Manual transmission and drive unit with such a manual transmission

Abstract

A manual transmission (SG) for a vehicle (100) comprising: • a drive shaft (An) for connecting an electric machine (EM), • an output shaft (Ab), • a first shift element (A) and a second shift element (B), • a first planetary gear set (PS1) with a first sun shaft (SO1), a first ring gear shaft (HR1) and a first connecting shaft (ST1), • a second planetary gear set (PS2) with a second sun shaft (SO2), a second ring gear shaft (HR2) and a second connecting shaft (ST2), and • a third planetary gear set (PS3) with a third sun shaft (SO3), a third ring gear shaft (HR3) and a third connecting shaft (ST3), • wherein the first sun shaft (SO1), the third sun shaft (SO3) and the drive shaft (An) are non-rotatably connected, • wherein the first connecting shaft (ST1), the second connecting shaft (ST2), the third ring gear shaft (HR3) and the output shaft (Ab) are non-rotatably connected and a first coupling shaft train,• wherein the second sun shaft (SO2) and the third bridge shaft (ST3) are non-rotatably connected and form a second coupling shaft, • wherein in the closed state of the second switching element (B) a first gear with a first ratio is engaged, wherein in the first gear the second ring gear shaft (HR2) is non-rotatably connected to a stationary component, • wherein in the closed state of the first switching element (A) a second gear with a second ratio is engaged, wherein in the second gear the first ring gear shaft (HR1) is non-rotatably connected to the stationary component.

Description

The invention relates to a transmission for a vehicle. The invention further relates to a drive unit having a single electric machine and having such a shift transmission. The invention also relates to a vehicle having such a drive unit.For example, DE 10 2019 218 413 A1 discloses a drive unit for an electric vehicle with a transmission having a transmission input shaft and a transmission output shaft. The transmission is designed as a three-speed transmission with a first shifting element, a second shifting element, a third shifting element and two planetary sets coupled to one another. The first planetary set includes a first sun shaft, a first ring gear shaft, and a first carrier shaft. The second planetary set includes a second sun shaft, a second ring gear shaft, and a second carrier shaft. The first carrier shaft is fixedly connected to the second ring gear shaft. The first sun shaft forms the transmission input shaft. The second sun shaft is locked fixed to the housing. The second countershaft forms the transmission output shaft. For shifting the first gear, the first shifting element can be actuated, wherein for shifting the second gear, the second shifting element can be actuated, wherein for shifting the third gear, the third shifting element can be actuated.From document DE 10 2022 201 321 A1 a transmission for a vehicle is known, comprising at least one first planetary gear set with the elements first sun gear, first ring gear and first planetary carrier, a second planetary gear set with the elements second sun gear, second ring gear and second planetary carrier, a differential gear as well as a first shifting element and a second shifting element. Optionally, the transmission also has a third shifting element. The two planetary gear sets form a Simpson gear set, wherein the first sun gear, the second sun gear and an input shaft, which is configured for connecting an electric machine, are connected in a rotationally fixed manner. The invention further relates to a drive train for a vehicle, comprising such a transmission and a vehicle having such a drive train.The object of the present invention is to provide an alternative transmission for a vehicle. In particular, the transmission should have two to six gears, a high spread and a low actuator outlay. The object is achieved by a transmission having the features of the independent patent claims 1 and 2. advantageous embodiments are the subject matter of the dependent claims, the following description and the figures.A transmission according to the invention for a vehicle comprises an input shaft for connecting an electric machine, an output shaft, a first shifting element and a second shifting element, a first planetary set having a first sun shaft, a first ring gear shaft and a first carrier shaft, a second planetary set having a second sun shaft, a second ring gear shaft and a second carrier shaft, and a third planetary set having a third sun shaft, a third ring gear shaft and a third carrier shaft, wherein the first sun shaft, the third sun 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 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 shift element a first gear with a first transmission ratio is shifted, wherein in the first gear the second ring gear shaft is connected to a stationary component in a rotationally fixed manner, wherein in the closed state of the first shift element a second gear with a second transmission ratio is shifted, wherein in the second gear the first ring gear shaft is connected to the stationary component in a rotationally fixed manner. For shifting 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. For shifting 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. Reference is made to the embodiment according to FIG. 2.The shift transmission enables the connection of the electric machine for the introduction of a drive power via the drive shaft, wherein the electric machine can be connected to the drive shaft either with or without