Gearbox with a torque vectoring superposition unit

Abstract

A transmission comprising a drive shaft for connecting a drive motor (EM1), a first output shaft, a second output shaft, a first and second planetary gear set (P1, P2), and a torque-vectoring superposition unit (2) with a third planetary gear set (P3), wherein a first element (E11) of the first planetary gear set (P1) is non-rotatably connected to a first element (E12) of the second planetary gear set (P2) via a coupling shaft, wherein a second element (E21) of the first planetary gear set (P1) is non-rotatably connected to the first output shaft, wherein a third element (E31) of the first planetary gear set (P1) is non-rotatably connected to the drive shaft, wherein a second element (E22) of the second planetary gear set (P2) is fixed to a non-rotatable component, and wherein a third element (E32) of the second planetary gear set (P2) is non-rotatably connected to the second output shaft. is,wherein a first element (E13) of the third planetary gear set (P3) is non-rotatably connected to the coupling shaft, wherein a second element (E23) of the third planetary gear set (P3) is configured for a drive-effective connection with an actuator (EM2), wherein a third element (E33) of the third planetary gear set (P3) is non-rotatably connected to the second element (E21) of the first planetary gear set (P1), wherein the first element (E11) of the first planetary gear set (P1) and the first element (E12) of the second planetary gear set (P2) are each configured as a sun gear.

Description

[0001] The invention relates to a transmission for a vehicle with a torque vectoring superposition unit. The invention also relates to a drive device with such a transmission.

[0002] A conventional differential enables cornering by allowing different rotational speeds of the two drive wheels. It distributes the drive torque evenly to both wheels (open differential). A disadvantage is that the wheel with better grip only has as much traction as the wheel on a slippery surface or under light load during cornering. To increase traction and improve driving dynamics, a differential lock can be used, which partially connects the two drive wheels via friction. Adjustable differential locks allow the cornering ability of an open differential to be combined with the improved traction of a limited-slip differential. The differential is also known as a differential or differential compensation gear.

[0003] It is also known from the prior art to provide differential gears with a torque superposition function for sporty passenger vehicles, so-called torque-vectoring gears (TV gears). Such a TV gear enables the wheel-specific distribution of torque between the two wheel-side output shafts of the differential gear. Such a system can generate the desired torque in any driving situation, even with the clutch engaged, because it transfers the braking torque on one side as drive torque to the other. The effect is based on a controlled redistribution of drive torques and is also referred to as "Active Yaw Control (AYC)."

[0004] For example, DE 10 2019 209 461 A1 discloses a gearbox with a torque-vectoring superposition unit. The gearbox comprises an input shaft, a first output shaft, a second output shaft, a first planetary gear set, and a second planetary gear set, each planetary gear set comprising several elements. The input shaft, the two output shafts, the planetary gear sets, and their elements are arranged and configured such that a torque introduced via the input shaft is converted and distributed to the two output shafts in a defined ratio. At least one element of the first planetary gear set is connected to another element of the second planetary gear set via the connecting shaft, and another element of the second planetary gear set is fixed to a rotationally fixed component. The torque-vectoring superposition unit comprises a third planetary gear set and an actuator.A first element of the third planetary gear set is non-rotatably connected to the connecting shaft. A second element of the third planetary gear set is connected to a rotor of the electric machine. A third element of the third planetary gear set is non-rotatably connected to an element of the second planetary gear set, which in turn is non-rotatably connected to the first output shaft.

[0005] The object of the present invention is to provide an alternative transmission with a torque-vectoring superposition unit, which is particularly efficient and compact. This object is achieved by a transmission with the features of claim 1. Advantageous embodiments are the subject of the dependent claims, the following description, and the figures.

[0006] According to a first aspect, a transmission for a vehicle is provided, comprising a drive shaft for connecting a drive motor, a first output shaft, a second output shaft, a first planetary gear set, a second planetary gear set, and a torque-vectoring superposition unit with a third planetary gear set, wherein the planetary gear sets each comprise several elements, wherein a first element of the first planetary gear set is rotationally fixed to a first element of the second planetary gear set via a coupling shaft, wherein a second element of the first planetary gear set is rotationally fixed to the first output shaft, wherein a third element of the first planetary gear set is rotationally fixed to the drive shaft, wherein a second element of the second planetary gear set is fixed to a rotationally fixed component, and wherein a third element of the second planetary gear set is rotationally fixed to the second output shaft.wherein a first element of the third planetary gear set is non-rotatably connected to the coupling shaft, wherein a second element of the third planetary gear set is configured for a drive-effective connection to an actuator, wherein a third element of the third planetary gear set is non-rotatably connected to the second element of the first planetary gear set, wherein the first element of the first planetary gear set and the first element of the second planetary gear set are each designed as a sun gear.

[0007] The input shaft serves as the input shaft for the transmission. The two output shafts serve as the output shafts. The input shaft, the two output shafts, the planetary gear sets, and their components are arranged and designed such that a torque introduced via the input shaft is converted and distributed between the two output shafts in a defined ratio, thus preventing the generation of a cumulative torque. For this purpose, at least one component of the first planetary gear set is rotationally fixed to another component of the second planetary gear set, and a further component of the second planetary gear set is fixed to a rotationally fixed structural element. Therefore, the first and second planetary gear sets form an integral differential.

