Manual transmission and drive unit with a manual transmission for a vehicle

Abstract

A manual transmission (SG) for a vehicle (100) comprising a first shift element (A), a second shift element (B), a third shift element (C), a first planetary gear set (PS1) with a first sun shaft (SO1), a first ring gear shaft (HR1) and a first carrier shaft (ST1), and a second planetary gear set (PS2) with a second sun shaft (SO2), a second ring gear shaft (HR2) and a second carrier shaft (ST2), wherein, in the closed state of the first shift element (A), a first gear is engaged on the first planetary gear set (PS1) with a first gear ratio, wherein in the first gear the first sun shaft (SO1) is configured as the input, the first ring gear shaft (HR1) is rotationally fixed to a stationary component, and the first carrier shaft (ST1) is configured as the output, wherein, in the closed state of the second shift element (B), a second gear configured as a direct drive with a second gear ratio is engaged.• wherein, in the closed state of the third shift element (C), a third gear is engaged on the second planetary gear set (PS2) with a third gear ratio, wherein in the third gear the second web shaft (ST2) is configured as the input, the second sun shaft (SO2) is non-rotatably connected to a stationary component, and the second ring gear shaft (HR2) is configured as the output. • wherein the first sun shaft (SO1) is non-rotatably connected to a drive shaft (An) of the transmission (SG), • wherein the first sun shaft (SO1) is non-rotatably connected to the second web shaft (ST2).

Description

The invention relates to a manual transmission for a vehicle. Furthermore, the invention relates to a drive unit for a vehicle, wherein the drive unit comprises an electric motor and such a multi-gear manual transmission. The invention also relates to a vehicle with such a drive unit. For example, DE 10 2019 218 413 A1 discloses a drive arrangement of an electric vehicle with a manual transmission comprising a transmission input shaft and a transmission output shaft, wherein the manual transmission is designed as a three-speed transmission for shifting into a first gear, a second gear, and a third gear, with a first shift element, a second shift element, a third shift element, and two coupled planetary gear sets. The first planetary gear set has a first sun shaft, a first ring gear shaft, and a first carrier shaft. The second planetary gear set has a second sun shaft, a second ring gear shaft, and a second carrier shaft. The first carrier shaft is fixedly connected to the second ring gear shaft. The first sun shaft forms the transmission input shaft. The second sun shaft is fixed to the housing. The second carrier shaft forms the transmission output shaft. The first shift element can be actuated to shift into first gear.The second shift element can be activated to engage second gear. The third shift element can be activated to engage third gear. A multi-speed transmission for rail vehicles is known from German patent application DE 10 2014 213 012 A1. The multi-speed transmission comprises at least one transmission input, at least one transmission output, at least one planetary gear set, at least one switching element, and a housing, wherein a planetary gear set comprises a sun gear, at least one planet carrier with planet gears, and a ring gear, and a rotary motion can be introduced into the multi-speed transmission by means of a drive element, characterized in that at least two different transmission ratios between the transmission input and the transmission output can be achieved by actuating the at least one switching element. The object of the present invention is to provide an alternative transmission for a vehicle. In particular, the transmission should be energy-efficient and have an improved efficiency. This object is achieved by a transmission with the features of independent claim 1. Advantageous embodiments are the subject of the dependent claims, the following description, and the figures. A transmission according to the invention for a vehicle comprises a first shifting element, a second shifting element, a third shifting element, a first planetary gear set with a first sun shaft, a first ring gear shaft and a first carrier shaft, and a second planetary gear set with a second sun shaft, a second ring gear shaft and a second carrier shaft, wherein, in the closed state of only the first shifting element, a first gear is engaged on the first planetary gear set with a reduction gear ratio, wherein in the first gear the first sun shaft is configured as the input, the first ring gear shaft is rotationally fixed to a stationary component and the first carrier shaft is configured as the output, wherein, in the closed state of only the second shifting element, a second gear configured as a direct drive is engaged.wherein, in the closed state of only the third switching element, a third gear is engaged on the second planetary gear set with a higher gear ratio, wherein in the third gear the second web shaft is configured as the drive, the second sun shaft is rotationally fixed to a stationary component, and the second ring gear shaft is configured as the output. The first gear is designed for particularly high traction requirements, for example, when towing a trailer. In contrast, the third gear is an overdrive gear, providing increased speed for high driving speeds, such as on highways. Furthermore, the second gear is the primary driving gear, for example, for city and highway driving. The second gear is a direct drive, offering good efficiency and no gear losses. The direct drive has a gear ratio of 1 and is achieved by locking at least one of the two planetary gear sets or by rigidly connecting an input shaft of the transmission to an output shaft. Therefore, either the first planetary gear set, the second planetary gear set, or both planetary gear sets can be locked by means of the second shift element.Each planetary set is locked in place by connecting two waves of that set with the second switching element. When a planetary set is locked in place, it rotates within the block and has a gear ratio of 1. A drive unit according to the invention for a vehicle comprises an electric machine and a transmission according to the invention. The transmission enables the electric machine to be connected to a drive shaft to transmit drive power. The transmission is effectively connected to either a differential or a vehicle wheel via an output shaft. The transmission is always driven via the drive shaft, and the output of the transmission is always via the output shaft. The drive shaft is effectively connected to the electric machine. The output shaft is at least indirectly effectively connected to at least one vehicle wheel. For example, a single drive unit is used in an electric drive axle for an electric vehicle, in which case the output shaft is effectively connected to a differential.Alternatively, two drive units can be used in an electric drive axle for an electric vehicle, with each output shaft then effectively connected to the respective wheel of the drive axle. The transmission has exactly three gears, which are shifted using the shift elements, thus creating high energy efficiency