational position, the rotation angle of the first shifting element 30 relative to the second shifting element 31 is 120°. In this relative rotational position, the rolling element 41 is positioned within the holding contours 42, 43 of the first shifting element 30 and the second shifting element 31. In this position, the position can be maintained without braking torque. To release the rolling element 41 from the holding contours 42, 43 again, a higher braking torque is preferably required. In this second position, the second transmission stage 4 has been reached, i.e., the second position, and the torque of the motor 2 is transmitted via the second transmission stage 4.

[0050] exist Figure 5a and 5b In this configuration, the rotation angle of the first shift element 30 relative to the second shift element 31 is 240° in the fourth relative rotation position. Due to the configuration of the ramp profiles 39 and 40, the first shift element 30 has moved back along the second direction of motion 52, and the planetary gear mechanism 5 has returned to the first position. During this process, the first shift element 30 has rotated along the same direction of rotation.

[0051] Figure 6 A second embodiment of the electric drive module 1 is shown. The shifting system 9 operates in accordance with the first embodiment according to Figures 2 to 5. In this embodiment, the arrangement of the planetary gear mechanism 5, the shifting system 9, and the hollow shaft 22 is rotated by 180°, so that the first direction of motion 44 extends axially 13 toward the housing 27a of the motor 2, while the second direction of motion 52 extends in the opposite axial direction. The support region 28 is formed in this example on a housing 27b (the housing of the planetary gear mechanism 5). In this embodiment, the sleeve 19 is fixed to the housing 27b by means of a threaded connection.

[0052] In this embodiment, the electric drive module 1 has a synchronization device 46. For this purpose, a spring 47 is arranged axially between the hollow shaft 22 and the planetary gear 20. The spring 47 is arranged axially on a second hollow shaft 48. The second hollow shaft 48 has a flange 49, and the spring 47 rests against the flange on one axial side. On the second axial side of the spring 48, the spring is held and preloaded by a retaining ring 50.

[0053] exist Figures 7a to 11aIn this illustration, the shifting system 9 is operated according to a second embodiment of the electric drive module 1, and various individual positions for switching from the first transmission stage 3 to the second transmission stage 4 are shown, wherein the electric drive module 1 and the shifting elements 30, 31 are shown in different relative rotational positions. Figures 7b to 11b The image shows the relative rotation between the first shift element 30 and the second shift element 31.

[0054] For the operation process of the shift system 9, please refer to [link / reference]. Figures 2a to 5a The operation of the synchronization device 46 will be described below.

[0055] exist Figure 7a and 7b In this configuration, the rotation angle of the first shifting element 30 relative to the second shifting element 31 is 30° in the first relative rotation position. Due to the axial displacement along the first direction of motion 44, the spring 47 is displaced axially as well. In this position, the spring 47 remains on the retaining ring 50.

[0056] exist Figure 8a and 8b In this fifth relative rotational position, the rotation angle of the first shifting element relative to the second shifting element is 31°. In this position, the spring 47 is now supported on both the inner end face 51 of the hollow shaft 22 and the planetary gear 20, more specifically, on the flange 49 of the second hollow shaft 49. From this position, a synchronizing torque is generated, which helps to adapt the rotational speed of the planetary carrier 10 to the rotational speed of the sun gear 7. Furthermore, this synchronizing torque enables the planetary gear 20 to decelerate. This allows for a faster shift to the second transmission stage 4, so that the planetary carrier 10 can mesh with the sun gear 7 via its internal teeth 45.

[0057] exist Figures 12a to 12d The diagram illustrates the different gear positions achievable using the planetary gear mechanism 5. The planetary gear mechanism 5 is shown in a front view for this purpose. Figure 12aThe diagram shows the first gear, i.e., the first forward gear. Here, the rotor shaft 8 carries a torque, and therefore the sun gear 7 also rotates counterclockwise as shown. The planet carrier 10 is held on the support area 28 according to the aforementioned embodiment. Thus, the planet carrier 10 is rotatably fixed and does not rotate. The planet gear 20, which meshes with the sun gear 7, rotates clockwise on one of the ribs of the planet carrier 10. The ring gear 12, which meshes with the planet gear 20, also rotates clockwise. This is the first torque transmission path and the first transmission stage 3.

[0058] Figure 12b The second gear, i.e., the second forward gear, is shown. In this embodiment, the planet carrier 10 is connected to the sun gear 7 via the internal gear 45 in a torque-transmitting manner (see [link]). Figure 4a Torque is transmitted directly to the planet carrier 10 via the sun gear 7, and the planet carrier transmits torque to the ring gear 12 via the planetary gear 20. The rotor shaft 8 rotates clockwise, thereby the planetary gear 20, which meshes with the sun gear 7, directly transmits torque to the ring gear 12. The ring gear 12 also rotates clockwise. This is the second torque transmission path and the second transmission stage 4.

[0059] Figure 12c The first reverse gear is now shown. Here, the rotor shaft 8 is along with... Figure 12a The rotation is in the opposite direction shown. Therefore, the sun gear 7, the planetary gear 20, and the ring gear 12 also change their rotation direction. This is the third transmission stage 65.

[0060] Figure 12d The second reverse gear is now shown. Here, the rotor shaft 8 is along with... Figure 12b The rotation is in the opposite direction shown. Therefore, the sun gear 7 and the ring gear 12 also change their direction of rotation. This is the fourth transmission stage 66.

