Manual transmission and drive unit with such a manual transmission

Abstract

Manual transmission comprising an input shaft, an output shaft, four shifting elements and three planetary gear sets with a respective sun shaft, ring gear shaft and carrier shaft, wherein the first sun shaft (SO1), the third sun shaft (SO3) and the input shaft are connected in a rotationally fixed manner, wherein the first carrier shaft (ST1), the second carrier shaft (ST2) and the third ring gear shaft (HR3) are connected in a rotationally fixed manner and form a first coupling shaft, wherein the second sun shaft (SO2) and the third carrier shaft (ST3) are connected in a rotationally fixed manner and form a second coupling shaft, wherein in the closed state of the second and third shifting elements (B, C), the second ring gear shaft (HR2) is connected in a rotationally fixed manner to a stationary component and the first coupling shaft is connected in a rotationally fixed manner to the output shaft, wherein in the closed state of the first and third shifting elements (A,C) the first ring gear shaft (HR1) is connected to the stationary component in a rotationally fixed manner and the first coupling shaft is connected to the output shaft in a rotationally fixed manner, wherein in the closed state of the second and fourth switching element (B, D), the second ring gear shaft (HR2) is connected to the stationary component in a rotationally fixed manner and the second coupling shaft is connected to the output shaft in a rotationally fixed manner, wherein in the closed state of the first and fourth switching element (A, D), the first ring gear shaft (HR1) is connected to the stationary component in a rotationally fixed manner and the second coupling shaft is connected to the output shaft 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 with a single electric motor and with such a manual transmission. The invention also relates to a vehicle with such a drive unit.

[0002] For example, DE 10 2019 218 413 A1 discloses a drive unit for an electric vehicle with a manual transmission having a transmission input shaft and a transmission output shaft. The manual transmission is designed as a three-speed manual transmission with a first shifting element, a second shifting element, a third shifting element, and two interconnected planetary gear sets. The first planetary gear set comprises a first sun gear shaft, a first ring gear shaft, and a first carrier shaft. The second planetary gear set comprises a second sun gear shaft, a second ring gear shaft, and a second carrier shaft. The first carrier shaft is fixedly connected to the second ring gear shaft. The first sun gear shaft forms the transmission input shaft. The second sun gear shaft is fixedly locked to the housing. The second carrier shaft forms the transmission output shaft.The first shifting element can be actuated to shift the first gear, the second shifting element can be actuated to shift the second gear, and the third shifting element can be actuated to shift the third gear.

[0003] The object of the present invention is to provide an alternative manual transmission for a vehicle. In particular, the manual transmission should have two to six gears, a high gear ratio spread, and low actuator complexity. This object is achieved by a manual transmission having the features of independent patent claims 1 and 2. Advantageous embodiments are the subject of the dependent claims, the following description, and the figures.

[0004] A manual transmission according to the invention for a vehicle comprises an input shaft for connecting an electric machine, an output shaft, a first shifting element and a second shifting element, a first planetary gear set with a first sun gear shaft, a first ring gear shaft and a first carrier shaft, a second planetary gear set with a second sun gear shaft, a second ring gear shaft and a second carrier shaft and a third planetary gear set with a third sun gear shaft, a third ring gear shaft and a third carrier shaft, wherein the first sun gear shaft, the third sun gear shaft and the input shaft are connected in a rotationally fixed manner, wherein the first carrier shaft, the second carrier shaft, the third ring gear shaft and the output shaft are connected in a rotationally fixed manner and form a first coupling shaft, wherein the second sun gear shaft and the third carrier shaft are connected in a rotationally fixed manner and form a second coupling shaft,wherein, in the closed state of the second shifting element, a first gear is engaged with a first gear ratio, wherein in the first gear the second ring gear shaft is connected in a rotationally fixed manner to a stationary component, wherein in the closed state of the first shifting element, a second gear is engaged with a second gear ratio, wherein in the second gear the first ring gear shaft is connected in a rotationally fixed manner to the stationary component. To shift the first gear, only the second shifting element can be actuated or closed, wherein in the first gear the second shifting element is closed and the first shifting element is open. To shift the second gear, only the first shifting element can be actuated or closed, wherein in the second gear the first shifting element is closed and the second shifting element is open. For this purpose, reference is made to the embodiment according to , Fig. 2.

[0005] The manual transmission connects the electric motor to the input shaft to generate drive power. The electric motor can be connected to the input shaft either with or without additional gear ratios. The manual transmission is connected to either a differential or a vehicle wheel via the output shaft. Each of the three planetary gear sets comprises three shafts: the respective sun gear shaft, the respective ring gear shaft, and the respective planetary gear shaft. Each planetary gear shaft carries several planetary gears that mesh with the respective sun gear shaft and the respective ring gear shaft.

[0006] 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.

[0007] A "shifting element" is a switchable device that, when closed, connects two shafts or a shaft and a housing in a rotationally fixed manner, and, when opened, decouples the two shafts or the shaft and the housing. The two shafts can then rotate relative to each other. The shifting elements are designed as gear shifting elements and are thus designed for shifting gears.

