Automatic transmission

Abstract

Automatic transmission comprising a transmission housing (GG), a rotatable transmission input shaft (AN), a rotatable transmission output shaft (AB), a first, second, third and fourth planetary gear set (RS1, RS2, RS3, RS4) each with three elements (SO1, SO2, SO3, SO4; ST1, ST2, ST3, ST4; HO1, HO2, HO3, HO4), and a first, second, third, fourth and fifth shift element (A, B, C, D, E) for shifting different gear ratios between the transmission input shaft (AN) and the transmission output shaft (AB), wherein the second element (ST2) of the second planetary gear set (RS2) forms the transmission input shaft (AN), wherein the second element (ST4) of the fourth planetary gear set (RS4) forms the transmission output shaft (AB), and wherein the first element (SO1) of the first planetary gear set (RS1) can be fixed to the transmission housing (GG) via the first shift element (A).wherein the second element (ST1) of the first planetary gear set (RS1) and the third element (HO4) of the fourth planetary gear set (RS4) are permanently connected to each other, wherein the third element (HO1) of the first planetary gear set (RS1) can be fixed to the gearbox housing (GG) via the second switching element (B), wherein the first element (SO4) of the fourth planetary gear set (RS4) can be connected to the second element (ST2) of the second planetary gear set (RS2) via the third switching element (C), wherein the third element (HO2) of the second planetary gear set (RS2) and the first element (SO3) of the third planetary gear set (RS3) are permanently connected to each other and can be connected to the first element (SO4) of the fourth planetary gear set (RS4) via the fifth switching element (E), wherein an element of the fourth planetary gear set (RS4) is permanently connected to an element of the third planetary gear set (RS3),while another element of the fourth planetary gear set (RS4) can be connected via the fourth switching element (D) to another element of the third planetary gear set (RS3), such that the third planetary gear set (RS3) can be brought into the power flow of the automatic transmission (GE) by closing the fourth switching element (D), characterized in that the automatic transmission (GE) comprises a fifth planetary gear set (RS5) with three elements (SO5, ST5, HO5), wherein the first element (SO5) of the fifth planetary gear set (RS5) is permanently connected to the third element (HO2) of the second planetary gear set (RS2), wherein the second element (ST5) of the fifth planetary gear set (RS5) is permanently connected to the first element (SO2) of the second planetary gear set (RS2) and can be fixed to the transmission housing (GG) via a sixth switching element (F) of the automatic transmission (GE),and wherein the third element (HO5) of the fifth planetary gear set (RS5) is permanently connected to the first element (SO1) of the first planetary gear set (RS1), wherein each planetary gear set has a first element designed as a sun gear (SO1, SO2, SO3, SO4, SO5), and that each planetary gear set designed as a minus planetary gear set has a second element designed as a planet carrier (ST1, ST2, ST3, ST4, ST5) and a third element designed as a ring gear (HO1, HO2, HO3, HO4, HO5), while each planetary gear set designed as a plus planetary gear set has a second element designed as a ring gear and a third element designed as a planet carrier.

Description

The present invention relates to an automatic transmission in planetary design with several switching elements for switching several gear ratios between the input shaft and the output shaft of the automatic transmission according to the preamble of claim 1. Automatically shiftable planetary gear transmissions are already well-documented in the prior art and are subject to continuous development and improvement. These transmissions are designed to have a sufficient number of gears and a gear ratio well-suited for motor vehicles, with a wide overall ratio spread, favorable stepovers, and a sufficiently high starting gear ratio for the application. At the same time, these transmissions should require minimal construction effort, particularly a small number of shift elements. Typically, so-called group shifts are avoided in sequential shifting; that is, when shifting to the next higher or lower gear, only one previously closed shift element is opened and another previously opened shift element is closed. From DE 10 2005 002 337 A1, an automatic transmission is known with an input shaft, an output shaft, four individual simple planetary gear sets, and five shift elements, in which a total of eight forward gears can be shifted without group shifting by selectively closing three of these five shift elements at a time, and a reverse gear can also be shifted. Fig. 1 shows a schematic representation of this automatic transmission. The four planetary gear sets are designated RS1, RS2, RS3, and RS4 and are arranged in a transmission housing GG of the automatic transmission in the axial direction in the sequence "RS1 - RS2 - RS3 - RS4". Each of these four planetary gear sets RS1, RS2, RS3, and RS4 comprises a sun gear, a ring gear, and a planet carrier with planet gears rotatably mounted on this planet carrier, which mesh with the sun gear and ring gear. The five shift elements are designated by the letters A to E in Fig. 1.The automatic transmission comprises a total of eight rotatable shafts, which are numbered 1 to 8 in Fig. 1. Regarding the coupling of the planetary gear set elements, the following is provided: The planet carrier ST2 of the second planetary gear set RS2 forms the first rotatable shaft 1, which is designed as the transmission input shaft AN. The planet carrier ST4 of the fourth planetary gear set RS4 forms the second rotatable shaft 2, which is designed as the transmission output shaft AB. The sun gear SO1 of the first planetary gear set RS1 and the sun gear SO2 of the second planetary gear set RS2 are permanently connected to each other and form the third rotatable shaft 3. The planet carrier ST1 of the first planetary gear set RS1 and the ring gear HO4 of the fourth planetary gear set RS4 are permanently connected to each other and form the fourth rotatable shaft 4. The ring gear HO1 of the first planetary gear set RS1 forms the fifth rotatable shaft 5. The ring gear HO3 of the third planetary gear set RS3 and the sun gear SO4 of the fourth planetary gear set RS4 are permanently connected to each other and form the sixth rotatable shaft 6.The ring gear HO2 of the second planetary gear set RS2 and the sun gear SO3 of the third planetary gear set RS3 are permanently connected to each other and form the seventh rotatable shaft 7. The planet carrier ST3 of the third planetary gear set RS3 forms the eighth rotatable shaft 8. Regarding the arrangement of the switching elements in the power flow of the transmission, the following is provided: The first switching element A is designed as a brake and is arranged in the power flow between the third rotatable shaft 3 and the transmission housing GG. The second switching element B is designed as a brake and is arranged in the power flow between the fifth rotatable shaft 5 and the transmission housing GG. The third switching element C is designed as a clutch and is arranged in the power flow between the first and sixth rotatable shafts 1, 6. The fourth switching element D is designed as a clutch and is arranged in the power flow between the second and eighth rotatable shafts 2, 8, so that the third planetary gear set RS3 can be brought into the power flow of the transmission by closing the fourth switching element D.The fifth switching element E is designed as a clutch and is arranged in the power flow between the sixth and seventh rotatable shafts 6, 7, so that when the fifth switching element E is closed, sun gear SO3, planet carrier ST3 and ring gear HO3 of the third planet gear set RS3 rotate at the same speed. A very similar automatic transmission with respect to the kinematics of this 8-speed automatic transmission is known from US 7,699,741 B2. In this transmission, the first planetary gear set is designated "16", the second planetary gear set "18", the third planetary gear set "20", and the fourth planetary gear set "22", while the first shift element is designated "90", the second shift element "92", the third shift element "80", the fourth shift element "84", and the fifth shift element "82".The differences to DE 10 2005 002 337 A1 are as follows: The eighth rotatable shaft of the gearbox is now formed by the ring gear “54” of the third planet gear set “20”, so that the switching element “84”, via which the third planet gear set “20” can be brought into the power flow of the gearbox, is now arranged in the power flow between the ring gear “54” of the third planet gear set “20” and the sun gear “72” of the fourth planet gear set “22”, while the planet carrier “56” of the third planet gear set “20” is permanently connected to the planet carrier “76” of the fourth planet gear set “22” and the gearbox output shaft “14”.The sixth rotatable shaft of the gearbox is now solely formed by the sun gear "72" of the fourth planetary gear set "22", so that the fifth switching element "82", which is arranged in the power flow between the sun gear "72" of the fourth planetary gear set "22" and the sun gear "52" of the third planetary gear set "20", no longer automatically locks the third planetary gear set "20" when closed. To lock the third planetary gear set "20", the fourth and fifth switching elements "84" and "82" must now be closed simultaneously. Document DE 10 2009 029 156 A1 discloses a multi-stage planetary gear unit comprising a first, second, third, and fourth planetary gear set coupled by means of shafts and switching elements, wherein the fourth planetary gear set is arranged on the output side and connected to the output shaft, characterized in that a fifth planetary gear set is connected downstream of the fourth planetary gear set, wherein a first element of the downstream planetary gear set is connected to a shaft that can be coupled to a housing of the gear unit via an additional brake, a second element of the downstream planetary gear set is