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

Abstract

A manual transmission (SG) for a vehicle (100) comprising a first shifting element (A), a second shifting element (B), 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 the first planetary gear set (PS1) and the second planetary gear set (PS2) are radially nested, wherein the first carrier shaft (ST1) and the second carrier shaft (ST2) are rotationally fixed, wherein the first ring gear shaft (HR1) and the second sun shaft (SO2) are rotationally fixed, wherein the first sun shaft (SO1) is configured as the input and the second ring gear shaft (HR2) as the output, wherein in the closed state of the first shifting element (A) a first gear with a first gear ratio is engaged,wherein in the first gear the first web shaft (ST1) and the second web shaft (ST2) are rotationally fixed to a stationary component,• wherein in the closed state of the second switching element (B) a second gear with a second gear ratio is engaged, wherein in the second gear the first ring gear shaft (HR1) and the second sun shaft (SO2) are rotationally fixed to a stationary component.,

Description

The invention relates to a transmission for a vehicle. The invention further relates to a drive unit for a vehicle, wherein the drive unit has an electric machine and such a manual transmission with a plurality of gears. The invention also relates to a vehicle having such a drive unit.For example, DE 10 2019 205 747 A1 discloses a transmission comprising an input shaft, a first output shaft, a second output shaft, a first planetary gear set and a second planetary gear set connected to the first planetary gear set. The planetary gear sets each include a plurality of elements, wherein the first output shaft is rotationally fixedly connected to a second element of the first planetary gear set, the second output shaft is rotationally fixedly connected to a third element of the second planetary gear set, a third element of the first planetary gear set is rotationally fixedly connected to a first element of the second planetary gear set via a shaft, and a second element of the second planetary gear set is fixed to a rotationally fixed component. The transmission further comprises a third planetary gear set comprising three elements and two shift elements. A first shift element is designed to block the third planetary gear set by connecting two of its elements in a rotationally fixed manner. A second shift element is configured to fix a first element of the third planetary gear set to the torque-proof component. A second element of the third planetary gear set is connected via an intermediate shaft to the first element of the first planetary gear set in a rotationally fixed manner. A third element of the third planetary gear set is connected to the input shaft in a rotationally fixed manner.From document DE 10 2017 004 898 A1, a transmission device for an electric vehicle is known, having an output drive, having at least one electric machine having a rotor, having a first planetary gear set, which has a first sun wheel, which is coupled to the rotor in a rotationally fixed manner, a first planetary carrier and a first ring gear, having a second planetary gear set, which has a second sun wheel, a second planetary carrier and a second ring gear, and having at least two shift elements for shifting at least two gears of the transmission device, wherein the second ring gear is coupled to the output drive in a rotationally fixed manner.The object of the present invention is to provide an alternative transmission for a vehicle. In particular, the transmission should be of compact design and have a transmission ratio to slow speed. The object is achieved by a transmission having the features of independent claim 1. advantageous embodiments are the subject matter of the dependent claims, the following description and the figures.A transmission according to the invention for a vehicle comprises a first shift element, a second shift element, a first planetary set with a first sun shaft, a first ring gear shaft and a first carrier shaft as well as a second planetary set with a second sun shaft, a second ring gear shaft and a second carrier shaft, wherein the first planetary set and the second planetary set are radially nested, wherein the first carrier shaft and the second carrier shaft are connected in a rotationally fixed manner, wherein the first ring gear shaft and the second sun shaft are connected in a rotationally fixed manner, wherein the first sun shaft is configured as a drive and the second ring gear shaft is configured as a drive, wherein in the closed state only of the first shift element a first gear is shifted with a first transmission ratio, wherein in the first gear the first carrier shaft and the second carrier shaft are connected in a rotationally fixed manner to a stationary component, wherein in the closed state of only the second shift element a second gear with a second transmission ratio is shifted, wherein in the second gear the first ring gear shaft and the second sun shaft are connected to a stationary component in a rotationally fixed manner. In this regard, reference is made in particular to the embodiments according to FIGS. 2 to 7.In particular, the first carrier shaft and the second carrier shaft form a first coupling shaft between the two planetary sets, wherein the first ring gear shaft and the second sun shaft form a second coupling shaft between the two planetary sets. A "shaft" is understood in the sense of the invention to mean a rotatable component of the transmission, via which respective associated components of the transmission are connected to one another in a rotationally fixed manner or via which such a connection can be produced when one of the shift elements is actuated. The respective shaft can connect the components to one another axially or radially or also both axially and radially. Thus, the respective shaft can also be present as an intermediate piece, via which a respective component is connected, for example, radially. The term "shaft" does not exclude that the components to be connected can be embodied in one piece. In particular, two or more shafts connected to one another in a rotationally fixed manner can be formed in one piece.A drive unit according to the invention for a vehicle comprises an electric machine and a transmission according to the invention. The shift transmission makes it possible to connect the electric machine for the introduction of a drive power via a drive shaft. The transmission is operatively connected via an output shaft to either a differential or a vehicle