Transmission for a vehicle and drive train with such a transmission

Abstract

Transmission (3) for a drive train (2) of a vehicle (1) with an input shaft (4), an output shaft (5) and at least one planetary gear set (8) with a plurality of gear set elements in the form of a sun gear (9), a ring gear (10) and a planet carrier (11), wherein a first gear set element of the planetary gear set (8) is connected in a rotationally fixed manner to a stationary component (7) via a spline (6), wherein a second gear set element of the planetary gear set (8) is operatively connected to the output shaft (5), and wherein a third gear set element of the planetary gear set (8) is operatively connected to the input shaft (4), wherein the first gear set element of the planetary gear set (8) is made of steel, wherein the stationary component (7) is made of an aluminum alloy, wherein a centering seat (12) for preventing a radial relative movement,wherein the first gear set element of the planetary gear set (8) has an axially projecting first shoulder (13) arranged radially outside a first shoulder (7a) of the stationary component (7), wherein the centering seat (12) is formed between the first shoulder (13) of the first gear set element of the planetary gear set (8) and the first shoulder (7a) of the stationary component (7), characterized in that the stationary component (7) has first pockets (22) distributed over the circumference on an outer circumference (21) of the first shoulder (7a), wherein a sheet metal ring (15) is arranged between the first shoulder (13) and the first shoulder (7a), which is partially received in a groove (16) formed on the stationary component (7) and is radially supported on the first shoulder (13).

Description

[0001] The invention relates to a transmission for a drive train of a vehicle, comprising an input shaft, at least one output shaft, and at least one planetary gear set with multiple gear set elements in the form of a sun gear, a ring gear, and a planetary carrier. Furthermore, the invention relates to a drive train comprising such a transmission.

[0002] Transmissions with a planetary gear set for a drive unit, in particular for a vehicle transmission or an electric axle, are known from the prior art. The transmission can be designed, for example, as the pre-transmission of an electric drive motor. The transmission has a planetary gear set whose ring gear is suspended in a rotor carrier for torque transmission. The planet carrier is connected to a drive shaft, with the applied drive torque being supported via the sun gear on the centering plate fixed to the housing. For this purpose, a spline or driving toothing is formed between the centering plate and the sun gear. The sun gear is therefore arranged on the housing in a rotationally fixed manner. In such transmissions, it is common practice to implement the axial force support between the rotor and the planet carrier, as well as between the planet carrier and the sun gear, via axial needle bearings.The force between the sun gear and the centering plate is supported on an axial stop surface.

[0003] Typically, the gear set elements of the planetary gear set are made of case-hardened steel, whereas the centering plate is made of aluminum or an aluminum alloy. The surface of the tooth flanks on the gear set elements has process-related roughing grooves. Due to magnetic forces, component imbalance, and circumferential bearing play, the rotor-stator misalignment leads to uneven load-bearing behavior of the planetary gears. The sun gear is comparatively solid and flexes or wobbles, which can lead to relative movement in the spline if the sun gear is fixed to the housing. This leads to wear of the softer centering plate under load due to abrasion, adhesion, or fretting corrosion (tribochemical reaction).

[0004] DE 10 2016 218 770 A1 discloses a planetary gear train comprising a shaft, a planetary gear set, a component that is rotationally fixedly connected to the shaft, a carrier that is rotationally fixedly connectable to an input shaft of a main transmission of a motor vehicle and is operatively connected to the component, and another component that is rotationally fixedly connectable to the main transmission and is operatively connected to the carrier. The component and the other component each have helical gearing and are operatively connected such that, during traction operation of the planetary gear train, a first axial force acting on the component and a second axial force acting on the other component at least partially, in particular completely, cancel each other out.

[0005] From the prior art, in particular from DE 10 2009 000 915 A1, DE 195 23 584 A1, DE 10 2018 131 838 A1 and EP 3 514 325 A1, it is also known to provide a centering seat to prevent radial relative movement in addition to a spline between a gear set element of the planetary gear set and a stationary component.

[0006] The object of the present invention is to propose a transmission for a drive train with reduced wear. This object is achieved by a transmission having the features of the independent patent claims and by a drive train having the features of patent claim 12. Advantageous embodiments are the subject of the dependent claims, the following description, and the figures.

[0007] A transmission according to the invention for a drive train of a vehicle comprises an input shaft, an output shaft and at least one planetary gear set with a plurality of gear set elements in the form of a sun gear, a ring gear and a planet carrier, wherein a first gear set element of the planetary gear set is connected in a rotationally fixed manner to a stationary component via a spline, wherein a second gear set element of the planetary gear set is operatively connected to the output shaft, and wherein a third gear set element of the planetary gear set is operatively connected to the input shaft, wherein the first gear set element of the planetary gear set is made of steel, wherein the stationary component is made of an aluminum alloy, wherein a centering seat is formed between the first gear set element of the planetary gear set and the stationary component to prevent radial relative movement.In other words, the stationary component is made of a softer material than the first gear set element of the planetary gear set, which is connected to it in a rotationally fixed manner via the spline. Preferably, the first gear set element of the planetary gear set is made of case-hardened steel.

[0008] By providing an additional centering seat, low demands can be placed on the toothing quality of the spline between the first gearset element of the planetary gearset and the stationary component. A drive torque introduced into the transmission via the third gearset element of the planetary gearset is supported on the stationary component via the spline, which preferably consists of internal teeth on the first gearset element of the planetary gearset and external teeth on the stationary component. Axial forces can be supported by axial bearings. The spline provides torque transfer, which can, however, lead to radial relative movement between the two components of the spline. This radial relative movement is prevented by the centering seat, which positions the first gearset element relative to the stationary component and holds it in this position regardless of the direction of load.This prevents wear in the spline. The centering seat also prevents the first gear element from tilting relative to the stationary component.

[0009] A stationary component is understood to be a rotationally and axially fixed component of the transmission, for example the transmission housing, wherein the first gear set element of the planetary gear set is arranged rotationally fixed to the stationary component. The stationary component can be arranged fixed to the housing. The term "fixed to the housing" is understood to mean that no relative rotation occurs or can occur between the respective gear set element fixed to the housing and the stationary component of the transmission. Preferably, the stationary component is a centering plate of the transmission. The centering plate can be designed to supply the transmission components, in particular the planetary gear set, with lubricant and / or coolant. In particular, the centering plate is additionally designed for oil supply and has corresponding channels, openings, through-openings and / or bores.

[0010] The input shaft is preferably designed to be at least indirectly connected in a rotationally fixed manner to a drive shaft of a drive unit. The drive unit generates drive power which is transmitted to the input shaft via the drive shaft. The drive shaft of the drive unit can be connected in a rotationally fixed manner to the input shaft. Alternatively, the drive shaft and the input shaft are a connected or one-piece component. Depending on the design of the drive train, two or more input shafts can also be provided, in particular if the drive train is a hybridized drive train and therefore two or more drive units are provided. The input shaft can be a rotor carrier of an electric machine. Alternatively, the input shaft can be a crankshaft of an internal combustion engine. The input shaft can be designed as a hollow shaft or as a solid shaft.

[0011] Depending on the design of the drivetrain, the output shaft can be directly connected to a wheel hub of the vehicle in a rotationally fixed manner. Alternatively, the output shaft of the transmission according to the invention can be connected to an input shaft of another transmission stage or be formed as a single piece. The drive power is transferred from the transmission via the output shaft to drive the vehicle, at least indirectly.