[0008] A further manual transmission according to the invention for a vehicle comprises a drive shaft for connecting an electric machine, an output shaft, a first shifting element, a second shifting element, a third shifting element and a fourth shifting element, a first planetary gear set with a first sun gear shaft, a first ring gear shaft and a first carrier shaft, a second planetary gear set with a second sun gear shaft, a second ring gear shaft and a second carrier shaft and a third planetary gear set with a third sun gear shaft, a third ring gear shaft and a third carrier shaft, wherein the first sun gear shaft, the third sun gear shaft and the drive shaft are connected in a rotationally fixed manner, wherein the first carrier shaft, the second carrier shaft and the third ring gear shaft are connected in a rotationally fixed manner and form a first coupling shaft, wherein the second sun gear shaft and the third carrier shaft are connected in a rotationally fixed manner and form a second coupling shaft,wherein, in the closed state of the second and third shifting elements, a first gear is engaged with a first gear ratio, wherein, in the first gear, the second ring gear shaft is connected in a rotationally fixed manner to a stationary component and the first coupling shaft is connected in a rotationally fixed manner to the output shaft, wherein, in the closed state of the first and third shifting elements, a second gear is engaged with a second gear ratio, wherein, in the second gear, the first ring gear shaft is connected in a rotationally fixed manner to the stationary component and the first coupling shaft is connected in a rotationally fixed manner to the output shaft, wherein, in the closed state of the second and fourth shifting elements, a third gear is engaged with a third gear ratio, wherein, in the third gear, the second ring gear shaft is connected in a rotationally fixed manner to the stationary component and the second coupling shaft is connected in a rotationally fixed manner to the output shaft,wherein, in the closed state of the first and fourth shifting elements, a fourth gear with a fourth ratio is engaged, wherein, in the fourth gear, the first ring gear shaft is rotationally fixedly connected to the stationary component and the second coupling shaft is rotationally fixedly connected to the output shaft. To shift a respective gear, exactly two of the at least four shifting elements can always be actuated or closed, so that in a respective gear position, exactly two shifting elements are closed and the other shifting elements are open. For this purpose, reference is made to the embodiments according to , Fig. 3 to Fig. 11.

[0009] According to one embodiment, the first and second switching elements are combined to form a first positive-locking switching unit with three switching positions and a first sliding sleeve, wherein a first actuator is configured for axially displacing the first sliding sleeve into the respective switching position. For this purpose, reference is made to the embodiments according to Fig. 2 to Fig. 7 and Fig. 11.

[0010] According to one embodiment, the third and fourth switching elements are combined to form a second positive-locking switching unit with three switching positions and a second sliding sleeve, wherein a second actuator is configured for axially displacing the second sliding sleeve into the respective switching position. For this purpose, reference is made to the embodiments according to Fig. 3 to Fig. 5 and Fig. 9 to Fig. 11.

[0011] In particular, the respective shifting unit has a neutral position between two gear positions, so that with three shift positions, two gear positions and one neutral position are provided. In a neutral position, two shafts or a shaft and a stationary component are decoupled from one another via the respective shifting unit, wherein the respective sliding sleeve is then in rotational engagement with a single shaft or with the stationary component. In particular, the respective actuator moves the respective sliding sleeve into the respective shift position and thereby shifts the gears, wherein exactly one shifting element of the first shifting unit and exactly one shifting element of the second shifting unit are closed to realize a gear.Each 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 or a shaft and a stationary component. Therefore, the respective claw toothing, with which the respective sliding sleeve interacts positively, is to be understood as a shifting element. Preferably, the respective shifting unit comprises unsynchronized claw clutches. 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.By using a single sliding sleeve to shift at least two gears, compactness is further increased, with only a single actuator required per sliding sleeve.

[0012] According to one embodiment, the manual transmission further comprises a fifth shifting element, wherein a fifth gear configured as a direct gear with a fifth ratio is engaged when either the first and fifth shifting elements or the second and fifth shifting elements are engaged, wherein the fifth shifting element, in the engaged state, connects the first sun gear shaft, the third sun gear shaft, and the input shaft to the output shaft in a rotationally fixed manner. In this fifth gear, the input shaft and the output shaft are thus connected in a rotationally fixed manner, so that they rotate at the same speed, wherein, in addition to the fifth shifting element, the first or second shifting element is also engaged to define the speed.According to one embodiment, the third, fourth, and fifth switching elements are combined to form a second positive-locking switching unit with five switching positions and a second sliding sleeve, wherein a second actuator is configured for axially displacing the second sliding sleeve into the respective switching position. For this purpose, reference is made to the embodiments according to . Fig. 6 and Fig. 7.

[0013] In particular, the second shifting unit has a neutral position between every two gear positions, so that with five shift positions there are three gear positions and two neutral positions. In a neutral position, two shafts are decoupled from one another via the second shifting unit, with the second sliding sleeve then being in rotational engagement with a single shaft. In particular, the second actuator moves the second sliding sleeve into the respective shift position and thereby shifts the gears, with exactly one shifting element of the first shifting unit and exactly one shifting element of the second shifting unit being closed to realize a gear. The second sliding sleeve is of positive locking design and has positive locking claws which, in the respective gear position, interact positively with a respective corresponding claw toothing in order to establish a rotationally fixed connection between two shafts.Therefore, the respective claw toothing with which the second sliding sleeve interacts in a positive-locking manner is to be understood as a shifting element. The second shifting unit preferably comprises unsynchronized claw clutches. 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 optimized for efficiency, offering a cost advantage over friction-locking shifting elements. Using the second sliding sleeve to shift gears further increases compactness, while only a single actuator is required.

