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

Abstract

The invention relates to a manual transmission (SG) for a vehicle (100) comprising an input shaft (An) for connecting an electric machine (EM), an output shaft (Ab), a positive-locking shifting unit with at least one first shifting element (A), a second shifting element (B), and a single axially displaceable sliding sleeve (SM), a first planetary gear set (PS1) with a first sun gear 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 gear shaft (SO2), a second ring gear shaft (HR2), and a second carrier shaft (ST2), wherein the first sun gear shaft (SO1), the second sun gear shaft (SO2), and the input shaft (An) are connected in a rotationally fixed manner, wherein the first ring gear shaft (HR1) is connected in a rotationally fixed manner to a stationary component, wherein the first carrier shaft (ST1) and the second ring gear shaft (HR2) are connected in a rotationally fixed manner,wherein in the closed state of the first shifting element (A) a first gear is engaged with a first ratio, wherein in the first gear the first carrier shaft (ST1), the second ring gear shaft (HR2) and the output shaft (Ab) are connected in a rotationally fixed manner, wherein in the closed state of the second shifting element (B) a second gear is engaged with a second ratio, wherein in the second gear the second carrier shaft (ST2) and the output shaft (Ab) are connected in a rotationally fixed manner.

Description

[0001] The invention relates to a manual transmission for a vehicle. Furthermore, the invention relates to a drive unit for a vehicle, wherein the drive unit comprises an electric motor and such a manual transmission with multiple gears. The invention also relates to a vehicle having such a drive unit.

[0002] For example, WO 2021 / 013 298 A1 discloses a drive device for a motor vehicle. The drive device has an electric drive motor operatively connected to a transmission device via a drive shaft, wherein the transmission device has at least a first and second planetary gear stage and a differential stage. The first planetary gear stage has a first planetary gear set with a plurality of planet gears, wherein the planet gears of the first planetary gear set are rotatably arranged on a first planet gear carrier and mesh with a first sun gear and a first ring gear. The second planetary gear stage has a second planetary gear set with a plurality of planet gears, wherein the planet gears of the second planetary gear set are rotatably arranged on a second planet gear carrier and mesh with a second sun gear and a second ring gear.The first and second planetary gear sets are operatively connected by a dual clutch device, which includes a first and a second frictional clutch. The first sun gear and the second sun gear are connected in a rotationally fixed manner. The drive shaft is operatively connected to both sun gears. The first sun gear and the second sun gear have the same pitch diameter. The first planetary gear carrier is fixedly connected to a housing via the first clutch, and the first ring gear is fixedly connected to the housing via the second clutch.

[0003] The object of the present invention is to provide an alternative manual transmission for a vehicle. In particular, the manual transmission should be compact. This object is achieved by a manual transmission having the features of independent patent claim 1 and a manual transmission having the features of independent patent claim 2. Advantageous embodiments are the subject of the dependent claims, the following description, and the figures.

[0004] According to one embodiment of the invention, a manual transmission for a vehicle comprises a drive shaft for connecting an electric machine, an output shaft, a positive-locking shifting unit with at least a first shifting element, a second shifting element and a single axially displaceable sliding sleeve, a first planetary gear set with a first sun gear shaft, a first ring gear shaft and a first carrier shaft, and a second planetary gear set with a second sun gear shaft, a second ring gear shaft and a second carrier shaft, wherein the first sun gear shaft, the second sun gear shaft and the drive shaft are connected in a rotationally fixed manner, wherein the first ring gear shaft is connected in a rotationally fixed manner to a stationary component, wherein the first carrier shaft and the second ring gear shaft are connected in a rotationally fixed manner, wherein in the closed state of the first shifting element, a first gear with a first ratio is engaged, wherein in the first gear the first carrier shaft,the second ring gear shaft and the output shaft are connected in a rotationally fixed manner, wherein in the closed state of the second shifting element, a second gear with a second transmission ratio is engaged, wherein in the second gear, the second carrier shaft and the output shaft are connected in a rotationally fixed manner. Reference is made to the embodiments according to , Fig. 2 to Fig. 4. In particular, the first carrier shaft and the second ring gear shaft form a first coupling shaft between the two planetary sets, wherein the first sun shaft and the second sun shaft form a second coupling shaft between the two planetary sets.

[0005] For the purposes of the invention, a “shaft” is understood to be a rotatable component of the transmission via which associated components of the transmission are connected to one another in a rotationally fixed manner or via which such a connection can be established upon actuation of one of the shift elements. The respective shaft can connect the components axially or radially, or even both axially and radially. For example, the respective shaft can also be in the form of an intermediate piece via which a respective component is connected radially, for example. The term “shaft” does not exclude the possibility that the components to be connected can be designed as a single piece. In particular, two or more shafts connected to one another in a rotationally fixed manner can be designed as a single piece. A “stationary component” is understood to be a component that is fixed in a stationary manner, in particular is connected to a housing or part of a housing in a rotationally fixed manner or as a single piece.