for electric vehicles. The switching elements are designed as gearshift elements and are thus configured for shifting gears. The first switching element can be actuated or closed to engage first gear. The second switching element can be actuated or closed to engage second gear. The third switching element can be actuated or closed to engage third gear. A "switching element" is understood to be a switchable device that, in a closed state, connects two shafts or a shaft and a stationary component in a rotationally fixed manner, and, in an open state, decouples the two shafts or the shaft and the stationary component from each other. Two shafts can then rotate relative to each other. A "stationary component" is understood to be a component that is fixed in a stationary position, in particular rotationally fixed or integrally connected to a housing or a part of a housing. For the purposes of this invention, a "shaft" is understood to be a rotatable component of the transmission by which the respective components of the transmission are connected to one another in a rotationally fixed manner, or by which such a connection can be established when one of the switching elements is actuated. The shaft can connect the components axially or radially, or both. The shaft can also serve as an intermediate piece by which a component is connected, for example, radially. The term "shaft" does not preclude the possibility that the components to be connected may be manufactured as a single piece. In particular, two or more shafts connected in a rotationally fixed manner can be manufactured as a single piece. According to a preferred embodiment, all switching elements are designed as positive-locking switching elements. For example, a positive-locking switching element is designed as a dog clutch. Positive-locking switching elements increase the efficiency of the transmission due to reduced drag losses. In particular, positive-locking switching elements are more compact, efficiency-optimized, and offer a cost advantage over friction-locking switching elements. Alternatively, at least one switching element can be designed as a friction-locking switching element, for example, as a multi-plate clutch. With friction-locking switching elements, conventional power shifting is possible during gear changes. According to a preferred embodiment, the first, second, and third switching elements form a switching unit with five switching positions, wherein the switching unit comprises a single axially displaceable sliding sleeve. The sliding sleeve can be axially displaced into the respective switching position by means of a single actuator. Preferably, the switching unit has a neutral position between two gear positions, so that with five switching positions, three gear positions and two neutral positions are provided. In a neutral position, two shafts or one shaft and a stationary component are decoupled from each other via the switching unit, whereby the sliding sleeve is then in rotational engagement with a single shaft. In particular, the actuator moves the sliding sleeve into the respective switching position, thereby switching up to three gears sequentially. Preferably, the sliding sleeve has positive-locking claws that, in the respective gear position, interact positively with a corresponding claw toothing to establish a rotationally fixed connection between two shafts or a shaft and a stationary component. Thus, the respective claw toothing with which the sliding sleeve positively interacts can be understood as the switching element. In particular, the sliding sleeve is arranged axially between two gear positions in a respective neutral position, so that a change between gears always requires passing through a neutral position. Preferably, the switching unit includes an unsynchronized claw clutch. According to one embodiment, the first sun gear shaft is non-rotatably connected to the drive shaft, the first intermediate shaft is non-rotatably connected to the output shaft, the first sun gear shaft is non-rotatably connected to the second intermediate shaft, the first intermediate shaft is non-rotatably connected to the second ring gear shaft, the first switching element, in the closed state, non-rotatably connects the first ring gear shaft to the stationary component to engage first gear, the second switching element, in the closed state, non-rotatably connects the first ring gear shaft to the second sun gear shaft and locks the two planetary gear sets to engage second gear, the third switching element, in the closed state, non-rotatably connects the second sun gear shaft to the stationary component to engage third gear. Reference is made to the embodiments according to Figures 2 and 8. According to one embodiment, the first sun shaft is non-rotatably connected to the drive shaft, the first web shaft is non-rotatably connected to the output shaft, the first sun shaft is non-rotatably connected to the second web shaft, the second sun shaft is non-rotatably connected to the stationary component, the first switching element, in the closed state, non-rotatably connects the first ring gear shaft to the stationary component to engage first gear, the second switching element, in the closed state, non-rotatably connects the first ring gear shaft to the first web shaft and locks the first planetary gear set to engage second gear, the third switching element, in the closed state, non-rotatably connects the first web shaft to the second ring gear shaft to engage third gear. Reference is made to the embodiment shown in Fig. 3. According to one embodiment, the first sun gear shaft is non-rotatably connected to the drive shaft, the first sun gear shaft is non-rotatably connected to the second connecting shaft, the second sun gear shaft and the first ring gear shaft are each non-rotatably connected to the stationary component, the first switching element, in the closed state, non-rotatably connects the first connecting shaft to the output shaft to engage first gear, the second switching element, in the closed state, non-rotatably connects the drive shaft to the output shaft to engage second gear, and the third switching element, in the closed state, non-rotatably connects the second ring gear shaft to the output shaft to engage third gear. Reference is made to the embodiment shown in Fig. 4. According to one embodiment, the first sun gear shaft is non-rotatably connected to the drive shaft, the first web shaft is non-rotatably connected to the output shaft, the first web shaft is non-rotatably connected to the second ring gear shaft, the second sun gear shaft is non-rotatably connected to a stationary component, the first switching element, in the closed state, non-rotatably connects the first ring gear shaft to the stationary component to engage first gear, the second switching element, in the closed state, non-rotatably connects the first ring gear shaft to the first sun gear shaft and locks the first planetary gear set to engage second gear, the third switching element, in the closed state, non-rotatably connects the first sun gear shaft to the second web shaft to engage third gear. Reference is made to the embodiment shown in Fig. 5. According to one embodiment, the first sun gear shaft