[0012] A "shaft" is a rotatable component of the transmission through which the associated components of the transmission are connected to one another in a rotationally fixed manner. The respective shaft can connect the components axially or radially, or even both axially and radially. A shaft is not exclusively understood as a cylindrical, rotatably mounted machine element for transmitting torque, for example, but rather also includes general connecting elements that connect individual components or elements to one another, in particular connecting elements that connect multiple elements to one another in a rotationally fixed manner.

[0013] The fact that two components of the transmission are "connected" or "coupled" or "connected to one another" in a rotationally fixed manner means, within the meaning of the invention, a permanent coupling of these components so that they cannot rotate independently of one another. This is therefore understood to mean a permanent rotary connection. In particular, no switching element is provided between these components, which can be elements of the transmission and / or shafts and / or a rotationally fixed component of the transmission. Instead, the corresponding components are rigidly coupled or connected to one another via a corresponding plug-in or drive toothing. A torsionally flexible connection between two components is also understood to be rigid or rotationally fixed.

[0014] A "planetary gear set" is understood to mean, in particular, a unit comprising a sun gear, a ring gear, and several planetary gears guided by a planetary carrier on a circular path around the sun gear. The planetary gear set can be designed as a negative planetary gear set or a positive planetary gear set.

[0015] According to the invention, the first gear set element of the planetary gear set has an axially protruding first shoulder, which is arranged radially outside a first shoulder of the stationary component, wherein the centering seat is formed between the first shoulder of the first gear set element of the planetary gear set and the first shoulder of the stationary component. In other words, the centering seat is formed by the first shoulder and the first shoulder. The first shoulder is arranged radially inward, and the first shoulder is arranged radially outward. The first shoulder is to be understood as a sleeve-shaped projection that is integrally connected to the rest of the first gear set element.

[0016] According to a first aspect of the invention, the stationary component has first pockets distributed over the circumference of the first shoulder on an outer periphery. A sheet metal ring is arranged between the first shoulder and the first shoulder. The sheet metal ring is partially received in a groove formed on the stationary component and is radially supported on the first shoulder. The sheet metal ring is preferably arranged radially between the first shoulder and the first shoulder.

[0017] The outer circumference of the stationary component extends between each two pockets of the stationary component in the area of ​​the centering seat. These circumferential sections can also be understood as radially extending projections. These projections of the stationary component give the stationary component the shape of a gearwheel when viewed from the outside. In other words, these projections extend radially outward from the stationary component in a star shape.

[0018] The groove is preferably formed in the region of the first shoulder. The groove is primarily designed so that the sheet metal ring can be pre-assembled on the first shoulder before the centering seat is formed. Alternatively, the groove can be formed on the first shoulder so that the sheet metal ring is supported radially on the first shoulder. The sheet metal ring can be a wound flat wire made of spring steel. The sheet metal ring is preferably made of steel. Furthermore, the sheet metal ring is preferably made of the same material as the first wheelset element. Alternatively, the sheet metal ring can be a snap ring. The advantages of this design are that in the event of a relative movement between the first wheelset element and the stationary component, the first wheelset element made of steel slides on the sheet metal ring, which is also made of steel.The sheet metal ring preferably has a rolled snap ring surface, which has a higher surface quality than a machined surface of the first wheelset element. Due to the sheet metal ring, lower surface requirements can be placed on the first wheelset element and the stationary component.

[0019] According to a second aspect of the invention, a damping element is arranged between the first step and the first shoulder, which damping element is partially received in a groove formed on the first step and is radially supported on the first shoulder. The damping element is preferably arranged radially between the first step and the first shoulder. Alternatively, the groove can be formed on the first shoulder, so that the damping element is radially supported on the first step. In this variant, the centering seat is preferably designed as a clearance fit at room temperature and at operating temperature, so that assembly by hand is possible. The damping element can be made of an elastic material, in particular of an elastomer. The damping element is preferably an O-ring.The damping element prevents radial contact between the first gear set element and the stationary component at the centering seat, thus preventing wear on the centering seat. The damping element prevents radial distortion of the planetary gear set and improves acoustics. Due to the damping element, lower surface requirements can be placed on the first gear set element and the stationary component, particularly compared to the first aspect of the invention.

[0020] According to a third aspect of the invention, the first shoulder of the first gear set element of the planetary gear set is designed as a crown toothing, wherein the crown toothing has axially projecting first projections distributed over the circumference with first gaps arranged therebetween, wherein the stationary component has first pockets distributed over the circumference on an outer circumference of the first shoulder, wherein a first projection of the crown toothing projects into a respective first pocket of the stationary component, wherein a damping element is arranged between the crown toothing and the first shoulder, which damping element is axially supported on the one hand on a first axial stop surface of the first gear set element of the planetary gear set and on the other hand on a second axial stop surface of the stationary component opposite thereto.

[0021] In other words, the first projections and first gaps are arranged alternately or alternately in the circumferential direction, with the first projections of the crown toothing each engaging a first pocket of the stationary component. The outer circumference of the stationary component extends between each two pockets in the area of ​​the centering seat, with these circumferential sections, which are therefore also to be understood as radially extending projections, projecting into the first gaps of the crown toothing.In this sense, the damping element comes into contact in the circumferential direction alternately with its outer circumference against a first projection of the crown toothing and its inner circumference against the outer diameter of the stationary component. Between each respective first projection of the crown toothing and an outer circumferential section of the stationary component, a free circumferential section is provided, where the damping element comes into contact neither with the crown toothing nor with the stationary component. These circumferential sections realize the damping effect.

[0022] The projections of the stationary component give the stationary component the shape of a gear when viewed from the viewpoint. In other words, these projections extend radially outward from the stationary component in a star shape. The stationary component and the first gear set element mesh with each other via the projections. The damping element is arranged between the crown gearing and the stationary component, which supports radial forces and dampens the radial relative movement between the first gear set element and the stationary component. Pockets and gaps are understood in the context of this invention as depressions, recesses, or cutouts.

[0023] In this, as in the other aspects of the invention mentioned above, the first gear set element of the planetary gear set can be forged and has a preferably impact-turned crown or crown toothing on one end face. Alternatively, the crown can also be impact-milled.

[0024] The stop surfaces of the stationary component and the first gear set element are designed and accommodate the damping element between them in such a way that axial movement of the first gear set element relative to the stationary component is prevented. The damping element can be designed analogously to the previously described sheet metal ring. The damping element prevents radial contact between the first gear set element and the stationary component at the centering seat, thus preventing wear on the centering seat. The damping element prevents radial distortion of the planetary gear set and improves acoustics.