a further transmission ratio. The transmission is operatively connected via the output shaft to either a differential or a vehicle wheel. Each of the three planetary sets comprises three shafts, namely the respective sun shaft, the respective ring gear shaft and the respective carrier shaft, wherein the respective carrier shaft carries a plurality of planetary gears which mesh with the respective sun shaft and with the respective ring gear shaft, i.e. are in toothed engagement.A "shaft" is understood in the sense of the invention to mean a rotatable component of the transmission, via which respective associated components of the transmission are connected to one another in a rotationally fixed manner or via which such a connection can be produced when one of the shift elements is actuated. The respective shaft can connect the components to one another axially or radially or also both axially and radially. Thus, the respective shaft can also be present as an intermediate piece, via which a respective component is connected, for example, radially. The term "shaft" does not exclude that the components to be connected can be embodied in one piece. In particular, two or more shafts connected to one another in a rotationally fixed manner can be formed in one piece. A "stationary component" is understood to mean a component that is fixed stationary, in particular is connected in a rotationally fixed manner or in one piece to a housing or a part of a housing.A "shifting element" is understood to mean a switchable device which, in a closed state, connects two shafts or a shaft and a housing to one another in a rotationally fixed manner and, in an open state, decouples the two shafts or the shaft and the housing from one another. Two shafts can then rotate relative to each other. The shift elements are designed as gear shift elements and are thus configured for shifting gears.A further transmission according to the invention for a vehicle comprises an input shaft for connecting an electric machine, an output shaft, a first shift element, a second shift element, a third shift element and a fourth shift element, a first planetary set having a first sun shaft, a first ring gear shaft and a first carrier shaft, a second planetary set having a second sun shaft, a second ring gear shaft and a second carrier shaft, and a third planetary set having a third sun shaft, a third ring gear shaft and a third carrier shaft, wherein the first sun shaft, the third sun shaft and the input 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 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 shift elements a first gear with a first transmission ratio is shifted, 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 shift elements a second gear with a second transmission ratio is shifted, 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 shift elements a third gear with a third transmission ratio is shifted, 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 shift elements a fourth gear is shifted with a fourth transmission ratio, wherein, in fourth gear, the first ring gear shaft 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. For shifting a respective gear, exactly two of the at least four shift elements can always be actuated or closed, so that in a respective gear position exactly two shift elements are closed and the other shift elements are opened. In this regard, reference is made to the embodiments according to FIGS. 3 to 11.According to one embodiment, the first and the second shift element are formed combined to form a first positive-locking shift unit having three shift positions and a first sliding sleeve, wherein a first actuator is configured for axial displacement of the first sliding sleeve into the respective shift position. In this regard, reference is made to the embodiments according to FIGS. 2 to 7 and 11.According to one embodiment, the third and the fourth shift element are formed combined to form a second positive-locking shift unit having three shift positions and a second sliding sleeve, wherein a second actuator is configured for axial displacement of the second sliding sleeve into the respective shift position. In this regard, reference is made to the embodiments according to FIGS. 3 to 5 and FIGS. 9 to 11.In particular, the respective shift unit has a neutral position between two gear positions, so that two gear positions and one neutral position are provided in three shift positions. In a neutral position, two shafts or one shaft and one stationary component are decoupled from one another via the respective shift 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 displaces the respective sliding sleeve into the respective shift position and thereby switches the gears, wherein exactly one shift element of the first shift unit and exactly one shift element of the second shift unit are closed in order to realize a gear. The respective sliding sleeve is formed positively and has positively locking claws which, in the respective gear position, interact positively with a respective corresponding claw toothing in order to set a rotationally fixed connection between two shafts or a shaft and a stationary component. The respective claw toothing with which the respective sliding sleeve cooperates in a positive-locking manner is therefore to be understood as a switching element. The respective shift unit preferably comprises unsynchronized claw clutches. Thus, all shifting elements are designed as form-locking shifting elements. By means of positively locking shift elements, the efficiency of