[0014] According to one embodiment, the manual transmission further comprises a fifth shifting element, wherein a fifth gear with a fifth ratio is engaged when either the fourth and fifth shifting elements or the third and fifth shifting elements are engaged, wherein the fifth shifting element, in the engaged state, connects the first ring gear shaft to the first coupling shaft in a rotationally fixed manner in order to block all three planetary gear sets. Alternatively, any two of the five shafts (first coupling shaft, second coupling shaft, third coupling shaft, first ring gear shaft, second ring gear shaft) of the manual transmission can be connected to one another via the fifth shifting element in order to block the three planetary gear sets. For example, the fifth shifting element can connect the third coupling shaft and the second coupling shaft in a rotationally fixed manner. For example, the fifth shifting element can connect the third coupling shaft and the first coupling shaft in a rotationally fixed manner.For example, the fifth shifting element can connect the third coupling shaft and the first ring gear shaft in a rotationally fixed manner. For example, the fifth shifting element can connect the third coupling shaft and the second ring gear shaft in a rotationally fixed manner. For example, the fifth shifting element can connect the second coupling shaft and the first coupling shaft in a rotationally fixed manner. For example, the fifth shifting element can connect the second coupling shaft and the first ring gear shaft in a rotationally fixed manner. For example, the fifth shifting element can connect the second coupling shaft and the second ring gear shaft in a rotationally fixed manner. For example, the fifth shifting element can connect the first coupling shaft and the second ring gear shaft in a rotationally fixed manner. When a planetary gear set is locked, it rotates in a lock. The locking of the planetary gear sets creates a direct gear.Therefore, all shafts of the manual transmission rotate at the same speed. This eliminates load-free rolling on the gears, which can cause drag losses. According to one embodiment, the first, second, and fifth shifting elements are combined to form a first positive-locking shifting unit with five shift positions and a first sliding sleeve, with a first actuator configured to axially displace the first sliding sleeve into the respective shift position. For this purpose, reference is made to the embodiments according to [ ]. Fig. 8 to Fig. 10.

[0015] In particular, the first shifting unit has a neutral position between every two gear positions, so that with five shift positions, three gear positions and two neutral positions are provided. In a neutral position, two shafts or a shaft and a stationary component are decoupled from one another via the first shifting unit, wherein the first sliding sleeve is then in rotational engagement with a single shaft or the stationary component. In particular, the first actuator moves the first sliding sleeve into the respective shift position and thereby shifts the gears, wherein exactly one shifting element of the first shifting unit and exactly one shifting element of the second shifting unit are closed to realize a gear.The first sliding sleeve is designed to be form-fitting and has form-fitting claws which, in the respective gear position, interact in a form-fitting manner with a respective corresponding claw toothing in order to set a rotationally fixed connection between two shafts or a shaft and the stationary component.

[0016] According to one embodiment, all shifting elements are arranged axially adjacent to one another and radially nested on a circumference of the planetary gear sets. Reference is made here to the embodiments according to Fig. 2 to Fig. 4 and Fig. 6 to Fig. 9. This allows for axial installation space to be saved. According to an alternative embodiment, the third and fourth shifting elements have no axial overlap with the planetary gear sets. Reference is made here to the embodiments according to Fig. 5, Fig. 10 and Fig. 11. This allows the third and fourth shift elements to be arranged on a smaller diameter next to the planetary gear sets.

[0017] According to one embodiment, the second planetary gear set is arranged axially between the first and the third planetary gear set. Reference is made here to the embodiments according to Fig. 2 to Fig. 9. This can result in installation space advantages. According to an alternative embodiment, the third planetary gear set is arranged axially between the first and second planetary gear sets. Reference is made here to the embodiments according to Fig. 10 and Fig. 11. This can result in space savings.

[0018] A drive unit according to the invention for a vehicle comprises an electric motor and a manual transmission according to the invention, wherein the electric motor is arranged either coaxially or axially parallel to the manual transmission. Preferably, the drive unit further comprises a differential with a differential input shaft for connecting the output shaft and two differential output shafts for connecting a respective vehicle wheel. Reference is made to the embodiments according to Fig. 4 and Fig. 7.

[0019] According to a preferred embodiment, the differential is designed as a ball or bevel gear differential. A differential designed as a ball or bevel gear differential has two wheel-side output elements, in particular a first output gear and a second output gear. The two output gears each mesh with a compensating element. The compensating elements are mounted in a differential carrier so they can rotate about their own axis. The respective output gear is connected in a rotationally fixed manner to the respective differential output shaft. The differential is driven via the differential carrier, which is configured as the differential input shaft. Furthermore, alternative designs of the differential are also conceivable, for example, as a spur gear differential or a planetary differential.The drive power fed into the differential via the differential input shaft is distributed in a conventional manner between the two differential output shafts and transmitted to the drive wheels of the axle. The differential output shafts are designed to be connected to the vehicle's drive wheels in a drivingly effective manner. The respective differential output shaft can be connected to the corresponding vehicle wheel directly or indirectly via a downstream fixed gear, a joint, a propeller shaft, and / or a wheel hub.

[0020] The manual transmission according to the invention is particularly suitable for an electric central drive that has a downstream differential gear, in particular a bevel gear. The preferred installation position of the drive unit is longitudinal to the direction of travel of the vehicle. Alternatively, the drive unit can be installed transversely to the direction of travel of the vehicle, in which case a downstream bevel gear on the differential is omitted. For example, the electric motor can be connected axially parallel via at least one spur gear transmission. Depending on the required transmission ratio and the installation space, multiple spur gear stages can also be provided.

[0021] A vehicle according to the invention comprises a 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 also apply mutatis mutandis to the drive unit according to the invention and the vehicle according to the invention.

[0022] 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 a drive unit according to the invention; Fig. 2 a highly abstracted schematic view of a manual transmission according to the invention according to a first embodiment; Fig. 3 a highly abstracted schematic view of a manual transmission according to the invention according to a second embodiment; Fig. 4 a highly abstracted schematic view of a first drive unit according to the invention with a manual transmission according to the second embodiment; Fig. 5 a highly abstracted schematic view of a manual transmission according to the invention according to a third embodiment; Fig. 6 a highly abstracted schematic view of a manual transmission according to the invention according to a fourth embodiment; Fig. 7 a highly abstracted schematic view of a second drive unit according to the invention with a manual transmission according to the fourth embodiment; Fig. 8 is a highly abstracted schematic view of a manual transmission according to the invention in accordance with a fifth embodiment; Fig. 9 a highly abstracted schematic view of a manual transmission according to the invention according to a sixth embodiment; Fig. 10 a highly abstracted schematic view of a manual transmission according to the invention according to a seventh embodiment and Fig. 11 a highly abstracted schematic view of a manual transmission according to the invention according to an eighth embodiment.