[0025] According to a fourth aspect of the invention, the first shoulder of the first gear set element of the planetary gear set is designed as a crown toothing, wherein the crown toothing has axially projecting first projections distributed over the circumference with first gaps arranged therebetween, wherein the stationary component has first pockets distributed over the circumference of the first shoulder, wherein a first projection of the crown toothing projects into a corresponding first pocket of the stationary component, wherein a damping element is arranged between the first shoulder and the first shoulder, which damping element is partially received in a groove formed on the first shoulder and is radially supported on the first shoulder. The subject matter according to the fourth aspect of the invention is essentially identical to the subject matter according to the third aspect of the invention, which is why reference is made to the explanations relating to the third aspect of the invention.The differences from the third aspect of the invention are that, instead of axial stop surfaces, a groove is formed on the first shoulder. The groove can alternatively be formed on the first shoulder, so that the damping element is supported radially on the first shoulder. Regarding the advantages of the subject matter of the fourth aspect of the invention, reference is made to the explanations regarding the third aspect of the invention. It should also be mentioned that pre-assembly of the damping element, which can be designed, for example, as a sheet metal ring, in particular as a snap ring, can take place on the first wheelset element, with subsequent assembly on the stationary component or joining to create the centering seat.

[0026] According to a fifth aspect of the invention, the stationary component has first pockets distributed over the circumference on an outer circumference of the first shoulder, wherein radially projecting second projections distributed over the circumference are formed on an inner circumference of the first shoulder of the first gear set element of the planetary gear set, wherein a second projection of the first shoulder is arranged radially opposite a corresponding first pocket of the stationary component, wherein a damping element is arranged between the first shoulder and the first shoulder, which damping element is axially supported on the one hand on a first axial stop surface of the first gear set element of the planetary gear set and on the other hand on a second axial stop surface of the stationary component opposite thereto.

[0027] In this variant, the first wheelset element is advantageously manufactured by forging, with forged recesses, gaps, or pockets being formed between the radially projecting second projections distributed over the circumference of the inner circumference of the first shoulder of the first wheelset element. The outer circumference of the stationary component extends in the circumferential direction between every two pockets, with these circumferential sections, which are consequently also to be understood as radially extending projections, being located radially opposite the recesses on the inner circumference of the first shoulder, so that the damping element comes into contact in the circumferential direction alternately with the outer circumference on a second projection and with the inner circumference on the outer diameter of the stationary component.The damping element is arranged between the crown gearing and the stationary component, supporting radial forces and dampening the radial relative movement between the first gear set element and the stationary component. In the area of ​​the centering seat, a second projection of the first gear set element is arranged radially opposite a first pocket of the stationary component, and an outer peripheral section of the stationary component is arranged radially opposite a recess on the inner circumference of the first shoulder.

[0028] With regard to the design of the damping element, the design of the stop surfaces, the design of the free circumferential sections of the damping element and the advantages of the subject matter according to the fifth aspect of the invention, reference is made to the explanations relating to the third aspect of the invention.

[0029] According to a sixth aspect of the invention, the stationary component has first pockets distributed over the circumference on an outer circumference of the first shoulder, wherein radially projecting second projections distributed over the circumference are formed on an inner circumference of the first shoulder of the first gear set element of the planetary gear set, wherein a second projection of the first shoulder is arranged radially opposite to a respective first pocket of the stationary component, wherein a damping element is arranged between the first shoulder and the first shoulder, which damping element is partially received in a groove formed on the first shoulder and is radially supported on the first shoulder.

[0030] The subject matter according to the sixth aspect of the invention is essentially identical to the subject matter of the fifth aspect of the invention, which is why reference is made to the statements regarding the fifth aspect of the invention. The differences from the fifth aspect of the invention are that, instead of axial stop surfaces, a groove is formed on the first shoulder. The groove can alternatively be formed on the first shoulder, so that the damping element is supported radially on the first shoulder. With regard to the advantages of the subject matter according to the sixth aspect of the invention, reference is made to the statements regarding the fifth aspect of the invention. In addition, it should be mentioned that a pre-assembly of the damping element, which can be designed, for example, as a sheet metal ring, in particular as a snap ring, can take place on the stationary component, with the first wheelset element being subsequently assembled on the stationary component or the joining to create the centering seat taking place.

[0031] According to a seventh aspect of the invention, the stationary component has first pockets distributed over the circumference of an outer circumference of the first shoulder, wherein a radially corrugated snap ring with radially inner sections and radially outer sections arranged alternately over the circumference is arranged between the first shoulder and the first shoulder, wherein the snap ring is partially received in a groove formed on the first shoulder. The radially corrugated snap ring is supported radially with the radially outer sections on the first shoulder and with the radially inner sections on the first shoulder of the stationary component. The snap ring can be pre-assembled in the groove on the first shoulder before the centering seat is produced. The snap ring is designed as a sheet metal ring that can be formed into a radially corrugated snap ring by forming.

[0032] The radially corrugated snap ring dampens the radial movement between the first gear set element and the stationary component. The radially corrugated snap ring prevents radial contact between the first gear set element and the stationary component at the centering seat, thus preventing wear on the centering seat. The advantages essentially lie in the compensation of radial misalignment and vibration damping. The damping element prevents radial distortion of the planetary gear set and improves acoustics. Due to the damping element, lower surface requirements can be placed on the first gear set element and the stationary component, particularly compared to the subject matter according to the first aspect of the invention.

[0033] According to an eighth aspect of the invention, the stationary component has first pockets distributed over the circumference of an outer circumference of the first shoulder, wherein a tolerance element with beads and wave crests arranged alternately over the circumference is arranged between the first step and the first shoulder, wherein the tolerance element is partially received in a groove formed on the first step. The tolerance element can be a sheet metal ring that can be formed into a tolerance element or a tolerance ring by forming. The beads and wave crests are embossed into the sheet metal ring for this purpose. The tolerance element is supported radially with the wave crests on the first step and with the beads on the first shoulder. The wave crests act like a plurality of compression springs. The tolerance element can be pre-assembled in the groove on the first step before the centering seat is produced.

[0034] In this variant, the centering seat is preferably designed as a clearance fit at room temperature as well as at operating temperature, so that manual assembly is possible. The groove can alternatively be formed on the first shoulder, so that the damping element is supported radially on the first shoulder. The tolerance element dampens the radial movement between the first wheelset element and the stationary component. The tolerance element also functions as a damping element and prevents radial contact between the first wheelset element and the stationary component at the centering seat, so that the damping element prevents wear on the centering seat. With regard to the advantages of the subject matter according to the eighth aspect of the invention, reference is made to the explanations relating to the seventh aspect of the invention.

[0035] According to a ninth aspect of the invention, the spline has a tip centering feature, wherein an internal toothing of the spline is attached to the first gear set element of the planetary gear set and / or an external toothing of the spline is attached to the stationary component. The prevention of radial relative movement is thus achieved by the tip centering feature on the spline. The spline can simplify assembly or joining of the first gear set element to the stationary component. In particular, the spline enables assembly of the transmission in confined spaces, for example, within a housing tunnel.

[0036] It should be expressly noted that the article according to the tenth aspect of the invention can be readily combined with one of the previously described articles. Thus, double centering is realized, which can be useful in all temperature ranges, especially for articles with a clearance fit.

[0037] In principle, the gear set elements of the planetary gear set can be selected arbitrarily to achieve a desired gear ratio. According to one exemplary embodiment, the first gear set element is a sun gear of the planetary gear set, the second gear set element is a planet carrier of the planetary gear set, and the third gear set element is a ring gear of the planetary gear set. The sun gear therefore preferably has internal teeth for the spline toothing and thus engages with external teeth of the stationary component, in particular the centering plate of the transmission. The sun gear is therefore made of steel, preferably case-hardened steel. The other gear set elements of the planetary gear set are preferably also made of the same material as the sun gear. The planet carrier is operatively connected to the output shaft, in particular connected in a rotationally fixed manner. The planet carrier and the output shaft can be formed as a single piece.The ring gear is operatively connected to the input shaft, in particular, it is non-rotatably connected to it. The ring gear and the input shaft can be formed as a single piece.