the transmission can be increased on account of reduced drag losses. In particular, form-locking shift elements are more compact and efficiency-optimized and have a cost advantage compared to frictionally engaging shift elements. By using a single sliding sleeve to shift at least two gears, compactness is further increased, requiring only a single actuator per sliding sleeve.According to one embodiment, the transmission further comprises a fifth shifting element, wherein a fifth gear, which is designed as a direct gear, is shifted with a fifth transmission ratio when either the first and the fifth shifting element or the second and the fifth shifting element are closed, wherein the fifth shifting element, in the closed state, connects the first sun shaft, the third sun shaft and the drive 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 the second shifting element is also closed for defining the speed. According to one embodiment, the third, the fourth and the fifth shift element are formed combined to form a second positive-locking shift unit having five shift positions and a second sliding sleeve, wherein a second actuator is configured for axial displacement of the second sliding sleeve into the respective shift position. In this regard, reference is made to the embodiments according to FIGS. 6 and 7.In particular, the second shift unit has a neutral position between two gear positions in each case, so that three gear positions and two neutral positions are provided in five shift positions. In a neutral position, two shafts are decoupled from one another via the second shift unit, wherein the second sliding sleeve is then in rotational engagement with a single shaft. In particular, the second actuator displaces the second sliding sleeve into the respective shift position and thereby switches the gears, wherein exactly one shifting element of the first shifting unit and exactly one shifting element of the second shifting unit are closed in order to realize a gear. The second sliding sleeve is formed positively and has positively locking claws which, in the respective gear position, interact positively with a respective corresponding claw toothing in order to set a rotationally fixed connection between two shafts. The respective claw toothing with which the second sliding sleeve cooperates in a positive-locking manner is therefore to be understood as a switching element. Preferably, the second shift unit comprises unsynchronized claw clutches. Thus, all shifting elements are designed as form-locking shifting elements. By means of positively locking shift elements, the efficiency of the transmission can be increased on account of reduced drag losses.In particular, form-locking shift elements are more compact and efficiency-optimized and have a cost advantage compared to frictionally engaging shift elements. By using the second sliding sleeve for shifting the gears, the compactness is further increased, wherein only a single actuator is required.According to one embodiment, the transmission further comprises a fifth shift element, wherein a fifth gear is shifted with a fifth transmission ratio when either the fourth and the fifth shift element or the third and the fifth shift element are closed, wherein the fifth shift element, in the closed 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 transmission may be connected to each other via the fifth shift element 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. For example, the fifth shifting element can connect the first ring gear shaft and the second ring gear shaft in a rotationally fixed manner. In a locked state of a planetary set, it rotates in the block. As a result of the blocking of the planetary sets, a direct gear is produced. Thus, all shafts of the transmission rotate at the same speed. As a result, there are no load-free rollings on toothings which can cause drag losses. According to one embodiment, the first, the second and the fifth shift element are formed combined to form a first positive-locking shift unit having five shift positions and a first sliding sleeve, wherein a first actuator is configured for axial displacement of the first sliding sleeve into the respective shift position. In this regard, reference is made to the embodiments according to FIGS. 8 to 10.In particular, the first shift unit has a neutral position between two gear positions in each case, so that three gear positions and two neutral positions are provided in five shift positions. In a neutral position, two shafts or one shaft and one stationary component are decoupled from one another via the first shift unit, wherein the first sliding sleeve is then in rotational engagement with a single shaft or the stationary component. In particular, the first actuator displaces the first sliding sleeve into the respective shift position and thereby switches the gears, wherein exactly one shift element of the first shift unit and exactly one shift element of the second shift unit are closed in order to realize a gear. The first sliding sleeve is formed positively and has positively locking claws which, in the respective gear position, interact positively with a respective corresponding claw toothing in order to set a rotationally fixed connection between two shafts or one shaft and the stationary component.According to one embodiment, all the shift elements are arranged axially adjacent to one another and radially nested on a circumference of the planetary sets. Reference is made here to the embodiments according to FIGS. 2 to 4 and FIGS. 6 to 9. This makes it