connected to the output shaft of the gear unit, and wherein a third element of the downstream planetary gear set is connected to a further shaft connected to an element of the first, second, third, and fourth planetary gear set, such thatthat an additional high-ratio forward gear and / or reverse gear is added, or that a finer gradation is achieved through further gear ratios within the range of existing gear ratios. DE 10 2015 214 217 A1 discloses a multi-stage planetary gear unit for a vehicle with a housing, wherein a first shaft is provided as the drive and a second shaft as the output, wherein four planetary gear sets and seven further shafts are provided, wherein five switching elements are provided, and wherein three of the switching elements are closed to achieve each gear ratio.It is provided that an additional fifth planetary gear set is provided, which is connected via an additional switching element in such a way that at least ten forward gears and at least one reverse gear can be achieved by actuating the switching elements, that the sun gear of the fifth planetary gear set can be connected to or is connected to the first shaft or the third shaft, that the planet carrier of the fifth planetary gear set is connected to the planet carrier of the third planetary gear set, and that the ring gear of the fifth planetary gear set can be connected to or is connected to the second shaft. The present invention is based on the objective of further developing these automatic transmissions known from the prior art, in particular with regard to modular application possibilities with a high number of gears adaptable to the respective application. This problem is solved according to the invention by an automatic transmission with the features of claim 1. Further advantageous embodiments and developments of the invention are set out in the dependent claims. The invention relates to an automatic transmission comprising a transmission housing, a rotatable transmission input shaft, a rotatable transmission output shaft, a first, second, third, and fourth planetary gear set, each with three elements, and a first, second, third, fourth, and fifth switching element for switching between different gear ratios between the transmission input shaft. The second element of the second planetary gear set forms the transmission input shaft, while the second element of the fourth planetary gear set forms the transmission output shaft. The first element of the first planetary gear set can be fixed to the transmission housing via the first switching element. The second element of the first planetary gear set and the third element of the fourth planetary gear set are permanently connected to each other. The third element of the first planetary gear set can be fixed to the transmission housing via the second switching element.The first element of the fourth planetary gear set can be connected to the second element of the second planetary gear set via the third switching element. The third element of the second planetary gear set and the first element of the third planetary gear set are permanently connected to each other and can be connected to the first element of the fourth planetary gear set via the fifth switching element. To ensure that the third planetary gear set can be brought into the power flow of the automatic transmission by closing the fourth switching element, one element of the fourth planetary gear set is permanently connected to an element of the third planetary gear set, while another element of the fourth planetary gear set can be connected to another element of the third planetary gear set via the fourth switching element. According to the invention, the automatic transmission additionally comprises a fifth planetary gear set with three elements and a sixth shifting element. The first element of the fifth planetary gear set is permanently connected to the third element of the second planetary gear set, while the third element of the fifth planetary gear set is permanently connected to the first element of the first planetary gear set (RS1). Furthermore, the second element of the fifth planetary gear set is permanently connected to the first element of the second planetary gear set and can be fixed to the transmission housing via the sixth shifting element. The term "element of a planetary gear set" refers to a sun gear, a planet carrier, or a ring gear of this planetary gear set. In the context of coupling a switching element to a planetary gear set, the term "permanently connected" means that the input or output element of the respective switching element is directly connected to one of the elements of the respective planetary gear set via a rotationally fixed or rotationally flexible connection, so that there is always a fixed speed relationship between this planetary gear set element and the input or output element of this switching element. In the context of coupling a switching element to a shaft, the term "permanently connected" means that the input or output element of the respective switching element is directly connected to the respective shaft via a rotationally fixed or rotationally flexible connection, so that there is always a fixed speed relationship between this shaft and the input or output element of this switching element. In the context of coupling one planetary gear set to another, the term "permanently connected" means that one of the elements of the respective planetary gear set is directly connected to one of the elements of the respective other planetary gear set via a rotationally fixed or torsionally flexible connection, so that there is always a fixed rotational speed relationship between these two planetary gear set elements. This permanent connection includes a one-piece construction as well as a design as a single component, such as a planet carrier-planet carrier coupling or a ring gear-ring gear coupling, in which both ring gears have the same tooth geometry. In the context of the coupling of a planetary gear set element or a switching element to the housing, the term "permanently connected" means that the respective planetary gear set element or the output element of the respective switching element is directly connected to the housing by a rotationally fixed or torsionally flexible connection, so that the respective planetary gear set element or the output element of the respective switching element is always stationary. In a first preferred embodiment of the invention, the first element of the fourth planetary gear set is permanently connected to the third element of the third planetary gear set, while the second element of the fourth planetary gear set can be connected to the second element of the third planetary gear set via the fourth switching element. In a second preferred embodiment of the invention, the second element of the fourth planetary gear set is permanently connected to the second element of the third planetary gear set, while the first element of the fourth planetary gear set can be connected to the third element of the third planetary gear set via the fourth switching element. Each planetary gear set can be configured as a negative or positive planetary gear set. Each planetary gear set has a first element configured as a sun gear. Each negative planetary gear set has a second element configured as a planet carrier and a third element configured as a ring gear, while each positive planetary gear set has a second element configured as a ring gear and a third element configured as a planet carrier. A negative planetary gear set, as is known, has a planet carrier with planet gears rotatably mounted on it, all of which mesh with the sun gear and ring gear of this planetary gear set.A plus planetary gear set, on the other hand, is known to have a planet carrier with inner and outer planet gears rotatably mounted on it, with each of the inner planet gears meshing with one outer planet gear and with the sun gear of the plus planetary gear set, while each of the outer planet gears meshing with one inner planet gear and with the ring gear of the plus planetary gear set. The automatic transmission according to the invention, which is particularly suitable for use in the drivetrain of a motor vehicle, thus has a unique kinematic design compared to the prior art, whereby, using the now six shift elements, up to ten forward gears with practically useful ratios and gear spacing can be selected. In addition, up to two reverse gears can be selected. Preferably, in the automatic transmission according to the invention, three of the six switching elements are closed in each gear, wherein when changing from one gear to the subsequent higher or lower gear, only one of the previously closed switching elements is opened and a previously open switching element is closed, so that so-called group shifts are avoided when sequentially shifting up and down by one gear at a time. To represent ten forward gears and two reverse gears with the six shift elements, the following shift logic or gear logic can be implemented: In the first forward gear, the second, third, and sixth shift elements are torque-conducting. In the second forward gear, preferably the second, fifth, and sixth shift elements are torque-conducting, or alternatively, the first, second, and third shift elements. In the third forward gear, the first, second, and fifth shift elements are torque-conducting. In the fourth forward gear, the second, third, and fifth shift elements are torque-conducting. In the fifth forward gear, the second, fourth, and fifth shift elements are torque-conducting. In the sixth forward gear, the second, third, and fourth shift elements are torque-conducting. In the seventh forward gear, the third, fourth, and fifth shift elements are torque-conducting.In eighth forward gear, preferably the first, third, and fourth shift elements are torque-conducting; alternatively, the third, fourth, and sixth shift elements are torque-conducting. In ninth forward gear, the first, fourth, and fifth shift elements are torque-conducting. In tenth forward gear, the fourth, fifth, and sixth shift elements are torque-conducting. In first reverse gear, the first, second, and fourth shift elements