[0038] The transmission can also have more than one planetary gear set. If there are multiple planetary gear sets, these can be arranged radially or axially adjacent.

[0039] The term "operatively connected" refers to a non-switchable connection between two components intended for the permanent transmission of drive power, in particular a speed and / or torque. The connection can be made either directly or via a fixed gear ratio. The connection can be made, for example, via a fixed shaft and / or gearing, in particular spur gearing.

[0040] The term "at least indirectly" means that two components are (operatively) connected to each other via at least one additional component arranged between the two components, or are directly and thus immediately connected to each other. Thus, additional components can be arranged between shafts or gears that are operatively connected to the shaft or gear.

[0041] Additional intermediate components may be arranged between the input shaft and the drive unit of the drive train, for example, in the form of planetary gears, spur gears, chain drives, belt drives, angle drives, cardan shafts, torsion dampers, multi-speed transmissions, or the like. Likewise, additional intermediate components may be arranged between the respective output shaft and a wheel operatively connected to it, such as cardan shafts, transmission gears, spring and damping elements, or the like.

[0042] A drive train according to the invention for a vehicle comprises a transmission according to the preceding embodiments. The transmission is operatively connected to at least one drive unit. The drive unit can be an electric machine, for example, wherein the input shaft of the transmission is a rotor of the electric machine or is connected or coupled in a rotationally fixed manner to the rotor, a rotor shaft, or a rotor carrier. The rotor, the rotor shaft, or the rotor carrier is rotatably mounted relative to a stator of the electric machine that is fixed to the housing. The electric machine is preferably connected to an accumulator that supplies the electric machine with electrical energy. Furthermore, the electric machine can preferably be controlled or regulated by power electronics. Alternatively, the drive unit can also be an internal combustion engine, wherein the input shaft in this case is, for example, a crankshaft, or is connected or coupled in a rotationally fixed manner to the crankshaft.is coupled.

[0043] It is also conceivable for the drivetrain to form a hybrid drive, comprising at least one electric motor and at least one internal combustion engine. In this case, the electric motor can be operatively connected directly to the input shaft. The internal combustion engine can also supply drive power to the input shaft. Alternatively, the internal combustion engine can also be connected to the output shaft. The drivetrain can also be designed such that the transmission forms a pre-transmission stage. Thus, the transmission can be used in a purely electric drive or a hybrid drive.

[0044] The drive train according to the type described above can be used in a vehicle. The vehicle is preferably a motor vehicle, in particular an automobile (e.g., a passenger car weighing less than 3.5 t), a bus, or a truck (e.g., a bus and truck weighing more than 3.5 t). In particular, the vehicle is an electric vehicle or a hybrid vehicle. The vehicle comprises at least two axles, one of the axles forming an axle drivable by means of the drive train. The drive train according to the invention is operatively arranged on this drivable axle, the drive train transmitting drive power from the drive unit to the wheels of this axle via the transmission according to the invention. It is also conceivable to provide such a drive train for each axle.The drivetrain is preferably installed in a front-transverse design, so that the input shaft and output shafts are aligned essentially transversely to the vehicle's longitudinal direction. Alternatively, the drivetrain can be arranged diagonally to the vehicle's longitudinal and transverse axes, with the transmission output shaft being operatively connected via corresponding joints to the wheels of the respective axle, which are arranged transversely to the vehicle's longitudinal axis.

[0045] The above definitions as well as explanations of technical effects, advantages and advantageous embodiments of the transmission according to the invention also apply mutatis mutandis to the drive train according to the invention, and vice versa.

[0046] In the following, several embodiments of the invention are explained in more detail with reference to the schematic drawings, wherein identical or similar components are provided with the same reference numerals. Fig. 1 is a highly schematic plan view of a vehicle with a drive train according to the invention and a transmission according to the invention, and Fig. 2 a highly schematic longitudinal section of the transmission according to the invention according to Fig. 1, Fig. 3 a schematic partial sectional view of the transmission according to the invention in the region of a centering seat between a stationary component and a sun gear according to a first embodiment, Fig. 4 a schematic partial sectional view of an explanatory example of the gearbox in the area of ​​the centering seat, Fig. 5a a schematic first partial sectional view of the transmission according to the invention in the region of the centering seat according to a second embodiment, Fig. 5b a schematic second partial sectional view of the transmission according to the invention in the area of ​​the centering seat according to Fig. 5a, Fig. 5c a schematic view of the transmission according to the invention according to Fig. 5a and Fig. 5b, Fig. 5d a schematic perspective view of a sheet metal ring of the transmission according to the invention according to Fig. 5a to Fig. 5c, Fig. 6 a schematic partial sectional view of the transmission according to the invention in the region of the centering seat according to a third embodiment, Fig. 7a a schematic first partial sectional view of the transmission according to the invention in the region of the centering seat according to a fourth embodiment, Fig. 7b a schematic second partial sectional view of the transmission according to the invention in the area of ​​the centering seat according to Fig. 7a, Fig. 7c a schematic view of the transmission according to the invention according to Fig. 7a and Fig. 7b, Fig. 8a a schematic first partial sectional view of the transmission according to the invention in the region of the centering seat according to a fifth embodiment, Fig. 8b a schematic second partial sectional view of the transmission according to the invention in the area of ​​the centering seat according to Fig. 8a, Fig. 8c a schematic view of the transmission according to the invention according to Fig. 8a and Fig. 8b, Fig. 9a a schematic first partial sectional view of the transmission according to the invention in the region of the centering seat according to a sixth embodiment, Fig. 9b a schematic second partial sectional view of the transmission according to the invention in the area of ​​the centering seat according to Fig. 9a, Fig. 9c a schematic view of the transmission according to the invention according to Fig. 9a and Fig. 9b, Fig. 10a a schematic first partial sectional view of the transmission according to the invention in the region of the centering seat according to a seventh embodiment, Fig. 10b a schematic second partial sectional view of the transmission according to the invention in the area of ​​the centering seat according to Fig. 10a, Fig. 10c a schematic view of the transmission according to the invention according to Fig. 10a and Fig. 10b, Fig. 11a a schematic first partial sectional view of the transmission according to the invention in the region of the centering seat according to an eighth embodiment, Fig. 11b a schematic second partial sectional view of the transmission according to the invention in the area of ​​the centering seat according to Fig. 11a, Fig. 11c a schematic view of the transmission according to the invention according to Fig. 11a and Fig. 11b, Fig. 11d a schematic perspective view of a sheet metal ring of the transmission according to the invention according to Fig. 11a to Fig. 11c, Fig. 12a a schematic first partial sectional view of the transmission according to the invention in the region of the centering seat according to a ninth embodiment, Fig. 12b a schematic second partial sectional view of the transmission according to the invention in the area of ​​the centering seat according to Fig. 12a, Fig. 12c a schematic view of the transmission according to the invention according to Fig. 12a and Fig. 12b, Fig. 12d a schematic perspective view of a sheet metal ring of the transmission according to the invention according to Fig. 12a to Fig. 12c, Fig. 13a a schematic partial sectional view of the transmission according to the invention in the region of the centering seat according to a tenth embodiment, and Fig. 13b a schematic sectional view of a spline of the transmission according to the invention according to Fig. 13a.