[0023] 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 designed to generate drive power, a manual transmission SG with several gears and a differential DG. Thus, the vehicle 100 is designed as an electric vehicle, i.e., as an electrically driven vehicle. The drive unit is arranged in the vehicle's longitudinal direction and is drivingly connected to the vehicle wheels R1, R2 of the first axle 101. A detailed design of this drive unit is shown in Fig. 4. Alternatively, as well as in Fig. 7, the drive unit can be arranged transversely to the vehicle's longitudinal direction.

[0024] In the present case, no additional drive unit is arranged on the second axle 102, i.e., 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, an additional drive unit can be arranged on the second axle 102 and be drivingly connected to the vehicle wheels R3, R4 of this axle 102.

[0025] Fig. 2 shows a manual transmission SG according to a first embodiment. The manual transmission SG comprises an input shaft An, which is designed to connect an electric machine (not shown in detail here), an output shaft Ab, which can be drivingly connected to a differential or a drive wheel of the vehicle, a first shifting element A, a second shifting element B, and three planetary gear sets PS1, PS2, PS3, each with three shafts. The input shaft An, the planetary gear sets PS1, PS2, PS3, and the output shaft Ab are arranged on a common axis of rotation R and are thus coaxial with one another. The electric machine can be arranged either coaxially or axially parallel to the manual transmission SG and connected to the input shaft An. If the electric machine is arranged axially parallel, at least one spur gear stage can be provided for connection to the input shaft An.This embodiment of the manual transmission SG as well as the following embodiments of the manual transmission SG are suitable for installation in the vehicle longitudinally or transversely to the direction of travel of the vehicle.

[0026] The first planetary gear set PS1 comprises three shafts, namely a first sun shaft SO1, a first ring gear shaft HR1, and a first carrier shaft ST1. The first carrier shaft ST1 carries a plurality of planet gears that mesh with the first sun shaft SO1 and the first ring gear shaft HR1. The second planetary gear set PS2 also comprises three shafts, namely a second sun shaft SO2, a second ring gear shaft HR2, and a second carrier shaft ST2. The second carrier shaft ST2 carries a plurality of planet gears that mesh with the second sun shaft SO2 and the second ring gear shaft HR2. The third planetary gear set PS3 also comprises three shafts, namely a third sun shaft SO3, a third ring gear shaft HR3, and a third carrier shaft ST3. The third carrier shaft ST3 carries a plurality of planet gears that mesh with the third sun shaft SO3 and the third ring gear shaft HR3.

[0027] The first carrier shaft ST1, the second carrier shaft ST2, the third ring gear shaft HR3, and the output shaft Ab are connected in a rotationally fixed manner and form a first coupling shaft. The second sun shaft SO2 and the third carrier shaft ST3 are connected in a rotationally fixed manner and form a second coupling shaft. The first sun shaft SO1, the third sun shaft SO3, and the input shaft An are connected in a rotationally fixed manner and form a third coupling shaft.

[0028] Furthermore, the three planetary gear sets PS1, PS2, PS3 are arranged axially adjacent to each other to save installation space and increase compactness. The second planetary gear set PS2 is arranged axially between the first and third planetary gear sets PS1, PS3. The embodiments shown in Fig. 2, Fig. 3, Fig. 5, Fig. 6 and Fig. 8 to Fig. 11 show only the “upper” half of the respective manual transmission SG, whereby the “lower”, not shown half is designed symmetrically to the “upper” half.

[0029] The first shifting element A and the second shifting element B are combined to form a first shifting unit with a first sliding sleeve SM1 and three shift positions, namely two gear positions and a neutral position. The first sliding sleeve SM1 is arranged radially nested on the outer circumference of the first and second planetary gear sets PS1, PS2 in order to save axial installation space and thereby increase axial compactness. The neutral position is arranged between the two gear positions. The three shift positions are achieved by axially shifting the first sliding sleeve SM1. The first sliding sleeve SM1 has claw shift elements and can be axially shifted into the respective shift position by means of a first actuator AK1. Consequently, all three shift positions of the first shifting unit are arranged linearly. The two gears are shifted one after the other or via the neutral position by shifting the first sliding sleeve SM1 in an axial direction.switched sequentially. This not only saves weight and components, but also reduces costs, installation space, and assembly effort.

[0030] In the closed state of the second shifting element B, a first gear with a first ratio is engaged, wherein in the first gear the second ring gear shaft HR2 is connected in a rotationally fixed manner to a stationary component designed as a housing G. In the closed state of the first shifting element A, a second gear with a second ratio is engaged, wherein in the second gear the first ring gear shaft HR1 is connected in a rotationally fixed manner to the stationary component.

[0031] First gear is engaged when the first sliding sleeve SM1 is in a first gear position, i.e., in a first shift position. The second shift element B, in an actuated or closed state—i.e., in the first shift position of the first sliding sleeve SM1—connects the second ring gear shaft HR2 to the stationary component to engage first gear. First gear is thus engaged by actuating the first sliding sleeve SM1 and engaging only the second shift element B.