possible to save axial installation space. According to an alternative embodiment, the third and fourth shift elements do not have an axial overlap with the planetary sets. Reference is made here to the embodiments according to FIGS. 5, 10 and 11. As a result, the third and fourth shift elements can be arranged on a smaller diameter next to the planetary sets.According to an embodiment, the second planetary set is arranged axially between the first and the third planetary set. Reference is made here to the embodiments according to FIGS. 2 to 9. This can result in construction space advantages. According to an alternative embodiment, the third planetary set is arranged axially between the first and the second planetary set. Reference is made here to the embodiments according to FIGS. 10 and 11. This can result in construction space advantages.A drive unit according to the invention for a vehicle comprises an electric machine and a gearbox according to the invention, wherein the electric machine is arranged either coaxially or axially parallel to the gearbox. The drive unit preferably also has a differential with a differential input shaft for connecting the output shaft and two differential output shafts for connecting a respective vehicle wheel. In this regard, reference is made to the embodiments according to FIGS. 4 and 7.According to a preferred embodiment, the differential is designed as a ball or bevel gear differential. A differential embodied as a ball or bevel gear differential has two wheel-side output elements, in particular a first output wheel and a second output wheel. The two output wheels mesh with a compensating element. The compensating elements are rotatably mounted in a differential cage about their own axis. The respective output wheel is connected to the respective differential output shaft in a rotationally fixed manner. The differential is driven via the differential cage, which is configured as a differential input shaft. Furthermore, alternative embodiments of the differential are also conceivable, for example as a spur gear differential or planetary differential. The drive power fed into the differential via the differential input shaft is distributed in a known manner to the two differential output shafts and transmitted to the drive wheels of the axle. The differential output shafts are configured to be drivingly connected to the drive wheels of the vehicle. The respective differential output shaft can be connected directly or directly or indirectly or indirectly via a downstream fixed transmission, a joint, a propeller shaft and / or a wheel hub to the associated vehicle wheel.The transmission according to the invention is suitable in particular for an electric central drive which has a downstream differential transmission ratio, in particular a bevel gear ratio. 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, with a downstream bevel gear ratio at the differential then being dispensed with. For example, the electric machine can be connected axially parallel via at least one spur gear transmission, wherein a plurality of spur gear stages can also be provided depending on the required transmission and the installation space conditions.A vehicle according to the invention comprises a drive unit according to the invention. The above definitions and statements regarding technical effects, advantages and advantageous embodiments of the transmission according to the invention also apply analogously to the drive unit according to the invention and the vehicle according to the invention.Advantageous embodiments of the invention, which are explained below, are illustrated in the drawings, wherein identical or similar elements are provided with the same reference numerals. The following are shown: FIG. 1 is a greatly abstract schematic view of a vehicle having a drive axle which has a drive unit according to the invention; FIG. 2 shows a greatly abstract schematic view of a transmission according to the invention according to a first embodiment; FIG. 3 shows a greatly abstract schematic view of a transmission according to the invention according to a second embodiment; FIG. 4 shows a greatly abstract schematic view of a first drive unit according to the invention with a shift transmission according to the second embodiment; FIG. 5 shows a greatly abstract schematic view of a transmission according to the invention according to a third embodiment; FIG. 6 shows a greatly abstract schematic view of a transmission according to the invention according to a fourth embodiment; FIG. 7 shows a greatly abstract schematic view of a second drive unit according to the invention with a shift transmission according to the fourth embodiment; FIG. 8 is a greatly abstract schematic view of a transmission according to the invention according to a fifth embodiment; FIG. 9 is a greatly abstract schematic view of a transmission according to the invention according to a sixth embodiment; FIG. 10 is a greatly abstract schematic view of a transmission according to the invention according to a seventh embodiment; and FIG. 11 is a greatly abstract schematic view of a transmission according to the invention according to an eighth embodiment.FIG. 1 shows a vehicle 100 having a first axle 101 with two vehicle wheels R 1, R 2 and a second axle 102 with two vehicle wheels R 3, R 4. In the present case, the first axle 101 is designed as a rear drive axle of the vehicle 100 and is equipped with a drive unit according to the invention. The drive unit comprises an electric machine EM, which is configured to