[0008] The integral differential combines the functions of torque conversion and torque distribution in a single assembly. The transmission is therefore a combined transmission and differential unit that can perform torque conversion using a housing support and distribute torque to the output shafts, with a torque vectoring function also provided via the torque vectoring superposition unit.

[0009] The elements of the planetary gear sets are in the form of a sun gear, planet carrier, and ring gear. If an element is fixed, it is prevented from rotating. The rotationally fixed component of the transmission can preferably be a permanently stationary component, more preferably a housing of the transmission, a part of such a housing, or a component rigidly connected to it.

[0010] 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 is established when a corresponding switching element 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 unit.

[0011] In the context of the invention, "axial" refers to an orientation along a longitudinal center axis, along which the planetary gear sets are arranged coaxially to one another. "Radial" refers to an orientation in the diameter direction of a shaft that lies on this longitudinal center axis.

[0012] Drive power, in particular torque and speed, can be transmitted to the transmission via the drive shaft. The drive motor, which is designed to generate the drive power, can be an internal combustion engine, an electric motor, or a hydraulic motor.

[0013] The term "connection" of a device or element to the gearbox means that the gearbox, in particular the corresponding shaft of the gearbox, is connected either directly, for example, in a rotationally fixed manner, to the device or element, or indirectly, for example, via at least one further component, in particular via at least one further shaft and / or another gear. If two shafts are rotationally fixed to each other, they rotate together in one direction at one rotational speed. In particular, a connection can also be made via a switching element, which enables a drive-effective coupling and decoupling of the device or element with the corresponding shaft of the gearbox.The drive motor and the actuator can each be arranged coaxially or parallel to the gearbox, with one or more constant transmission gears, for example as planetary sets with planet gears or stepped planetary gears, spur gear stages and / or chain or belt stages, being arranged between the respective drive source and the gearbox.

[0014] The transmission has two output shafts whose combined torque, relative to the input torque, describes the transmission's gear ratio. The transmission has two output shafts whose respective gear ratios are initially undefined. Only the coupling of the two output shafts, for example via the vehicle's wheels on a road, generates defined rotational speeds. If both output shafts rotate at the same speed, as when driving straight ahead, the gear ratio can be determined as the ratio between the input speed and one of the two identical output speeds. In all other cases, it is not possible to define the transmission's gear ratio using the common definition of torque conversion / gear ratio.

[0015] In particular, at least one of the planetary gear sets of the transmission is designed either as a negative planetary gear set or as a positive planetary gear set and / or includes stepped planetary gears. Therefore, at least one of the planetary gear sets of the transmission can be designed not as a conventional negative planetary gear set, but as a conventional positive planetary gear set, as a negative stepped planetary gear set, as a positive stepped planetary gear set with two sun gears, or as a positive stepped planetary gear set with two ring gears.

[0016] A negative planetary gear set consists of the elements sun gear, planet carrier and ring gear, wherein the planet carrier guides at least one, but preferably several planet gears rotatably, each of which meshes with both the sun gear and the surrounding ring gear.

[0017] In a plus planetary gear set, the elements sun gear, ring gear and planet carrier are also present, with the planet carrier guiding at least one pair of planet gears, in which one planet gear is in tooth mesh with the inner sun gear and the other planet gear is in tooth mesh with the surrounding ring gear, and the planet gears mesh with each other.

[0018] In a stepped planetary gear set, the planet carrier guides several stepped planetary gears. Each stepped planetary gear has two gears connected to each other in a rotationally fixed manner. In other words, each stepped planetary gear has two toothed sections connected to each other in a rotationally fixed manner, which have different diameters. In a negative stepped planetary gear set, one of the two toothed sections meshes with an element designed as a sun gear, and the other of the two toothed sections meshes with an element designed as a ring gear. The remaining element of the negative stepped planetary gear set is designed as the planet carrier. In a positive stepped planetary gear set with two sun gears, two of the three elements of the positive stepped planetary gear set are each designed as sun gears, with one of the three elements of the positive stepped planetary gear set being designed as the planet carrier.In a plus stepped planetary gear set with two ring gears, two of the three elements of the plus stepped planetary gear set are each designed as a ring gear, with one of the three elements of the plus stepped planetary gear set being designed as a planet carrier.

[0019] The coupling shaft, which connects the three elements of the planetary gear sets in a rotationally fixed manner, is a connecting shaft between the three planetary gear sets. The toothing of the interconnected elements of the first, second, and third planetary gear sets can be formed on the same component.

[0020] The actuator can be, for example, an electric motor or a hydraulic motor. Electric motors have the advantage over hydraulic motors that they do not require a running hydraulic pump and therefore have lower standby losses. Furthermore, electric motors are easier to control than hydraulic motors. Alternatively, a brake can be arranged on the element of the third planetary gear set to which the actuator is connected. The brake is designed to implement a differential lock.

[0021] In one embodiment, the third planetary gear set is arranged axially between the first and second planetary gear sets. Alternatively, the first planetary gear set is arranged axially between the second and third planetary gear sets. Depending on the available space and the connection, both embodiments offer design advantages.

[0022] In one embodiment, the third planetary gear set is configured as a negative planetary gear set. In another embodiment, the third planetary gear set is configured as a positive planetary gear set. In one embodiment, the third planetary gear set does not comprise conventional planet gears, but rather stepped planetary gears. For example, the third planetary gear set is configured as a negative stepped planetary gear set, as a positive stepped planetary gear set with two sun gears, or as a positive stepped planetary gear set with two ring gears.