are torque-conducting, while in second reverse gear, the second, fourth, and sixth shift elements are torque-conducting. This exemplary shift logic allows for a maximum number of gears and a maximum gear ratio spread, which is particularly well-suited for a modular transmission system with variants of varying gear ratios. Advantageously, the first forward gear can be designed as a crawler forward gear with a very high starting ratio, and the first reverse gear as a crawler reverse gear with a very high starting ratio. These two crawler gears can then be enabled only in specific vehicle types—for example, trucks, pickups, or off-road vehicles. Alternatively, these crawler gears can be activated only situationally, for example, in conjunction with a specific driver command in an off-road vehicle. Therefore, the shift logic proposed for a 10-speed automatic transmission yields an attractive variant in terms of gear ratio spread and spacing if the original first forward gear is separated or eliminated as a crawler forward gear, and if the original first reverse gear is separated or eliminated as a crawler reverse gear. Such a modified shift logic results in an automatic transmission with nine forward gears and one reverse gear, which can be shifted independently of the range, with the option of an additional crawler forward gear and the option of an additional crawler reverse gear. Another option, based on the shift logic proposed for a 10-speed automatic transmission, is to eliminate the original seventh forward gear. This modified shift logic would result in an automatic transmission with at least eight forward gears that can be shifted independently of ranges, and at least one reverse gear, without compromising the gear ratio spread, provided the option for the additional crawler forward and reverse gears is retained. The proposed elimination of the direct drive gear in the 10-speed automatic transmission will have little practical impact given the still very fine gear ratios. From the consideration of the diverse switching options, it is evident that the automatic transmission according to the invention enables a particularly advantageous modular use in motor vehicles with different numbers of gears, without having to structurally modify the automatic transmission. Provided that the kinematics according to the invention for the coupling of the five planetary gear sets to each other, to the various switching elements, to the input shaft, and to the output shaft are retained, the structural design of the automatic transmission can be varied within wide limits. Preferably, all planetary gear sets are designed as negative planetary gear sets for optimal efficiency, with the planet gears meshing with the sun gear and ring gear of this planetary gear set. As already mentioned at the outset, however, one or more of the planetary gear sets can also be designed as positive planetary gear sets, which allows for alternative spatial arrangements of individual switching elements within the transmission housing. Regarding the spatial arrangement of the five planetary gear sets within the automatic transmission housing, one embodiment proposes arranging the five planetary gear sets coaxially and axially in series in the defined sequence "first, fifth, second, third, fourth planetary gear set". All switching elements can be easily supplied with the hydraulic fluid required for actuation in a low-leakage manner. For applications where the drive and output of the automatic transmission are arranged coaxially, it is advantageous for the first planetary gear set to be the one facing the drive of the automatic transmission. Of course, other spatial arrangements of the five planetary gear sets within the automatic transmission housing are also possible, which also allows for alternative arrangements of the shift elements. For example, another embodiment proposes arranging the five planetary gear sets coaxially to each other and axially one behind the other in the defined sequence "first, fifth, third, second, fourth planetary gear set". Provided that the kinematics according to the invention for the coupling of the five planetary gear sets to each other, to the various switching elements, to the drive shaft and to the output shaft is maintained, the spatial arrangement of the switching elements within the gearbox housing can also be varied within wide limits. In a preferred spatial arrangement of the switching elements, the first switching element, designed as a brake, and the additional sixth switching element, also designed as a brake, are arranged on the side of the first planetary gear set facing away from the fifth planetary gear set. The second switching element, designed as a brake, is preferably arranged radially above the first planetary gear set in an axial direction. The third switching element, the fourth switching element, and the fifth switching element, designed as clutches, are preferably arranged axially adjacent to one another between the third and fourth planetary gear sets in an axial direction. The fifth switching element is adjacent to the third planetary gear set, and the fourth switching element is adjacent to the fourth planetary gear set, such that the third switching element is positioned between the fourth and fifth switching elements. All proposed embodiments and configurations of an automatic transmission according to the invention exhibit practically usable gear ratios with a very wide overall spread and favorable gear ratios with regard to drivability, particularly for passenger cars and light commercial vehicles, which has a positive effect on the desired low fuel consumption. Furthermore, the automatic transmission according to the invention is also characterized by good efficiency. Advantageously, the automatic transmission according to the invention makes it possible to start the vehicle using either an external starting element or an internal friction shift element. An external starting element can be designed, for example, as a hydrodynamic torque converter (preferably with a converter lock-up clutch), as a so-called dry starting clutch, as a so-called wet starting clutch, as a magnetic powder clutch, or as a centrifugal clutch, in a manner known per se. Alternatively, instead of arranging such a starting element in the direction of power flow between the drive motor and the automatic transmission, the external starting element can also be arranged downstream of the automatic transmission in the direction of power flow, in which case the drive shaft of the automatic transmission is permanently connected to the crankshaft of the drive motor in a torsionally rigid or torsionally elastic manner.The second shift element, designed as a brake, is particularly suitable as an internal transmission starting element; in the described transmission design, it is torque-leading in the first six forward gears and in both reverse gears as a 10-speed automatic transmission. Furthermore, the automatic transmission according to the invention is designed to allow adaptation to different drivetrain configurations, both in terms of power flow direction and spatial arrangement. Thus, with the same transmission configuration, different gear ratios can be achieved depending on the standard gear ratio of the individual planetary gear sets, enabling application- or vehicle-specific variations. Moreover, without any special design modifications, the input and output shafts of the automatic transmission can be arranged either coaxially or parallel to each other. An axle differential and / or a transfer case differential can be arranged on the input or output side of the automatic transmission. It is also possible to provide additional freewheels at any suitable location within the automatic transmission, for example, between a shaft and the housing or to connect two shafts.A wear-free brake, such as a hydraulic or electric retarder, can also be arranged on each shaft, preferably on the drive shaft or the output shaft. This is particularly important for use in commercial vehicles. Furthermore, a power take-off (PTO) can be provided on each shaft, preferably on the drive shaft or the output shaft, to drive additional components. A further advantage of the automatic transmission according to the invention is its suitability for use in a hybrid powertrain. In principle, an electric machine can be attached to each of its rotatable shafts as a generator and / or as an additional drive motor. Preferably, such an electric machine is coupled directly to the transmission input shaft or directly to the transmission output shaft. However, the proposed gear set concept also allows such an electric machine to be coupled directly to the ninth rotatable shaft or even directly to the third rotatable shaft in a structurally simple manner, so that the electric machine can then also provide support torque during individual gear changes. The switching elements used can be designed as load-switching clutches or brakes. In particular, friction-based clutches or brakes – such as multi-plate clutches, band brakes, and / or cone clutches – can be used. However, positive-locking brakes and / or clutches – such as synchronizers or jaw clutches – can also be used as switching elements. The invention is explained in more detail below with reference to the drawings. Identical or comparable components are also provided with the same reference numerals. The drawings show: Fig. 1 a schematic representation of the generic automatic transmission known from the prior art; Fig. 2 a schematic representation of a first embodiment of an automatic transmission according to the invention; Fig. 3 an exemplary shift diagram for the automatic transmission according to Fig. 2; and Fig. 4 a schematic representation of a second embodiment of an automatic transmission according to the invention. The wheelset scheme of the type of automatic transmission known from the prior art, as shown in Fig. 1, has already been explained in detail in the introductory description. Fig. 2 shows a gear set diagram of a first embodiment of an automatic transmission according to the invention. The transmission GE, designed as an automatic transmission, comprises