[0032] First gear is disengaged by axially shifting the first sliding sleeve SM1 into a neutral position, i.e., into a second shift position. In the second shift position of the first sliding sleeve SM1, the first sliding sleeve SM1 is only in rotational engagement with the stationary component. In this neutral position, the shift elements A, B are open. In this case, Fig. 2 shows this second switching position of the first sliding sleeve SM1.

[0033] Second gear is engaged by axially shifting the first sliding sleeve SM1 into a second gear position, i.e., a third shift position. The first shifting element A, in an actuated or closed state—i.e., in the third shift position of the first sliding sleeve SM1—connects the first ring gear shaft HR1 to the stationary component to engage second gear. Second gear is thus engaged by actuating the first sliding sleeve SM1 and closing only the first shifting element A.

[0034] Fig. Figure 3 shows a second embodiment of the manual transmission SG according to the invention. The manual transmission SG according to Fig. 3 essentially corresponds to the manual transmission SG according to Fig. 2, whereby a difference between these two embodiments lies in the arrangement of a total of two switching units, instead of a single switching unit, and the connection of the output shaft Ab. In the present case, the manual transmission SG has a third switching element C and a fourth switching element D. All switching elements are axially adjacent to one another and arranged radially nested on a circumference of the planetary gear sets. This saves axial installation space. The first carrier shaft ST1, the second carrier shaft ST2 and the third ring gear shaft HR3 are connected in a rotationally fixed manner and form a first coupling shaft. The first coupling shaft and the output shaft Ab can be connected in a rotationally fixed manner via the third switching element C. The second sun shaft SO2 and the third carrier shaft ST3 are connected in a rotationally fixed manner and form a second coupling shaft. The second coupling shaft and the output shaft Ab can be connected in a rotationally fixed manner via the fourth switching element D.

[0035] The first and second shifting elements A, B are combined to form a first positive-locking shifting unit with three shift positions and a first sliding sleeve SM1, wherein a first actuator AK1 is configured to axially displace the first sliding sleeve SM1 into the respective shift position. The third and fourth shifting elements C, D are combined to form a second positive-locking shifting unit with three shift positions and a second sliding sleeve SM2, wherein a second actuator AK2 is configured to axially displace the second sliding sleeve SM2 into the respective shift position. The second sliding sleeve SM2 is arranged radially nested on the outer circumference of the third planetary gear set PS3 in order to save axial installation space and thereby increase axial compactness.

[0036] When the second and third shifting elements B, C are closed, a first gear with a first ratio is engaged, wherein in first gear the second ring gear shaft HR2 is connected in a rotationally fixed manner to a stationary component designed as a housing G, and the first coupling shaft is connected in a rotationally fixed manner to the output shaft Ab. When the first and third shifting elements A, C are closed, a second gear with a second ratio is engaged, wherein in second gear the first ring gear shaft HR1 is connected in a rotationally fixed manner to the stationary component and the first coupling shaft is connected in a rotationally fixed manner to the output shaft Ab. When the second and fourth shifting elements B, D are closed, a third gear with a third ratio is engaged, wherein in third gear the second ring gear shaft HR2 is connected in a rotationally fixed manner to the stationary component and the second coupling shaft is connected in a rotationally fixed manner to the output shaft Ab.When the first and fourth shifting elements A, D are engaged, a fourth gear with a fourth ratio is engaged. In fourth gear, the first ring gear shaft HR1 is non-rotatably connected to the stationary component, and the second coupling shaft is non-rotatably connected to the output shaft Ab. In each of the four gears implemented with the two shifting units, one shifting element of the first shifting unit and one shifting element of the second shifting unit are engaged. In this case, . Fig. 3 both sliding sleeves SM1, SM2 are shown in a neutral position. Otherwise, the embodiment according to Fig. 3 the embodiment according to Fig. 2, to which reference is made.

[0037] Fig. 4 shows the second embodiment of the manual transmission SG according to the invention in a drive train of a vehicle according to a first embodiment. In the present case, an electric machine EM, a bevel gear stage KG, and a differential DG are also arranged in the drive train. The electric machine EM and the manual transmission SG are arranged on a common axis of rotation R and are thus coaxial with one another. The differential DG is connected to the output shaft Ab via the bevel gear stage KG and is arranged transversely thereto. The electric machine EM has a stator EMS fixed to the housing and a rotatable rotor EMR, wherein the input shaft An is connected to the rotor EMR in a rotationally fixed manner. The differential DG is designed as a ball or bevel gear differential and has a differential input shaft D1 and two differential output shafts D2, D3.The differential input shaft D1 is designed as a differential carrier and is non-rotatably connected to a bevel gear of the bevel gear stage KG, with the other bevel gear of the bevel gear stage KG being non-rotatably connected to the output shaft Ab, and with the two bevel gears meshing. The differential DG, designed as a ball or bevel gear differential, has two wheel-side output elements, in particular a first output gear and a second output gear. The two output gears each mesh with a compensating element. The compensating elements are mounted in the differential carrier so they can rotate about their own axis. The respective output gear is non-rotatably connected to the respective differential output shaft D2, D3. The differential DG is therefore driven via the differential carrier, which is drivingly connected to the output shaft Ab via the bevel gear stage.Arrows on the differential output shafts D2, D3 indicate a connection to a respective vehicle wheel of this vehicle axle. Otherwise, the embodiment corresponds to . Fig. 4 the embodiment according to Fig. 3, to which reference is made.