[0023] According to one embodiment, the first element of the third planetary gear set is designed as a sun gear. Thus, the coupling shaft is non-rotatably connected to three sun gears. For example, the coupling shaft can have three sun gears formed as a single unit. Designing a coupling shaft with three sun gears offers particular advantages in the manufacturing and assembly of the transmission. For example, the second element of the third planetary gear set is designed as a planet carrier, and the third element of the third planetary gear set is designed as a ring gear. Alternatively, the second element of the third planetary gear set is designed as a ring gear, and the third element of the third planetary gear set is designed as a planet carrier.

[0024] According to a second aspect, a drive device is provided comprising a drive motor, an actuator, and a transmission as described above, wherein the drive motor, the actuator, and the transmission are arranged coaxially to one another. Alternatively, the drive motor and the actuator can be arranged parallel to each other. For example, the drive motor and the transmission are arranged coaxially. For example, the actuator and the transmission are arranged coaxially. For example, the transmission is arranged parallel to the drive motor and the actuator. Preferably, the drive motor is designed as an electric motor. Alternatively, the drive motor is designed as an internal combustion engine or a hydraulic motor. Preferably, the actuator is designed as an electric motor. Alternatively, the actuator is designed as a hydraulic motor.

[0025] According to one embodiment, a transmission is arranged in the power flow between the second element of the third planetary gear set and the actuator to translate the actuator's rotational speed. Alternatively or additionally, a transmission is arranged in the power flow between the drive shaft and the drive machine to translate the drive machine's rotational speed. The respective transmission can comprise at least one planetary gear set with conventional planetary gears or with stepped planetary gears. The respective transmission can comprise one or more spur gear stages. The respective transmission can comprise chain or belt stages. The transmission between the drive machine and the transmission or between the actuator and the transmission can be configured with multiple gears. For example, at least one switching element can be provided as a friction-fit or positive-fit clutch or brake.For example, a switching element designed as a freewheel may be provided.

[0026] According to one embodiment, a planetary gear set and two switching elements for shifting two gears are arranged in the power flow between the drive shaft and the drive motor. 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. The two shafts can then rotate relative to each other. In an actuated state, the switching element is closed. For example, the switching element is designed as a positive-locking switching element. In particular, the positive-locking switching element is a jaw coupling. Positive-locking switching elements can increase the efficiency of the transmission due to reduced drag losses.In particular, positive-locking switching elements are more compact and efficiency-optimized, offering a cost advantage over friction-locking switching elements. Alternatively, the switching element can be designed as a force-locking switching element. A force-locking switching element enables load switching. For example, a friction-locking switching element comprises one or more parallel friction surfaces. Alternatively, the friction-locking switching element has one or more conically shaped friction surfaces. In particular, the friction-locking switching element is designed as a multi-plate clutch. Preferably, the switching element is actuated by an actuator. For example, the two switching elements are designed as a double switching element and can be actuated by a single actuator. When the first switching element is closed and the second switching element is open, a first gear ratio is established.When the first switching element is open and the second switching element is closed, a second gear ratio is set. For this, reference is made to the embodiment according to... Fig. 14 referred.

[0027] A third aspect involves providing a vehicle equipped with the transmission described above. This vehicle could be, for example, a motor vehicle, particularly a passenger car, or a construction or work machine. The advantages of the transmission benefit both the drive system and the vehicle equipped with the transmission.

[0028] Advantageous embodiments of the invention, which are explained below, are illustrated in the drawings, wherein identical elements are designated with the same reference numeral. They show: Fig. 1 a highly abstracted schematic view of a motor vehicle with a drive device; Fig. 2 a highly abstracted schematic diagram of the drive device; Fig. 3 a highly abstracted schematic view of a gearbox according to a first embodiment; Fig. 4 a highly abstracted schematic view of a gearbox according to a second embodiment; Fig. 5 a highly abstracted schematic view of a gearbox according to a third embodiment; Fig. 6 a highly abstracted schematic view of a gearbox according to a fourth embodiment; Fig. 7 a highly abstracted schematic view of a gearbox according to a fifth embodiment; Fig. 8 a highly abstracted schematic view of a gearbox according to a sixth embodiment; Fig. 9 a highly abstracted schematic view of a gearbox according to a seventh embodiment; Fig. 10 a highly abstracted schematic view of a drive device according to a first embodiment; Fig. 11 a highly abstracted schematic view of a drive device according to a second embodiment; Fig. 12 a highly abstracted schematic view of a drive device according to a third embodiment; Fig. 13 a highly abstracted schematic view of a drive device according to a fourth embodiment and Fig. 14 a highly abstracted schematic view of a drive device according to a fifth embodiment.

[0029] Fig. Figure 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 comprising a drive motor EM1 designed as an electric machine and a transmission 1 with a torque vectoring superposition unit 2. The vehicle 100 is configured as an electric passenger car. 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. Alternatively, and not shown here, the drive unit can be arranged longitudinally along the vehicle 100, in which case the transmission 2 is configured as a longitudinal differential rather than a transverse differential.In this case, no additional drive device is arranged on the second wheel axle 102, i.e., on the front axle of the vehicle 100, thus saving costs, weight, and installation space. Alternatively, the drive device can be arranged on the front axle of the vehicle 100 instead of the rear axle. To implement an all-wheel drive system, either the transmission 2 can be designed as a longitudinal differential, or an additional drive device can be arranged on the second wheel axle 102 and effectively connected to the wheels R3 and R4 of this wheel axle 102.