wheel. The transmission is always driven via the drive shaft, the output of the transmission always being driven via the output shaft. The drive shaft is operatively connected to the electric machine in a drive-effective manner. The output shaft is connected at least indirectly to at least one vehicle wheel in a drive-effective manner. For example, a single drive unit is used in an electric drive axle for an electric vehicle, in which case the output shaft is then operatively connected to a differential. Alternatively, two drive units can be used in an electric drive axle for an electric vehicle, wherein the respective output shaft is then operatively connected to the respective vehicle wheel of the drive axle in a drive-effective manner. The transmission has exactly two gears that are shifted by means of the shift elements, thereby providing high energy efficiency for electric vehicles.For example, the first sun shaft is connected in a rotationally fixed manner to the drive shaft of the gearbox, wherein the second ring gear shaft is connected in a rotationally fixed manner to the output shaft of the gearbox. In the closed state, the first shift element connects the first carrier shaft and the second carrier shaft connected thereto, i.e. the first coupling shaft, to a stationary component in order to shift the first gear. A "stationary component" is understood to mean a component that is fixed stationary, in particular is connected in a rotationally fixed manner or in one piece to a housing or a part of a housing. In the closed state, the second shift element connects the first ring gear shaft and the second sun shaft connected thereto, i.e. the second coupling shaft, to a stationary component in order to shift the second gear. The first ring gear shaft and the second sun gear shaft are functionally integrated in a single component.The shift elements are designed as gear shift elements and are thus configured for shifting gears. For shifting the first gear, the first shifting element can be actuated or closed. In the first gear, the transmission ratios of the first planetary set and the second planetary set are connected in series, resulting in a high transmission ratio to slow speed. For shifting the second gear, the second shifting element can be actuated or closed. In second gear, the first planetary set acts as a transmission ratio into low speed and the second planetary set acts as a subsequent transmission ratio into high speed. Overall, however, a transmission into slow speed results. A "shifting element" is understood to mean a shiftable device which, in a closed state, connects two shafts or one shaft and a stationary component to one another in a rotationally fixed manner and, in an open state, decouples the two shafts or the shaft and the stationary component from one another. Two shafts can then rotate relative to each other.According to the invention, the first planetary set and the second planetary set are radially nested. As a result, the transmission is made axially more compact. Preferably, the first planetary set is arranged at least partially or completely radially inside the second planetary set. For this purpose, the first planetary set protrudes at least partially or completely axially into the second planetary set and is formed at least partially or completely axially overlapping with the first planetary set.According to a preferred embodiment, all shifting elements are designed as form-locking shifting elements. For example, a form-fitting shifting element is designed as a claw clutch. By means of positively locking shift elements, the efficiency of the transmission can be increased on account of reduced drag losses. In particular, form-locking shift elements are more compact and efficiency-optimized and have a cost advantage compared to frictionally engaging shift elements. Alternatively, at least one shifting element can be designed as a frictional shifting element, for example as a multiplate clutch. With frictionally engaging shift elements, a conventional load shift during a gear change is possible.According to a preferred embodiment, the first shifting element and the second shifting element form a shifting unit with three shifting positions, wherein the shifting unit has a single axially displaceable sliding sleeve. Alternatively, the two shift elements can be combined to form a dual shift element with three shift positions. The sliding sleeve or the dual shifting element can be moved into the respective shifting position by means of a single actuator. The shift unit preferably has a neutral position between two gear positions, so that two gear positions and one neutral position are provided in three shift positions. In a neutral position, two shafts or one shaft and one stationary component are decoupled from one another via the shift unit, wherein the sliding sleeve is then in rotational engagement with a single shaft.In particular, the actuator displaces the sliding sleeve into the respective shift position and thus switches two gears sequentially. The sliding sleeve preferably has form-fitting claws which, in the respective gear position, interact in a form-fitting manner with a respective corresponding claw toothing in order to set a rotationally fixed connection between two shafts or a shaft and a stationary component. The respective claw toothing with which the sliding sleeve cooperates in a positive-locking manner is therefore to be understood as a switching element. In particular, the sliding sleeve is arranged axially between two gear positions in a respective neutral position, so that a change between the gears always requires a passage through a neutral position. Preferably, the shift unit comprises an unsynchronized claw clutch.According to a preferred embodiment, the transmission further comprises a third shifting element, wherein the third shifting element in the closed state shifts a third gear, which is configured as a direct gear, with a third transmission ratio, wherein the two planetary gear sets are locked in the third gear. The third shifting element is thus also a gear shifting element, wherein only the third shifting element can be actuated or closed for shifting the third gear. The third gear is designed as a direct gear and, owing to the block circulation of the two planetary sets, has good efficiency and no toothing losses.For example, in the closed state, according to a first locking variant, the third shifting element connects the first sun shaft to the first carrier shaft in a rotationally fixed manner in order to shift the third gear. For example, in the closed state, according to a