is non-rotatably connected to the drive shaft, the second ring gear shaft is non-rotatably connected to the output shaft, the second sun gear shaft and the first ring gear shaft are each non-rotatably connected to the stationary component, the first switching element, in the closed state, non-rotatably connects the first sprocket shaft to the second ring gear shaft to engage first gear, the second switching element, in the closed state, non-rotatably connects the drive shaft to the output shaft to engage second gear, and the third switching element, in the closed state, non-rotatably connects the first sun gear shaft to the second sprocket shaft to engage third gear. Reference is made to the embodiment shown in Fig. 6. According to one embodiment, the first sun gear shaft is non-rotatably connected to the drive shaft, the second ring gear shaft is non-rotatably connected to an output shaft, the first sun gear shaft is non-rotatably connected to the second carrier shaft, the first ring gear shaft is non-rotatably connected to a stationary component, the first switching element, in the closed state, non-rotatably connects the first carrier shaft to the second ring gear shaft to engage first gear, the second switching element, in the closed state, non-rotatably connects the second carrier shaft to the second sun gear shaft and locks the second planetary gear set to engage second gear, the third switching element, in the closed state, non-rotatably connects the second sun gear shaft to the first ring gear shaft to engage third gear. Reference is made to the embodiment shown in Fig. 7. According to one embodiment, the transmission further comprises a first spur gear stage for forming a pre-reduction and / or a second spur gear stage for forming a post-reduction. Reference is made to the embodiments shown in Figures 5, 6, and 8. The first spur gear stage is specifically designed to be arranged in the power flow between a rotor shaft of the electric machine and the input shaft of the transmission. In contrast, the second spur gear stage is specifically designed to be arranged in the power flow between the output shaft of the transmission and a wheel of the vehicle or a differential. According to one embodiment, the second planetary gear set is arranged radially nested within the first spur gear stage. Thus, the second planetary gear set is arranged at least partially or completely radially inside the first spur gear stage. Furthermore, the second planetary gear set projects at least partially or completely axially into the first spur gear stage and overlaps it axially at least partially or completely. This results in a more axially compact transmission. According to one embodiment, the transmission further comprises a differential with a differential input shaft and two differential output shafts. For example, the differential is designed as a bevel gear differential. A differential designed as a bevel gear differential has two wheel-side output elements, in particular a first output gear and a second output gear. The two output gears each mesh with a compensating element. The compensating elements are rotatably mounted in a differential housing about their own axis. The respective output gear is rotationally fixed to the respective differential output shaft. The differential is driven via the differential housing, which is configured as the differential input shaft. The drive power supplied to the differential is distributed to the differential output shafts and transmitted to the drive wheels of the axle.The differential output shafts are designed to be effectively connected to the vehicle's drive wheels. Each differential output shaft can be connected directly or indirectly via a joint, a driveshaft, and / or a wheel hub to the corresponding vehicle wheel. A vehicle according to the invention comprises at least one drive unit according to the invention. The above definitions and descriptions of the technical effects, advantages, and advantageous embodiments of the drive unit according to the invention also apply mutatis mutandis to the vehicle according to the invention. Advantageous embodiments of the invention, which are explained below, are illustrated in the drawings, where identical or similar elements are designated with the same reference numeral. They show: Fig. 1 a highly abstracted schematic view of a vehicle with a drive axle comprising an electric motor and a transmission according to the invention; Fig. 2 a highly abstracted schematic view of the transmission according to the invention according to a first embodiment; Fig. 3 a highly abstracted schematic view of the transmission according to the invention according to a second embodiment; Fig. 4 a highly abstracted schematic view of the transmission according to the invention according to a third embodiment; Fig. 5 a highly abstracted schematic view of a transmission according to a fourth embodiment; Fig. 6 a highly abstracted schematic view of a transmission according to a fifth embodiment; Fig.Fig. 7 is a highly abstracted schematic view of the transmission according to a sixth embodiment of the invention; and Fig. 8 is a highly abstracted schematic view of a drive unit according to the invention with a transmission according to Fig. 2. Fig. 1 shows a vehicle 100 with a first axle 101 with two wheels R1, R2 and a second axle 102 with two wheels R3, R4. In this case, the first axle 101 is configured as the rear drive axle of the vehicle 100 and is equipped with a drive unit according to the invention. The drive unit comprises an electric machine EM, which is configured to generate drive power, and a multi-gear transmission SG. Thus, the vehicle 100 is designed as an electric vehicle, i.e., an electrically powered vehicle. The drive unit is arranged transversely to the longitudinal direction of the vehicle and is effectively connected to the wheels R1, R2 of the first axle 101. In this case, no further drive unit is arranged on the second axle 102, i.e., on the front axle of the vehicle 100, thereby saving costs, weight, and installation space.Alternatively, the drive unit can be located on the front axle of the vehicle 100 instead of the rear axle. To implement an all-wheel drive system, a further drive unit can be located on the second axle 102 and effectively connected to the vehicle wheels R3 and R4 of this axle 102. Fig. 2 shows the SG transmission according to a first embodiment, with a drive unit comprising the SG transmission according to Fig. 2 shown in Fig. 8. According to Fig. 2, the SG transmission has a first shifting element A, a second shifting element B, and a third shifting element C. Furthermore, the SG transmission has a first planetary gear set PS1 and a second planetary gear set PS2. The first planetary gear set PS1 comprises three shafts, namely a first sun shaft SO1, a first ring gear shaft HR1, and a first carrier shaft ST1. The first carrier shaft ST1 carries several planet gears that mesh with the first sun shaft SO1 and the first ring gear shaft HR1, i.e., they are in tooth mesh. The second planetary gear set PS2 also comprises three shafts, namely a second sun shaft SO2, a second ring gear shaft HR2, and a second carrier shaft ST2.The second shaft ST2 carries