[0006] According to a further embodiment of the invention, a manual transmission for a vehicle comprises an input shaft for connecting an electric machine, an output shaft, a positive-locking shifting unit with at least a first shifting element, a second shifting element and a single axially displaceable sliding sleeve, a first planetary gear set with a first sun gear shaft, a first ring gear shaft and a first carrier shaft and a second planetary gear set with a second sun gear shaft, a second ring gear shaft and a second carrier shaft, wherein the first sun gear shaft, the second sun gear shaft and the input shaft are connected in a rotationally fixed manner, wherein the first ring gear shaft is connected in a rotationally fixed manner to a stationary component, wherein the second carrier shaft and the output shaft are connected in a rotationally fixed manner, wherein in the closed state of the first shifting element, a first gear with a first ratio is engaged, wherein in the first gear the first carrier shaft,the second carrier shaft and the output shaft are connected in a rotationally fixed manner, wherein in the closed state of the second shifting element, a second gear with a second transmission ratio is engaged, wherein in the second gear, the first carrier shaft and the second ring gear shaft are connected in a rotationally fixed manner. For this purpose, reference is made to the embodiments according to , Fig. 5 to Fig. 8. In particular, the first solar shaft and the second solar shaft form a coupling shaft between the two planetary sets.

[0007] A drive unit according to the invention for a vehicle comprises an electric machine and a manual transmission according to the invention. The electric machine is preferably arranged coaxially to the manual transmission. The manual transmission enables the connection of the electric machine to introduce drive power via the drive shaft. The manual transmission is drivingly connected either to a differential or to a vehicle wheel via the output shaft. For example, a single drive unit is used in an electric drive axle for an electric vehicle, in which case the output shaft is drivingly connected to a differential. Alternatively, two drive units can be used in an electric drive axle for an electric vehicle, in which case the respective output shaft is drivingly connected to the respective vehicle wheel of the drive axle.Depending on the design, the manual transmission has two or three gears that are shifted using the positive shift unit, thereby increasing energy efficiency for electric vehicles.

[0008] The shifting elements of the positive shifting unit are designed as gear shifting elements and are thus configured for shifting gears. The first shifting element can be actuated or closed to shift first gear. The second shifting element can be actuated or closed to shift second gear. Optionally, a third shifting element can be provided, wherein the third shifting element can be actuated or closed to shift third gear. A “shifting element” is understood to be a switchable device which, when closed, connects two shafts in a rotationally fixed manner and, when open, decouples the two shafts. Two shafts can then rotate relative to one another.

[0009] According to the invention, the first shifting element and the second shifting element form a shifting unit with three shift positions, wherein the shifting unit has a single axially displaceable sliding sleeve. The sliding sleeve can be displaced into the respective shift position by means of a single actuator. Preferably, the shifting unit has a neutral position between two gear positions, so that with three shift positions, two gear positions and a neutral position are provided. In a neutral position, two shafts are decoupled from one another via the shifting unit, wherein the sliding sleeve is then in rotational engagement with a single shaft. In particular, the actuator shifts the sliding sleeve into the respective shift position and thereby shifts two gears sequentially, wherein a change between the gears always requires a pass through a neutral position.The sliding sleeve is designed to be positively engaged and has positive-locking claws that interact positively with a corresponding claw toothing in the respective gear position to establish a rotationally fixed connection between two shafts. Therefore, the respective claw toothing with which the sliding sleeve interacts positively is to be understood as a shifting element. The shifting unit preferably comprises an unsynchronized claw clutch. Thus, all shifting elements are designed as positive-locking shifting elements. Positive-locking shifting elements can increase the efficiency of the manual transmission due to reduced drag losses. In particular, positive-locking shifting elements are more compact and have an optimized efficiency, offering a cost advantage over friction-locking shifting elements. The use of the sliding sleeve to shift the gears further increases compactness.

[0010] According to a preferred embodiment, the positive-locking shifting unit further comprises a third shifting element, wherein, when the third shifting element is closed, a third gear designed as a direct gear with a third ratio is engaged. The third shifting element is thus also a gear shifting element, wherein only the third shifting element can be actuated or closed to shift the third gear. The third gear is designed as a direct gear and, due to the block orbit of the two planetary gear sets, has good efficiency and no gearing losses. For example, in the third gear, the second planetary gear set is blocked by connecting two of the three shafts of the second planetary gear set, i.e. the second sun gear shaft, the second carrier shaft, and the second ring gear shaft, to one another. This creates the direct gear with a ratio of 1.Alternatively, in third gear, the input shaft is connected to the output shaft in a rotationally fixed manner, creating a direct gear with a ratio of 1.