a transmission input shaft AN, a transmission output shaft AB, five planetary gear sets RS1, RS2, RS3, RS4, and RS5, and six switching elements A, B, C, D, E, and F, all of which are arranged in a transmission housing GG of the transmission GE. The five planetary gear sets RS1, RS2, RS3, RS4, and RS5 are arranged, by way of example, coaxially and axially one behind the other, in the sequence "RS1 - RS5 - RS2 - RS3 - RS4", wherein the first planetary gear set RS1 faces a drive of the transmission GE. The transmission GE comprises a total of nine rotatable shafts, which are designated by the numbers 1 to 9 in Fig. 2, wherein the first rotatable shaft 1 serves as the transmission input shaft AN, while the second rotatable shaft 2 serves as the transmission output shaft AB. The gearbox GE can be driven, for example, by an internal combustion engine whose rotatable crankshaft is operatively connected to the gearbox input shaft AN of the gearbox GE via a starting element designed as a torque converter. For the sake of simplicity, the drive of the gearbox GE is not shown in detail in Fig. 2. Depending on the application, a person skilled in the art would also provide a different starting element, such as a starting clutch. Each of the five planetary gear sets RS1, RS2, RS, RS4, RS5 is designed as a so-called negative planetary gear set, comprising three elements for improved efficiency. The first planetary gear set, RS1, includes a sun gear SO1 as its first element, a planet carrier ST1 as its second element, and a ring gear HO1 as its third element. Due to the design of the first planetary gear set RS1 as a negative planetary gear set, planet gears PL1 are rotatably mounted on the planet carrier ST1, all meshing with sun gear SO1 and ring gear HO1. The second planetary gear set RS2 includes a sun gear SO2 as its first element, a planet carrier ST2 as its second element, and a ring gear HO2 as its third element. Due to the design of the second planetary gear set RS2 as a negative planetary gear set, planet gears PL2 are rotatably mounted on the planet carrier ST2, all meshing with sun gear SO2 and ring gear HO2.The third planetary gear set RS3 comprises, as its first element, a sun gear SO3, as its second element, a planet carrier ST3, and as its third element, a ring gear HO3. Due to the design of the third planetary gear set RS3 as a negative planetary gear set, planet gears PL3 are rotatably mounted on the planet carrier ST3, all meshing with the sun gear SO3 and the ring gear HO3. The fourth planetary gear set RS4 comprises, as its first element, a sun gear SO4, as its second element, a planet carrier ST4, and as its third element, a ring gear HO4. Due to the design of the fourth planetary gear set RS4 as a negative planetary gear set, planet gears PL4 are rotatably mounted on the planet carrier ST4, all meshing with the sun gear SO4 and the ring gear HO4. The fifth planetary gear set RS5 comprises, as its first element, a sun gear SO5, as its second element, a planet carrier ST5, and as its third element, a ring gear HO5.According to the design of the fifth planetary gear set RS5 as a minus planetary gear set, planet gears PL5 are rotatably mounted on the planetary gear carrier ST5, all of which mesh with sun gear SO5 and ring gear HO5. Regarding the coupling of the planetary gear set elements, the following is provided: The planet carrier ST2 of the second planetary gear set RS2 forms the first rotatable shaft 1 of the gearbox GE and thus the gearbox input shaft AN. The planet carrier ST4 of the fourth planetary gear set RS4 forms the second rotatable shaft 2 of the gearbox GE and thus the gearbox output shaft AB. The sun gear SO1 of the first planetary gear set RS1 and the ring gear HO5 of the fifth planetary gear set RS5 are permanently connected and together form the third rotatable shaft 3 of the gearbox GE. The planet carrier ST1 of the first planetary gear set RS1 and the ring gear HO4 of the fourth planetary gear set RS4 are permanently connected and together form the fourth rotatable shaft 4 of the gearbox GE. The ring gear HO1 of the first planetary gear set RS1 forms the fifth rotatable shaft 5 of the gearbox GE.The ring gear HO3 of the third planetary gear set RS3 and the sun gear SO4 of the fourth planetary gear set RS4 are permanently connected and together form the sixth rotatable shaft 6 of the gearbox GE. The sun gear SO5 of the fifth planetary gear set RS5, the ring gear HO2 of the second planetary gear set RS2, and the sun gear SO3 of the third planetary gear set RS3 are permanently connected and together form the seventh rotatable shaft 7 of the gearbox GE. The planet carrier ST3 of the third planetary gear set RS3 forms the eighth rotatable shaft 8 of the gearbox GE. The planet carrier ST5 of the fifth planetary gear set RS5 and the sun gear SO2 of the second planetary gear set RS2 are permanently connected and together form the ninth rotatable shaft 9 of the gearbox GE. Regarding the arrangement of the switching elements in the power flow of the gearbox GE, the following is provided: The first switching element A is designed as a brake and is arranged in the power flow between the third rotatable shaft 3 and the gearbox housing GG, such that when the first switching element A is closed, the sun gear SO1 of the first planetary gear set RS1 and the ring gear HO5 of the fifth planetary gear set RS5 are locked together on the gearbox housing GG. The second switching element B is designed as a brake and is arranged in the power flow between the fifth rotatable shaft 5 and the gearbox housing GG, such that when the second switching element B is closed, the ring gear HO1 of the first planetary gear set RS1 is locked on the gearbox housing GG.The third switching element C is designed as a clutch and is arranged in the power flow between the first and sixth rotatable shafts 1, 6, so that when the third switching element C is closed, the ring gear HO3 of the third planetary gear set RS3 and the sun gear SO4 of the fourth planetary gear set RS4 are connected together with the planet carrier ST2 of the second planetary gear set RS2 – i.e., with the transmission input shaft AN. The fourth switching element D is designed as a clutch and is arranged in the power flow between the second and eighth rotatable shafts 2, 8, so that when the fourth switching element D is closed, the planet carrier ST3 of the third planetary gear set RS3 is connected with the planet carrier ST4 of the fourth planetary gear set RS4 – i.e., with the transmission output shaft AB.The fifth switching element E is designed as a clutch and is arranged in the power flow between the sixth and seventh rotatable shafts 6, 7, such that when the fifth switching element E is closed, the third planetary gear set RS3 is locked, a state in which the sun gear SO3, planet carrier ST3, and ring gear HO3 rotate at the same speed. The sixth switching element F is designed as a brake and is arranged in the power flow between the ninth rotatable shaft 9 and the gearbox housing GG, such that when the sixth switching element F is closed, the sun gear SO2 of the first planetary gear set RS1 and the planet carrier ST5 of the fifth planetary gear set RS5 are locked together on the gearbox housing GG. The GE transmission can be shifted via its six shift elements A, B, C, D, E, and F, all of which are shown in Fig. 2 as examples of friction shift elements with friction plates. Their spatial arrangement within the GG transmission housing will be discussed in more detail below. The spatial arrangement of the five planetary gear sets RS1, RS2, RS3, RS4, RS5 in series in the sequence "RS1-RS5-RS2-RS3-RS4", in conjunction with the gear set kinematics according to the invention, enables the construction of a very compact gear set assembly comprising the first, fifth, and second planetary gear sets RS1, RS5, RS2 on one side of the connection that links the planet carrier ST2 of the second planetary gear set RS2 to the transmission input shaft AN, wherein the fifth planetary gear set RS5 forms the middle planetary gear set of this gear set assembly, with one side axially directly adjacent to the first planetary gear set RS1 and with its other side axially directly adjacent to the second planetary gear set RS2. On the other side of the connection that links the planet carrier ST2 of the second planetary gear set RS2 to the transmission input shaft AN, the third planetary gear set RS3 is axially connected. The brake B, whose inner plate carrier is permanently connected to the ring gear HO1 of the first planetary gear set RS1, is shown in Fig. 2, axially viewed, with its friction element, designed as a plate pack, radially above the first planetary gear set RS1 on a large diameter within the area of ​​the cylindrical inner wall of the gearbox housing GG. The outer plate carrier of the brake B can be integrated into the gearbox housing GG in a known manner. In a manufacturing advantage, the inner plate carrier of the brake B and the ring gear HO1 of the first planetary gear set RS1 can be designed as a single, preferably one-piece, component. The very simple accessibility for the hydraulic (or alternatively mechanical or alternatively electrical) actuation of the brake B from within the gearbox housing GG is also advantageous.Accordingly, the servo device provided for actuating the lamellar pack of brake B can be arranged on or in the gearbox housing GG to the left or right of the lamellar pack of brake B. Brake A, whose inner plate carrier is permanently connected to the sun gear HO1 of the first planetary gear set RS1 (and the ring gear HO5 of the fifth planetary gear set RS5), is shown in Fig. 2, axially viewed, with its friction element, designed as a plate pack, on the side of the first planetary gear set RS1 facing away from the fifth planetary gear set RS5, and on a large diameter within the region of the cylindrical inner wall of the gearbox housing GG. The outer plate carrier of brake A can be integrated into the gearbox housing GG in a known manner. The plate pack of brake A is thus located adjacent to the plate pack of brake B, preferably on the same diameter to allow the use of identical parts. The very simple accessibility for