[0061] Figure 13a An electric drive transmission system 26 having the electric drive module 1 according to a first embodiment is shown.

[0062] Along the first torque transmission path, in the direction following the electric drive module 1, the electric drive transmission system 26 has an intermediate shaft 53, a gear stage 54, another (second) planetary gear mechanism 55, and three synchronization units 56, 57, and 58. Torque is transmitted via the external teeth 25 of the first hollow shaft 22 and via the gear stage 54 to a freely rotating gear 59 on the intermediate shaft 53. Torque can be further transmitted via a total of two synchronization units 56 and 57. With the aid of the first synchronization unit 56, the gear 59 can be directly connected to the intermediate shaft 53 in a torque-transmitting manner. With the aid of the second synchronization unit 57, torque can be transmitted to the other planetary gear mechanism 55. With the aid of the third synchronization unit 58, the torque continuing to be transmitted via the other planetary gear mechanism 55 can be transmitted to the intermediate shaft 53. Here, a planet carrier 60 of the planetary gear mechanism 55 can be connected to the intermediate shaft 53.

[0063] The electric drive module 1 is arranged twice in the electric drive transmission system 26. Both electric drive modules mesh with gear 59 of the gear stage 54.

[0064] The intermediate shaft 53 engages with a differential 61 in a torque-transmitting manner, the differential transmitting torque to a driven wheel 62, 63 respectively.

[0065] Figure 13b An electric drive transmission system 26 with the electric drive module 1 of the second embodiment is shown. The configuration of the electric drive transmission system 26 described above also applies here.

[0066] Explanation of reference numerals in the attached figures 1 Electric drive module 2 motors 3 First transmission stage 4 Second transmission stage 5. Planetary gear mechanism 6 Inputs 7. Sun Chakra 8 Rotor shaft 9. Gear Shifting System 10 Planetary Carrier 11 Output 12 Gear Ring 13 Axial 14 Radial 15. Circumferential direction 16. Central Axis 17. Snap ring 18 clasps 19 Sleeves 20 Planetary Gears 21 Flange 22 Hollow Shaft 23 Screws 24 Outer side 25 External teeth 26 Electric drive transmission system 27a Housing 27b Housing 28 Support Area 29. Shape-matching connection 30 First shift element 31 Second shift element 32 Brake 33 convex plates 34 through holes 35 Rivets 36 leaf springs 37. Slope System 38. Maintenance mechanism 39. First Slope Profile 40. Second slope profile 41 Rolling elements 42 First, maintain the outline 43 Second, maintain the outline 44 First direction of motion 45 internal teeth 46 Synchronization device 47 Springs 48 Hollow Shaft 49 Flange 50 clasps 51 end face 52 Second direction of motion 53 Intermediate Shaft 54 Gear Stage 55 Planetary Gear Mechanism 56 First Synchronization Unit 57 Second Synchronization Unit 58 Third Synchronization Unit 59 Gears 60 planetary carriers 61 Differential 62 First driven wheel 63 Second driven wheel 64 screws 65 Third transmission stage 66 Fourth transmission stage 67 First Bearing 68 Second Bearing

Claims

1. An electric drive module (1) for a motor vehicle, comprising a motor (2) and a planetary gear mechanism (5) operable through two different transmission stages (3,4), wherein, The sun gear (7), which serves as the input end (6) of the planetary gear mechanism (5), is connected to the rotor shaft (8) of the motor (2) in a torque-transmitting manner, and a shifting system (9) for switching between the two transmission stages (3, 4), wherein the shifting system (9) is configured to change a torque transmission path by moving the planet carrier (10) of the planetary gear mechanism (5) axially between at least two different positions in order to adjust the transmission stages (3, 4).

2. The electric drive module (1) according to claim 1, characterized in that, The shifting system (9) is configured such that the planetary carrier (10) is held in a first position in the first transmission stage (3) on a support area (28) fixed to the housing during operation.

3. The electric drive module (1) according to claim 1 or 2, characterized in that, The shifting system (9) is configured such that the planet carrier (10) is rotatably and fixedly connected to the sun gear (7) at a second position in the second transmission stage (4).

4. The electric drive module (1) according to any one of claims 1 to 3, characterized in that, The shifting system (9) is configured such that the planetary carrier (10) is oriented such that the planetary carrier (10) is in a free position at the third position.

5. The electric drive module (1) according to any one of claims 1 to 4, characterized in that, The shifting system (9) has a first shifting element (30) and a second shifting element (31) connected to the first shifting element (30) via a displacement mechanism, wherein the displacement mechanism can be driven by a brake (32).

6. The electric drive module (1) according to claim 5, characterized in that, The displacement mechanism has a ramp system (37) formed on the first shift element (30) and the second shift element (31) and a rolling element (41).

7. The electric drive module (1) according to claim 5 or 6, characterized in that, The first shifting element (30) is preloaded at one of at least two positions by means of a spring mechanism.

8. The electric drive module (1) according to any one of claims 1 to 7, characterized in that, A synchronizing device (46) is provided, which generates a synchronizing torque for adjusting the rotational speed of the planetary gear (20).

9. An electric drive transmission system (26) for a motor vehicle, comprising an electric drive module (1) according to any of the preceding claims and a gearbox (54) disposed downstream of the drive module (1).

10. The electric drive transmission system (26) according to claim 9, characterized in that, The two drive modules (1) according to any one of claims 1 to 7 are disposed upstream of the gearbox (54).

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