[0047] According to Fig. 1 shows a vehicle 1 with two axles 36a, 36b, wherein a drive train 2 according to the invention is arranged in a drive-effective manner on the first axle 36a. The vehicle 1 is, by way of example, an electric vehicle, wherein the drive of the vehicle 1 is purely electrical. The first axle 36a can be either the front axle or the rear axle of the vehicle 1 and forms a driven axle of the vehicle 1. The drive train 2 comprises a drive unit 40 designed as an electric machine and a transmission 3 operatively connected thereto, the structure and arrangement of the transmission 3 being explained in more detail in the following figures. The structure of the drive unit 40 is not shown here. The drive unit 40 or electric machine in any case has an accumulator that supplies it with electrical energy and power electronics for controlling and regulating the drive unit 40.By supplying current to a stator (not shown here), a rotor (also not shown here) is arranged to rotate relative to the stator and, as a drive shaft, is connected in turn to a rotor fixed in rotation. Fig. 2, which is to be understood as the input shaft 4 in the sense of the invention, is set in a rotary movement relative to the stator. The drive power of the drive unit 40 is guided via the input shaft 4 into the transmission 3 and from there transmitted to a differential 37, which operatively connects the output of the transmission 3 to two output shafts 38, 39. At the ends of the output shafts 38, 39, which are arranged coaxially to one another in this case, a wheel 41 is connected at least indirectly in order to drive the vehicle 1. The drive unit 40 is arranged coaxially to the differential 37 here. The differential 37 and the output shafts 38, 39 will not be discussed in detail, since the transmission 3 can in principle also be used as a pre-transmission stage in a hybrid drive.

[0048] The Fig. The transmission 3 shown in more detail in Figure 2 comprises a planetary gear set 8 designed as a minus planetary gear set, comprising a sun gear 9 as the first gear set element, a planet carrier 11 as the second gear set element, and a ring gear 10 as the third gear set element. The ring gear 10 is suspended from the input shaft 4 designed as a rotor carrier for torque transmission. The planet carrier 11 is connected in a rotationally fixed manner to an output shaft 5 via a driving toothing 42. The drive torque is supported via the sun gear 9 and a spline 6 on a stationary component 7, which is designed here as a centering plate. The spline is formed by an internal toothing 33 on the sun gear 9 and an external toothing 34 meshing therewith on the centering plate 7. The axial force support between the input shaft 4 and the planet carrier 11 as well as between the planet carrier 11 and the sun gear 9 is provided by axial needle bearings 43.The sun gear 9 is supported axially in the opposite direction on the centering plate 7. The lubricant supply to the transmission 3 is via the centering plate 7. The gear set elements of the planetary gear set 8 are made of case-hardened steel, whereas the centering plate 7 is made of an aluminum alloy.

[0049] A centering seat 12 is formed between the sun gear 9 and the centering plate 7 to prevent radial relative movement, which will be discussed in more detail in the subsequent figures. The spline 6 transmits torque, which can, however, lead to radial relative movement between the sun gear 9 and the centering plate 7. This radial relative movement is prevented by the centering seat 12, which positions the sun gear 9 relative to the centering plate 7 and prevents wear of the spline 6.

[0050] According to a first embodiment according to Fig. 3, the sun gear 9 has an axially projecting first shoulder 13, which is arranged radially outside a first shoulder 7a of the centering plate 7. The centering seat 12 is formed between the first shoulder 13 of the sun gear 9 and the first shoulder 7a of the centering plate 7. In this variant, the centering seat 12 is designed as a clearance fit at room temperature, so that manual assembly is possible. At operating temperature, i.e. while the gearbox 3 is in operation, a tight fit is created at the centering seat 12, which results from the different thermal expansion coefficients of the sun gear 9 and the centering plate 7. The operating temperature here is, for example, approximately 100°C. It can vary depending on the application.

[0051] According to an explanatory example, the centering plate 7 in Fig. 4 has an axially protruding second shoulder 7b, which is arranged radially outside a second shoulder 14 of the sun gear 9. The centering seat 12 is formed between the second shoulder 7b of the centering plate 7 and the second shoulder 14 of the sun gear 9. In this variant, the centering seat 12 is designed as an interference fit at room temperature, so that assembly occurs through axial pressure or under pressure. At operating temperature, a transition fit exists, which results from the different thermal expansion coefficients of the sun gear 9 and the centering plate 7.

[0052] The following embodiments are based on the first embodiment or are special embodiments based on the first embodiment according to Fig. 3. Reference should therefore be made to what has been said above.

[0053] In a second embodiment according to Fig. 5a to Fig. 5d, the centering plate 7 has first pockets 22 distributed over the circumference on an outer circumference 21 of the first shoulder 7a. These are in Fig. 5c. Between the first step 13 and the first shoulder 7a, a sheet metal ring 15 is arranged, which is inserted into a groove 16 formed on the centering plate 7. Fig. 5a and is supported radially on the first shoulder 13. The sheet metal ring 15 made of steel, which is Fig. 5d, shown in perspective and designed here as a snap ring, is pre-assembled on the centering plate 7 before the centering seat 12 is manufactured, i.e., before the sun gear 9 and the centering plate 7 are joined. In this variant, the centering seat 12 is formed by a fit between the pre-assembled sheet metal ring 15 and the sun gear 9, whereby the sheet metal ring 15 prevents the radial relative movement of the sun gear 9. The sheet metal ring 15 also prevents contact between the sun gear 9 and the centering plate 7 at the centering seat 12, so that in the event of an axial movement of the sun gear 9 relative to the centering plate 7, steel slides on steel.

[0054] According to a third embodiment according to Fig. 6, a damping element 17 designed as an O-ring is arranged between the first shoulder 13 and the first shoulder 7a. The damping element 17 is partially received in a groove 16 formed on the first shoulder 13 and is radially supported on the first shoulder 7a. The O-ring prevents wear on the centering seat 12, since there is no contact between the sun gear 9 and the centering plate 7 in the area of ​​the centering seat 12. The damping element 17 also prevents radial distortion of the planetary gear set 8 and improves the acoustics of the transmission 3.

[0055] According to a fourth embodiment according to Fig. 7a to Fig. 7c, the first shoulder 13 of the sun gear 9 is designed as a crown toothing 18, wherein the crown toothing 18 has axially projecting first projections 19 distributed over the circumference with first gaps 20 arranged therebetween. The sun gear 9 is forged in this case, wherein the crown toothing 18 is impact-turned. The centering plate 7 has first pockets 22 distributed over the circumference on an outer circumference 21 of the first shoulder 7a, wherein a first projection 19 of the crown toothing 18 projects into a corresponding first pocket 22 of the centering plate 7, wherein between the crown toothing 18 and the first shoulder 7a, a damping element 17 in the form of a sheet metal ring analogous to Fig. 5d is arranged, which is axially supported on the one hand on a first axial stop surface 23 of the sun gear 9 and on the other hand on an opposite second axial stop surface 24 of the centering plate 7. The stop surfaces 23, 24 prevent axial movement of the sun gear 9 relative to the centering plate 7. One axial first projection 19 is Fig. 7a and Fig. 7c are arranged in the radial direction opposite a pocket 22 on the centering plate 7. The first projections 19 and first pockets 22 are designed such that the damping element 17 can deform elastically. In the present case, the first pockets 22 are larger in the circumferential direction than the first projections 19. The damping element 17 supports radial forces and dampens a radial relative movement between the sun gear 9 and the centering plate 7. In addition, the damping element 17 prevents contact between the sun gear 9 and the centering plate 7 in the region of the centering seat 12. The damping element 17 thus prevents wear on the centering seat 12, in particular when the sheet metal ring surface has a higher surface quality than a conventionally machined surface.