generate a drive power, a transmission SG with a plurality of gears and a differential DG. The vehicle 100 is therefore designed as an electric vehicle, i.e. as an electrically drivable vehicle. The drive unit is arranged in the vehicle longitudinal direction and is operatively connected to the vehicle wheels R 1, R 2 of the first axle 101 in a drive-effective manner. A detailed configuration of this drive unit is shown in FIG. 4. Alternatively, as is shown in more detail in FIG. 7, the drive unit can be arranged transversely to the vehicle longitudinal direction.In the present case, no further drive unit is arranged on the second axle 102, that is to say on the front axle of the vehicle 100, as a result of which costs, weight and installation space are saved. Alternatively, the drive unit may be disposed on the front axle of the vehicle 100 instead of on the rear axle. To implement an all-wheel drive system, a further drive unit can be arranged on the second axle 102 and be connected in a drive-effective manner to the vehicle wheels R 3, R 4 of this axle 102.FIG. 2 shows a transmission SG according to a first embodiment. The transmission SG comprises an input shaft An, which is configured for connecting an electric machine, not shown in detail here, an output shaft Ab, which can be operatively connected to a differential or a drive wheel of the vehicle in a drive-effective manner, a first shifting element A, a second shifting element B and three planetary gear sets PS 1, PS 2, PS 3 each having three shafts. The input shaft An, the planetary sets PS 1, PS 2, PS 3 and the output shaft Ab are arranged on a common rotational axis R and are thus coaxial to one another. The electric machine can be arranged either coaxially or axially parallel to the transmission SG and connected to the drive shaft An. In an axially parallel arrangement of the electric machine, at least one spur gear stage can be provided for connection to the drive shaft An. This embodiment of the transmission SG and the following embodiments of the transmission SG are suitable for installation in the vehicle along or transversely to the direction of travel of the vehicle.The first planetary gear set PS1 includes three shafts, namely, a first sun shaft SO1, a first ring gear shaft HR1 and a first carrier shaft ST1. The first carrier shaft ST 1 carries a plurality of planetary gears which mesh, i.e. are in toothed engagement, with the first sun shaft SO 1 and with the first ring gear shaft HR 1. The second planetary gear set PS2 also includes three shafts, namely a second sun shaft SO2, a second ring gear shaft HR2 and a second carrier shaft ST2. The second carrier shaft ST 2 carries a plurality of planetary gears which mesh with the second sun shaft SO 2 and with the second ring gear shaft HR 2. The third planetary gear set PS 3 also includes three shafts, namely, a third sun shaft SO 3, a third ring gear shaft HR 3, and a third carrier shaft ST 3. The third carrier shaft ST 3 carries a plurality of planetary gears which mesh with the third sun shaft SO 3 and with the third ring gear shaft HR 3.The first carrier shaft ST 1, the second carrier shaft ST 2, the third ring gear shaft HR 3 and the output shaft Ab are connected in a rotationally fixed manner and form a first coupling shaft. The second sun shaft SO 2 and the third carrier shaft ST 3 are connected in a rotationally fixed manner and form a second coupling shaft. The first sun shaft SO 1, the third sun shaft SO 3 and the drive shaft An are connected in a rotationally fixed manner and form a third coupling shaft.Furthermore, the three planetary sets PS 1, PS 2, PS 3 are arranged axially adjacent to each other in order to save installation space and to increase the compactness. The second planetary gear set PS 2 is axially disposed between the first and third planetary gear sets PS 1, PS 3. The embodiments shown in FIGS. 2, 3, 5, 6 and 8 to 11 show only the "upper" half of the respective transmission SG, wherein the "lower" half, not shown, is formed symmetrically with the "upper" half.The first shifting element A and the second shifting element B are combined to form a first shifting unit with a first sliding sleeve SM 1 and three shifting positions, namely two gear positions and one neutral position. The first sliding sleeve SM 1 is arranged radially nested on the outer circumference of the first and second planetary gear sets PS 1, PS 2 in order to save axial installation space and thereby increase the axial compactness. The neutral position is arranged between the two gear positions. The three shift positions are realized by axial displacement of the first sliding sleeve SM 1. The first sliding sleeve SM 1 has claw shift elements and is axially displaceable into the respective shift position by means of a first actuator AK 1. Consequently, all three switching positions of the first switching unit are arranged linearly. The two gears are shifted sequentially by shifting the first shift sleeve SM1 in an axial direction, via the neutral position. This not only saves weight and components, but also costs, installation space and assembly effort.In the closed state of the second shift element B, a first gear is shifted with a first transmission ratio, wherein in the first gear the second ring gear shaft HR 2 is connected in a rotationally fixed manner to a stationary component designed as a housing G. In the closed state of the first shift element A, a second gear is shifted with a second transmission ratio, wherein in the second gear the first ring gear shaft HR 1 is connected to the stationary