second locking variant, the third shift element connects the first sun shaft to the first ring gear shaft in a rotationally fixed manner in order to shift the third gear. For example, in the closed state, according to a third locking variant, the third shift element connects the first sun shaft to the second ring gear shaft in a rotationally fixed manner in order to shift the third gear. For example, in the closed state, according to a fourth interlocking variant, the third shifting element connects the second carrier shaft to the second ring gear shaft in a rotationally fixed manner in order to shift the third gear. For example, in the closed state, according to a fifth locking variant, the third shift element connects the second countershaft to the second sun shaft in a rotationally fixed manner in order to shift the third gear. For example, in the closed state, according to a sixth interlocking variant, the third shifting element connects the first ring gear shaft to the second ring gear shaft in a rotationally fixed manner in order to shift the third gear. All locking variants have in common that the shafts of the two planetary sets rotate at the same speed in the block because of the locking of the two planetary sets, wherein the direct gear formed thereby has a transmission ratio of 1.According to a preferred embodiment, the first shifting element, the second shifting element and the third shifting element form a shifting unit having five shifting positions, wherein the shifting unit has a single axially displaceable sliding sleeve. The sliding sleeve is axially displaceable into the respective switching position by means of a single actuator. The shift unit preferably has a neutral position between two gear positions, so that three gear positions and two neutral positions are provided in five shift positions. In a neutral position, two shafts or one shaft and one stationary component are decoupled from one another via the shift unit, wherein the sliding sleeve is then in rotational engagement with a single shaft.In particular, the actuator displaces the sliding sleeve into the respective shift position and thus switches sequentially up to three gears. The sliding sleeve preferably has form-fitting claws which, in the respective gear position, interact in a form-fitting manner with a respective corresponding claw toothing in order to set a rotationally fixed connection between two shafts or a shaft and a stationary component. The respective claw toothing with which the sliding sleeve cooperates in a positive-locking manner is therefore to be understood as a switching element. In particular, the sliding sleeve is arranged axially between two gear positions in a respective neutral position, so that a change between the gears always requires a passage through a neutral position. Preferably, the shift unit comprises an unsynchronized claw clutch.According to one embodiment, the transmission further comprises a differential having a differential input shaft and two differential output shafts. For example, the differential is designed as a bevel gear differential. A differential embodied as a bevel gear differential has two wheel-side output elements, in particular a first output wheel and a second output wheel. The two output wheels mesh with a compensating element. The compensating elements are rotatably mounted in a differential cage about their own axis. The respective output wheel is connected to the respective differential output shaft in a rotationally fixed manner. The differential is driven via the differential cage, which is configured as a differential input shaft. The drive power fed into the differential gear is distributed to the differential output shafts and transmitted to the drive wheels of the axle. The differential output shafts are configured to be drivingly connected to the drive wheels of the vehicle. The respective differential output shaft can be connected directly or directly or indirectly or indirectly via a joint, a propeller shaft and / or a wheel hub to the associated vehicle wheel.According to one embodiment, the differential is formed as an integral differential with a first planetary set and a second planetary set. In particular, the two planetary sets of the integral differential are radially nested, wherein the shift elements are arranged axially between the radially nested planetary sets of the transmission and the integral differential. This increases the compactness of the gearbox. An "integral differential" is understood to mean a differential having a first planetary set and a second planetary set operatively connected to the first planetary set. The first planetary set of the integral differential is operatively connected in a drive-effective manner on the one hand to the output shaft of the transmission, and is operatively connected in a drive-effective manner on the other hand to the second planetary set of the integral differential and also at least indirectly to the first differential output shaft. The second planetary set of the integral differential is additionally operatively connected to the second differential output shaft in a drive-effective manner and is supported on a stationary component, in particular on a housing component. By means of such an integral differential, the input torque which is introduced into the integral differential can be converted and divided at a defined ratio between the two differential output shafts. In particular, the input torque is transmitted half way to the two differential output shafts.The integral differential does not have any toothings which rotate in the block or rotate without rolling motion at identical output rotational speeds of the output shafts. Thus, independently of the output rotational speeds of the output shafts, a relative movement of the components of the integral differential which are in tooth engagement with one another always takes place. With an integral differential, the sums of the two wheel torques are not combined or combined to form a common axle torque in a component, but a drive power is divided into the integral differential and, according to the design of the first and second planetary gear set, forwarded into the differential output shaft operatively connected thereto. The components of the integral differential can thus be made thinner due to the respective comparatively low torque. In addition, a component reduction and a weight saving are realized. By means of such an integral differential, the two functions torque converter and torque distribution, which are usually solved by two separate assemblies, can be represented by a single