[0030] Fig. Figure 2 shows a schematic diagram of the drive device according to Fig. 1. The transmission 1 of the drive device comprises a drive shaft WAn for connecting the drive motor EM1, a first output shaft WAb1 for connecting a wheel, a second output shaft WAb2 for connecting another wheel, a first planetary gear set P1, a second planetary gear set P2, and the torque-vectoring superposition unit 2, which has a third planetary gear set P3 that is effectively connected to an actuator EM2. In this case, the actuator EM2 is also designed as an electric machine. Each of the three planetary gear sets P1, P2, P3 is graphically represented by a circle and has a first element, a second element, and a third element, each represented by three connection points on the respective planetary gear set P1, P2, P3.

[0031] One of the elements of the first planetary gear set P1 is non-rotatably connected to the drive shaft WAn. This element of the first planetary gear set P1 is thus effectively connected to the drive motor EM1 via the drive shaft WAn, whereby at least one further shaft, gear, switching element, or the like may be arranged in the power flow between the drive motor EM1 and the drive shaft WAn. For example, a transmission stage may be arranged in the power flow between the drive motor EM1 and the drive shaft WAn. Another element of the first planetary gear set P1 is non-rotatably connected to a coupling shaft WK. Another element of the first planetary gear set P1 is non-rotatably connected to the first output shaft WAb1. One of the elements of the second planetary gear set P2 is non-rotatably connected to the coupling shaft WK.Another element of the second planetary gear set P2 is fixed to a rotationally fixed component G and thus prevented from rotating. Another element of the second planetary gear set P2 is rotationally fixed to the second output shaft WAb2. Therefore, the first and second planetary gear sets P1 and P2 form an integral differential that combines the two functions of torque conversion and torque distribution in a single assembly. In particular, a torque introduced into the gearbox 1 via the drive shaft WAb1 is converted and distributed between the two output shafts WAb1 and WAb2 in a defined ratio, thereby preventing the generation of a total torque.

[0032] The third planetary gear set P3 and the associated actuator EM2 form the torque vectoring superposition unit 2, which generates a torque vectoring function at the wheels of the drive axle. One element of the third planetary gear set P3 is rotationally fixed to the coupling shaft WK. Thus, one element from each of the three planetary gear sets P1, P2, and P3 is rotationally fixed to the other via the coupling shaft WK. Another element of the third planetary gear set P3 is effectively connected to the actuator EM2. For example, at least one further shaft, gear, switching element, or the like can be arranged in the power flow between the actuator EM2 and this element of the third planetary gear set P3. For example, a transmission stage can be arranged in the power flow between this element of the third planetary gear set P3 and the actuator EM2.Another element of the third planetary gear set P3 is rotationally fixed to the first output shaft WAb1. Depending on the torque direction, the actuator EM2 of the torque vectoring superposition unit 2 can selectively distribute the torque to either the first or second output shaft WAb1, WAb2. The rotational speed of actuator EM2 determines which of the two output shafts WAb1, WAb2 rotates faster. The actuator speed at which both output shafts WAb1, WAb2 rotate at the same speed can be influenced by selecting the stationary gear ratio of the third planetary gear set P3 and, for example, set to zero. For instance, the stationary gear ratio of the third planetary gear set P3 can be adjusted so that actuator EM2 remains stationary when the vehicle is traveling straight ahead. This allows actuator EM2 to be designed with low power requirements and low energy consumption.

[0033] Fig. Figure 3 schematically shows the transmission 1 according to a first embodiment. The transmission 1 comprises a first planetary gear set P1, a second planetary gear set P2, and a third planetary gear set P3, each of the three planetary gear sets P1, P2, P3 having a first element E11, E12, E13, a second element E21, E22, E23, and a third element E31, E32, E33. In this case, all three planetary gear sets P1, P2, P3 are configured as negative planetary gear sets. Thus, the first element E11, E12, E13 of each planetary gear set P1, P2, P3 is configured as a sun gear, the second element E21, E22, E23 of each planetary gear set P1, P2, P3 is configured as a planet carrier, and the third element E31, E32, E33 of each planetary gear set P1, P2, P3 is configured as a ring gear. Each planet carrier carries several planet gears that mesh with the sun gear and the ring gear of the respective planet gear set P1, P2, P3.All three planetary gear sets P1, P2, P3 are arranged axially side by side. The transmission 1 is connected to the drive motor (not shown in detail in this figure) via the drive shaft WAn, which runs axially alongside the first planetary gear set P1 and is designed as a hollow shaft for the first output shaft WAb1. In this case, the third planetary gear set P3 is arranged axially between the first and second planetary gear sets P1, P2. This results in a particularly compact drive unit in the radial direction. The first and second planetary gear sets P1, P2 form an integral differential. The differential can be configured as a transverse or longitudinal differential in the vehicle. The third planetary gear set P3 is part of a torque vectoring superposition unit 2 for redistributing the torque to the first and second output shafts WAb1, WAb2.