the hydraulic (or alternatively mechanical or alternatively electrical) actuation of brake A from within the gearbox housing GG is also advantageous.Accordingly, the servo device intended for actuating the lamellar pack of brake A can be located on or in the gearbox housing GG to the left or right of the lamellar pack of brake A. The brake F, whose inner plate carrier is permanently connected to the planet carrier ST5 of the fifth planetary gear set RS5 (and the sun gear SO2 of the second planetary gear set RS2), is shown in Fig. 2, viewed axially, with its friction element designed as a plate pack, arranged on the side of the brake A facing away from the first planetary gear set RS1, on a large diameter within the region of the cylindrical inner wall of the gearbox housing GG. The outer plate carrier of the brake F can be integrated into the gearbox housing GG in a known manner. The plate pack of the brake F is thus arranged adjacent to the plate pack of the brake A, preferably on the same diameter to allow the use of identical parts. The very simple accessibility for the hydraulic (or alternatively mechanical or alternatively electrical) actuation of the brake F from within the gearbox housing GG is also advantageous.Accordingly, the servo device intended for actuating the lamellar pack of brake F can be arranged on or in the gearbox housing GG to the left or right of the lamellar pack of brake F. As an alternative to the embodiment shown in Fig. 2, brakes A and F can also be arranged in the same plane, i.e., radially one above the other, viewed axially, with brake F then being arranged radially below brake A. The servo devices provided for actuating brakes A and F can be arranged in a structurally simple manner on or in a housing cover that is rigidly connected to the gearbox housing GG (and which here seals the gearbox housing GG in the direction of the drive). The three couplings E, C, and D are arranged axially between the third and fourth planetary gear sets RS3 and RS4 in Fig. 2. The fourth planetary gear set RS4 limits the gearbox GE in the direction of the output. Clutches E and C form a clutch assembly with a common outer plate carrier that is permanently connected to the ring gear HO3 of the third planetary gear set RS3 and the sun gear of the fourth planetary gear set RS4. Similarly, the inner plate carrier of clutch E is permanently connected to the sun gear SO3 of the third planetary gear set RS3 (and the ring gear HO2 of the second planetary gear set RS2 and the sun gear SO5 of the fifth planetary gear set RS5), while the inner plate carrier of clutch C is permanently connected to the transmission input shaft AN (and the planet carrier ST2 of the second planetary gear set RS2). Viewed axially, this clutch assembly is located immediately adjacent to the third planetary gear set RS3, with clutch E being positioned closer to the third planetary gear set RS3 than clutch C.Advantageously, the inner plate carrier of clutch C accommodates both the clutch plate assembly and the servo unit required to actuate this assembly. This allows for a structurally simple and leak-free supply of pressure and lubricant for the hydraulic actuation and cooling of the rotating clutch C from the transmission input shaft AN. Similarly, the inner plate carrier of clutch E accommodates both the clutch plate assembly and the servo unit required to actuate this assembly. This enables the supply of pressure and lubricant for the hydraulic actuation and cooling of the rotating clutch E from the transmission input shaft AN via the hub of the inner plate carrier of clutch E, which is rotatably mounted on the transmission input shaft AN. The clutch D is located directly adjacent to the fourth planetary gear set RS4, on the side of the fourth planetary gear set RS4 facing the third planetary gear set RS3. The inner plate carrier of clutch D is permanently connected to the planet carrier ST3 of the third planetary gear set RS3. Similarly, the outer plate carrier of clutch D is permanently connected to the planet carrier ST4 of the fourth planetary gear set RS4. Advantageously, the outer plate carrier of clutch D and the planet carrier ST4 can be designed as a single component. Advantageously, the outer plate carrier of clutch D accommodates both the clutch plate assembly and the servo mechanism required to actuate this assembly. This allows for a structurally simple and leak-free supply of pressure and lubricant for hydraulic actuation and cooling of the rotating clutch D from the transmission output shaft AB. While maintaining the given transmission kinematics, the spatial arrangement of the six switching elements A, B, C, D, E, F within the transmission housing GG is highly variable and is limited only by the dimensions and external shape of the transmission housing GG. Accordingly, the component arrangement shown in Fig. 2 is expressly to be understood as only one of numerous possible component arrangement variants. Similarly, the design of the switching elements as multi-plate clutches or multi-plate brakes shown in Fig. 2 is expressly to be understood as merely exemplary. Alternative configurations could, for example, use positive-locking dog or cone clutches, friction-locking band brakes, or positive-locking dog or cone brakes. As mentioned previously, the GE transmission according to Fig. 2, with its six shift elements A, B, C, D, E, F, allows for selective shifting of up to ten forward gears and two reverse gears, which will be explained in more detail below with reference to Fig. 3. Fig. 3 shows an exemplary shift pattern for the automatic transmission according to Fig. 2. In each gear, three shift elements are closed, which is indicated by "o" in the columns of Fig. 3 corresponding to the individual shift elements A, B, C, D, E, F. To represent ten forward gears and two reverse gears with the six switching elements A, B, C, D, E, F, the following switching logic or gear logic is proposed: In the first forward gear “1”, the second switching element B, the third switching element C and the sixth switching element F are torque-carrying; in the second forward gear “2”, the second switching element B, the fifth switching element E and the sixth switching element F; in the third forward gear “3”, the first switching element A, the second switching element B and the fifth switching element E; in the fourth forward gear “4”, the second switching element B, the third switching element C and the fifth switching element E; in the fifth forward gear “5”, the second switching element B, the fourth switching element D and the fifth switching element E.In sixth forward gear “6”, the second shift element B, the third shift element C, and the fourth shift element D are torque-conducting; in seventh forward gear “7”, the third shift element C, the fourth shift element D, and the fifth shift element E; in eighth forward gear “8”, the first shift element A, the third shift element C, and the fourth shift element D; in ninth forward gear “9”, the first shift element A, the fourth shift element D, and the fifth shift element E; in tenth forward gear “10”, the fourth shift element D, the fifth shift element E, and the sixth shift element F. In first reverse gear “R1”, the first shift element A, the second shift element B, and the fourth shift element D are torque-conducting; in second reverse gear “R2”, the second shift element B, the fourth shift element D, and the sixth shift element F. Figure 3 also shows an alternative switching element combination “2b” for forming the second forward gear, in which the first, second, and third switching elements A, B, and C are torque-conducting. Figure 3 also shows a switching element combination “8b” for forming the eighth forward gear, in which the third, fourth, and sixth switching elements are torque-conducting. According to the switching logic shown in Fig. 3, so-called group switching is avoided in sequential switching mode - i.e., when switching up or down by one gear at a time - since two adjacent gear stages in the switching logic always use two switching elements together. Figure 3 shows not only the shift logic but also possible gear ratios for each gear and their calculated efficiency, as well as the resulting gear steps and spread. It is therefore easy to see that the first forward gear "1" and the first reverse gear "R1" have a very high nominal gear ratio, making them suitable as so-called creeper gears. These gears only need to be engaged in the transmission under special conditions, and normal starting can be done in the second forward gear "2" or the second reverse gear "R2". Accordingly, the switching logic shown in Fig. 3 also proposes that in neutral position "N", preferably the second and sixth switching elements B, F are closed, so that for normal starting only one further switching element needs to be closed: namely, the fifth switching element E for starting in the second forward gear "2" and the fourth switching element D for starting in the second reverse gear "R2". Similarly, when starting in creeper gear "1", only one further switching element needs to be closed, namely the third switching element C. However, if starting in creeper gear "R1", the previously closed sixth switching element F must first be opened before the first and fourth switching elements A, D are closed. Of course, an alternative configuration would also provide for only a single switching element – ​​preferably the second switching element B – being closed in the neutral position, or even none at all. From the gear ratios shown in Fig. 3 it is also easy to see that, if necessary, the seventh forward gear “7”, designed as a direct gear, can also be dispensed with, without the driver of the motor vehicle finding this disturbing in normal driving operation. Naturally, the transmission diagram shown in Fig. 2 can also be represented with a different spatial arrangement of the five planetary gear sets RS1, RS2, RS3, RS4, RS5 without changing the specific kinematics of the transmission. This can be particularly useful if, in transmission GE, the input shaft AN and output shaft AB are not to be arranged coaxially to each other, as is the case, for example, with a so-called front-transverse