several planet gears that mesh with the second sun gear SO2 and the second ring gear HR2, i.e., they are in tooth mesh. Furthermore, the two planetary gear sets PS1 and PS2 are arranged axially adjacent to each other, with the switching elements A, B, and C nested radially around the circumference of the two planetary gear sets PS1 and PS2 to save axial installation space. The first sun shaft SO1 is non-rotatably connected to a drive shaft An of the transmission SG. Furthermore, the first sun shaft SO1 is non-rotatably connected to the second ring gear shaft ST2. The drive power of a drive motor can be introduced, at least indirectly or directly, via the drive shaft An. The first ring gear shaft ST1 is non-rotatably connected to an output shaft Ab of the transmission SG. Furthermore, the first ring gear shaft ST1 is non-rotatably connected to the second hollow gear shaft HR2. The output shaft Ab can be connected indirectly, for example via a differential, or directly to at least one drive wheel of the vehicle. For example, a drive device can be provided for each drive wheel of the vehicle. The gearbox SG has a rotational axis of symmetry R, ​​which coincides with the input shaft An and the output shaft Ab. A drive motor and / or a differential can be arranged coaxially or parallel to the input shaft An and the output shaft Ab. The embodiments shown in Figs. 3, 4, 5, 6 to 7 depict only the "upper" half of the respective gearbox SG, with the "lower" half, not shown, being symmetrical to the "upper" half. The first switching element A, the second switching element B, and the third switching element C are combined to form a switching unit with five switching positions. This switching unit comprises a single axially displaceable sliding sleeve SM, which enables the five switching positions. The sliding sleeve SM features claw switching elements and can be axially displaced into the respective switching position by means of a single actuator AK. Thus, all five switching positions of the switching unit are arranged linearly and consist of three gear positions and two neutral positions, with the switching unit having exactly one neutral position between each gear position. Gears one through three are switched sequentially by moving the sliding sleeve SM in an axial direction, passing through the neutral positions. This not only saves weight and components but also costs, installation space, and assembly effort. First gear is engaged when the sliding sleeve SM is in its first gear position, i.e., in its first shift position. In its actuated or closed state (i.e., in the first shift position of the sliding sleeve SM), the first shift element A connects the first ring gear shaft HR1 to the stationary component designed as housing G, thus engaging first gear. In first gear, the first sun gear shaft SO1 is configured as the input shaft for the transmission SG, and the first splined shaft ST1 as the output shaft for the transmission SG. By actuating the sliding sleeve SM and closing only the first shift element A, first gear with a reduced gear ratio is engaged. The first gear is engaged by axially shifting the sliding sleeve SM into a first neutral position, i.e., into a second switching position. In the second switching position of the sliding sleeve SM, the sliding sleeve SM is only in rotational engagement with the first ring gear shaft HR1, so that the first ring gear shaft HR1 is decoupled from the housing G via the sliding sleeve SM. No gear is engaged, and the drive motor can synchronize the target gear. The second gear is engaged by axially shifting the sliding sleeve SM into a second gear position, i.e., a third switching position. In its actuated or closed state, i.e., in the third switching position of the sliding sleeve SM, the second switching element B connects the first ring gear shaft HR1 to the second sun gear shaft SO2 to engage the second gear. This locks the two planetary gear sets PS1 and PS2. By actuating the sliding sleeve SM and closing only the second switching element B, the second gear, configured as a direct drive, is engaged, with a second gear ratio of 1. Figure 2 shows the third switching position of the sliding sleeve SM. The second gear is engaged by axially shifting the sliding sleeve SM into a second neutral position, i.e., the fourth switching position. In the fourth switching position of the sliding sleeve SM, the first ring gear shaft HR1 and the second sun shaft SO2 are not rotationally fixed to each other via the sliding sleeve SM and are thus decoupled from each other. In the second neutral position, the sliding sleeve SM is only in rotational engagement with the second sun shaft SO2. No gear is engaged, allowing the drive motor to synchronize the target gear. Third gear is engaged by axially shifting the sliding sleeve SM into a third gear position, i.e., a fifth shift position. In its actuated or closed state (i.e., in the fifth shift position of the sliding sleeve SM), the third shift element C connects the second sun gear shaft SO2 to the stationary component designed as housing G, thus engaging third gear. In third gear, the second splined shaft ST2 is configured as the input for the transmission SG, and the second ring gear shaft HR2 as the output for the transmission SG. By actuating the sliding sleeve SM and closing only the third shift element C, a third gear with a higher gear ratio is engaged. The first gear is designed for particularly high traction requirements, for example, when towing a trailer. The second gear is the main driving gear, a direct drive with good efficiency and no gear losses. Because both planetary gear sets PS1 and PS2 are in continuous rotation in the second gear, no no-load gear losses occur. The third gear is an overdrive gear, providing increased speed for high driving speeds, such as on highways. To lock the two planetary sets PS1, PS2 and switch the direct drive, other shafts of the two planetary sets PS1, PS2 can also be connected in a rotationally fixed manner via the second switching element B, according to alternative embodiments not shown in detail here. For example, in the closed state, the second switching element B can connect the second sun shaft SO2 to the second bridge shaft ST2 and thus also to the first sun shaft SO1 and the drive shaft An in a rotationally fixed manner. Alternatively, in the closed state, the second switching element B can connect the second sun shaft SO2 to the second ring gear shaft HR2 and thus also to the first web shaft ST1 and the output shaft Ab in a rotationally fixed manner. Alternatively, in the closed state, the second switching element B can connect the second web shaft ST2 and thus also the first sun shaft SO1 and the drive shaft An to the second ring gear shaft HR2 and thus also to the first web shaft ST1 and the output shaft Ab in a rotationally fixed manner. Alternatively, in the closed state, the second switching element B can connect the second web shaft ST2 and thus also the first sun shaft SO1 and the drive shaft An to the first hollow gear shaft HR1 in a rotationally fixed manner. Alternatively, in the closed state, the second switching element B can connect the second ring gear shaft HR2 and thus also the first web shaft ST1 and the output