[0034] The first element E11 of the first planetary gear set P1 is non-rotatably connected to a first element E12 of the second planetary gear set P2 and to a first element E13 of the third planetary gear set P3 via a coupling shaft WK. Thus, three sun gears are non-rotatably arranged on the coupling shaft WK. The second element E21 of the first planetary gear set P1 is non-rotatably connected to the first output shaft WAb1. The third element E31 of the first planetary gear set P1 is non-rotatably connected to the input shaft WAn. The second element E22 of the second planetary gear set P2 is fixed to a non-rotatable component G. The third element E32 of the second planetary gear set P2 is non-rotatably connected to the second output shaft WAb2. The second element E23 of the third planetary gear set P3 is configured for a drive-effective connection to an actuator, which is not shown in detail in this figure.The third element E33 of the third planetary gear set P3 is non-rotatably connected to the second element E21 of the first planetary gear set P1 and thus to the first output shaft WAb1.

[0035] The three planetary gear sets P1, P2, and P3 are arranged on a common axis of rotation R. The drive motor and the actuator can each be arranged coaxially or parallel to the axis of rotation R. The respective output shaft WAb1 and WAb2 is preferably non-rotatably connected to a respective wheel of the vehicle, as simplified by an arrow on the respective output shaft WAb1 and WAb2. Both output shafts WAb1 and WAb2 are also arranged on the common axis of rotation R.

[0036] Fig. Figure 4 shows a second embodiment of the gearbox 1. The gearbox 1 according to Fig. 4 essentially corresponds to gearbox 1 according to Fig. 3, where a difference between these two embodiments lies in the design and connection of the third planetary set P3. The integral differential is compared to Fig. 3 unchanged, wherein the third planetary gear set P3 is designed as a plus planetary gear set. The plus planetary gear set also includes the elements sun gear, ring gear, and planet carrier, wherein the planet carrier carries at least one pair of planet gears in which one planet gear meshes with the inner sun gear and the other planet gear meshes with the surrounding ring gear, the planet gears of a planetary gear pair meshing with each other. The first element E13 of the third planetary gear set P3 is designed as a sun gear and is rotationally fixed to the coupling shaft WK. The second element E23 of the third planetary gear set P3 is designed as a ring gear and is provided for connecting the actuator for the torque vectoring superposition unit 2. The third element E33 of the third planetary gear set P3 is designed as a planet carrier and is rotationally fixed to the first output shaft WAb1. Otherwise, the embodiment corresponds to the above. Fig. 4 according to the exemplary embodiment Fig. 3, which is referenced.

[0037] Fig. Figure 5 shows a third embodiment of the gearbox 1. The gearbox 1 according to Fig. 5 essentially corresponds to gearbox 1 according to Fig. 4, where a difference between these two embodiments lies in the connection of the third planetary set P3. The integral differential is compared to Fig. 4 unchanged. The first element E13 of the third planetary gear set P3 is designed as a planet carrier and is non-rotatably connected to the coupling shaft WK. Therefore, only two sun gears are non-rotatably arranged on the coupling shaft WK. The second element E23 of the third planetary gear set P3 is designed as a ring gear and is provided for connecting the actuator for the torque vectoring superposition unit 2. The third element E33 of the third planetary gear set P3 is designed as a sun gear and is non-rotatably connected to the first output shaft WAb1. Otherwise, the embodiment corresponds to the above. Fig. 5 according to the exemplary embodiment Fig. 4, which is referenced.

[0038] Fig. Figure 6 shows a fourth embodiment of the gearbox 1. The gearbox 1 according to Fig. 6 essentially corresponds to gearbox 1 according to Fig. 3, where a difference between these two embodiments lies in the design and connection of the third planetary set P3. The integral differential is compared to Fig. 3 unchanged, wherein the third planetary gear set P3 is designed as a plus-step planetary gear set with two sun gears. The first element E13 of the plus-step planetary gear set is designed as the first sun gear. The second element E23 of the plus-step planetary gear set is designed as the second sun gear. The third element E33 of the plus-step planetary gear set is designed as the planet carrier. The planet carrier of the plus-step planetary gear set carries at least one step planetary gear, consisting of a first gear and a second gear, wherein the two gears are rotationally fixed to each other, in particular as a single unit. In this case, the first gear of the step planetary gear has a larger diameter than the second gear of the step planetary gear. The first gear of the step planetary gear meshes with the first sun gear, and the second gear of the step planetary gear meshes with the second sun gear.The first element E13 of the third planetary gear set P3 is non-rotatably connected to the coupling shaft WK. The second element E23 of the third planetary gear set P3 is provided for connecting the actuator for the torque vectoring superposition unit. The third element E33 of the third planetary gear set P3 is non-rotatably connected to the first output shaft WAb1. Otherwise, the embodiment corresponds to the following. Fig. 6 according to the exemplary embodiment Fig. 3, which is referenced.

[0039] Fig. Figure 7 shows a fifth embodiment of the gearbox 1. The gearbox 1 according to Fig. 7 essentially corresponds to gearbox 1 according to Fig. 6, where a difference between these two embodiments lies in the design and connection of the third planetary set P3. The integral differential is compared to Fig. 6 unchanged, wherein the third planetary gear set P3 is designed as a plus-step planetary gear set with two ring gears. The first element E13 of the plus-step planetary gear set is designed as the planet carrier. The second element E23 of the plus-step planetary gear set is designed as the first ring gear. The third element E33 of the plus-step planetary gear set is designed as the second ring gear. The planet carrier of the plus-step planetary gear set guides at least one step planetary gear, consisting of a first gear and a second gear, wherein the two gears are rotationally fixed and integrally connected. In this case, the first gear of the step planetary gear has a smaller diameter than the second gear of the step planetary gear. The first gear of the step planetary gear meshes with the first ring gear, and the second gear of the step planetary gear meshes with the second ring gear.The first element E13 of the third planetary gear set P3 is non-rotatably connected to the coupling shaft WK. The second element E23 of the third planetary gear set P3 is provided for connecting the actuator for the torque vectoring superposition unit. The third element E33 of the third planetary gear set P3 is non-rotatably connected to the first output shaft WAb1. Otherwise, the embodiment corresponds to the following. Fig. 7 according to the exemplary embodiment Fig. 6, which is referenced.