installation in the vehicle. Based on the understanding that it is fundamentally possible to replace a so-called negative planetary gear set with a kinematically equivalent positive planetary gear set, provided that the coupling of the sun gear, planet carrier, and ring gear of this planetary gear set to the other planetary gear sets and the switching elements, and optionally to the housing, is spatially permissible, the person skilled in the art will, if necessary, replace one or more of the negative planetary gear sets (four planetary gear sets) shown in the figures with one or more positive planetary gear sets. As is known, in a negative planetary gear set, each of its planet gears is in mesh with both the sun gear and the ring gear, whereas in a positive planetary gear set, each of its inner planet gears is in mesh with one of its outer planet gears and the sun gear, and each of its outer planet gears is in mesh with one of its inner planet gears and the ring gear. To maintain the kinematics of the gear set system defined in Fig. 2, only the first element of each negative planetary gear set needs to be configured as a sun gear, the second element as a planet carrier, and the third element as a ring gear, while the first element of each positive planetary gear set must be configured as a sun gear, the second element as a ring gear, and the third element as a planet carrier. All variants generated in this way can be operated with the switching scheme shown in Fig. 3. Fig. 4 shows a gear set diagram of a second embodiment of an automatic transmission according to the invention. Again, the transmission GE, designed as an automatic transmission, comprises a transmission input shaft AN, a transmission output shaft AB, five planetary gear sets RS1, RS2, RS3, RS4, and RS5, as well as six shift elements A, B, C, D, E, and F, all of which are arranged in a transmission housing GG of the transmission GE. In total, the transmission GE comprises nine rotatable shafts, which are designated 1 to 9 in Fig. 4, wherein the first rotatable shaft 1 serves as the transmission input shaft AN, while the second rotatable shaft 2 serves as the transmission output shaft AB. The five planetary gear sets RS1, RS2, RS3, RS4, and RS5 are arranged coaxially to one another and axially in series, now in the defined sequence "RS1 - RS5 - RS3 - RS2 - RS4".As an example, the first planetary gear set RS1 faces the input side of the gearbox GE, while the fourth planetary gear set RS4 is arranged on the output side of the gearbox GE. Again, the gearbox GE comprises a total of nine rotatable shafts, which are labelled 1 to 9 in Fig. 4, with the first rotatable shaft 1 serving as the gearbox input shaft AN, while the second rotatable shaft 2 serving as the gearbox output shaft AB. The gearbox GE can be driven, for example, by an internal combustion engine whose rotatable crankshaft is operatively connected to the gearbox input shaft AN of the gearbox GE via a suitable starting element. For the sake of simplicity, the drive of the gearbox GE is not shown in detail in Fig. 4. Each of the five planetary gear sets RS1, RS2, RS, RS4, RS5 is designed for efficiency as a so-called negative planetary gear set comprising three elements. The first element is always designed as a sun gear and is designated SO1, SO2, SO3, SO4, and SO5 in Fig. 4, while the second element is always designed as a planet carrier and is designated ST1, ST2, ST3, ST4, and ST5 in Fig. 4. Similarly, the third element is always designed as a ring gear and is designated HO1, HO2, HO3, HO4, and HO5 in Fig. 4. Regarding the coupling of the planetary gear set elements, the following is provided: The planet carrier ST2 of the second planetary gear set RS2 forms the first rotatable shaft 1 of the gearbox GE and thus the gearbox input shaft AN. The planet carrier ST3 of the third planetary gear set RS3 and the planet carrier ST4 of the fourth planetary gear set RS4 are permanently connected to each other and together form the second rotatable shaft 2 of the gearbox GE and thus the gearbox output shaft AB. The sun gear SO1 of the first planetary gear set RS1 and the ring gear HO5 of the fifth planetary gear set RS5 are permanently connected to each other and together form the third rotatable shaft 3 of the gearbox GE. The planet carrier ST1 of the first planetary gear set RS1 and the ring gear HO4 of the fourth planetary gear set RS4 are permanently connected to each other and together form the fourth rotatable shaft 4 of the gearbox GE.The ring gear HO1 of the first planetary gear set RS1 forms the fifth rotatable shaft 5 of the gearbox GE. The sun gear SO4 of the fourth planetary gear set RS4 forms the sixth rotatable shaft 6 of the gearbox GE. The sun gear SO5 of the fifth planetary gear set RS5, the ring gear HO2 of the second planetary gear set RS2, and the sun gear SO3 of the third planetary gear set RS3 are permanently connected and together form the seventh rotatable shaft 7 of the gearbox GE. The ring gear HO3 of the third planetary gear set RS3 forms the eighth rotatable shaft 8 of the gearbox GE. The planet carrier ST5 of the fifth planetary gear set RS5 and the sun gear SO2 of the second planetary gear set RS2 are permanently connected and together form the ninth rotatable shaft 9 of the gearbox GE. Regarding the arrangement of the switching elements in the power flow of the gearbox GE, the following is provided: The first switching element A is designed as a brake and is arranged in the power flow between the third rotatable shaft 3 and the gearbox housing GG, such that when the first switching element A is closed, the sun gear SO1 of the first planetary gear set RS1 and the ring gear HO5 of the fifth planetary gear set RS5 are locked together on the gearbox housing GG. The second switching element B is designed as a brake and is arranged in the power flow between the fifth rotatable shaft 5 and the gearbox housing GG, such that when the second switching element B is closed, the ring gear HO1 of the first planetary gear set RS1 is locked on the gearbox housing GG.The third switching element C is designed as a clutch and is arranged in the power flow between the first and sixth rotatable shafts 1, 6, such that when the third switching element C is closed, the sun gear SO4 of the fourth planetary gear set RS4 is connected to the planet carrier ST2 of the second planetary gear set RS2 – i.e., to the transmission input shaft AN. The fourth switching element D is designed as a clutch and is arranged in the power flow between the sixth and eighth rotatable shafts 6, 8, such that when the fourth switching element D is closed, the sun gear SO4 of the fourth planetary gear set RS4 is connected to the ring gear HO3 of the third planetary gear set RS3.The fifth switching element E is designed as a clutch and is arranged in the power flow between the sixth and seventh rotatable shafts 6, 7, such that when the fifth switching element E is closed, the sun gear SO4 of the fourth planetary gear set RS4 is connected to the ring gear HO2 of the second planetary gear set RS2, to the sun gear SO3 of the third planetary gear set RS3, and to the sun gear SO5 of the fifth planetary gear set RS5. The sixth switching element F is designed as a brake and is arranged in the power flow between the ninth rotatable shaft 9 and the gearbox housing GG, such that when the sixth switching element F is closed, the sun gear SO2 of the second planetary gear set RS2 and the planet carrier ST5 of the fifth planetary gear set RS5 are together fixed to the gearbox housing GG. The transmission GE can be shifted via its six shift elements A, B, C, D, E, and F, all of which are shown in Fig. 4 as examples of friction shift elements with friction plates. The same shift logic can be used for the second embodiment of an automatic transmission according to the invention shown in Fig. 4 as for the first embodiment of an automatic transmission according to the invention shown in Fig. 2; that is, the shift logic that has already been explained in detail with reference to Fig. 3. Thus, the transmission GE shown in Fig. 4 also enables group-shift-free shifting of up to ten forward gears and up to two reverse gears, whereby different gear ratios and gear steps may result due to the modified kinematics compared to Fig. 2. The following section will describe in more detail the structural design of the gearbox GE shown in Fig. 4. The spatial arrangement of the five planetary gear sets RS1, RS2, RS3, RS4, and RS5 in series in the sequence "RS1-RS5-RS3-RS2-RS4", in conjunction with the gear set kinematics according to the invention, enables a very compact gearbox design in which the first, fifth, third, and second planetary gear sets RS1, RS5, RS3, and RS2 are arranged directly one behind the other. The first planetary gear set RS1 is located on one of the two end faces – here, for example, the end face facing the drive of gearbox GE – of the gearbox housing GG, while the fourth planetary gear set RS4 is located on the other end face – here, correspondingly, the end face facing the output of gearbox GE – of the gearbox housing GG. The spatial arrangement of the two immediately adjacent planetary gear sets RS1 and RS5, the two brakes A and B arranged immediately adjacent to the planetary gear set RS1, and the brake F arranged immediately adjacent to brake A are unchanged from Fig. 2 in Fig. 4, so that a detailed description of them can be omitted here. As can be seen in Fig. 4, the third planetary gear set RS3 is arranged directly next to the fifth planetary gear set RS5 on the side of the latter facing away from the first planetary gear set RS1. According to the gear set kinematics, the sun gears SO5 and SO3, now arranged axially directly next to each other, can be manufactured as a single, preferably one-piece, component in a manner advantageous from a manufacturing perspective. The coupling C is spatially arranged axially in a region between the second and fourth planetary gear sets RS2 and RS4. The outer plate carrier of the coupling C, as a section of the sixth rotatable shaft 6, is permanently connected to the sun gear SO4 of the fourth planetary gear set RS4. Similarly, the inner plate carrier of