component in a rotationally fixed manner.The first gear is engaged when the first sliding sleeve SM 1 is arranged in a first gear position, i.e. in a first shift position. The second shifting element B, in an actuated or closed state, i.e. in the first shifting position of the first sliding sleeve SM 1, connects the second ring gear shaft HR 2 to the stationary component in order to shift the first gear. By actuating the first sliding sleeve SM 1 and closing only the second shift element B, the first gear is thus shifted.The first gear is selected by axially displacing the first sliding sleeve SM 1 into a neutral position, i.e. into a second shift position. In the second switching position of the first sliding sleeve SM 1, the first sliding sleeve SM 1 is only in rotational engagement with the stationary component. In this neutral position, the shift elements A, B are open. In the present case, FIG. 2 shows this second switching position of the first sliding sleeve SM 1.The second gear is engaged by the first sliding sleeve SM 1 being axially displaced into a second gear position, i.e. into a third shift position. The first shifting element A, in an actuated or closed state, i.e. in the third shifting position of the first sliding sleeve SM 1, connects the first ring gear shaft HR 1 to the stationary component in order to shift the second gear. By actuating the first sliding sleeve SM 1 and closing only the first shifting element A, the second gear is thus shifted.FIG. 3 shows a second embodiment of the transmission SG according to the invention. The transmission SG according to FIG. 3 corresponds substantially to the transmission SG according to FIG. 2, wherein a difference between these two embodiments consists in the arrangement of a total of two shift units, instead of a single shift unit, and the connection of the output shaft Ab. In the present case, the transmission SG has a third shifting element C and a fourth shifting element D. All the shift elements are arranged axially adjacent to one another and radially nested on a circumference of the planetary sets. This saves axial installation space. The first carrier shaft ST 1, the second carrier shaft ST 2 and the third ring gear shaft HR 3 are connected in a rotationally fixed manner and form a first coupling shaft. Via the third shifting element C, the first coupling shaft and the output shaft Ab can be connected in a rotationally fixed manner. The second sun shaft SO 2 and the third carrier shaft ST 3 are connected in a rotationally fixed manner and form a second coupling shaft. Via the fourth shifting element D, the second coupling shaft and the output shaft Ab can be connected in a rotationally fixed manner.The first and the second shifting element A, B are formed combined to form a first positive-locking shifting unit having three shifting positions and a first sliding sleeve SM 1, wherein a first actuator AK 1 is configured for the axial displacement of the first sliding sleeve SM 1 into the respective shifting position. The third and the fourth shift element C, D are formed combined to form a second positive-locking shift unit with three shift positions and a second sliding sleeve SM 2, wherein a second actuator AK 2 is configured for the axial displacement of the second sliding sleeve SM 2 into the respective shift position. The second sliding sleeve SM 2 is arranged radially nested on the outer circumference of the third planetary gear set PS 3 in order to save axial installation space and thereby increase the axial compactness.In the closed state of the second and third shift elements B, C, a first gear is shifted with a first transmission ratio, wherein in the first gear the second ring gear shaft HR 2 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. In the closed state of the first and third shift elements A, C, a second gear with a second transmission ratio is shifted, wherein in the second gear the first ring gear shaft HR 1 is connected to the stationary component in a rotationally fixed manner and the first coupling shaft is connected to the output shaft Ab in a rotationally fixed manner. In the closed state of the second and fourth shift elements B, D, a third gear is shifted with a third transmission ratio, wherein in the third gear the second ring gear shaft HR 2 is connected to the stationary component in a rotationally fixed manner and the second coupling shaft is connected to the output shaft Ab in a rotationally fixed manner. In the closed state of the first and fourth shift elements A, D, a fourth gear is shifted with a fourth transmission ratio, wherein in the fourth gear the first ring gear shaft HR 1 is connected to the stationary component in a rotationally fixed manner and the second coupling shaft is connected to the output shaft Ab in a rotationally fixed manner. In each of the four speeds realized with the two shift units, a shift element of the first shift unit and a shift element of the second shift unit are closed. In the present case, FIG. 3 shows both sliding sleeves SM 1, SM 2 in a neutral position. Otherwise, the exemplary embodiment according to FIG. 3 corresponds to the exemplary embodiment according to FIG. 2, to which reference is made.FIG. 4 shows the second embodiment of the 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 furthermore arranged in the drive train. The electric machine EM and the transmission SG are arranged on a common rotational axis R and are thus coaxial to one another. The differential DG is connected via the bevel gear stage KG to the output shaft Ab and arranged