[0040] The different embodiments of the gearbox 1 according to Fig. 3 to Fig. 7 allow a translation from 2.6 to 3.5.

[0041] Fig. Figure 8 shows a sixth embodiment of the gearbox 1. The gearbox 1 according to Fig. 8 essentially corresponds to gearbox 1 according to Fig. 3, a difference between these two embodiments lies in the design and connection of the three planetary gear sets P1, P2, P3. All three planetary gear sets P1, P2, P3 are arranged axially side by side, with the connection of the transmission 1 to the drive motor (not shown in detail in this figure) being made via the drive shaft WAn, which runs axially between the first and second planetary gear sets P1, P2. In this case, the first planetary gear set P1 is arranged axially between the second and third planetary gear sets P2, P3. This results in a particularly compact design of the transmission 1 in the radial direction. The first and second planetary gear sets P1, P2 form an integral differential. The differential can be designed as a transverse or longitudinal distributor in the vehicle. The third planetary gear set P3 is part of a torque vectoring superposition unit 2 for redistributing the torque to the first and second output shafts WAb1, WAb2.

[0042] The first element E11 of the first planetary gear set P1 is designed as a sun gear and is non-rotatably connected to a first element E12 of the second planetary gear set P2, also designed as a sun gear, and to a first element E13 of the third planetary gear set P3, also designed as a sun gear, via a coupling shaft WK. Thus, three sun gears are non-rotatably arranged on the coupling shaft WK. The second element E21 of the first planetary gear set P1 is designed as a ring gear and is non-rotatably connected to the first output shaft WAb1. The third element E31 of the first planetary gear set P1 is designed as a planet carrier and is non-rotatably connected to the input shaft WAn. The second element E22 of the second planetary gear set P2 is designed as a ring gear and is fixed to a non-rotatable component G. The third element E32 of the second planetary gear set P2 is non-rotatably connected to the second output shaft WAb2.The second element E23 of the third planetary gear set P3 is designed as a ring gear and is configured for a drive-effective connection with an actuator for the torque-vectoring superposition unit 2, which is not shown in detail in this figure. The third element E33 of the third planetary gear set P3 is designed as a planet carrier and is rotationally fixed to the second element E21 of the first planetary gear set P1. Otherwise, the embodiment corresponds to the above. Fig. 8 according to the exemplary embodiment Fig. 3, which is referenced.

[0043] Fig. Figure 9 shows a seventh embodiment of the gearbox 1. The gearbox 1 according to Fig. 9 essentially corresponds to gearbox 1 according to Fig. 8, wherein a difference between these two embodiments lies in the arrangement, design, and connection of the third planetary gear set P3. All three planetary gear sets P1, P2, P3 are arranged axially side by side, with the connection of the transmission 1 to the drive motor (not shown in detail in this figure) being made via the drive shaft WAn, which is arranged axially on the first planetary gear set P1. In this case, the third planetary gear set P3 is arranged axially between the first and second planetary gear sets P1, P2. This makes the transmission particularly compact in the radial direction. The first and second planetary gear sets P1, P2 form an integral differential. The third planetary gear set P3 is part of a torque-vectoring superposition unit 2 for redistributing the torque to the first and second output shafts WAb1, WAb2. The integral differential is as shown in Fig. 8, wherein the third planetary gear set P3 is configured as a plus planetary gear set. The plus planetary gear set also includes the elements sun gear, ring gear, and planet carrier, wherein the planet carrier carries at least one planet gear pair in which one planet gear meshes with the inner sun gear and the other planet gear meshes with the surrounding ring gear, the planet gears of a planet gear pair meshing with each other. The first element E13 of the third planetary gear set P3 is configured as a planet carrier and is rotationally fixed to the coupling shaft WK. The second element E23 of the third planetary gear set P3 is configured as a sun gear and is provided for connecting the actuator for the torque vectoring superposition unit 2. The third element E33 of the third planetary gear set P3 is configured as a ring gear and is rotationally fixed to the first output shaft WAb1. Otherwise, the embodiment corresponds to the embodiment shown in the above. Fig. 9 according to the exemplary embodiment Fig. 8, to which reference is made.

[0044] The different embodiments of the gearbox 1 according to Fig. 8 and Fig. 9 allow a translation from 1.4 to 1.6.

[0045] Fig. Figure 10 shows a first embodiment of the drive device comprising a drive machine EM1, an actuator EM2 and a gearbox 1, wherein the gearbox 1 is arranged according to one of the Fig. 3, Fig. 4, Fig. 5, Fig. 6, Fig. 7, Fig. 8 to Fig. 9. In this embodiment, the drive machine EM1, the actuator EM2, and the gearbox 1 are arranged coaxially to each other on a rotational axis R. The drive machine EM1 and the actuator EM2 are designed as electric machines with a rotor and a stator fixed to the housing. To convert the rotational speed of the actuator EM2, a transmission is arranged between the second element E23 of the third planetary gear set (not shown in detail in this figure) and the actuator EM2. The transmission comprises a fourth planetary gear set P4 and a fifth planetary gear set P5, which form two constant transmission stages. According to an alternative embodiment, the number of transmission stages can be changed.