[0011] According to a preferred embodiment, the first shifting element, the second shifting element, and the third shifting element form a shifting unit with five shift positions, wherein the shifting unit has a single axially displaceable sliding sleeve. The sliding sleeve can be axially displaced into the respective shift position by means of a single actuator. The shifting unit preferably has a neutral position between two gear positions, so that with five shift positions, three gear positions and two neutral positions are provided. In a neutral position, two shafts are decoupled from one another via the shifting unit, wherein the sliding sleeve is then in rotational engagement with a single shaft. In particular, the actuator shifts the sliding sleeve into the respective shift position and thereby shifts three gears sequentially.

[0012] According to one embodiment, the manual transmission further comprises a differential designed as an integral differential with a differential input shaft that is rotationally fixedly connected to the output shaft, two differential output shafts, and two radially nested planetary gear sets, wherein the differential and the two planetary gear sets are arranged on a common axis of rotation. The drive power fed into the differential gear via the differential input shaft is distributed to the differential output shafts and transmitted to the drive wheels of the axle. The differential output shafts are designed to be drivingly connected to the drive wheels of the vehicle. The respective differential output shaft can be connected to the associated vehicle wheel directly or indirectly via a joint, a propeller shaft, and / or a wheel hub.

[0013] In particular, the two planetary gear sets of the integral differential are radially nested. This increases the compactness of the manual transmission. An "integral differential" is understood to be a differential with a first planetary gear set and a second planetary gear set operatively connected to the first planetary gear set. The first planetary gear set of the integral differential is, on the one hand, drive-connected to the output shaft, and, on the other hand, drive-connected to the second planetary gear set of the integral differential and at least indirectly to the first differential output shaft. The second planetary gear set of the integral differential is, moreover, drive-connected to the second differential output shaft and is supported on a stationary component, in particular a housing component.Using such an integral differential, the input torque introduced into the integral differential can be converted and distributed between the two differential output shafts in a defined ratio. Specifically, the input torque is transmitted equally to the two differential output shafts.

[0014] At identical output shaft speeds, the integral differential has no gears rotating within the block or rotating without a rolling motion. Therefore, regardless of the output shaft speeds, there is always a relative movement between the meshing components of the integral differential. With an integral differential, the sum of both wheel torques is not combined or summarized into a single axle torque in one component; instead, the drive power is divided within the integral differential and transmitted to the connected differential output shafts according to the design of the first and second planetary gear sets. This allows the components of the integral differential to be designed more slenderly due to the comparatively low torque. Furthermore, a reduction in component number and weight savings are achieved.Using such an integral differential, the two functions of torque conversion and torque distribution, which are usually performed by two separate components, can be implemented by a single integral component. The integral differential is thus a combined transmission and differential gear that, on the one hand, realizes torque conversion and, on the other, torque distribution to the differential output shafts.

[0015] According to one embodiment, the second planetary gear set is arranged axially adjacent to the first planetary gear set, with the sliding sleeve being arranged at least partially radially nested on the outer circumference of the second planetary gear set. This makes the manual transmission more axially compact. Preferably, the second planetary gear set is arranged at least partially or completely radially within the sliding sleeve. In other words, the sliding sleeve and the first planetary gear set are arranged at least partially or completely axially overlapping.

[0016] A vehicle according to the invention comprises at least one manual transmission according to the invention and / or one drive unit according to the invention. The above definitions as well as explanations regarding technical effects, advantages, and advantageous embodiments of the manual transmission according to the invention and the drive unit according to the invention also apply mutatis mutandis to the vehicle according to the invention.

[0017] 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. They show: Fig. 1 is a highly abstracted schematic view of a vehicle with a drive axle having an electric machine and a manual transmission according to the invention; Fig. 2 a highly abstracted schematic view of a drive unit according to the invention with a manual transmission according to a first embodiment; Fig. 3 a highly abstracted schematic view of a drive unit according to the invention with a manual transmission according to a second embodiment; Fig. 4 a highly abstracted schematic view of a drive unit according to the invention with a manual transmission according to a third embodiment; Fig. 5 a highly abstracted schematic view of a drive unit according to the invention with a manual transmission according to a fourth embodiment; Fig. 6 a highly abstracted schematic view of a drive unit according to the invention with a manual transmission according to a fifth embodiment; Fig. 7 a highly abstracted schematic view of a drive unit according to the invention with a manual transmission according to a sixth embodiment and Fig. 8 a highly abstracted schematic view of a drive unit according to the invention with a manual transmission according to a seventh embodiment.