shaft Ab to the first ring gear shaft HR1 in a rotationally fixed manner. Fig. 3 shows a second embodiment of a transmission SG according to the invention. The transmission SG according to Fig. 3 corresponds essentially to the transmission SG according to Fig. 2, wherein the transmission SG according to Fig. 3 represents a clutch variant for the second planetary gear set PS2. In this embodiment, the shifting element C is arranged on the second ring gear shaft HR2, wherein the first sun shaft SO1 is non-rotatably connected to the input shaft An, wherein the first web shaft ST1 is non-rotatably connected to the output shaft Ab, wherein the first sun shaft SO1 is non-rotatably connected to the second web shaft ST2, and wherein the second sun shaft SO2 is non-rotatably connected to the stationary component designed as a housing G. First gear is engaged when the sliding sleeve SM is in its first gear position, i.e., in its first shift position. In this first shift position, the first shifting element A connects the first ring gear shaft HR1 to the stationary component designed as housing G, thus engaging first gear. In first gear, the first sun gear shaft SO1 is configured as the input shaft for the transmission SG, and the first splined shaft ST1 is configured as the output shaft for the transmission SG. The first gear is engaged by axially shifting the sliding sleeve SM into a first neutral position, i.e., into a second switching position. In the second switching position of the sliding sleeve SM, the sliding sleeve SM is only in rotational engagement with the first ring gear shaft HR1, so that the first ring gear shaft HR1 is decoupled from the housing G via the sliding sleeve SM. The second gear is engaged by axially shifting the sliding sleeve SM into a second gear position, i.e., a third shift position. In the third shift position of the sliding sleeve SM, the second shifting element B connects the first ring gear shaft HR1 to the first connecting shaft ST1 to engage the second gear. This locks the first planetary gear set PS1 and engages the second gear, which is configured as a direct drive. Figure 3 shows the third shift position of the sliding sleeve SM. The second gear is engaged by axially shifting the sliding sleeve SM into a second neutral position, i.e., the fourth shift position. In the fourth shift position of the sliding sleeve SM, the first ring gear shaft HR1 and the first web shaft ST1 are not rotationally fixed to each other via the sliding sleeve SM and are thus decoupled from each other. In the second neutral position, the sliding sleeve SM is only in rotational engagement with the first web shaft ST1. Third gear is engaged by axially shifting the sliding sleeve SM into a third gear position, i.e., a fifth shift position. In the fifth shift position of the sliding sleeve SM, the third shift element C connects the first splined shaft ST1 to the second ring gear shaft HR2 to engage third gear. In third gear, the second splined shaft ST2 is configured as the input for the transmission SG, and the second ring gear shaft HR2 as the output for the transmission SG. Otherwise, the embodiment shown in Fig. 3 corresponds to the embodiment shown in Fig. 2, to which reference is made. According to an alternative embodiment, not shown in detail, the second switching element B could connect the second web shaft ST2, and thus also the first sun shaft SO1 and the drive shaft An, to the first web shaft ST1 and the output shaft Ab in a rotationally fixed manner. According to this embodiment, however, the three switching elements A, B, C would not be combined into a switching unit with five switching positions, but would be configured as individual switching elements A, B, C, in particular as jaw couplings. Fig. 4 shows a third embodiment of a transmission SG according to the invention. The transmission SG according to Fig. 4 corresponds essentially to the transmission SG according to Fig. 3, wherein the transmission SG according to Fig. 4 represents a clutch variant for the first planetary gear set PS1. In this embodiment, the first shifting element A is arranged on the first web shaft ST1, wherein the first sun shaft SO1 is non-rotatably connected to the drive shaft An, wherein the first sun shaft SO1 is non-rotatably connected to the second web shaft ST2, and wherein the second sun shaft SO2 and the first ring gear shaft HR1 are each non-rotatably connected to the stationary component designed as a housing G. First gear is engaged when the sliding sleeve SM is in its first gear position, i.e., its first shift position. In this first shift position, the first shift element A connects the first splined shaft ST1 to the output shaft Ab to engage first gear. In first gear, the first sun shaft SO1 is configured as the input for the transmission SG, and the first splined shaft ST1 as the output for the transmission SG. Figure 4 illustrates the first shift position of the sliding sleeve SM. The first gear is engaged by axially shifting the sliding sleeve SM into a first neutral position, i.e., into a second switching position. In the second switching position of the sliding sleeve SM, the sliding sleeve SM is only in rotational engagement with the output shaft Ab, so that the first web shaft ST1 is decoupled from the output shaft Ab via the sliding sleeve SM. Second gear is engaged by axially shifting the sliding sleeve SM into a second gear position, i.e., a third shift position. In this third shift position, the second shift element B connects the input shaft An to the output shaft Ab to engage second gear. This engages the second gear, which is a direct drive. No locking mechanism is used in this case. The second gear is engaged by axially shifting the sliding sleeve SM into a second neutral position, i.e., the fourth switching position. In the fourth switching position of the sliding sleeve SM, the input shaft An and the output shaft Ab are not rotationally fixed to each other via the sliding sleeve SM and are thus decoupled from each other. In the second neutral position, the sliding sleeve SM is only in rotational engagement with the output shaft Ab. Third gear is engaged by axially shifting the sliding sleeve SM into a third gear position, i.e., a fifth shift position. In the fifth shift position of the sliding sleeve SM, the third shift element C connects the second ring gear shaft HR2 to the output shaft Ab to engage third gear. In third gear, the second web shaft ST2 is configured as the input for the transmission SG, and the second ring gear shaft HR2 as the output for the transmission SG. Otherwise, the embodiment shown in Fig. 4 corresponds to the embodiment shown in Fig. 3, to which reference is made. Fig. 5 shows a fourth embodiment of a transmission SG according to the invention. In this embodiment, the transmission SG is connected via a first spur gear stage SR1 to an electric machine EM, which has a housing-fixed stator EMS and a rotatable rotor EMR. The electric machine EM is arranged axially parallel to the transmission SG. The transmission SG and the electric machine EM form an electric drive unit with exactly three gears. The first spur gear stage SR1 is configured to form a pre-reduction ratio. The first spur gear stage SR1 comprises