integral assembly. The integral differential is thus a combined transmission and differential gear, which realizes, on the one hand, a torque converter and, on the other hand, the torque distribution to the differential output shaft.A further transmission according to the invention for a vehicle comprises a first shift element, a second shift element, a first planetary set with a first sun shaft, a first ring gear shaft and a first carrier shaft as well as a second planetary set with a second sun shaft, a second ring gear shaft and a second carrier shaft, wherein the first planetary set and the second planetary set are radially nested, wherein the first carrier shaft and the second carrier shaft are connected in a rotationally fixed manner, wherein the first ring gear shaft and the second sun shaft are connected in a rotationally fixed manner, wherein the first sun shaft is configured as a drive and the second ring gear shaft is configured as a drive, wherein in the closed state only of the first shift element a first gear is shifted with a first transmission ratio, wherein in the first gear the first carrier shaft and the second carrier shaft are connected in a rotationally fixed manner to a stationary component, wherein, in the closed state of only the second shift element, a third gear, designed as a direct gear, is shifted with a third transmission ratio and the planetary gear sets are locked. For shifting the first gear, the first shifting element can be actuated or closed. In the first gear, the transmission ratios of the first planetary set and the second planetary set are connected in series, resulting in a high transmission ratio to slow speed. For shifting the second gear, the second shifting element can be actuated or closed. The second gear is a direct gear with a transmission ratio of 1. the shift transmission is thus designed as a 2-gear transmission with a high spread. Since the shift travel of the sliding sleeve is small in the present case, the transmission is axially compact. Such a transmission is particularly suitable for applications that require a particularly high-ratio low speed ratio and an efficient main speed ratio designed as a direct speed ratio. In this regard, reference is made in particular to the embodiment according to FIG. 8.A further transmission according to the invention for a vehicle comprises a first shift element, a second shift element, a first planetary set with a first sun shaft, a first ring gear shaft and a first carrier shaft as well as a second planetary set with a second sun shaft, a second ring gear shaft and a second carrier shaft, wherein the first planetary set and the second planetary set are radially nested, wherein the first carrier shaft and the second carrier shaft are connected in a rotationally fixed manner, wherein the first ring gear shaft and the second sun shaft are connected in a rotationally fixed manner, wherein the first sun shaft is configured as a drive and the second ring gear shaft is configured as a drive, wherein in the closed state only of the first shift element a first gear is shifted with a first transmission ratio, wherein in the first gear the first ring gear shaft and the second sun shaft are connected in a rotationally fixed manner to a stationary component, wherein, in the closed state of only the second shift element, a third gear, designed as a direct gear, is shifted with a third transmission ratio and the planetary gear sets are locked. For shifting the first gear, the first shifting element can be actuated or closed. In first gear, the first planetary set acts as a transmission ratio into low speed and the second planetary set acts as a subsequent transmission ratio into high speed. Overall, however, a transmission into slow speed results. For shifting the second gear, the second shifting element can be actuated or closed. The second gear is a direct gear with a transmission ratio of 1. the transmission is thus designed as a 2-gear transmission with direct gear. Since the shift travel of the sliding sleeve is small in the present case, the transmission is axially compact. Such a transmission is particularly suitable for applications requiring a short low traction creeper speed and an efficient main speed designed as a direct speed. In this regard, reference is made in particular to the embodiment according to FIG. 9.A vehicle according to the invention comprises at least one drive unit according to the invention. The above definitions and statements regarding technical effects, advantages and advantageous embodiments of the drive unit according to the invention also apply analogously to the vehicle according to the invention.Advantageous embodiments of the invention, which are explained below, are illustrated in the drawings, wherein identical or similar elements are provided with the same reference numerals. The following are shown: FIG. 1 is a highly abstract schematic view of a vehicle with a drive axle having an electric machine and a gearbox according to the invention; FIG. 2 shows a greatly abstract schematic view of the transmission according to the invention according to a first embodiment; FIG. 3 shows a greatly abstract schematic view of a drive unit according to the invention with a shift transmission according to FIG. 2 ; FIG. 4 shows a greatly abstract schematic view of a drive unit according to the invention with a shift transmission according to a second embodiment; FIG. 5 shows a greatly abstract schematic view of a drive unit according to the invention with a shift transmission according to a third embodiment; FIG. 6 shows a greatly abstract schematic view of a drive unit according to the invention with a shift transmission according to a fourth embodiment; FIG. 7 shows a greatly abstract schematic view of a drive unit according to the invention with a shift transmission according to a fifth embodiment; FIG. 8 shows a greatly abstract schematic view of a drive unit according to the invention with a shift transmission according to a sixth embodiment; and FIG. 9 shows a greatly abstract schematic view of a drive unit according to the invention with a shift transmission according to a seventh embodiment.FIG. 1 shows a vehicle 100 having a first axle 101 with two vehicle wheels R 1, R 2 and a second axle 102 with two vehicle wheels R 3, R 4. In the present case, the first axle 101 is designed as a rear drive axle of the vehicle 100 and is equipped with a drive unit according to the invention. The drive unit comprises an electric machine EM, which is configured to generate a drive power, and a transmission SG with a plurality of gears. The vehicle 100 