[0018] Fig. 1 shows a vehicle 100 with a first axle 101 with two vehicle wheels R1, R2 and a second axle 102 with two vehicle wheels R3, R4. In the present case, the first axle 101 is designed as the rear drive axle of the vehicle 100 and is equipped with a drive unit according to the invention. The drive unit comprises an electric machine EM, which is configured to generate drive power, and a manual transmission SG with several gears. The vehicle 100 is therefore designed as an electric vehicle, i.e. as an electrically driven vehicle. The drive unit is arranged transversely to the vehicle's longitudinal direction and is drivingly connected to the vehicle wheels R1, R2 of the first axle 101. In the present case, no further drive unit is arranged on the second axle 102, i.e. on the front axle of the vehicle 100, thereby saving costs, weight and installation space.Alternatively, the drive unit can be arranged 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 can be drivingly connected to the vehicle wheels R3, R4 of this axle 102.

[0019] Fig. Figure 2 shows a drive unit for a vehicle with a manual transmission SG according to a first embodiment. The manual transmission SG is connected via a drive shaft An to an electric machine EM, which has a housing-fixed stator EMS and a rotatable rotor EMR. The electric machine EM is arranged coaxially with the manual transmission SG. Thus, the manual transmission SG and the electric machine EM form the electric drive unit.

[0020] The manual transmission SG has a positive shifting unit with a first shifting element A, a second shifting element B and a single axially displaceable sliding sleeve SM. The manual transmission SG also has a first planetary gear set PS1 and a second planetary gear set PS2. The first planetary gear set PS1 comprises three shafts, namely a first sun gear shaft SO1, a first ring gear shaft HR1 and a first planetary gear shaft ST1. The first planetary gear shaft ST1 carries a plurality of planet gears that mesh with the first sun gear shaft SO1 and the first ring gear shaft HR1, i.e., are in tooth engagement. The second planetary gear set PS2 also comprises three shafts, namely a second sun gear shaft SO2, a second ring gear shaft HR2 and a second planetary gear shaft ST2. The second planetary gear shaft ST2 carries a plurality of planet gears that mesh with the second sun gear shaft SO2 and the second ring gear shaft HR2, i.e., are in tooth engagement.Furthermore, the two planetary gear sets PS1, PS2 are arranged axially adjacent to one another, wherein the sliding sleeve SM is arranged radially nested on the outer circumference of the second planetary gear set PS2 in order to save installation space and thereby increase compactness.

[0021] The first sun gear shaft SO1, the second sun gear shaft SO2 and the input shaft An are connected in a rotationally fixed manner. The drive power of the electric machine EM is introduced into the manual transmission SG via the input shaft An. Furthermore, the first ring gear shaft HR1 is connected in a rotationally fixed manner to a stationary component designed as a housing G. The first carrier shaft ST1 and the second ring gear shaft HR2 are connected in a rotationally fixed manner. The first carrier shaft ST1 and the second ring gear shaft HR2 can be connected in a rotationally fixed manner to the output shaft Ab via the first switching element A. The second carrier shaft ST2 can be connected in a rotationally fixed manner to the output shaft Ab via the second switching element B. The output shaft Ab can be drivingly connected indirectly, for example via a differential, or directly to at least one drive wheel of the vehicle, this being indicated in the present case by an arrow on the output shaft Ab.For example, a drive device can be provided for each drive wheel of the vehicle. The manual transmission SG has a rotational axis of symmetry R, which coincides with the input shaft An and the output shaft Ab. The electric motor EM, as well as the two planetary gear sets PS1, PS2, are arranged coaxially with the input shaft An and the output shaft Ab. The embodiments shown in . Fig. 2 to Fig. 8 show only the “upper” half of the respective drive unit, whereby the “lower”, not shown half is designed symmetrically to the “upper” half.

[0022] The positive-locking shift unit with the two shift elements A, B has three shift positions, whereby the three shift positions are achieved by axially moving the sliding sleeve SM. The sliding sleeve SM has claw shift elements and can be axially moved into the respective shift position by means of a single actuator AK. Thus, all three shift positions of the shift unit are arranged linearly and consist of two gear positions and a neutral position, with the neutral position located between the two gear positions. Gears one and two are shifted one after the other or sequentially by moving the sliding 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.