a first gear that is rotationally fixed to a rotor shaft of the electric machine EM, and a second gear that is rotationally fixed to the drive shaft An. The two gears of the first spur gear stage SR1 are meshed. The first spur gear stage SR1 not only generates an additional gear ratio for the electric machine EM, but also adjusts the center distance between the transmission SG and the electric machine EM as required. The connection of the electric machine EM via the first spur gear stage SR1 can also be provided in the other embodiments, so that the electric machine EM is arranged parallel to the transmission SG. Alternatively, the first spur gear stage SR1 can be omitted, in which case the electric machine EM is arranged coaxially to the transmission SG. The SG transmission according to Fig. 5 essentially corresponds to the SG transmission according to Fig. 2, wherein the SG transmission according to Fig. 5 represents a clutch variant for the second planetary gear set PS2. In this case, the shifting element C is arranged on the second web shaft ST2, wherein the first sun shaft SO1 is non-rotatably connected to the input shaft An, wherein the first web shaft ST1 is non-rotatably connected to the output shaft Ab, wherein the first web shaft ST1 is non-rotatably connected to the second ring gear shaft HR2, and wherein the second sun shaft SO2 is non-rotatably connected to the stationary component designed as a housing. First gear is engaged when the sliding sleeve SM is in its first gear position, i.e., in its first shift position. In this first shift position, the first shifting element A connects the first ring gear shaft HR1 to the stationary component designed as housing G, thus engaging first gear. In first gear, the first sun gear shaft SO1 is configured as the input shaft for the transmission SG, and the first splined shaft ST1 is configured as the output shaft for the transmission SG. The first gear is engaged by axially shifting the sliding sleeve SM into a first neutral position, i.e., into a second switching position. In the second switching position of the sliding sleeve SM, the sliding sleeve SM is only in rotational engagement with the first ring gear shaft HR1, so that the first ring gear shaft HR1 is decoupled from the housing G via the sliding sleeve SM. The second gear is engaged by axially shifting the sliding sleeve SM into a second gear position, i.e., a third shift position. In the third shift position of the sliding sleeve SM, the second shifting element B connects the first ring gear shaft HR1 to the first sun gear shaft SO1 to engage the second gear. This locks the first planetary gear set PS1 and engages the second gear, which is configured as a direct drive. Figure 5 shows the third shift position of the sliding sleeve SM. The second gear is engaged by axially shifting the sliding sleeve SM into a second neutral position, i.e., the fourth shift position. In the fourth shift position of the sliding sleeve SM, the first ring gear shaft HR1 and the first sun gear shaft SO1 are not rotationally fixed to each other via the sliding sleeve SM and are thus decoupled from each other. In the second neutral position, the sliding sleeve SM is only in rotational engagement with the first sun gear shaft SO1. Third gear is engaged by axially shifting the sliding sleeve SM into a third gear position, i.e., a fifth shift position. In the fifth shift position of the sliding sleeve SM, the third shift element C connects the first sun shaft SO1 to the second web shaft ST2 to engage third gear. In third gear, the second web shaft ST2 is configured as the input for the transmission SG, and the second ring gear shaft HR2 is configured as the output for the transmission SG. Otherwise, the embodiment shown in Fig. 5 corresponds to the embodiment shown in Fig. 2, to which reference is made. According to an alternative embodiment, not shown in detail, the second switching element B could connect the first ring gear shaft HR1 to the first web shaft ST1 and thus also to the second ring gear shaft HR2 and the output shaft Ab in a rotationally fixed manner. According to this embodiment, however, the three switching elements A, B, C would not be combined into a switching unit with five switching positions, but would be designed as individual switching elements A, B, C, in particular as jaw couplings. According to an alternative embodiment, not shown in detail, the second switching element B could connect the first sun shaft SO1 to the first web shaft ST1 and thus also to the second ring gear shaft HR2 and the output shaft Ab in a rotationally fixed manner. According to this embodiment, however, the three switching elements A, B, C would not be combined into a switching unit with five switching positions, but would be designed as individual switching elements A, B, C, in particular as jaw couplings. Fig. 6 shows a fifth embodiment of a transmission SG according to the invention, which is connected to an electric machine EM via a first spur gear stage SR1. The transmission SG and the electric machine EM form an electric drive unit with exactly three gears. The drive unit according to Fig. 6 essentially corresponds to the drive unit according to Fig. 5, wherein the transmission SG according to Fig. 6 represents a clutch variant for the first planetary gear set PS1. In this case, the first shifting element A is arranged on the first web shaft ST1, wherein the first sun gear shaft SO1 is non-rotatably connected to the input shaft An, wherein the second ring gear shaft HR2 is non-rotatably connected to the output shaft Ab, and wherein the second sun gear shaft SO2 and the first ring gear shaft HR1 are each non-rotatably connected to the stationary component designed as a housing G. First gear is engaged when the sliding sleeve SM is in its first gear position, i.e., its first shift position. In this first shift position, the first shift element A connects the first splined shaft ST1 to the second ring gear shaft HR2 to engage first gear. In first gear, the first sun gear shaft SO1 is configured as the input shaft for the transmission SG, and the first splined shaft ST1 is configured as the output shaft for the transmission SG. Figure 6 illustrates the first shift position of the sliding sleeve SM. The first gear is engaged by axially shifting the sliding sleeve SM into a first neutral position, i.e., into a second switching position. In the second switching position of the sliding sleeve SM, the sliding sleeve SM is only in rotational engagement with the second ring gear shaft HR2 and the connected output shaft Ab, so that the first web shaft ST1 is decoupled from the second ring gear shaft HR2 and thus also from the output shaft Ab via the sliding sleeve SM. Second gear is engaged by axially shifting the sliding sleeve SM into a second gear position, i.e., a third shift position. In this third shift position, the second shift element B connects the input shaft An to the output shaft Ab to engage second gear. This engages the direct-drive second gear without any locking action. The second gear is engaged by axially shifting the sliding sleeve SM into a second neutral position, i.e., the fourth switching position. In the fourth switching position of the sliding