[0046] The fourth planetary gear set P4 comprises a first element E14 designed as a sun gear, a second element E24 designed as a planet carrier, and a third element E34 designed as a ring gear. The fifth planetary gear set P5 comprises a first element E15 designed as a sun gear, a second element E25 designed as a planet carrier, and a third element E35 designed as a ring gear. The first element E14 of the fourth planetary gear set P4 is non-rotatably connected to the rotor of the actuator EM2. The second element E24 of the fourth planetary gear set P4 is non-rotatably connected to the first element E15 of the fifth planetary gear set P5. The third element E34 of the fourth planetary gear set P4 is non-rotatably connected to the non-rotatable component G designed as a housing and is thus prevented from rotating. The second element E25 of the fifth planetary gear set P5 is non-rotatably connected to the second element E23 of the third planetary gear set.The third element E35 of the fifth planetary gear set P5 is non-rotatably connected to the non-rotating component G, which serves as a housing, and thus prevented from rotating. Due to the two constant transmission stages, the actuator can be designed to be more compact and less powerful. The drive shaft WAn is designed as a hollow shaft, non-rotatably connected to the rotor of the drive machine EM1, and extends through the fourth and fifth planetary gear sets P4 and P5, as well as through the actuator EM2. According to an alternative embodiment, a reduction gear can also be provided in the power flow between the drive machine EM1 and the drive shaft WAn. The first output shaft WAb1 extends through the drive shaft WAn, the fourth and fifth planetary gear sets P4 and P5, the actuator EM2, and the drive machine EM1. This results in a more compact drive device in the radial direction.The second output shaft WAb2 is arranged in the opposite direction to the first output shaft WAb1 on the axis of rotation R.

[0047] Fig. Figure 11 shows a second embodiment of the drive device comprising a drive machine EM1, an actuator EM2 and a gearbox 1, wherein the gearbox 1 is arranged according to one of the Fig. 3, Fig. 4, Fig. 5, Fig. 6, Fig. 7, Fig. 8 to Fig. 9. In this case, the drive machine EM1 and the gearbox 1 are arranged coaxially to each other on a rotational axis R. The actuator EM2 is arranged parallel to this axis and connected to the gearbox 1 via a transmission. The transmission is arranged between the second element E23 of the third planetary gear set (not shown in detail in this figure) and the actuator EM2 to convert the rotational speed of the actuator EM2. It comprises a first spur gear stage ST1, a second spur gear stage ST2, and an intermediate shaft ZW arranged between them, wherein the intermediate shaft ZW has two toothed sections ZW1 and ZW2. The first spur gear stage ST1 comprises a first gear Z1, which is non-rotatably connected to a rotor shaft RW of the actuator EM2, and the first toothed section ZW1 on the intermediate shaft ZW, which can, for example, be configured as a gear non-rotatably connected to the intermediate shaft ZW.Thus, the first gear Z1 and the first toothed section ZW1 on the intermediate shaft ZW are in mesh with each other. The second spur gear stage ST2 comprises a second gear Z2, which is non-rotatably connected to the second element E23 of the third planetary gear set, and the second toothed section ZW2 on the intermediate shaft ZW, which can, for example, be designed as a gear non-rotatably connected to the intermediate shaft ZW. Thus, the second gear Z2 and the second toothed section ZW2 on the intermediate shaft ZW are in mesh with each other. The center distance of the actuator EM2 to the axis of rotation R can be adjusted via the diameters of the two gears Z1 and Z2 and via the diameters of the two toothed sections ZW1 and ZW2 on the intermediate shaft ZW. The drive shaft WAn is designed as a hollow shaft and is non-rotatably connected to the rotor of the drive machine EM1.According to an alternative embodiment, a reduction gear can also be provided in the power flow between the drive motor EM1 and the drive shaft WAn. The first output shaft WAb1 extends through the drive shaft WAn. This makes the drive device more compact in the radial direction. The second output shaft WAb2 is arranged in the opposite direction to the first output shaft WAb1 on the axis of rotation R.

[0048] Fig. Figure 12 shows a third embodiment of the drive device comprising a drive machine EM1, an actuator EM2 and a gearbox 1, wherein the gearbox 1 is arranged according to one of the Fig. 3, Fig. 4, Fig. 5, Fig. 6, Fig. 7, Fig. 8 to Fig. 9 can be designed. The drive device according to Fig. 12 essentially corresponds to the drive device according to Fig. 10, a difference between these two embodiments lies in the arrangement and connection of the drive machine EM1. In the present embodiment, the drive machine EM1 is arranged parallel to the axis of rotation R, with the actuator EM2 and the gearbox 1 arranged coaxially to each other on the axis of rotation R. To convert the rotational speed of the drive machine EM1, a transmission gearbox is arranged in the power flow between the drive shaft WAn and the drive machine EM1. The transmission gearbox is designed as a spur gear stage ST and comprises a first gear Z1, which is rotationally fixed to the rotor shaft RW, and a second gear Z2, which is rotationally fixed to the drive shaft WAn. The center distance of the drive machine EM1 to the axis of rotation R can be adjusted via the diameters of the two gears Z1, Z2 of the spur gear stage ST.An advantage of this pre-reduction stage, designed as a spur gear stage ST, is that higher gear ratios can be achieved with the gearbox 1. Otherwise, the embodiment corresponds to the following. Fig. 12 according to the exemplary embodiment Fig. 10, which is referenced.