[0023] First gear is engaged when the sliding sleeve SM is in a first gear position, i.e., a first shift position. The first shift element A, in an actuated or closed state—i.e., in the first shift position of the sliding sleeve SM—connects the first carrier shaft ST1 and the second ring gear shaft HR2 to the output shaft Ab to engage first gear. First gear is thus engaged by actuating the sliding sleeve SM and engaging only the first shift element A.

[0024] First gear is disengaged by axially shifting the sliding sleeve SM into a first neutral position, i.e., a second shift position, in this case to the right. In the second shift position of the sliding sleeve SM, the sliding sleeve SM is only in rotational engagement with the output shaft Ab. In this neutral position, both shift elements A and B are open, so that the drive motor connected to the input shaft An as well as the two planetary gear sets PS1 and PS2 are decoupled from the output shaft Ab and do not cause any losses, for example, through rotating bearings. In this neutral position, the electric machine EM can synchronize the target gear. In this case, Fig. 2 shows this second switching position of the sliding sleeve SM.

[0025] Second gear is engaged by axially shifting the sliding sleeve SM into a second gear position, i.e., a third shift position, in this case further to the right. The second shift element B, in an actuated or closed state, i.e., in the third shift position of the sliding sleeve SM, connects the second carrier shaft ST2 and the output shaft Ab to engage second gear. Second gear is thus engaged by actuating the sliding sleeve SM and closing only the second shift element B.

[0026] Fig. Figure 3 shows a second embodiment of the manual transmission SG according to the invention, which is connected to an electric machine EM via the drive shaft An. The electric drive unit formed thereby according to Fig. 3 essentially corresponds to the electric drive unit according to Fig. 2, the difference between these two embodiments being the arrangement of a differential DG on the axis of symmetry R. The differential DG is designed as an integral differential with a first planetary gear set 30 and a second planetary gear set 40. The integral differential increases the final gear ratio and simultaneously enables a differential function. The differential DG can also be added to the other embodiments that do not have a differential.

[0027] Depending on the requirements of the integral differential, in particular the gear ratio to be achieved, the two planetary gear sets 30, 40 of the integral differential can be arranged either axially adjacent to one another or radially one above the other, i.e., radially stacked. In this case, the two planetary gear sets 30, 40 of the integral differential are arranged radially one above the other, thereby saving axial installation space. A sun gear 31 of the first planetary gear set 30 of the integral differential is designed as the differential input shaft D1 of the integral differential and is torsionally fixedly connected to the output shaft Ab.

[0028] The output of the integral differential is via the two differential output shafts D2, D3, with a carrier shaft 33 of the first planetary gear set 30 of the integral differential being rotationally fixed to the first differential output shaft D2, and a ring gear 42 of the second planetary gear set 40 of the integral differential being rotationally fixed to the second differential output shaft D3. The sun gear 41 of the second planetary gear set 40 of the integral differential is rotationally fixed to the ring gear 32 of the first planetary gear set 30 of the integral differential and is designed in one piece as an intermediate gear with internal and external teeth. The carrier shaft 43 of the second planetary gear set 40 of the integral differential carries several planet gears that mesh with the sun gear 41 and the ring gear 42, and is rotationally fixed to the stationary component designed as a housing G.Furthermore, the carrier shaft 33 of the first planetary gear set 30 of the integral differential carries several planetary gears that mesh with the sun gear 31 and the ring gear 32.

[0029] By means of the first planetary gear set 30 of the integral differential, a first output torque can be transmitted to the first differential output shaft D2. A support torque of the first planetary gear set 30, acting in the opposite direction to the first output torque, is transmitted to the second planetary gear set 40 and can be converted in the second planetary gear set 40 such that a second output torque corresponding to the first output torque can be transmitted to the second differential output shaft D3. In other words, by means of the integral differential, a drive power fed in via the sun gear 31 of the first planetary gear set 30 is distributed between the two differential output shafts D2, D3. In the present case, the first differential output shaft D2 extends through the manual transmission SG and the electric machine EM. Otherwise, the exemplary embodiment according to Fig. 3 the embodiment according to Fig. 2, to which reference is made.

[0030] Fig. Figure 4 shows a third embodiment of the gearbox SG according to the invention, which is connected to an electric machine EM via the drive shaft An. The electric drive unit formed thereby according to Fig. 4 essentially corresponds to the electric drive unit according to Fig. 2, the difference between these two embodiments being the design of the shifting unit. In the present case, the positive-locking shifting unit further comprises a third shifting element C. With the third shifting element C, a third gear, designed as a direct gear, with a third ratio can be shifted. When closed, the third shifting element C connects the input shaft An and the first and second sun shafts SO1, SO2, which are connected thereto in a rotationally fixed manner, to the output shaft Ab.