sleeve SM, the input shaft An and the output shaft Ab are not rotationally fixed to each other via the sliding sleeve SM and are thus decoupled from each other. In the second neutral position, the sliding sleeve SM is only in rotational engagement with the input shaft An. Third gear is engaged by axially shifting the sliding sleeve SM into a third gear position, i.e., a fifth shift position. In the fifth shift position of the sliding sleeve SM, the third shift element C connects the first sun shaft SO1 to the second web shaft ST2 to engage third gear. In third gear, the second web shaft ST2 is configured as the input for the transmission SG, and the second ring gear shaft HR2 is configured as the output for the transmission SG. Otherwise, the embodiment shown in Fig. 6 corresponds to the embodiment shown in Fig. 5, to which reference is made. Fig. 7 shows a sixth embodiment of a transmission SG according to the invention. The transmission SG according to Fig. 7 corresponds essentially to the transmission SG according to Fig. 2, wherein the transmission SG according to Fig. 7 represents a clutch variant for the first planetary gear set PS1. In this embodiment, the first shifting element A is arranged on the first web shaft ST1, wherein the first sun shaft SO1 is non-rotatably connected to the input shaft An, wherein the second ring gear shaft HR2 is non-rotatably connected to the output shaft Ab, wherein the first sun shaft SO1 is non-rotatably connected to the second web shaft ST2, and wherein the first ring gear shaft HR1 is non-rotatably connected to the stationary component designed as a housing G. The three shifting elements A, B, C are not configured together as a sliding sleeve, but rather as individual jaw clutches, each of which is shifted via an actuator (not shown). First gear is engaged when only the first shift element A is closed, thus opening the second and third shift elements B and C. In its closed state, the first shift element connects the first splined shaft ST1 to the second ring gear shaft HR2 to engage first gear. In first gear, the first sun gear shaft SO1 is configured as the input for the transmission SG, and the first splined shaft ST1 as the output for the transmission SG. First gear is engaged by opening the first shift element A. Second gear is engaged when only the second shift element B is closed, thus opening the first and third shift elements A and C. In its closed position, the second shift element B connects the second sprocket shaft ST2 to the second sun shaft SO2 and locks the second planetary gear set PS2 to engage second gear. Second gear is disengaged by opening the second shift element B. Third gear is engaged when only the third shift element C is closed, and thus the first and second shift elements A and B are open. In its closed state, the third shift element C connects the second sun gear shaft SO2 to the first ring gear shaft HR1 to engage third gear. In third gear, the second sprocket shaft ST2 is configured as the input for the transmission SG, and the second ring gear shaft HR2 as the output for the transmission SG. Third gear is engaged by opening the third shift element C. Otherwise, the embodiment shown in Fig. 7 corresponds to the embodiment shown in Fig. 2, to which reference is made. According to an alternative embodiment, not shown in detail, the second switching element B could connect the second web shaft ST2 and thus also the first sun shaft SO1 and the drive shaft An to the second ring gear shaft HR2 and the output shaft Ab in a rotationally fixed manner in order to set a block rotation on the second planetary set PS2. Fig. 8 shows the first embodiment of the transmission SG according to the invention from Fig. 2. In this embodiment, the transmission SG is connected via a first spur gear stage SR1 to an electric machine EM, which has a housing-mounted stator EMS and a rotatable rotor EMR. The electric machine EM is arranged parallel to the axis of the transmission SG. The transmission SG and the electric machine EM form an electric drive unit with three gears. Furthermore, the drive unit also includes a differential DG with a differential input shaft D1, which is indirectly connected to the output shaft Ab via a second spur gear stage SR2, and two differential output shafts D2 and D3. The overall gear ratio in second gear for the electric machine EM to the differential DG is generated solely by the two spur gear stages SR1 and SR2. The first spur gear stage SR1 is designed to provide a pre-reduction ratio. The first spur gear stage SR1 comprises a first gear that is rotationally fixed to a rotor shaft of the electric machine EM, and a second gear that is rotationally fixed to the drive shaft An. The two gears of the first spur gear stage SR1 are meshed. The first spur gear stage SR1 not only generates an additional gear ratio for the electric machine EM, but also adjusts the center distance between the transmission SG and the electric machine EM as required. The connection of the electric machine EM via the first spur gear stage SR1 can also be provided in the other embodiments, so that the electric machine EM is arranged parallel to the transmission SG. Alternatively, the first spur gear stage SR1 can be omitted, in which case the electric machine EM is arranged coaxially to the transmission SG.The second planetary gear set PS2 is nested within the first spur gear stage SR1 to save axial installation space. In other words, the first spur gear stage SR1 and the second planetary gear set PS2 are arranged with at least partial axial overlap. The second spur gear stage SR2 is designed to create a secondary gear reduction. The second spur gear stage SR2 has a first gear that is rotationally fixed to the output shaft Ab and a second gear that is rotationally fixed to the differential input shaft D1. The two gears of the second spur gear stage SR2 mesh. The second spur gear stage SR2 not only creates a secondary gear reduction but also adjusts the center distance between the transmission SG and the differential DG as required. The connection of the differential DG via the second spur gear stage SR2 can also be provided in the other embodiments. Alternatively, the second spur gear stage SR2 can be omitted, in which case the differential DG is arranged coaxially with the transmission SG. The differential DG is designed as a bevel gear differential and has two wheel-side output elements, specifically a first output gear that is rotationally fixed to the first differential output shaft D2, and a second output gear that is rotationally fixed to the third differential output shaft D3. Each of the two output gears meshes with a compensating element. The compensating elements are rotatably mounted about their own axis in the differential housing, which is designed as the differential input shaft D1. The respective output gear is rotationally fixed to the respective differential output shafts D2 and D3. The differential DG is driven via the differential housing. The drive power supplied to the differential is distributed to the two differential output shafts D2 and D3 and transmitted to the drive wheels of the axle.The differential output shafts D2 and D3 are designed to be effectively connected to the vehicle's