is therefore designed as an electric vehicle, i.e. as an electrically drivable vehicle. The drive unit is arranged transversely to the vehicle longitudinal direction and is operatively connected to the vehicle wheels R 1, R 2 of the first axle 101 in a drive-effective manner. In the present case, no further drive unit is arranged on the second axle 102, that is to say on the front axle of the vehicle 100, as a result of which costs, weight and installation space are saved. Alternatively, the drive unit may be disposed on the front axle of the vehicle 100 instead of on the rear axle. To implement an all-wheel drive system, a further drive unit can be arranged on the second axle 102 and be connected in a drive-effective manner to the vehicle wheels R 3, R 4 of this axle 102.FIG. 2 shows the transmission SG according to a first embodiment, wherein a drive unit with the transmission SG according to FIG. 2 is shown in FIG. 3. According to FIG. 2, the transmission SG has a first shifting element A and a second shifting element B. The transmission SG also has a first planetary set PS 1 and a second planetary set PS 2. The first planetary gear set PS1 includes three shafts, namely, a first sun shaft SO1, a first ring gear shaft HR1 and a first carrier shaft ST1. The first carrier shaft ST 1 carries a plurality of planetary gears which mesh, i.e. are in toothed engagement, with the first sun shaft SO 1 and with the first ring gear shaft HR 1. The second planetary gear set PS2 also includes three shafts, namely a second sun shaft SO2, a second ring gear shaft HR2 and a second carrier shaft ST2. The second carrier shaft ST 2 carries a plurality of planetary gears which mesh, i.e. are in toothed engagement, with the second sun shaft SO 2 and with the second ring gear shaft HR 2. Furthermore, the two planetary sets PS 1, PS 2 are arranged radially nested, wherein the shift elements A, B axially adjoin the first planetary set PS 1, which is arranged radially inside the second planetary set PS 2, in order to save installation space.The first sun shaft SO 1 is connected in a rotationally fixed manner to a drive shaft An of the transmission SG. The drive power of a drive machine can be introduced at least indirectly or directly via the drive shaft An. The first carrier shaft ST 1 and the second carrier shaft ST 2 are connected in a rotationally fixed manner. The first ring gear shaft HR 1 and the second sun shaft SO 2 are formed in one piece as an intermediate gear with internal toothing and external toothing and are thus connected to one another in a rotationally fixed manner. In particular, the first carrier shaft ST 1 and the second carrier shaft ST 2 form a first coupling shaft between the two planetary sets PS 1, PS 2, wherein the first ring gear shaft HR 1 and the second sun shaft SO 2 form a second coupling shaft between the two planetary sets PS 1, PS 2. Furthermore, the second ring gear shaft HR 2 is connected in a rotationally fixed manner to an output shaft Ab of the transmission. The output shaft Ab can be connected indirectly, for example via a differential, or directly to at least one drive wheel of the vehicle in a drive-effective manner. For example, a drive device may be provided for each drive wheel of the vehicle.Via the first shifting element A, the first web shaft ST 1 and the second web shaft ST 2 connected thereto, i.e., the first coupling shaft, can be connected in a rotationally fixed manner to a stationary component designed as a housing G. Via the second shifting element B, the first ring gear shaft HR 1 and the second sun shaft SO 2 connected thereto, i.e., the second coupling shaft, can be connected in a rotationally fixed manner to the stationary component designed as a housing G.The transmission SG has a rotational axis of symmetry R which coincides with the input shaft An and the output shaft Ab. A drive machine and / or a differential can be arranged coaxially or axially parallel to the drive shaft An and the output shaft Ab. The embodiments shown in FIGS. 2 to 9 show only the "upper" half of the respective transmission SG, wherein the "lower" half, not shown, is formed symmetrically with respect to the "upper" half.The first shifting element A and the second shifting element B are formed together to form a shifting unit having three shifting positions, wherein the shifting unit has a single axially displaceable sliding sleeve SM, with which the three shifting positions are realized. The sliding sleeve SM has claw shift elements and is axially displaceable into the respective shift position by means of a single actuator AK. Consequently, all three shift positions of the shift unit are arranged linearly and are composed of two gear positions and a neutral position, wherein the neutral position is arranged between the two gear positions. The gears one and two are shifted sequentially by shifting the shift sleeve SM in an axial direction, via the neutral position. This not only saves weight and components, but also costs, installation space and assembly effort.The first gear is engaged when the sliding sleeve SM is arranged in a first gear position, i.e. in a first shift position. The first shifting element A connects the first carrier shaft ST 1 to the housing G in an actuated or closed state, i.e. in the first shifting position of the sliding sleeve SM, in order to shift the first gear. In the first gear, the first sun shaft SO 1 is configured as an input and the second ring gear shaft HR 2 is configured as an output of the transmission SG. By actuating the sliding sleeve SM and closing only the first shift element A, the first gear is thus shifted, wherein the transmission ratios of the first planetary gear set PS 1 and the second planetary gear set PS 2 are connected in series. In other words, the two planetary gear sets PS 1, PS 2 act like two stationary transmissions connected in series. In the present case, FIG. 2 shows this first switching position of the sliding sleeve SM.The first gear is selected by axially displacing the sliding sleeve SM into a first neutral position, i.e. into a second shift position. In the second switching position of the sliding sleeve SM, the sliding sleeve SM is only in rotational engagement with the housing G, so that the first web shaft ST 1 is decoupled from the housing G via the sliding sleeve SM. In this neutral position, both shift elements A and B are open, so that the drive engine connected to the drive shaft An, as well as the two planetary sets PS 1 and PS 2, are decoupled from the output shaft Ab and do not cause losses, for example due to rotating bearings. In this neutral position, the drive