[0038] Fig. Figure 5 shows a third embodiment of the manual transmission SG according to the invention. The manual transmission SG according to Fig. 5 essentially corresponds to the manual transmission SG according to Fig. 3, whereby a difference between these two embodiments lies in the arrangement of the second switching unit. In the present case, the second switching unit is not arranged on a circumference of the planetary gear sets, but axially adjacent to the third planetary gear set PS3, whereby the diameter of the second sliding sleeve SM2 is reduced. Therefore, the third and fourth switching elements C, D are not arranged on a circumference of the planetary gear sets and do not have an axial overlap with the planetary gear sets. The third and fourth switching elements C, D are arranged axially adjacent to the third planetary gear set PS3. Otherwise, the embodiment according to Fig. 5 the embodiment according to Fig. 3, to which reference is made.

[0039] Fig. Figure 6 shows a fourth embodiment of the manual transmission SG according to the invention. The manual transmission SG according to Fig. 6 essentially corresponds to the manual transmission SG according to Fig. 3, wherein a difference between these two embodiments lies in the arrangement of a fifth shifting element E and the design of the second shifting unit. The manual transmission SG therefore further comprises a fifth shifting element E, wherein the third, fourth and fifth shifting elements C, D, E are combined to form a second positive shifting unit with five shift positions and a second sliding sleeve SM2, wherein a second actuator AK2 is configured to axially displace the second sliding sleeve SM2 into the respective shift position. A fifth gear designed as a direct gear with a fifth ratio is engaged when either the first and fifth shifting elements A, E or the second and fifth shifting elements B, E are engaged. In the engaged state, the fifth shifting element E connects the first sun shaft SO1, the third sun shaft SO3 and the input shaft An to the output shaft Ab.The first shifting element A connects the first ring gear shaft HR1 to the stationary component designed as a housing G. The second shifting element B connects the second ring gear shaft HR2 to the stationary component designed as a housing G. In each of the five gears realized with the two shifting units, one shifting element of the first shifting unit and one shifting element of the second shifting unit are engaged. Otherwise, the embodiment corresponds to that shown in FIG. Fig. 6 the embodiment according to Fig. 3, to which reference is made.

[0040] Fig. 7 shows the fourth embodiment of the manual transmission SG according to the invention in a drive train of a vehicle according to a second embodiment. In the present case, an electric machine EM, a first spur gear stage ST1, a second spur gear stage ST2, and a differential DG are also arranged in the drive train. The manual transmission SG and the differential DG are arranged on a common axis of rotation R and are thus coaxial with one another. The electric machine EM is arranged axially parallel to this. The differential DG is connected via the output shaft Ab. The electric machine EM is connected to the input shaft An via the two spur gear stages ST1, ST2. The first spur gear stage ST1 has a first spur gear S1 and a second spur gear S2, which mesh with one another. The second spur gear stage ST2 has a third spur gear S3 and a fourth spur gear S4, which mesh with one another.The fourth spur gear S4 is non-rotatably connected to the input shaft An. The first spur gear S1 is non-rotatably connected to a rotor shaft RW of the electric motor EM. The second spur gear S2 and the third spur gear S3 are non-rotatably connected. The two spur gear stages ST1 and ST2 can be used to set not only a gear ratio but also a center distance between the electric motor EM and the manual transmission SG.

[0041] The differential DG is designed as a ball or bevel gear differential and has a differential input shaft D1 and two differential output shafts D2, D3. The differential input shaft D1 is designed as a differential carrier and is non-rotatably connected to the output shaft Ab. The differential DG, designed as a ball or bevel gear differential, has two wheel-side output elements, in particular a first output gear and a second output gear. The two output gears each mesh with a compensating element. The compensating elements are mounted in the differential carrier so they can rotate about their own axis. The respective output gear is non-rotatably connected to the respective differential output shaft D2, D3. The differential DG is therefore driven via the differential carrier, which is non-rotatably connected to the output shaft Ab. The second differential output shaft D2 extends axially through the entire manual transmission SG.Arrows on the differential output shafts D2, D3 indicate a connection to a respective vehicle wheel of this vehicle axle. Furthermore, the differential DG is arranged at least partially within the second shift unit and at least partially overlaps it, thereby saving axial space. Otherwise, the embodiment shown in FIG. Fig. 7 the embodiment according to Fig. 6, to which reference is made.

[0042] Fig. Figure 8 shows a fifth embodiment of the manual transmission SG according to the invention. The manual transmission SG according to Fig. 8 essentially corresponds to the manual transmission SG according to Fig. 3, wherein a difference between these two embodiments lies in the arrangement of a fifth shifting element F and the design of the first shifting unit. The manual transmission SG therefore further comprises a fifth shifting element F, wherein the first, second and fifth shifting elements A, B, F are combined to form a first positive-locking shifting unit with five shift positions and a first sliding sleeve SM1, wherein a first actuator AK1 is configured to axially displace the first sliding sleeve SM1 into the respective shift position. A fifth gear with a fifth ratio is engaged when either the fourth and fifth shifting elements D, F or the third and fifth shifting elements C, F are engaged. In the engaged state, the fifth shifting element F connects the first ring gear shaft HR1 to the first coupling shaft in order to block all three planetary gear sets PS1, PS2, PS3. This creates a direct gear.As a result, all shafts rotate at the same speed, with no load-free rolling on the gears, so that no drag losses can be caused. The third shifting element C connects the first coupling shaft with the output shaft Ab. The fourth shifting element D connects the second coupling shaft with the output shaft Ab. In each of the five gears, which are realized with the two shifting units, one shifting element of the first shifting unit and one shifting element of the second shifting unit are engaged. Otherwise, the embodiment according to . Fig. 8 the embodiment according to Fig. 3, to which reference is made.