drive wheels. Each differential output shaft D2 or D3 can be connected directly or indirectly via a joint, a driveshaft, and / or a wheel hub to the corresponding vehicle wheel. Otherwise, the manual transmission SG according to Fig. 8 corresponds to the manual transmission SG according to Fig. 2, to which reference is made. Reference sign 100 Vehicle 101 First axle 102 Second axle R1 Vehicle wheel R2 Vehicle wheel R3 Vehicle wheel R4 Vehicle wheel On Drive shaft Off Output shaft SG Transmission EM Electric machine EMS Stator of the electric machine EMR Rotor of the electric machine SR1 First spur gear stage SR2 Second spur gear stage PS1 First planetary gear set SO1 First sun shaft HO1 First ring gear shaft ST1 First web shaft PS2 Second planetary gear set SO2 Second sun shaft HO2 Second ring gear shaft ST2 Second web shaft AK Actuator G Housing R Axis of symmetry DG Differential D1 Differential input shaft D2 First differential output shaft D3 Second differential output shaft SM Sliding sleeve A First switching element B Second switching element C Third switching element

Claims

A manual transmission (SG) for a vehicle (100) comprising a first shift element (A), a second shift element (B), a third shift element (C), a first planetary gear set (PS1) with a first sun shaft (SO1), a first ring gear shaft (HR1) and a first carrier shaft (ST1), and a second planetary gear set (PS2) with a second sun shaft (SO2), a second ring gear shaft (HR2) and a second carrier shaft (ST2), wherein, in the closed state of the first shift element (A), a first gear is engaged on the first planetary gear set (PS1) with a first gear ratio, wherein in the first gear the first sun shaft (SO1) is configured as the input, the first ring gear shaft (HR1) is rotationally fixed to a stationary component, and the first carrier shaft (ST1) is configured as the output, wherein, in the closed state of the second shift element (B), a second gear configured as a direct drive with a second gear ratio is engaged.• wherein, in the closed state of the third shift element (C), a third gear is engaged on the second planetary gear set (PS2) with a third gear ratio, wherein in the third gear the second web shaft (ST2) is configured as the input, the second sun shaft (SO2) is non-rotatably connected to a stationary component, and the second ring gear shaft (HR2) is configured as the output. • wherein the first sun shaft (SO1) is non-rotatably connected to a drive shaft (An) of the transmission (SG), • wherein the first sun shaft (SO1) is non-rotatably connected to the second web shaft (ST2). Manual transmission (SG) according to claim 1, • wherein the first web shaft (ST1) is non-rotatably connected to an output shaft (Ab) of the manual transmission (SG), • wherein the first web shaft (ST1) is non-rotatably connected to the second ring gear shaft (HR2), • wherein the first shifting element (A) in the closed state non-rotatably connects the first ring gear shaft (HR1) to the stationary component in order to shift the first gear, • wherein the second shifting element (B) in the closed state non-rotatably connects the first ring gear shaft (HR1) to the second sun gear shaft (SO2) and locks the two planetary gear sets (PS1, PS2) in order to shift the second gear, • wherein the third shifting element (C) in the closed state non-rotatably connects the second sun gear shaft (SO2) to the stationary component in order to shift the third gear. Manual transmission (SG) according to claim 1, • wherein the first web shaft (ST1) is non-rotatably connected to an output shaft (Ab) of the manual transmission (SG), • wherein the second sun shaft (SO2) is non-rotatably connected to the stationary component, • wherein the first shifting element (A) in the closed state non-rotatably connects the first ring gear shaft (HR1) to the stationary component in order to shift the first gear, • wherein the second shifting element (B) in the closed state non-rotatably connects the first ring gear shaft (HR1) to the first web shaft (ST1) and locks the first planetary gear set (PS1) in order to shift the second gear, • wherein the third shifting element (C) in the closed state non-rotatably connects the first web shaft (ST1) to the second ring gear shaft (HR2) in order to shift the third gear. Gearbox (SG) according to claim 1, • wherein the second sun shaft (SO2) and the first ring gear shaft (HR1) are each non-rotatably connected to the stationary component, • wherein the first shifting element (A) in the closed state connects the first web shaft (ST1) to an output shaft (Ab) of the gearbox (SG) in a non-rotatable manner to shift the first gear, • wherein the second shifting element (B) in the closed state connects the input shaft (An) to the output shaft (Ab) in a non-rotatable manner to shift the second gear, • wherein the third shifting element (C) in the closed state connects the second ring gear shaft (HR2) to the output shaft (Ab) in a non-rotatable manner to shift the third gear. Manual transmission (SG) according to one of the preceding claims, wherein the first switching element (A), the second switching element (B) and the third switching element (C) are combined to form a switching unit with five switching positions, wherein the switching unit has a single axially displaceable sliding sleeve (SM). Manual transmission (MT) according to claim 5, wherein the shifting unit has a neutral position between two gear positions. Manual transmission (SG) according to claim 1, • wherein the second ring gear shaft (HR2) is non-rotatably connected to an output shaft (Ab) of the manual transmission (SG), • wherein the first ring gear shaft (HR1) is non-rotatably connected to a stationary component, • wherein the first shifting element (A) in the closed state non-rotatably connects the first web shaft (ST1) to the second ring gear shaft (HR2) to shift the first gear, • wherein the second shifting element (B) in the closed state non-rotatably connects the second web shaft (ST2) to the second sun shaft (SO2) and locks the second planetary gear set (PS2) to shift the second gear, • wherein the third shifting element (C) in the closed state non-rotatably connects the second sun shaft (SO2) to the first ring gear shaft (HR1) to shift the third gear. Manual transmission (SG) according to one of the preceding claims, wherein all switching elements (A, B, C) are designed as positive-locking switching elements. Manual transmission (SG) according to one of the preceding claims, further comprising at least a first spur gear stage (SR1) for forming a pre-transmission and / or a second spur gear stage (SR2) for forming a post-transmission. Manual transmission (SG) according to claim 9, wherein the second planetary gear set (PS2) is arranged radially nested with the first spur gear stage (SR1). Manual transmission (SG) according to one of the preceding claims, further comprising a differential (DG) with a differential input shaft (D1) and two differential output shafts (D2, D3). Drive unit for a vehicle (100) comprising an electric machine (EM) and a manual transmission (SG) according to one of the preceding claims. Vehicle (100) comprising at least one drive unit according to claim 12.

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