machine can synchronize the target gear.The second gear is engaged by the sliding sleeve SM being axially displaced into a second gear position, i.e. into a third shift position. The second shifting element B, in an actuated or closed state, i.e. in the third shifting position of the sliding sleeve SM, connects the first ring gear shaft HR 1 to the housing G in order to shift the second gear. In the second gear, the first sun shaft SO 1 is configured as an input and the second ring gear shaft HR 2 is configured as an output of the transmission SG. By actuating the sliding sleeve SM and closing only the second shift element B, the second gear is thus shifted, wherein the first planetary gear set PS 1 brings about a transmission ratio to low speed and the second planetary gear set PS 2 brings about a subsequent transmission ratio to high speed, so that overall a transmission ratio to low speed is produced.Alternatively, in the present case, just as in all other exemplary embodiments, the shift elements can be designed as frictional shift elements, for example as a multiplate clutch, a load shift thereby being made possible during a gear change.FIG. 3 shows the first embodiment of the transmission SG according to the invention from FIG. 2 In the present case, the transmission SG is connected via the drive shaft An to an electric machine EM, which has a stator EMS fixed to the housing and a rotor EMR which can rotate. The electric machine EM is arranged coaxially with the transmission SG. The transmission SG and the electric machine EM form an electric drive unit with two gears. Otherwise, the transmission SG according to FIG. 3 corresponds to the transmission SG according to FIG. 2, to which reference is made.FIG. 4 shows a second embodiment of the transmission SG according to the invention, which is connected to an electric machine EM via the drive shaft An. The electric drive unit according to FIG. 4 formed thereby corresponds substantially to the electric drive unit according to FIG. 3, wherein the difference between these two embodiments consists in the arrangement of a third switching element C. In the closed state, the third shift element C shifts a third gear, which is designed as a direct gear, with a third transmission ratio, the planetary sets PS 1, PS 2 being blocked in the third gear.The first shifting element A, the second shifting element B and the third shifting element C are jointly formed into a shifting unit having five shifting positions, wherein the shifting unit has a single axially displaceable sliding sleeve SM, with which the five shifting positions are realized. The sliding sleeve SM has claw shift elements and is axially displaceable into the respective shift position by means of a single actuator AK. Consequently, all five shift positions of the shift unit are arranged linearly and are composed of three gear positions and two neutral positions, wherein in each case one neutral position is arranged between two gear positions. The three gears are sequentially shifted by shifting the shift sleeve SM in an axial direction, via the neutral position. This not only saves weight and components, but also costs, installation space and assembly effort.The first three shift positions of the sliding sleeve according to this second embodiment of the shift transmission SG correspond exactly to the first three shift positions of the sliding sleeve according to the first embodiment of the shift transmission SG.The second gear is selected by axially displacing the sliding sleeve SM into a second neutral position, i.e. into the fourth shift position. In the fourth switching position of the sliding sleeve SM, the first ring gear shaft and the housing G do not have a rotationally fixed connection to one another via the sliding sleeve SM and are thus decoupled from one another via the sliding sleeve SM. In the second neutral position, the sliding sleeve SM is only in rotational engagement with the first ring gear shaft HO 1.The third gear is engaged by the sliding sleeve SM being axially displaced into a third gear position, i.e. into a fifth shift position. In the fifth shift position of the sliding sleeve SM, the third shift element C connects the first ring gear shaft HR 1 to the first carrier shaft ST 1 in order to shift the third gear. The third gear is designed as a direct gear with a transmission ratio of 1 and has good efficiency and no toothing losses, since the first and second planetary sets PS 1, PS 2 are locked. Otherwise, the embodiment according to FIG. 4 corresponds to the embodiment according to FIG. 3, to which reference is made.FIG. 5 shows a third embodiment of a transmission SG according to the invention, which is connected to an electric machine EM via the drive shaft An. The electric drive unit according to FIG. 5 formed thereby corresponds substantially to the electric drive unit according to FIG. 3, wherein the difference between these two embodiments consists in the arrangement of a differential DG on the axis of symmetry R. The differential DG is formed as an integral differential with a first planetary set 30 and a second planetary set 40. The integral differential increases the final ratio and at the same time permits a differential function. Alternatively, the differential DG can also be designed differently, for example as a bevel gear differential. Furthermore, the differential DG can also be supplemented in the other exemplary embodiments.The two planetary sets 30, 40 of the integral differential can be arranged either axially next to one another or radially one above the other, i.e. radially stacked, depending on the requirement of the integral differential, in particular on the transmission ratio of the integral differential to be realized. In the present case, the two planetary sets 30, 40 of the integral differential are arranged radially one above the other, as a result of which axial installation space is saved. A sun gear 31 of the first planetary set 30 of the integral differential is designed as a differential input shaft D 1 of the integral differential and is connected to the output shaft Ab in a rotationally fixed manner.The output at the integral differential takes place via the two differential output shafts D 2, D 3, wherein a carrier shaft 33 of the first planetary set 30 of the integral differential is connected in a rotationally fixed manner to the first differential output shaft D 2, wherein a ring gear 42 of the second planetary set 40 of the integral differential is connected in a rotationally fixed manner to the second differential output shaft D 3. The sun gear 41 of the second planetary