[0031] The first shifting element A, the second shifting element B and the third shifting element C are thus designed together to form a shifting unit with five shift positions, wherein the shifting unit has a single axially displaceable sliding sleeve SM with which the five shift positions are realized. The sliding sleeve SM has claw shift elements and can be axially displaced into the respective shift position by means of a single actuator AK. Thus, all five shift positions of the shifting unit are arranged linearly and consist of three gear positions and two neutral positions, with a neutral position located between each two gear positions. The three gears are shifted one after the other or sequentially by moving the sliding sleeve SM in an axial direction, beyond the neutral position. This not only saves weight and components, but also costs, installation space and assembly effort.The first three switching positions of the sliding sleeve SM according to this third embodiment of the manual transmission SG correspond exactly to the first three switching positions of the sliding sleeve SM according to the first embodiment of the manual transmission SG.

[0032] Second gear is engaged by axially shifting the sliding sleeve SM into a second neutral position, i.e., the fourth shift position. In the second neutral position, the sliding sleeve SM is only in rotational engagement with the output shaft Ab. In this neutral position, all three shift elements A, B, and C are open, so that the drive motor connected to the input shaft An, as well as the two planetary gear sets PS1 and PS2, are decoupled from the output shaft Ab and do not cause any losses, for example, due to rotating bearings. In this neutral position, the electric motor EM can synchronize the target gear.

[0033] Third gear is engaged by axially shifting the sliding sleeve SM into a third gear position, i.e., a fifth shift position. The third shift element C connects, in the fifth shift position of the sliding sleeve SM, the input shaft An and the two sun shafts SO1, SO2 with the output shaft Ab to engage the third gear. The third gear is designed as a direct gear with a ratio of 1 and has no gearing losses, since the input shaft An is directly connected to the output shaft Ab. In this case, Fig. 4 shows this fifth switching position of the sliding sleeve SM. Otherwise, the embodiment according to Fig. 4 the embodiment according to Fig. 2, to which reference is made.

[0034] Fig. Figure 5 shows a fourth embodiment of a manual transmission SG according to the invention, which is connected to an electric machine EM via the drive shaft An. The electric drive unit formed thereby according to Fig. 5 essentially corresponds to the electric drive unit according to Fig. 2, the difference between these two embodiments being the connection of the two planetary gear sets PS1, PS2, in particular via the switching unit. In this embodiment too, the first sun shaft SO1, the second sun shaft SO2 and the input shaft An are connected in a rotationally fixed manner, and the first ring gear shaft HR1 is connected in a rotationally fixed manner to the stationary component designed as a housing G. However, the second carrier shaft ST2 and the output shaft Ab are connected in a rotationally fixed manner. When the first switching element A is closed, a first gear with a first ratio is engaged, wherein in first gear the first carrier shaft ST1, the second carrier shaft ST2 and the output shaft Ab are connected in a rotationally fixed manner. When the second switching element B is closed, a second gear with a second ratio is engaged, wherein in second gear the first carrier shaft ST1 and the second ring gear shaft HR2 are connected in a rotationally fixed manner.

[0035] According to this embodiment too, the positive-locking shift unit with the two shift elements A, B has three shift positions, whereby the three shift positions are achieved by axially displacing the sliding sleeve SM. The sliding sleeve SM has claw shift elements and can be axially displaced into the respective shift position by means of a single actuator AK. Thus, all three shift positions of the shift unit are arranged linearly and consist of two gear positions and a neutral position, with the neutral position located between the two gear positions. Gears one and two are shifted one after the other or sequentially by displacing the sliding sleeve SM in an axial direction, beyond the neutral position. This not only saves weight and components, but also costs, installation space and assembly effort.

[0036] First gear is engaged when the sliding sleeve SM is in a first gear position, i.e., in a first shift position. When the sliding sleeve SM is in the first shift position, the first shifting element A connects the first carrier shaft ST1, the second carrier shaft ST2, and the output shaft Ab to shift first gear. First gear is shifted by actuating the sliding sleeve SM and closing only the first shifting element A. In first gear, when the first shifting element A is closed, only the first planetary gear set PS1 is active, while the second planetary gear set PS2 is load-free.

[0037] First gear is disengaged by axially shifting the sliding sleeve SM into a first neutral position, i.e., into a second shift position, in this case to the right. In the second shift position of the sliding sleeve SM, the sliding sleeve SM is only in rotational engagement with the first carrier shaft ST1. In this neutral position, both shift elements A and B are open, whereby the electric machine EM can synchronize the target gear. In this case, Fig. 5 shows this second switching position of the sliding sleeve SM.