the coupling C, as a section of the first rotatable shaft 1, is permanently connected to the planet carrier ST2 of the second planetary gear set RS2 and can be driven by the transmission input shaft AN. For manufacturing advantages, the inner plate carrier of the coupling C and the planet carrier ST2 can be designed as a single component.Advantageously, the inner plate carrier of the clutch C accommodates both the plate pack of the clutch C and the servo device necessary for actuating this plate pack, so that a structurally simple and leak-free supply of pressure and lubricant for hydraulic actuation and cooling of the rotating clutch C can be provided from the transmission input shaft AN. The clutch D's multi-plate assembly is arranged radially above the third planetary gear set RS3 in a manner that saves overall gearbox length. The inner plate carrier of clutch D, as a section of the eighth rotatable shaft 8, is permanently connected to the ring gear HO3 of the third planetary gear set RS3. For manufacturing advantages, the inner plate carrier of clutch D and the ring gear HO3 can be designed as a single, preferably one-piece, component. The outer plate carrier of clutch D, as a section of the sixth rotatable shaft 6, is permanently connected to the sun gear SO4 of the fourth planetary gear set RS4.Advantageously, the outer plate carrier of the clutch D accommodates both the clutch plate pack of D and the servo device necessary for actuating this plate pack, so that a structurally simple and comparatively leak-free supply of pressure and lubricant for hydraulic actuation and cooling of the rotating clutch D is guided via the hub of the outer plate carrier of the clutch D, which is rotatably mounted on the transmission input shaft AN and / or the transmission output shaft AB, i.e., optionally from the transmission input shaft AN or from the transmission output shaft AB. The clutch pack E is arranged radially above the second planetary gear set RS2 in a manner that saves overall gearbox length. The inner plate carrier of clutch E, as a section of the seventh rotatable shaft 7, is permanently connected to the ring gear HO2 of the second planetary gear set RS2, to the sun gear SO3 of the third planetary gear set RS3, and to the sun gear SO5 of the fifth planetary gear set RS5. For manufacturing advantages, the inner plate carrier of clutch E and the ring gear HO2 can be designed as a single, preferably one-piece, component. The outer plate carrier of clutch E, as a section of the sixth rotatable shaft 6, is permanently connected to the sun gear SO4 of the fourth planetary gear set RS4.Advantageously, the outer plate carrier of the clutch E accommodates both the clutch plate pack E and the servo device necessary for actuating this plate pack, so that a structurally simple and comparatively leak-free supply of pressure and lubricant for hydraulic actuation and cooling of the rotating clutch E is guided via the hub of the outer plate carrier of the clutch E, which is rotatably mounted on the transmission input shaft AN and / or the transmission output shaft AB, i.e., optionally from the transmission input shaft AN or from the transmission output shaft AB. In a manufacturing-efficient manner, the three couplings C, D, E of the gearbox GE can thus form a pre-assembled coupling assembly, comprising a common lamellar carrier which forms a section of the sixth rotatable shaft 6, is designed as an outer lamellar carrier for the three couplings C, D, E and accommodates at least the lamellar packs and servo devices of the couplings D and E. While maintaining the given transmission kinematics, the spatial arrangement of the six switching elements A, B, C, D, E, F within the transmission housing GG is highly variable and is limited only by the dimensions and external shape of the transmission housing GG. Accordingly, the component arrangement shown in Fig. 4 is expressly to be understood as only one of numerous possible component arrangement variants. Similarly, the design of the switching elements as multi-plate clutches or multi-plate brakes shown in Fig. 4 is expressly to be understood as merely exemplary. Alternative configurations could, for example, use positive-locking dog or cone clutches, friction-locking band brakes, or positive-locking dog or cone brakes. The transmission diagram shown in Fig. 4 can also be represented with a different spatial arrangement of the five planetary gear sets RS1, RS2, RS3, RS4, RS5 without changing the specific kinematics of the transmission. This can be particularly useful if, in transmission GE, the input shaft AN and output shaft AB are not to be arranged coaxially, as is the case, for example, with a so-called front-transverse installation in the vehicle. Based on the understanding that it is fundamentally possible to replace a so-called negative planetary gear set with a kinematically equivalent positive planetary gear set, provided that the coupling of the sun gear, planet carrier, and ring gear of this planetary gear set to the other planetary gear sets and the switching elements, and optionally to the housing, is spatially permissible, the person skilled in the art will, if necessary, replace one or more of the negative planetary gear sets (four planetary gear sets) shown in the figures with one or more positive planetary gear sets. As is known, in a negative planetary gear set, each of its planet gears is in mesh with both the sun gear and the ring gear, whereas in a positive planetary gear set, each of its inner planet gears is in mesh with one of its outer planet gears and the sun gear, and each of its outer planet gears is in mesh with one of its inner planet gears and the ring gear. To maintain the kinematics of the gear set system defined in Fig. 4, only the first element of each negative planetary gear set needs to be configured as a sun gear, the second element as a planet carrier, and the third element as a ring gear, while the first element of each positive planetary gear set must be configured as a sun gear, the second element as a ring gear, and the third element as a planet carrier. As with the embodiment shown in Fig. 4, all variants generated in this way can also be operated with the shift pattern shown in Fig. 3, although the modified kinematics compared to Fig. 2 may result in different gear ratios and gear steps. Furthermore, the transmission concept according to the invention is also ideally suited for installation in a hybrid drive train, especially when a rotatable rotor of an electric machine provided in addition to the drive is permanently directly connected to the transmission input shaft AN or permanently directly to the ninth rotatable shaft 9 or permanently directly to the third rotatable shaft 3. Reference symbols GE Gearbox GG Gearbox housing AB Gearbox output shaft AN Gearbox input shaft 1 First rotating shaft of the gearbox 2 Second rotating shaft of the gearbox 3 Third rotating shaft of the gearbox 4 Fourth rotating shaft of the gearbox 5 Fifth rotating shaft of the gearbox 6 Sixth rotating shaft of the gearbox 7 Seventh rotating shaft of the gearbox 8 Eighth rotating shaft of the gearbox 9 Ninth rotating shaft of the gearbox A First shifting element of the gearbox B Second shifting element of the gearbox C Third shifting element of the gearbox D Fourth shifting element of the gearbox E Fifth shifting element of the gearbox F Sixth shifting element of the gearbox RS1 First planetary gear set of the gearbox SO1 Sun gear of the first planetary gear set ST1 Planet carrier of the first planetary gear set PL1 Planet gears of the first planetary gear set HO1 Ring gear of the first planetary gear set RS2 Second planetary gear set of the gearbox SO2 Sun gear of the second planetary gear set ST2 Planet carrier of thesecond planetary gear set PL2 Planet gears of the second planetary gear set HO2 Ring gear of the second planetary gear set RS3 third planetary gear set of the gearbox SO3 Sun gear of the third planetary gear set ST3 Planet carrier of the third planetary gear set PL3 ​​Planet gears of the third planetary gear set HO3 Ring gear of the third planetary gear set RS4 fourth planetary gear set of the gearbox SO4 Sun gear of the fourth planetary gear set ST4 Planet carrier of the fourth planetary gear set PL4 Planet gears of the fourth planetary gear set HO4 Ring gear of the fourth planetary gear set RS5 fifth planetary gear set of the gearbox SO5 Sun gear of the fifth planetary gear set ST5 Planet carrier of the fifth planetary gear set PL5 Planet gears of the fifth planetary gear set HO5 Ring gear of the fifth planetary gear set

Claims

Automatic transmission comprising a transmission housing (GG), a rotatable transmission input shaft (AN), a rotatable transmission output shaft (AB), a first, second, third and fourth planetary gear set (RS1, RS2, RS3, RS4) each with three elements (SO1, SO2, SO3, SO4; ST1, ST2, ST3, ST4; HO1, HO2, HO3, HO4), and a first, second, third, fourth and fifth shift element (A, B, C, D, E) for shifting different gear ratios between the transmission input shaft (AN) and the transmission output shaft (AB), wherein the second element (ST2) of the second planetary gear set (RS2) forms the transmission input shaft (AN), wherein the second element (ST4) of the fourth planetary gear set (RS4) forms the transmission output shaft (AB), and wherein the first element (SO1) of the first planetary gear set (RS1) can be fixed to the transmission housing (GG) via the first shift element (A).wherein the second element (ST1) of the first planetary gear set (RS1) and the third element (HO4) of the fourth planetary gear set (RS4) are permanently connected to each other, wherein the third element (HO1) of the first planetary gear set (RS1) can be fixed to the gearbox housing (GG) via the second switching element (B), wherein the first element (SO4) of the fourth planetary gear set (RS4) can be connected to the second element (ST2) of the second planetary gear set (RS2) via the third switching element (C), wherein the third element (HO2) of the second planetary gear set (RS2) and the first element (SO3) of the third planetary gear set (RS3) are permanently connected to each other and can be connected to the first