set 40 of the integral differential is formed in a rotationally fixed manner with the ring gear 32 of the first planetary set 30 of the integral differential and in the present case is formed in one piece as an intermediate gear with internal toothing and external toothing. The carrier shaft 43 of the second planetary set 40 of the integral differential carries a plurality of planetary gears which mesh with the sun gear 41 and the ring gear 42 and is connected in a rotationally fixed manner to the stationary component designed as a housing G. Further, the carrier shaft 33 of the first planetary set 30 of the integral differential carries a plurality of planet gears which mesh with the sun gear 31 and the ring gear 32.By means of the first planetary set 30 of the integral differential, a first output torque can be transmitted to the first differential output shaft D 2. A supporting torque of the first planetary set 30 acting in the opposite direction to the first output torque is transmitted to the second planetary set 40 and can be converted in the second planetary set 40 in such a way that a second output torque corresponding to the first output torque can be transmitted to the second differential output shaft D 3. In other words, by means of the integral differential, a drive power fed in via the sun gear 31 of the first planetary set 30 is divided between the two differential output shafts D 2, D 3. In the present case, the first differential output shaft D 2 extends through the transmission SG and the electric machine EM. The shift unit with the two shift elements A, B is arranged particularly compactly axially between the two planetary sets PS 1, PS 2 and the differential DG. Otherwise, the embodiment according to FIG. 5 corresponds to the embodiment according to FIG. 3, to which reference is made.FIG. 6 shows a fourth embodiment of the transmission SG according to the invention, which is connected to an electric machine EM via the drive shaft An. The electric drive unit according to FIG. 6 formed thereby corresponds substantially to the electric drive unit according to FIG. 5, wherein the difference between these two embodiments consists in the fact that the switching elements A, B, C are arranged on a larger diameter and the differential DG is at least partially nested within the switching elements A, B, C. Furthermore, the sliding sleeve is moved in the opposite direction in order to shift the gears, since the housing connection is arranged on the opposite side of the sliding sleeve. This arrangement saves axial installation space in particular. The actuator for actuating the sliding sleeve is in the present case and is no longer shown in the following exemplary embodiments. Otherwise, the embodiment according to FIG. 6 corresponds to the embodiment according to FIG. 5, to which reference is made.FIG. 7 shows a fifth embodiment of the transmission SG according to the invention, which is connected to an electric machine EM via the drive shaft An. The electric drive unit according to FIG. 7 formed thereby corresponds substantially to the electric drive unit according to FIG. 4, wherein a blocking variant is shown in the present case. In other words, the third gear is represented differently than in FIG. 4 In the present case, the third shifting element C connects the first ring gear shaft HR 1 to the first sun shaft SO 1 in the closed state, i.e. in a fifth shifting position of the sliding sleeve. The first four switching positions of the sliding sleeve correspond exactly to the first four switching positions of the sliding sleeve according to FIG. 4.FIG. 8 shows a sixth embodiment of the transmission SG according to the invention, which is connected to an electric machine EM via the drive shaft An. The electric drive unit according to FIG. 8 formed thereby corresponds substantially to the electric drive unit according to FIG. 4, wherein in the present case the second switching element from FIG. 4 is omitted and the switching unit thus has three instead of five switching positions. In other words, the second shifting element C' according to FIG. 8 corresponds to the third shifting element C according to FIG. 4, wherein the blocking by means of the second shifting element C' is represented differently than in FIG. 4. in the present case, the second shifting element C' connects the first carrier shaft ST1 to the first sun shaft SO1 in the closed state, i.e. in a third shifting position of the sliding sleeve, in order to shift the second gear and block the two planetary sets PS1, PS2. The first two shift positions of the sliding sleeve according to FIG. 8 correspond exactly to the first two shift positions of the sliding sleeve according to FIG. 4; otherwise, the exemplary embodiment according to FIG. 8 corresponds to the exemplary embodiment according to FIG. 4, to which reference is made.FIG. 9 shows a seventh embodiment of the transmission SG according to the invention, which is connected to an electric machine EM via the drive shaft An. The electric drive unit according to FIG. 9 formed thereby corresponds substantially to the electric drive unit according to FIG. 4, wherein in the present case the first switching element from FIG. 4 is omitted and the switching unit thus has three instead of five switching positions. In other words, the first switching element B" of FIG. 9 corresponds to the second switching element B of FIG. 4, and the second switching element C" of FIG. 8 corresponds to the third switching element C of FIG. 4. Furthermore, the interlocking by means of the second shift element C" is illustrated differently than in FIG. 4. in the present case, the second shift element C" connects the first ring gear shaft HR 1 to the first sun shaft SO 1 in the closed state, i.e. in a third shift position of the sliding sleeve, in order to shift the second gear and to interlock the two planetary sets PS 1, PS 2. The first and second shift positions of the sliding sleeve according to FIG. 9 correspond exactly to the third and fourth shift positions of the sliding sleeve according to FIG. 4. otherwise, the exemplary embodiment according to FIG. 9 corresponds to the exemplary embodiment according to FIG. 4, to which reference is made.Reference numerals denote reference numerals100 Vehicle 101 First axle 102 Second axle R 1 Vehicle wheel R 2 Vehicle wheel R 3 Vehicle wheel R 4 Vehicle wheel An Driveshaft Ab Output shaft SG Transmission EM Electric machine EMS Stator of the electric machine EMR Rotor of the electric machine SR 1 First spur gear stage SR 2 Second spur gear stage PS 1 First planetary set SO 1 First sun shaft HO 1 First ring gear shaft ST 1 First carrier shaft PS 2 Second planetary set SO 2 Second sun shaft HO 2 Second carrier shaft AK Actuator G Housing R Axis of symmetry DG Differential D 1 Differential input shaft D 2 First differential output shaft D 3 Second differential output shaft 30 First planetary set 31 Sun gear of the first ring gear shaft ST 2 Second carrier shaft AK Actuator G Housing R Planetary gear set 32 Ring gear of the first planetary gear set 33 Carrier shaft of the first planetary gear set 40 Second planetary gear set 41 Sun gear of the second planetary gear set 42 Ring gear of the second planetary gear set 43 Carrier shaft of the second planetary gear set SM Sliding sleeve A First shifting element A' First shifting element B" First shifting element B Second shifting element C' Second shifting element C" Second shifting element C Third shifting element C