[0038] Second gear is engaged by axially shifting the sliding sleeve SM into a second gear position, i.e., a third shift position, in this case further to the right. The second shifting element B connects, in an actuated or closed state, i.e., in the third shift position of the sliding sleeve SM, the first carrier shaft ST1 and the second ring gear shaft HR2 to shift the second gear. By actuating the sliding sleeve SM and closing only the second shifting element B, the second gear is thus shifted. Otherwise, the embodiment according to Fig. 5 the embodiment according to Fig. 2, to which reference is made.

[0039] Fig. Figure 6 shows a fifth embodiment of the gearbox SG according to the invention, which is connected to an electric machine EM via the drive shaft An. The electric drive unit formed thereby according to Fig. 6 essentially corresponds to the electric drive unit according to Fig. 5, the difference between these two embodiments being the arrangement of a differential DG on the symmetry axis R. The differential DG is designed as an integral differential with a first planetary gear set 30 and a second planetary gear set 40. The integral differential increases the final gear ratio and simultaneously enables a differential function. The differential DG can also be added to the other embodiments that do not have a differential. The differential DG corresponds exactly to the differential DG according to Fig. 3, to which reference is made to avoid repetition. Otherwise, the embodiment according to Fig. 6 the embodiment according to Fig. 5, to which reference is made.

[0040] Fig. Figure 7 shows a sixth embodiment of the gearbox SG according to the invention, which is connected to an electric machine EM via the drive shaft An. The electric drive unit formed thereby according to Fig. 7 essentially corresponds to the electric drive unit according to Fig. 5, the difference between these two embodiments being the design of the shifting unit. In the present case, the positive-locking shifting unit further comprises a third shifting element C. With the third shifting element C, a third gear designed as a direct gear with a third ratio can be shifted. In the closed state, the third shifting element C connects the second ring gear shaft HR2 with the second carrier shaft ST2 and the output shaft Ab, which is connected thereto in a rotationally fixed manner. This blocks the second planetary gear set PS2, setting a ratio of 1.

[0041] The first shifting element A, the second shifting element B and the third shifting element C are thus designed together to form a shifting unit with five shift positions, wherein the shifting unit has a single axially displaceable sliding sleeve SM with which the five shift positions are realized. The sliding sleeve SM has claw shift elements and can be axially displaced into the respective shift position by means of a single actuator AK. Thus, all five shift positions of the shifting unit are arranged linearly and consist of three gear positions and two neutral positions, with a neutral position located between each two gear positions. The three gears are shifted one after the other or sequentially by moving the sliding sleeve SM in an axial direction, beyond the neutral position. This not only saves weight and components, but also costs, installation space and assembly effort.The first three switching positions of the sliding sleeve SM according to this third embodiment of the manual transmission SG correspond exactly to the first three switching positions of the sliding sleeve SM according to the fourth embodiment of the manual transmission SG.

[0042] Second gear is engaged by axially shifting the sliding sleeve SM into a second neutral position, i.e., the fourth shift position. In the second neutral position, the sliding sleeve SM is only in rotational engagement with the second ring gear shaft HR2. In this neutral position, all three shift elements A, B, and C are open, allowing the electric motor EM to synchronize the target gear.

[0043] Third gear is engaged by axially shifting the sliding sleeve SM into a third gear position, i.e., a fifth shift position. In the fifth shift position of the sliding sleeve SM, the third shift element C connects the output shaft Ab and the second carrier shaft ST2 with the second ring gear shaft HR2 to shift third gear. The third gear is designed as a direct gear with a ratio of 1 and has no gearing losses, since the second planetary gear set PS2 is interlocked. In this case, Fig. 7 shows this fifth switching position of the sliding sleeve SM. Otherwise, the embodiment according to Fig. 7 the embodiment according to Fig. 5, to which reference is made.

[0044] Fig. Figure 8 shows a seventh embodiment of the gearbox SG according to the invention, which is connected to an electric machine EM via the drive shaft An. The electric drive unit formed thereby according to Fig. 8 essentially corresponds to the electric drive unit according to Fig. 6, whereby the difference between these two embodiments lies in the arrangement of the switching unit. In this case, the axial order of the first switching element A and the second switching element B within the switching unit has been reversed. The connection of the first carrier shaft ST1 with the second carrier shaft ST2 by means of the first switching element A does not occur as in the embodiment according to Fig. 6 adjacent between the two planetary gear sets PS1, PS2, but across the second planetary gear set PS2. Functionally, there is no difference to the embodiment according to Fig. 6. Advantages and disadvantages are purely of a constructive nature. Furthermore, the differential DG is only optional and can be omitted according to an alternative embodiment. Otherwise, the embodiment according to Fig. 8 the embodiment according to Fig.6, to which reference is made. Reference symbol 100 vehicles 101 first axis 102 second axis R1 vehicle wheel R2 vehicle wheel R3 vehicle wheel R4 vehicle wheel On drive shaft From output shaft SG manual transmission EM electric machine EMS stator of the electrical machine EMR rotor of the electric machine SR1 first spur gear stage SR2 second spur gear stage PS1 first planetary gear set SO1 first solar wave HO1 first ring gear shaft ST1 first bridge wave PS2 second planetary gear set SO2 second solar wave HO2 second ring gear shaft ST2 second web wave AK Actuator G Housing R axis of symmetry DG Differential D1 differential input shaft D2 first differential output shaft D3 second differential output shaft 30 first planetary set 31 Sun gear of the first 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 switching element B second switching element C third switching element QUOTES CONTAINED IN THE DESCRIPTION