[0056] According to a fifth embodiment according to Fig. 8a to Fig. 8c, the centering plate 7 has first pockets 22 distributed over the circumference on an outer circumference 21 of the first shoulder 7a, wherein radially projecting second projections 26 distributed over the circumference are formed on an inner circumference 25 of the first shoulder 13 of the sun gear 9. Each second projection 26 of the first shoulder 13 is Fig. 8a and Fig. 8c is arranged radially opposite to a corresponding first pocket 22 of the centering plate 7. Between the first step 13 and the first shoulder 7a, a damping element 17 is arranged analogously to the sheet metal ring according to Fig. 5d, which is axially supported on the one hand on a first axial stop surface 23 of the sun gear 9 and on the other hand on an opposite second axial stop surface 24 of the centering plate 7. The stop surfaces 23, 24 prevent axial movement of the sun gear 9 relative to the centering plate 7. The sun gear 9 with the second projections 26 and the pockets located therebetween in the circumferential direction is forged in this case. With regard to the effects and advantages, reference is made to the explanations for the fourth embodiment according to Fig. 7a to Fig. 7c.

[0057] A sixth embodiment according to Fig. 9a to Fig. 9c is essentially identical to the fourth embodiment according to Fig. 7a to Fig. 7c. The difference is that no stop surfaces are provided, but rather that the damping element 17 arranged between the first shoulder 13 and the first shoulder 7a is partially received in a groove 16 formed on the first shoulder 13 and is radially supported on the first shoulder 7a. The damping element 17 can be pre-assembled on the sun gear 9 before the sun gear 9 and the centering plate 7 are joined. For the rest, reference is made to the explanations regarding the fourth embodiment according to Fig. 7a to Fig. 7c.

[0058] A seventh embodiment according to Fig. 10a to Fig. 10c is essentially identical to the fifth embodiment according to Fig. 8a to Fig. 8c. The difference is that no stop surfaces are provided, but that the damping element 17 arranged between the first shoulder 13 and the first shoulder 7a is partially received in a groove 16 formed on the first shoulder 7a and is radially supported on the first shoulder 13. The damping element 17 can be pre-assembled on the sun gear 9 before the sun gear 9 and the centering plate 7 are joined. Otherwise, reference is made to the explanations regarding the fourth embodiment according to Fig. 8a to Fig. 8 c.

[0059] According to an eighth embodiment according to Fig. 11a to Fig. 11d, the centering plate 7 has first pockets 22 distributed over the circumference on an outer circumference 21 of the first shoulder 7a. Between the first shoulder 13 and the first shoulder 7a, a radially corrugated snap ring 27 is arranged with radially inner sections 28 and radially outer sections 29 arranged alternately over the circumference, wherein the snap ring 27 is partially received in a groove 16 formed on the first shoulder 13. The snap ring 27 is shown in perspective in Fig. 11d. The snap ring 27 can be pre-assembled in the groove 16 before the sun gear 9 and the centering plate 7 are joined.

[0060] The number of radially inner sections 28 and the radially outer sections 19 is selected such that they are at least twice the number of the first pockets 22 on the centering plate 7, so that at least one radially inner section always rests on an outer circumferential section of the centering plate 7 and a uniform radial support and force distribution takes place. Fig. 11c, six first pockets 22 are formed on the first shoulder 7a. In the present case, the snap ring 27 has twelve radially inner sections 28 and twelve radially outer sections 29, which are arranged alternately and evenly distributed over the circumference. Accordingly, each radially inner section 28 rests on an outer circumferential section between two circumferentially adjacent pockets 22 on the outer circumference 21 of the centering plate 7.

[0061] In this variant, the centering seat 12 is advantageously designed as a clearance fit at room temperature as well as at operating temperature, allowing manual assembly. Alternatively, the groove 16 can be formed on the first shoulder 7a, so that the radially corrugated snap ring 27 is supported radially on the first shoulder 13. The snap ring 27 is preferably made of an aluminum alloy, in particular of the same material as the centering plate 7.

[0062] The snap ring 27 compensates for radial misalignment and dampens vibrations. Furthermore, the snap ring 27 acts as a damping element, preventing wear on the centering seat 12. The snap ring 27 also prevents radial distortion of the planetary gear set 8 and improves the acoustics of the transmission 3.

[0063] According to a ninth embodiment according to Fig. 12a to Fig. 12d, the centering plate 7 has first pockets 22 distributed over the circumference on an outer circumference 21 of the first shoulder 7a, wherein a tolerance element 30 with beads 31 and wave crests 32 arranged alternately over the circumference is arranged between the first shoulder 13 and the first shoulder 7a, wherein the tolerance element 30 is partially received in a groove 16 formed on the first shoulder 13. The tolerance element 30 is shown in perspective in Fig. 12d. The tolerance element 30 is a tolerance ring or a tolerance sleeve in the present case. The tolerance element 30 can be pre-assembled in the groove 16 before the sun gear 9 and the centering plate 7 are joined. The beads 31 and wave crests 32 are distributed evenly and alternately over the circumference of the tolerance element 30, with the wave crests 32 acting as compression springs and bearing radially against the first shoulder 7a to dampen movement.

[0064] In this variant, the centering seat 12 is advantageously designed as a clearance fit at room temperature as well as at operating temperature, so that manual assembly is possible. The groove 16 can alternatively be formed on the first shoulder 7a, so that the tolerance element 30 is supported radially on the first shoulder 13. The tolerance element 30 is preferably made of an aluminum alloy, in particular of the same material as the centering plate 7. With regard to the advantages, reference is made to the explanations for the eighth embodiment according to Fig. 11a to Fig. 11d.

[0065] According to a tenth embodiment according to Fig. 13a to Fig. 13b, the spline 6 has a head centering, whereby in this case the internal toothing 33 of the spline 6 is beaked onto the sun gear 9 and the external toothing 34 of the spline 6 is beaked onto the centering plate 7. In Fig. 13a shows only the sun gear 9 and the centering plate 7 in partial section to illustrate the design of the spline 6. Here, the sun gear 9 is pressed from left to right onto the external toothing 34 of the centering plate 7, with the beaks 35 simplifying assembly, especially when head centering is required. Fig. Figure 13b shows a partial section through the spline 6 to illustrate the head centering. In this variant, the centering seat 12 is preferably designed as a clearance fit at room temperature, allowing manual assembly. At operating temperature, a tight fit is realized at the centering seat 12, resulting from the different thermal expansion coefficients of the sun gear 9 and the centering plate 7.