[0043] It should also be noted that any two of the five shafts of the manual transmission SG can be connected to one another via the fifth shifting element F in order to block the three planetary gear sets PS1, PS2, PS3. For example, the fifth shifting element F can connect the third coupling shaft and the second coupling shaft in a rotationally fixed manner. For example, the fifth shifting element F can connect the third coupling shaft and the first coupling shaft in a rotationally fixed manner. For example, the fifth shifting element F can connect the third coupling shaft and the first ring gear shaft HR1 in a rotationally fixed manner. For example, the fifth shifting element F can connect the third coupling shaft and the second ring gear shaft HR2 in a rotationally fixed manner. For example, the fifth shifting element F can connect the second coupling shaft and the first coupling shaft in a rotationally fixed manner. For example, the fifth shifting element F can connect the second coupling shaft and the first ring gear shaft HR1 in a rotationally fixed manner.For example, the fifth shifting element F can connect the second coupling shaft and the second ring gear shaft HR2 in a rotationally fixed manner. For example, the fifth shifting element F can connect the first coupling shaft and the second ring gear shaft HR2 in a rotationally fixed manner. For example, the fifth shifting element F can connect the first ring gear shaft and the second ring gear shaft HR2 in a rotationally fixed manner.

[0044] Fig. Figure 9 shows a sixth embodiment of the manual transmission SG according to the invention. The manual transmission SG according to Fig. 9 essentially corresponds to the manual transmission SG according to Fig. 8, whereby a difference between these two embodiments lies in the design and use of the switching point, in particular the driving toothing, on the first coupling shaft. The fifth switching element F, which belongs to the first switching unit, uses the same switching point or driving toothing on the first coupling shaft as the third switching element C, which belongs to the second switching unit. This is possible because the fifth switching element F and the third switching element C are never closed at the same time. This saves axial length. Otherwise, the embodiment according to Fig. 9 the embodiment according to Fig. 8, to which reference is made.

[0045] Fig. 10 shows a seventh embodiment of the manual transmission SG according to the invention. The manual transmission SG according to Fig. 10 essentially corresponds to the manual transmission SG according to Fig. 8, whereby a difference between these two embodiments lies in the arrangement of the planetary gear sets PS1, PS2, PS3 and the arrangement of the two shifting units. In this case, the third planetary gear set PS3 is arranged axially between the first and second planetary gear sets PS1, PS2. This creates the classic "Simpson connection" with a double sun. This can have design advantages. Furthermore, the second shifting unit is not arranged on a circumference of the planetary gear sets, but axially adjacent to the second planetary gear set PS2, thereby reducing the diameter of the second sliding sleeve SM2. Consequently, the third and fourth shifting elements C, D are not arranged on a circumference of the planetary gear sets and do not have an axial overlap with the planetary gear sets. The third and fourth shifting elements C, D are arranged axially adjacent to the second planetary gear set PS2. This saves axial length. Otherwise, the embodiment according to Fig. 10 the embodiment according to Fig. 8, to which reference is made.