element (SO4) of the fourth planetary gear set (RS4) via the fifth switching element (E), wherein an element of the fourth planetary gear set (RS4) is permanently connected to an element of the third planetary gear set (RS3),while another element of the fourth planetary gear set (RS4) can be connected via the fourth switching element (D) to another element of the third planetary gear set (RS3), such that the third planetary gear set (RS3) can be brought into the power flow of the automatic transmission (GE) by closing the fourth switching element (D), characterized in that the automatic transmission (GE) comprises a fifth planetary gear set (RS5) with three elements (SO5, ST5, HO5), wherein the first element (SO5) of the fifth planetary gear set (RS5) is permanently connected to the third element (HO2) of the second planetary gear set (RS2), wherein the second element (ST5) of the fifth planetary gear set (RS5) is permanently connected to the first element (SO2) of the second planetary gear set (RS2) and can be fixed to the transmission housing (GG) via a sixth switching element (F) of the automatic transmission (GE),and wherein the third element (HO5) of the fifth planetary gear set (RS5) is permanently connected to the first element (SO1) of the first planetary gear set (RS1), wherein each planetary gear set has a first element configured as a sun gear (SO1, SO2, SO3, SO4, SO5), and that each planetary gear set configured as a minus planetary gear set has a second element configured as a planet carrier (ST1, ST2, ST3, ST4, ST5) and a third element configured as a ring gear (HO1, HO2, HO3, HO4, HO5), while each planetary gear set configured as a plus planetary gear set has a second element configured as a ring gear and a third element configured as a planet carrier. Automatic transmission according to claim 1, characterized in that the first element (SO4) of the fourth planetary gear set (RS4) is permanently connected to the third element (HO3) of the third planetary gear set (RS3), while the second element (ST4) of the fourth planetary gear set (RS4) can be connected to the second element (ST3) of the third planetary gear set (RS3) via the fourth switching element (D). Automatic transmission according to claim 1, characterized in that the second element (ST4) of the fourth planetary gear set (RS4) is permanently connected to the second element (ST3) of the third planetary gear set (RS3), while the first element (SO4) of the fourth planetary gear set (RS4) can be connected to the third element (HO3) of the third planetary gear set (RS3) via the fourth switching element (D). Automatic transmission according to one of claims 1 to 3, characterized in that the five planetary gear sets (RS1, RS2, RS3, RS4, RS5) are arranged coaxially to each other and in axial direction one behind the other in a sequence ‘first, fifth, second, third, fourth planetary gear set’ (“RS1, RS5, RS2, RS3, RS4”). Automatic transmission according to one of claims 1 to 3, characterized in that the five planetary gear sets (RS1, RS2, RS3, RS4, RS5) are arranged coaxially to each other and in axial direction one behind the other in a sequence ‘first, fifth, third, second, fourth planetary gear set’ (“RS1, RS5, RS3, RS2, RS4”). Automatic transmission according to one of claims 1 to 5, characterized in that the first switching element (A) and the sixth switching element (F) are arranged on the side of the first planetary gear set (RS1) that is opposite the fifth planetary gear set (RS5). Automatic transmission according to claim 6, characterized in that the sixth, first and second switching element (F, A, B) are arranged axially next to each other on the same diameter, wherein the first switching element (A) is arranged axially between the sixth and second switching element (F, B). Automatic transmission according to claim 6, characterized in that the sixth and first switching elements (F, A) are arranged in a plane when viewed axially, wherein the sixth switching element (F) is arranged radially below the first switching element (A). Automatic transmission according to one of claims 1 to 8, characterized in that in each gear three of the switching elements are closed, wherein when changing from one gear to the subsequent higher or lower gear only one of the previously closed switching elements is opened and only one previously open switching element is closed. Automatic transmission according to claim 9, characterized in that in a first forward gear the second, third and sixth shifting element (B, C, F) are torque-conducting, that in a second forward gear either the second, fifth and sixth shifting element (B, E, F) or the first, second and third shifting element (A, B, C) are torque-conducting, that in a third forward gear the first, second and fifth shifting element (A, B, E) are torque-conducting, that in a fourth forward gear the second, third and fifth shifting element (B, C, E) are torque-conducting, that in a fifth forward gear the second, fourth and fifth shifting element (B, D, E) are torque-conducting, that in a sixth forward gear the second, third and fourth shifting element (B, C, D) are torque-conducting, that in a seventh forward gear the third, fourth and fifth shifting element (C, D, E) torque-leading are that in an eighth forward gear either the first, third and fourth shift element (A, C,D) or the third, fourth and sixth shift elements (C, D, F) are torque-conducting, that in a ninth forward gear the first, fourth and fifth shift elements (A, D, E) are torque-conducting, that in a tenth forward gear the fourth, fifth and sixth shift elements (D, E, F) are torque-conducting, that in a first reverse gear the first, second and fourth shift elements (A, B, D) are torque-conducting, and that in a second reverse gear the second, fourth and sixth shift elements (B, D, F) are torque-conducting. Automatic transmission according to claim 9, characterized in that in a first forward gear the second, third and sixth shift element (B, C, F) are torque-conducting, that in a second forward gear either the second, fifth and sixth shift element (B, E, F) or the first, second and third shift element (A, B, C) are torque-conducting, that in a third forward gear the first, second and fifth shift element (A, B, E) are torque-conducting, that in a fourth forward gear the second, third and fifth shift element (B, C, E) are torque-conducting, that in a fifth forward gear the second, fourth and fifth shift element (B, D, E) are torque-conducting, that in a sixth forward gear the second, third and fourth shift element (B, C, D) are torque-conducting, that in a seventh forward gear either the first, third and fourth shift element (A, C, D) or the The third, fourth and sixth switching elements (C, D, F) are torque-carrying,that in an eighth forward gear the first, fourth and fifth shift elements (A, D, E) are torque-conducting, that in a ninth forward gear the fourth, fifth and sixth shift elements (D, E, F) are torque-conducting, that in a first reverse gear the first, second and fourth shift elements (A, B, D) are torque-conducting, and that in a second reverse gear the second, fourth and sixth shift elements (B, D, F) are torque-conducting. Automatic transmission according to claim 9, characterized in that in a first forward gear either the second, fifth and sixth shift element (B, E, F) or the first, second and third shift element (A, B, C) are torque-conducting, that in a second forward gear the first, second and fifth shift element (A, B, E) are torque-conducting, that in a third forward gear the second, third and fifth shift element (B, C, E) are torque-conducting, that in a fourth forward gear the second, fourth and fifth shift element (B, D, E) are torque-conducting, that in a fifth forward gear the second, third and fourth shift element (B, C, D) are torque-conducting, that in a sixth forward gear the third, fourth and fifth shift element (C, D, E) are torque-conducting, that in a seventh forward gear either the first, third and fourth shift element (A, C, D) or the The third, fourth and sixth switching elements (C, D, F) are torque-carrying,that in an eighth forward gear the first, fourth and fifth shift elements (A, D, E) are torque-conducting, that in a ninth forward gear the fourth, fifth and sixth shift elements (D, E, F) are torque-conducting, and that in a reverse gear the second, fourth and sixth shift elements (B, D, F) or the first, second and fourth shift elements (A, B, D) are torque-conducting. Automatic transmission according to claim 9, characterized in that in a first forward gear either the second, fifth and sixth shift element (B, E, F) or the first, second and third shift element (A, B, C) are torque-conducting, that in a second forward gear the first, second and fifth shift element (A, B, E) are torque-conducting, that in a third forward gear the second, third and fifth shift element (B, C, E) are torque-conducting, that in a fourth forward gear the second, fourth and fifth shift element (B, D, E) are torque-conducting, that in a fifth forward gear the second, third and fourth shift element (B, C, D) are torque-conducting, that in a sixth forward gear either the first, third and fourth shift element (A, C, D) or the third, fourth and sixth shift element (C, D, F) are torque-conducting, that in a seventh forward gear the The first, fourth and fifth switching elements (A, D, E) are torque-carrying,that in an eighth forward gear, the fourth, fifth and sixth shift elements (D, E, F) are torque-conducting, and that in a reverse gear, the second, fourth and sixth shift elements (B, D, F) or the first, second and fourth shift elements (A, B, D) are torque-conducting. Automatic transmission according to one of claims 1 to 13, characterized in that the second switching element (B) is designed as an internal starting element of the automatic transmission. Automatic transmission according to one of claims 1 to 14, characterized in that the transmission input shaft (AN) and / or a ninth rotatable shaft (9) and / or a third rotatable shaft (3) and / or the transmission output shaft (AB) is permanently connected to a rotatable rotor of an electric machine.

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