Claims

A transmission (SG) for a vehicle (100), comprising a first shifting element (A), a second shifting element (B), a first planetary set (PS1) with a first sun shaft (SO1), a first ring gear shaft (HR1) and a first carrier shaft (ST1), as well as a second planetary set (PS2) with a second sun shaft (SO2), a second ring gear shaft (HR2) and a second carrier shaft (ST2), wherein the first planetary set (PS1) and the second planetary set (PS2) are radially nested, wherein the first carrier shaft (ST1) and the second carrier shaft (ST2) are connected in a rotationally fixed manner, wherein the first ring gear shaft (HR1) and the second sun shaft (SO2) are connected in a rotationally fixed manner, wherein the first sun shaft (SO1) is configured as a drive and the second ring gear shaft (HR2) is configured as a driven, • wherein in the closed state of the first shift element (A) a first gear is shifted with a first transmission ratio, wherein in the first gear the first carrier shaft (ST1) and the second carrier shaft (ST2) are connected in a rotationally fixed manner to a stationary component, • wherein in the closed state of the second shift element (B) a second gear is shifted with a second transmission ratio, wherein in the second gear the first ring gear shaft (HR1) and the second sun shaft (SO2) are connected in a rotationally fixed manner to a stationary component.A transmission (SG) for a vehicle (100), comprising a first shifting element (A'), a second shifting element (C'), a first planetary set (PS1) with a first sun shaft (SO1), a first ring gear shaft (HR1) and a first carrier shaft (ST1), as well as a second planetary set (PS2) with a second sun shaft (SO2), a second ring gear shaft (HR2) and a second carrier shaft (ST2), wherein the first planetary set (PS1) and the second planetary set (PS2) are radially nested, wherein the first carrier shaft (ST1) and the second carrier shaft (ST2) are connected in a rotationally fixed manner, wherein the first ring gear shaft (HR1) and the second sun shaft (SO2) are connected in a rotationally fixed manner, wherein the first sun shaft (SO1) is configured as a drive and the second ring gear shaft (HR2) is configured as a driven, • wherein in the closed state of the first shift element (A') a first gear is shifted with a first transmission ratio, wherein in the first gear the first carrier shaft (ST1) and the second carrier shaft (ST2) are connected in a rotationally fixed manner to a stationary component, • wherein in the closed state of the second shift element (C') a third gear, configured as a direct gear, is shifted with a third transmission ratio and the planetary sets (PS1, PS2) are blocked.A transmission (SG) for a vehicle (100), comprising a first shift element (B"), a second shift element (C"), a first planetary set (PS1) with a first sun shaft (SO1), a first ring gear shaft (HR1) and a first carrier shaft (ST1) as well as a second planetary set (PS2) with a second sun shaft (SO2), a second ring gear shaft (HR2) and a second carrier shaft (ST2), wherein the first planetary set (PS1) and the second planetary set (PS2) are radially nested, wherein the first carrier shaft (ST1) and the second carrier shaft (ST2) are connected in a rotationally fixed manner, wherein the first ring gear shaft (HR1) and the second sun shaft (SO2) are connected in a rotationally fixed manner, wherein the first sun shaft (SO1) is configured as a drive and the second ring gear shaft (HR2) is configured as a driven, • wherein in the closed state of the first shift element (B") a first gear is shifted with a first transmission ratio, wherein in the first gear the first ring gear shaft (HR1) and the second sun shaft (SO2) are connected in a rotationally fixed manner to a stationary component, • wherein in the closed state of the second shift element (C") a third gear, configured as a direct gear, is shifted with a third transmission ratio and the planetary sets (PS1, PS2) are blocked.The transmission (SG) according to claim 1, further comprising a third shifting element (C), wherein the third shifting element (C) in the closed state shifts a third gear, which is configured as a direct gear, with a third transmission ratio, wherein the planetary sets (PS1, PS2) are locked in the third gear.The transmission (SG) according to one of the preceding claims, wherein the first shifting element (A, A', B") and the second shifting element (B, C', C") are formed combined to form a shifting unit with three shifting positions, wherein the shifting unit has a single axially displaceable sliding sleeve (SM).The transmission (SG) according to claim 4, wherein the first shifting element (A), the second shifting element (B) and the third shifting element (C) are formed combined to form a shifting unit with five shifting positions, wherein the shifting unit has a single axially displaceable sliding sleeve (SM).The manual transmission (SG) according to claim 5 or 6, wherein the shift unit has a neutral position between two gear positions.Transmission (SG) according to one of the preceding claims, wherein all the shift elements (A, B, C, A', B", C', C") are designed as positively locking shift elements.The transmission (SG) according to any one of the preceding claims, further comprising a differential (DG) having a differential input shaft (D1) and two differential output shafts (D2, D3).The transmission (SG) according to claim 9, wherein the differential (DG) is formed as an integral differential with two radially nested planetary sets (30, 40).Drive unit for a vehicle (100), comprising an electric machine (EM) and a gearbox (SG) according to one of the preceding claims.Vehicle (100) comprising at least one drive unit according to claim 11.

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