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

[0000] WO 2021 / 013 298 A1

[0002]

Claims

[1] Manual transmission (SG) for a vehicle (100) comprising • a drive shaft (An) for connecting an electrical machine (EM), • an output shaft (Ab), • a positive switching unit with at least a first switching element (A), a second switching element (B) and a single axially displaceable sliding sleeve (SM), • 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 sun shaft (SO1), the second sun shaft (SO2) and the drive shaft (An) are connected in a rotationally fixed manner, • wherein the first ring gear shaft (HR1) is connected to a stationary component in a rotationally fixed manner, • wherein the first carrier shaft (ST1) and the second ring gear shaft (HR2) are connected in a rotationally fixed manner, • wherein in the closed state of the first switching element (A) a first gear is engaged with a first gear ratio, wherein in the first gear the first carrier shaft (ST1), the second ring gear shaft (HR2) and the output shaft (Ab) are connected in a rotationally fixed manner, • wherein in the closed state of the second switching element (B) a second gear with a second transmission ratio is engaged, wherein in the second gear the second carrier shaft (ST2) and the output shaft (Ab) are connected in a rotationally fixed manner. [2] Manual transmission (SG) for a vehicle (100) comprising • a drive shaft (An) for connecting an electrical machine (EM), • an output shaft (Ab), • a positive switching unit with at least a first switching element (A), a second switching element (B) and a single axially displaceable sliding sleeve (SM), • 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 sun shaft (SO1), the second sun shaft (SO2) and the drive shaft (An) are connected in a rotationally fixed manner, • wherein the first ring gear shaft (HR1) is connected to a stationary component in a rotationally fixed manner, • the second carrier shaft (ST2) and the output shaft (Ab) are connected in a rotationally fixed manner, • wherein in the closed state of the first switching element (A) a first gear is engaged with a first gear ratio, wherein in the first gear the first carrier shaft (ST1), the second carrier shaft (ST2) and the output shaft (Ab) are connected in a rotationally fixed manner, • wherein in the closed state of the second switching element (B) a second gear with a second transmission ratio is engaged, wherein in the second gear the first carrier shaft (ST1) and the second ring gear shaft (HR2) are connected in a rotationally fixed manner. [3] Manual transmission (SG) according to claim 1 or 2, wherein the positive switching unit has two gear positions and a neutral position, wherein the neutral position is arranged between the two gear positions. [4] Manual transmission (SG) according to claim 1 or 2, wherein the positive switching unit further comprises a third switching element (C), wherein in the closed state of the third switching element (C) a third gear designed as a direct gear with a third gear ratio is engaged. [5] Manual transmission (SG) according to claim 4, wherein the positive switching unit has three gear positions and two neutral positions, wherein a neutral position is arranged between each two gear positions. [6] Manual transmission (SG) according to one of the preceding claims, further comprising a differential (DG) designed as an integral differential with a differential input shaft (D1) which is connected in a rotationally fixed manner to the output shaft (Ab), two differential output shafts (D2, D3) and two radially nested planetary gear sets (30, 40), wherein the differential (DG) and the two planetary gear sets (PS1, PS2) are arranged on a common axis of rotation (R). [7] Manual transmission (SG) according to one of the preceding claims, wherein the second planetary gear set (PS2) is arranged axially adjacent to the first planetary gear set (PS1), wherein the sliding sleeve (SM) is arranged radially nested on the outer circumference of the second planetary gear set (PS2). [8] Drive unit for a vehicle (100), comprising an electric machine (EM) and a manual transmission (SG) according to one of the preceding claims. [9] Drive unit according to claim 8, wherein the electric machine (EM) is arranged coaxially to the manual transmission (SG). [10] Vehicle (100) comprising at least one manual transmission (SG) according to one of claims 1 to 7.

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