[0066] Fig.Figure 4 merely shows an illustrative example (where previously it was “an embodiment”) which does not belong to the invention as literally defined in the claims. Reference symbol 1 vehicle 2 Drivetrain 3 gearboxes 4 Input shaft 5 Output shaft 6 spline 7 Stationary component or centering plate 7a First shoulder of the stationary component 7b Second paragraph of the fixed component 8 planetary gear set 9 Sun gear of the planetary gear set 10 Ring gear of the planetary gear set 11 Planet carrier of the planetary gear set 12 Centering seat 13 First paragraph 14 Second shoulder 15 sheet metal ring 16 grooves 17 Damping element 18 Crown toothing 19 First lead 20 First gap 21 Outer circumference 22 First bag 23 First axial stop surface 24 Second axial stop surface 25 inner circumference 26 Second lead 27 Snap ring 28 Radial inner section 29 Radially outer section 30 Tolerance element 31 bead 32 Wellenberg 33 internal gearing 34 external gearing 35 Beak 36a First axis 36b Second axis 37 Differential 38 First output shaft 39 Second output shaft 40 drive unit 41 wheels 42 Driving gear 43 thrust bearings

Claims

[1] Transmission (3) for a drive train (2) of a vehicle (1) with an input shaft (4), an output shaft (5) and at least one planetary gear set (8) with a plurality of gear set elements in the form of a sun gear (9), a ring gear (10) and a planet carrier (11), wherein a first gear set element of the planetary gear set (8) is connected in a rotationally fixed manner to a stationary component (7) via a spline (6), wherein a second gear set element of the planetary gear set (8) is operatively connected to the output shaft (5), and wherein a third gear set element of the planetary gear set (8) is operatively connected to the input shaft (4), wherein the first gear set element of the planetary gear set (8) is made of steel, wherein the stationary component (7) is made of an aluminum alloy, wherein a centering seat is formed between the first gear set element of the planetary gear set (9) and the stationary component (7). (12) is designed to prevent radial relative movement,wherein the first gear set element of the planetary gear set (8) has an axially projecting first shoulder (13) which is arranged radially outside a first shoulder (7a) of the stationary component (7), wherein the centering seat (12) is formed between the first shoulder (13) of the first gear set element of the planetary gear set (8) and the first shoulder (7a) of the stationary component (7), , characterized by that the stationary component (7) has first pockets (22) distributed over the circumference on an outer circumference (21) of the first shoulder (7a), wherein a sheet metal ring (15) is arranged between the first shoulder (13) and the first shoulder (7a), which is partially received in a groove (16) formed on the stationary component (7) and is radially supported on the first shoulder (13). [2] Transmission (3) for a drive train (2) of a vehicle (1) with an input shaft (4), an output shaft (5) and at least one planetary gear set (8) with a plurality of gear set elements in the form of a sun gear (9), a ring gear (10) and a planet carrier (11), wherein a first gear set element of the planetary gear set (8) is connected in a rotationally fixed manner to a stationary component (7) via a spline (6), wherein a second gear set element of the planetary gear set (8) is operatively connected to the output shaft (5), and wherein a third gear set element of the planetary gear set (8) is operatively connected to the input shaft (4), wherein the first gear set element of the planetary gear set (8) is made of steel, wherein the stationary component (7) is made of an aluminum alloy, wherein a centering seat is formed between the first gear set element of the planetary gear set (9) and the stationary component (7). (12) is designed to prevent radial relative movement,wherein the first gear set element of the planetary gear set (8) has an axially projecting first shoulder (13) which is arranged radially outside a first shoulder (7a) of the stationary component (7), wherein the centering seat (12) is formed between the first shoulder (13) of the first gear set element of the planetary gear set (8) and the first shoulder (7a) of the stationary component (7), , characterized by that a damping element (17) is arranged between the first shoulder (13) and the first shoulder (7a), which damping element is partially received in a groove (16) formed on the first shoulder (13) and is radially supported on the first shoulder (7a). [3] Transmission (3) for a drive train (2) of a vehicle (1) with an input shaft (4), an output shaft (5) and at least one planetary gear set (8) with a plurality of gear set elements in the form of a sun gear (9), a ring gear (10) and a planet carrier (11), wherein a first gear set element of the planetary gear set (8) is connected in a rotationally fixed manner to a stationary component (7) via a spline (6), wherein a second gear set element of the planetary gear set (8) is operatively connected to the output shaft (5), and wherein a third gear set element of the planetary gear set (8) is operatively connected to the input shaft (4), wherein the first gear set element of the planetary gear set (8) is made of steel, wherein the stationary component (7) is made of an aluminum alloy, wherein a centering seat is formed between the first gear set element of the planetary gear set (9) and the stationary component (7). (12) is designed to prevent radial relative movement,wherein the first gear set element of the planetary gear set (8) has an axially projecting first shoulder (13) which is arranged radially outside a first shoulder (7a) of the stationary component (7), wherein the centering seat (12) is formed between the first shoulder (13) of the first gear set element of the planetary gear set (8) and the first shoulder (7a) of the stationary component (7), , characterized bythat the first shoulder (13) of the first gear set element of the planetary gear set (8) is designed as a crown toothing (18), wherein the crown toothing (18) has axially projecting first projections (19) distributed over the circumference with first gaps (20) arranged therebetween, wherein the stationary component (7) has first pockets (22) distributed over the circumference on an outer circumference (21) of the first shoulder (7a), wherein a first projection (19) of the crown toothing (18) projects into a respective first pocket (22) of the stationary component (7), wherein a damping element (17) is arranged between the crown toothing (18) and the first shoulder (7a), which damping element is located on the one hand on a first axial stop surface (23) of the first gear set element of the planetary gear set (8) and on the other hand on a second axial stop surface (24) of the stationary component opposite thereto (7) is supported axially. [4] Transmission (3) for a drive train (2) of a vehicle (1) with an input shaft (4), an output shaft (5) and at least one planetary gear set (8) with a plurality of gear set elements in the form of a sun gear (9), a ring gear (10) and a planet carrier (11), wherein a first gear set element of the planetary gear set (8) is connected in a rotationally fixed manner to a stationary component (7) via a spline (6), wherein a second gear set element of the planetary gear set (8) is operatively connected to the output shaft (5), and wherein a third gear set element of the planetary gear set (8) is operatively connected to the input shaft (4), wherein the first gear set element of the planetary gear set (8) is made of steel, wherein the stationary component (7) is made of an aluminum alloy, wherein a centering seat is formed between the first gear set element of the planetary gear set (9) and the stationary component (7). (12) is designed to prevent radial relative movement,wherein the first gear set element of the planetary gear set (8) has an axially projecting first shoulder (13) which is arranged radially outside a first shoulder (7a) of the stationary component (7), wherein the centering seat (12) is formed between the first shoulder (13) of the first gear set element of the planetary gear set (8) and the first shoulder (7a) of the stationary component (7), , characterized byin that the first shoulder (13) of the first gear set element of the planetary gear set (8) is designed as a crown toothing (18), wherein the crown toothing (18) has axially projecting first projections (19) distributed over the circumference with first gaps (20) arranged therebetween, wherein the stationary component (7) has first pockets (22) distributed over the circumference on an outer circumference (21) of the first shoulder (7a), wherein a first projection (19) of the crown toothing (18) projects into a respective first pocket (22) of the stationary component (7), wherein a damping element (17) is arranged between the first shoulder (13) and the first shoulder (7a), which damping element is partially received in a groove (16) formed on the first shoulder (13) and is radially supported on the first shoulder (7a). [5] Transmission (3) for a drive train (2) of a vehicle (1) with an input shaft (4), an output shaft (5) and at least one planetary gear set (8) with a plurality of gear set elements in the form of a sun gear (9), a ring gear (10) and a planet carrier (11), wherein a first gear set element of the planetary gear set (8) is connected in a rotationally fixed manner to a stationary component (7) via a spline (6), wherein a second gear set element of the planetary gear set (8) is operatively connected to the output shaft (5), and wherein a third gear set element of the planetary gear set (8) is operatively connected to the input shaft (4), wherein the first gear set element of the planetary gear set (8) is made of steel, wherein the stationary component (7) is made of an aluminum alloy, wherein a centering seat is formed between the first gear set element of the planetary gear set (9) and the stationary component (7). (12) is designed to prevent radial relative movement,wherein the first gear set element of the planetary gear set (8) has an axially projecting first shoulder (13) which is arranged radially outside a first shoulder (7a) of the stationary component (7), wherein the centering seat (12) is formed between the first shoulder (13) of the first gear set element of the planetary gear set (8) and the first shoulder (7a) of the stationary component (7), , characterized byin that the stationary component (7) has first pockets (22) distributed over the circumference on an outer circumference (21) of the first shoulder (7a), wherein radially projecting second projections (26) distributed over the circumference are formed on an inner circumference (25) of the first shoulder (13) of the first gear set element of the planetary gear set (8), wherein a second projection (26) of the first shoulder (13) is arranged radially opposite a corresponding first pocket (22) of the stationary component (7), wherein a damping element (17) is arranged between the first shoulder (13) and the first shoulder (7a), which damping element is axially supported on the one hand on a first axial stop surface (23) of the first gear set element of the planetary gear set (8) and on the other hand on a second axial stop surface (24) of the stationary component (7) opposite thereto. [6] Transmission (3) for a drive train (2) of a vehicle (1) with an input shaft (4), an output shaft (5) and at least one planetary gear set (8) with a plurality of gear set elements in the form of a sun gear (9), a ring gear (10) and a planet carrier (11), wherein a first gear set element of the planetary gear set (8) is connected in a rotationally fixed manner to a stationary component (7) via a spline (6), wherein a second gear set element of the planetary gear set (8) is operatively connected to the output shaft (5), and wherein a third gear set element of the planetary gear set (8) is operatively connected to the input shaft (4), wherein the first gear set element of the planetary gear set (8) is made of steel, wherein the stationary component (7) is made of an aluminum alloy, wherein a centering seat is formed between the first gear set element of the planetary gear set (9) and the stationary component (7). (12) is designed to prevent radial relative movement,wherein the first gear set element of the planetary gear set (8) has an axially projecting first shoulder (13) which is arranged radially outside a first shoulder (7a) of the stationary component (7), wherein the centering seat (12) is formed between the first shoulder (13) of the first gear set element of the planetary gear set (8) and the first shoulder (7a) of the stationary component (7), , characterized byin that the stationary component (7) has first pockets (22) distributed over the circumference on an outer circumference (21) of the first shoulder (7a), wherein radially projecting second projections (26) distributed over the circumference are formed on an inner circumference (25) of the first shoulder (13) of the first gear set element of the planetary gear set (8), wherein a second projection (26) of the first shoulder (13) is arranged radially opposite a corresponding first pocket (22) of the stationary component (7), wherein a damping element (17) is arranged between the first shoulder (13) and the first shoulder (7a), which damping element is partially received in a groove (16) formed on the first shoulder (7a) and is radially supported on the first shoulder (13). [7] Transmission (3) for a drive train (2) of a vehicle (1) with an input shaft (4), an output shaft (5) and at least one planetary gear set (8) with a plurality of gear set elements in the form of a sun gear (9), a ring gear (10) and a planet carrier (11), wherein a first gear set element of the planetary gear set (8) is connected in a rotationally fixed manner to a stationary component (7) via a spline (6), wherein a second gear set element of the planetary gear set (8) is operatively connected to the output shaft (5), and wherein a third gear set element of the planetary gear set (8) is operatively connected to the input shaft (4), wherein the first gear set element of the planetary gear set (8) is made of steel, wherein the stationary component (7) is made of an aluminum alloy, wherein a centering seat is formed between the first gear set element of the planetary gear set (9) and the stationary component (7). (12) is designed to prevent radial relative movement,wherein the first gear set element of the planetary gear set (8) has an axially projecting first shoulder (13) which is arranged radially outside a first shoulder (7a) of the stationary component (7), wherein the centering seat (12) is formed between the first shoulder (13) of the first gear set element of the planetary gear set (8) and the first shoulder (7a) of the stationary component (7), , characterized by in that the stationary component (7) has, on an outer circumference (21) of the first shoulder (7a), first pockets (22) distributed over the circumference, wherein a radially corrugated snap ring (27) with radially inner sections (28) and radially outer sections (29) arranged alternately over the circumference is arranged between the first shoulder (13) and the first shoulder (7a), wherein the snap ring (27) is partially received in a groove (16) formed on the first shoulder (13). [8] Transmission (3) for a drive train (2) of a vehicle (1) with an input shaft (4), an output shaft (5) and at least one planetary gear set (8) with a plurality of gear set elements in the form of a sun gear (9), a ring gear (10) and a planet carrier (11), wherein a first gear set element of the planetary gear set (8) is connected in a rotationally fixed manner to a stationary component (7) via a spline (6), wherein a second gear set element of the planetary gear set (8) is operatively connected to the output shaft (5), and wherein a third gear set element of the planetary gear set (8) is operatively connected to the input shaft (4), wherein the first gear set element of the planetary gear set (8) is made of steel, wherein the stationary component (7) is made of an aluminum alloy, wherein a centering seat is formed between the first gear set element of the planetary gear set (9) and the stationary component (7). (12) is designed to prevent radial relative movement,wherein the first gear set element of the planetary gear set (8) has an axially projecting first shoulder (13) which is arranged radially outside a first shoulder (7a) of the stationary component (7), wherein the centering seat (12) is formed between the first shoulder (13) of the first gear set element of the planetary gear set (8) and the first shoulder (7a) of the stationary component (7), , characterized by in that the stationary component (7) has first pockets (22) distributed over the circumference on an outer circumference (21) of the first shoulder (7a), wherein a tolerance element (30) with beads (31) and wave crests (32) arranged alternately over the circumference is arranged between the first shoulder (13) and the first shoulder (7a), wherein the tolerance element (30) is partially received in a groove (16) formed on the first shoulder (13). [9] Gearbox (3) according to one of the preceding claims, wherein the stationary component (7) is a centering plate of the gearbox (3). [10] Transmission (3) according to one of the preceding claims, wherein the spline (6) has a head centering, and wherein an internal toothing (33) of the spline (6) is beaked onto the first gear set element of the planetary gear set (8) and / or an external toothing (34) of the spline (6) is beaked onto the stationary component (7). [11] Transmission (3) according to one of the preceding claims, wherein the first gear set element is the sun gear of the planetary gear set (8), the second gear set element is the planet carrier of the planetary gear set (8) and the third gear set element is the ring gear of the planetary gear set (8). [12] Drive train (2) for a vehicle (1), comprising a transmission (3) according to one of the preceding claims.

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