transversely thereto. The electric machine EM has a stator EMS fixed to the housing and a rotor EMR which can rotate, wherein the drive 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 D 1 and two differential output shafts D 2, D 3. The differential input shaft D 1 is designed as a differential cage and is connected in a rotationally fixed manner to a bevel gear of the bevel gear stage KG, wherein the other bevel gear of the bevel gear stage KG is connected in a rotationally fixed manner to the output shaft Ab, and wherein the two bevel gears are in toothed engagement. The differential DG, which is designed as a ball or bevel gear differential, has two wheel-side output elements, in particular a first output wheel and a second output wheel. The two output wheels mesh with a compensating element. The compensating elements are rotatably mounted in the differential cage about their own axis. The respective output wheel is connected to the respective differential output shaft D 2, D 3 in a rotationally fixed manner. Thus, the drive of the differential DG takes place via the differential cage, which is connected via the bevel gear stage in a drive-effective manner to the output shaft Ab. Arrows on the differential output shafts D 2, D 3 indicate a connection to a respective vehicle wheel of this vehicle axle. Otherwise, the embodiment according to FIG. 4 corresponds to the embodiment according to FIG. 3, to which reference is made.FIG. 5 shows a third embodiment of the transmission SG according to the invention. The transmission SG according to FIG. 5 corresponds substantially to the transmission SG according to FIG. 3, wherein a difference between these two embodiments consists in the arrangement of the second shift unit. In the present case, the second shift unit is not arranged on a circumference of the planetary sets, but axially adjacent to the third planetary set PS 3, whereby the diameter of the second sliding sleeve SM 2 is reduced. Thus, the third and fourth shift elements C, D are not disposed on a periphery of the planetary gear sets and do not axially overlap with the planetary gear sets. The third and fourth shift elements C, D are disposed axially adjacent to the third planetary gear set PS 3. Otherwise, the embodiment according to FIG. 5 corresponds to the embodiment according to FIG. 3, to which reference is made.FIG. 6 shows a fourth embodiment of the transmission SG according to the invention. The transmission SG according to FIG. 6 corresponds substantially to the transmission SG according to FIG. 3, wherein a difference between these two embodiments consists in the arrangement of a fifth shift element E and the design of the second shift unit. The transmission SG therefore further has a fifth shifting element E, wherein the third, fourth and fifth shifting elements C, D, E are formed combined to form a second positive-locking shifting unit having five shift positions and a second sliding sleeve SM 2, wherein a second actuator AK 2 is configured for the axial displacement of the second sliding sleeve SM 2 into the respective shift position. A fifth gear, designed as a direct gear, having a fifth transmission ratio is shifted when either the first and the fifth shift elements A, E or the second and the fifth shift elements B, E are closed. In the closed state, the fifth shifting element E connects the first sun shaft SO 1, the third sun shaft SO 3, and the input shaft An to the output shaft Ab. The first shifting element A connects the first ring gear shaft HR 1 to the stationary component embodied as a housing G. The second shifting element B connects the second ring gear shaft HR 2 to the stationary component embodied as a housing G. In each of the five gears realized with the two shift units, a shift element of the first shift unit and a shift element of the second shift unit are closed. Otherwise, the embodiment according to FIG. 6 corresponds to the embodiment according to FIG. 3, to which reference is made.FIG. 7 shows the fourth embodiment of the 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 ST 1, a second spur gear stage ST 2 and a differential DG are furthermore arranged in the drive train. The transmission SG and the differential DG are arranged on a common rotational axis R and are thus coaxial to one another. The electric machine EM is arranged axially parallel thereto. The differential DG is connected via the output shaft Ab. The electric machine EM is connected to the drive shaft An via the two spur gear stages ST 1, ST 2. The first spur gear stage ST 1 includes a first spur gear S 1 and a second spur gear S 2 meshing with each other. The second spur gear stage ST 2 includes a third spur gear S 3 and a fourth spur gear S 4 meshing with each other. The fourth spur gear S 4 is connected to the drive shaft An in a rotationally fixed manner. The first spur gear S 1 is connected to a rotor shaft RW of the electric machine EM in a rotationally fixed manner. The second spur gear S 2 and the third spur gear S 3 are connected in a rotationally fixed manner. By means of the two spur gear stages ST 1, ST 2, not only a transmission ratio but also an axial distance between the electric machine EM and the transmission SG can be set.The differential DG is designed as a ball or bevel gear differential and has a differential input shaft D 1 and two differential output shafts D 2, D 3. The differential input shaft D 1 is designed as a differential cage and is connected to the output shaft Ab in a rotationally fixed manner. The differential DG, which is designed as a ball or bevel