[0049] Fig. Figure 13 shows a fourth embodiment of the drive device comprising a drive machine EM1, an actuator EM2 and a gearbox 1, wherein the gearbox 1 is arranged according to one of the Fig. 3, Fig. 4, Fig. 5, Fig. 6, Fig. 7, Fig. 8 to Fig. 9 can be designed. The drive device according to Fig. 13 essentially corresponds to the drive device according to Fig. 11, a difference between these two embodiments lies in the arrangement and connection of the drive machine EM1. In the present embodiment, the drive machine EM1 is arranged parallel to the axis of rotation R. Thus, the drive machine EM1 and the actuator EM2 are arranged parallel to the axis of rotation R. The gearbox 1 is arranged coaxially to the axis of rotation R. To convert the rotational speed of the drive machine EM1, a transmission gearbox is arranged in the power flow between the drive shaft WAn and the drive machine EM1. The transmission gearbox is designed as a third spur gear stage ST3 and comprises a third gear Z3, which is rotationally fixed to a rotor of the drive machine EM1, and a fourth gear Z4, which is rotationally fixed to the drive shaft WAn. The center distance of the drive machine EM1 to the axis of rotation R can be adjusted via the diameters of the third and fourth gears Z3 and Z4.An advantage of this pre-reduction stage, designed as a spur gear, is that higher gear ratios can be achieved with the gearbox 1. Otherwise, the embodiment corresponds to the following. Fig. 13 according to the exemplary embodiment Fig. 11, to which reference is made.

[0050] Fig. Figure 14 shows a fifth embodiment of the drive device comprising a drive machine EM1, an actuator EM2 and a gearbox 1, wherein the gearbox 1 is arranged according to one of the Fig. 3, Fig. 4, Fig. 5, Fig. 6, Fig. 7, Fig. 8 to Fig. 9 can be designed. The drive device according to Fig. 14 essentially corresponds to the drive device according to Fig. 11, a difference between these two embodiments being the connection of the drive motor EM1. In the present case, a planetary gear set P and two switching elements B, K for switching two gears are arranged in the power flow between the drive shaft WAn and the drive motor EM1. The planetary gear set P comprises a first element E1 designed as a sun gear, a second element E2 designed as a planet carrier, and a third element E3 designed as a ring gear.

[0051] The second element E2 of the planetary gear set P is non-rotatably connected to the drive shaft WAn. The third element E3 of the planetary gear set P is non-rotatably connected to the rotor of the drive machine EM1. The first element E1 of the planetary gear set P can be non-rotatably connected to a non-rotatable component G via the first switching element B, whereby the planetary gear set P can be locked in place via the second switching element K by non-rotatably connecting any two of the three elements E1, E2, E3 of the planetary gear set P. In this case, the second switching element K, in its closed state, connects the first and third elements E1, E3 of the planetary gear set P. This allows the planetary gear set to rotate as a unit and has a gear ratio of i=1.Alternatively, and not shown here, the planetary gear set P can also be locked together by connecting two other elements of the planetary gear set P to each other in a rotationally fixed manner via the second switching element K, for example either the sun gear and the planet carrier or the planet carrier and the ring gear.

[0052] In a first switching position, the first switching element B is closed and the second switching element K is open to lock the sun gear in place and thereby engage first gear. In a second switching position, the second switching element K is closed and the first switching element B is open to lock the planetary gear set P and thereby engage second gear. The advantage of this switchable pre-reduction is that higher gear ratios and two different gears can be achieved with the transmission 1. Otherwise, the embodiment corresponds to the following. Fig. 14 according to the exemplary embodiment Fig.11, to which reference is made.

[0053] Reference sign 1 gearbox 2 Torque Vectoring Overlay Unit EM1 drive motor EM2 actuator WAn drive shaft WAb1 first output shaft WAb2 second output shaft G rotationally fixed component B Switching element K switching element R axis of rotation P1 first planetary gear set E11 first element of the first planetary gear set E21 second element of the first planetary gear set E31 third element of the first planetary gear set P2 second planetary gear set E12 first element of the second planetary gear set E22 second element of the second planetary gear set E32 third element of the second planetary gear set P3 third planetary gear set E13 first element of the third planetary gear set E23 second element of the third planetary gear set E33 third element of the third planetary gear set P4 fourth planetary gear set E14 first element of the fourth planetary gear set E24 second element of the fourth planetary gear set E34 third element of the fourth planetary gear set P5 fifth planetary gear set E15 first element of the fifth planetary gear set E25 second element of the fifth planetary gear set E35 third element of the fifth planetary gear set P Planetary gear set E1 first element of the planetary gear set E2 second element of the planetary gear set E3 third element of the planetary gear set Z1 first gear Z2 second gear Z3 third gear Z4 fourth gear ST1 first spur gear stage ST2 second spur gear stage ST3 third spur gear stage ZW intermediate shaft ZW1 first gear of the intermediate shaft ZW2 second gear of the intermediate shaft 100 vehicles 101 first wheel axle 102 second wheel axle R1 wheel R2 wheel R3 wheel R4 wheel QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] DE 10 2019 209 461 A1

[0004]

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