[0046] Fig. 11 shows an eighth embodiment of the manual transmission SG according to the invention. The manual transmission SG according to Fig. 11 essentially corresponds to the manual transmission SG according to Fig. 3, whereby a difference between these two embodiments lies in the arrangement of the planetary gear sets PS1, PS2, PS3 and the arrangement of the two shifting units. In this case, the third planetary gear set PS3 is arranged axially between the first and second planetary gear sets PS1, PS2. This creates the classic "Simpson connection" with a double sun. This can have design advantages. Furthermore, the second shifting unit is not arranged on a circumference of the planetary gear sets, but axially adjacent to the second planetary gear set PS2, thereby reducing the diameter of the second sliding sleeve SM2. Consequently, the third and fourth shifting elements C, D are not arranged on a circumference of the planetary gear sets and do not have an axial overlap with the planetary gear sets. The third and fourth shifting elements C, D are arranged axially adjacent to the second planetary gear set PS2. This saves axial length. Otherwise, the embodiment according to Fig. 11 the embodiment according to Fig. 3, 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 RW rotor shaft ST1 first spur gear stage ST2 second spur gear stage S1 first spur gear S2 second spur gear S3 third spur gear S4 fourth spur gear 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 PS3 third planetary set SO3 third solar wave HO3 third ring gear shaft ST3 third web wave AK1 first actuator AK2 second actuator SM1 first sliding sleeve SM2 second sliding sleeve G Housing R rotation axis KG bevel gear stage DG Differential D1 differential input shaft D2 first differential output shaft D3 second differential output shaft A first switching element B second switching element C third switching element D fourth switching element E fifth switching element F fifth 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] DE 10 2019 218 413 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 first switching element (A) and a second switching element (B), • a first planetary gear set (PS1) with a first sun shaft (SO1), a first ring gear shaft (HR1) and a first carrier shaft (ST1), • a second planetary gear set (PS2) with a second sun shaft (SO2), a second ring gear shaft (HR2) and a second carrier shaft (ST2) and • a third planetary gear set (PS3) with a third sun shaft (SO3), a third ring gear shaft (HR3) and a third carrier shaft (ST3), • the first sun shaft (SO1), the third sun shaft (SO3) and the drive shaft (An) are connected in a rotationally fixed manner, • wherein the first carrier shaft (ST1), the second carrier shaft (ST2), the third ring gear shaft (HR3) and the output shaft (Ab) are connected in a rotationally fixed manner and form a first coupling shaft, • wherein the second sun shaft (SO2) and the third web shaft (ST3) are connected in a rotationally fixed manner and form a second coupling shaft, • wherein in the closed state of the second switching element (B) a first gear is engaged with a first gear ratio, wherein in the first gear the second ring gear shaft (HR2) is connected in a rotationally fixed manner to a stationary component, • wherein in the closed state of the first switching element (A) a second gear with a second gear ratio is engaged, wherein in the second gear the first ring gear shaft (HR1) is connected in a rotationally fixed manner to the stationary component. [2] Manual transmission (SG) for a vehicle (100) comprising • a drive shaft (An) for connecting an electrical machine (EM), • an output shaft (Ab), • a first switching element (A), a second switching element (B), a third switching element (C) and a fourth switching element (D), • a first planetary gear set (PS1) with a first sun shaft (SO1), a first ring gear shaft (HR1) and a first carrier shaft (ST1), • a second planetary gear set (PS2) with a second sun shaft (SO2), a second ring gear shaft (HR2) and a second carrier shaft (ST2) and • a third planetary gear set (PS3) with a third sun shaft (SO3), a third ring gear shaft (HR3) and a third carrier shaft (ST3), • the first sun shaft (SO1), the third sun shaft (SO3) and the drive shaft (An) are connected in a rotationally fixed manner, • wherein the first carrier shaft (ST1), the second carrier shaft (ST2) and the third ring gear shaft (HR3) are connected in a rotationally fixed manner and form a first coupling shaft, • wherein the second sun shaft (SO2) and the third web shaft (ST3) are connected in a rotationally fixed manner and form a second coupling shaft, • wherein in the closed state of the second and third shifting element (B, C) a first gear is engaged with a first gear ratio, wherein in the first gear the second ring gear shaft (HR2) is connected in a rotationally fixed manner to a stationary component and the first coupling shaft is connected in a rotationally fixed manner to the output shaft (Ab), • wherein in the closed state of the first and third switching element (A, C) a second gear with a second gear ratio is engaged, wherein in the second gear the first ring gear shaft (HR1) is connected in a rotationally fixed manner to the stationary component and the first coupling shaft is connected in a rotationally fixed manner to the output shaft (Ab), • wherein in the closed state of the second and fourth shifting element (B, D) a third gear with a third ratio is engaged, wherein in the third gear the second ring gear shaft (HR2) is connected in a rotationally fixed manner to the stationary component and the second coupling shaft is connected in a rotationally fixed manner to the output shaft (Ab), • wherein in the closed state of the first and fourth switching element (A, D) a fourth gear with a fourth ratio is engaged, wherein in the fourth gear the first ring gear shaft (HR1) is connected in a rotationally fixed manner to the stationary component and the second coupling shaft is connected in a rotationally fixed manner to the output shaft (Ab). [3] Manual transmission (SG) according to claim 1 or 2, wherein the first and the second switching element (A, B) are combined to form a first positive switching unit with three switching positions and a first sliding sleeve (SM1), wherein a first actuator (AK1) is arranged for the axial displacement of the first sliding sleeve (SM1) into the respective switching position. [4] Manual transmission (SG) according to claim 2 or 3, further comprising a fifth shifting element (E), wherein a fifth gear designed as a direct gear is shifted with a fifth ratio when either the first and the fifth shifting element (A, E) or the second and the fifth shifting element (B, E) are closed, wherein the fifth shifting element (E) in the closed state connects the first sun shaft (SO1), the third sun shaft (SO3) and the input shaft (An) to the output shaft (Ab) in a rotationally fixed manner. [5] Manual transmission (SG) according to claim 2, further comprising a fifth shifting element (F), wherein a fifth gear with a fifth gear ratio is engaged when either the fourth and fifth shifting elements (D, F) or the third and fifth shifting elements (C, F) are closed, wherein the fifth shifting element (F) in the closed state connects the first ring gear shaft (HR1) to the first coupling shaft in a rotationally fixed manner in order to block all three planetary gear sets (PS1, PS2, PS3). [6] Manual transmission (SG) according to claim 5, wherein the first, the second and the fifth switching element (A, B, F) are combined to form a first positive switching unit with five switching positions and a first sliding sleeve (SM1), wherein a first actuator (AK1) is arranged for the axial displacement of the first sliding sleeve (SM1) into the respective switching position. [7] Manual transmission (SG) according to one of claims 2 or 5 or 6, wherein the third and the fourth switching element (C, D) are combined to form a second positive switching unit with three switching positions and a second sliding sleeve (SM2), wherein a second actuator (AK2) is arranged for the axial displacement of the second sliding sleeve (SM2) into the respective switching position. [8] Manual transmission (SG) according to claim 3 or 4, wherein the third, the fourth and the fifth switching element (C, D, E) are combined to form a second positive switching unit with five switching positions and a second sliding sleeve (SM2), wherein a second actuator (AK2) is arranged for the axial displacement of the second sliding sleeve (SM2) into the respective switching position. [9] Manual transmission (SG) according to one of the preceding claims, wherein all shift elements are arranged axially adjacent to one another and radially nested on a circumference of the planetary gear sets. [10] Manual transmission (SG) according to one of claims 2 to 8, wherein the third and fourth shifting elements (C, D) have no axial overlap with the planetary gear sets. [11] Manual transmission (SG) according to one of the preceding claims, wherein the second planetary gear set (PS2) is arranged axially between the first and the third planetary gear set (PS3). [12] Manual transmission (SG) according to one of claims 1 to 10, wherein the third planetary gear set (PS3) is arranged axially between the first and the second planetary gear set (PS2). [13] Drive unit for a vehicle (100), comprising an electric machine (EM) and a manual transmission (SG) according to one of the preceding claims, wherein the electric machine (EM) is arranged axially parallel or coaxial with the manual transmission (SG). [14] Drive unit according to claim 13, further comprising a differential (DG) with a differential input shaft (D1) for connecting the output shaft (Ab) and two differential output shafts (D2, D3) for connecting a respective vehicle wheel. [15] Vehicle (100) comprising at least one drive unit according to one of claims 13 or 14.

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