gear differential, has two wheel-side output elements, in particular a first output wheel and a second output wheel. The two output wheels mesh with a compensating element. The compensating elements are rotatably mounted in the differential cage about their own axis. The respective output wheel is connected to the respective differential output shaft D 2, D 3 in a rotationally fixed manner. Thus, the drive of the differential DG takes place via the differential cage, which is connected to the output shaft Ab in a rotationally fixed manner. The second differential output shaft D 2 extends axially through the entire transmission SG. Arrows on the differential output shafts D 2, D 3 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 overlaps it at least partially, as a result of which axial installation space is saved. Otherwise, the embodiment according to FIG. 7 corresponds to the embodiment according to FIG. 6, to which reference is made.FIG. 8 shows a fifth embodiment of the transmission SG according to the invention. The transmission SG according to FIG. 8 corresponds substantially to the transmission SG according to FIG. 3, wherein a difference between these two embodiments consists in the arrangement of a fifth shift element F and the configuration of the first shift unit. The transmission SG therefore further has a fifth shifting element F, wherein the first, the second and the fifth shifting elements A, B, F are formed combined to form a first positive-locking shifting unit having five shifting positions and a first sliding sleeve SM 1, wherein a first actuator AK 1 is configured for the axial displacement of the first sliding sleeve SM 1 into the respective shifting position. A fifth gear with a fifth transmission ratio is engaged when either the fourth and the fifth shift elements D, F or the third and the fifth shift elements C, F are engaged. In the closed state, the fifth shift element F connects the first ring gear shaft HR 1 to the first coupling shaft in order to block all three planetary sets PS 1, PS 2, PS 3. A direct gear is formed. As a result, all shafts rotate at the same rotational speed, wherein there are no load-free rollings on toothings, so that no drag losses can be caused as a result. The third switching element C connects the first coupling shaft to the output shaft Ab. The fourth switching element D connects the second coupling shaft to the output shaft Ab. In each of the five gears realized with the two shift units, a shift element of the first shift unit and a shift element of the second shift unit are closed. Otherwise, the embodiment according to FIG. 8 corresponds to the embodiment according to FIG. 3, to which reference is made.It is further noted that any two of the five shafts of the transmission SG may be connected to each other via the fifth shift element F to block the three planetary gear sets PS 1, PS 2, PS 3. 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 HR 1 in a rotationally fixed manner. For example, the fifth shifting element F can connect the third coupling shaft and the second ring gear shaft HR 2 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 HR 1 in a rotationally fixed manner. For example, the fifth shifting element F can connect the second coupling shaft and the second ring gear shaft HR 2 in a rotationally fixed manner. For example, the fifth shifting element F can connect the first coupling shaft and the second ring gear shaft HR 2 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 HR 2 in a rotationally fixed manner.FIG. 9 shows a sixth embodiment of the transmission SG according to the invention. The shift transmission SG according to FIG. 9 corresponds substantially to the shift transmission SG according to FIG. 8, wherein a difference between these two embodiments consists in the design and use of the shift point, in particular the driving toothing, on the first coupling shaft. The fifth shift element F belonging to the first shift unit uses the same shift location or driving toothing on the first coupling shaft as the third shift element C belonging to the second shift unit. This is possible because the fifth shift element F and the third shift element C are never simultaneously closed. This saves axial structural length. Otherwise, the embodiment according to FIG. 9 corresponds to the embodiment according to FIG. 8, to which reference is made.FIG. 10 shows a seventh embodiment of the transmission SG according to the invention. The transmission SG according to FIG. 10 substantially corresponds to the transmission SG according to FIG. 8, wherein a difference between these two embodiments consists in the arrangement of the planetary sets PS 1, PS 2, PS 3 and the arrangement of the two shift units. In the present case, the third planetary set PS 3 is arranged axially between the first and the second planetary set PS 1, PS 2. This reveals the classic "simpson binding" with a double sun. This can have structural advantages. Further, the second shift unit is not disposed on a periphery of the planetary gear sets but axially adjacent to the second planetary gear set PS2, thereby reducing the diameter of the second slide sleeve SM2. Thus, the third and fourth shift elements C, D are not disposed on a periphery of the planetary gear sets and do not axially overlap with the planetary gear sets. The third and fourth shift elements C, D are disposed axially adjacent to the second planetary gear set PS 2. An axial structural length is saved. Otherwise, the embodiment according to FIG. 10 corresponds to the embodiment according to FIG. 8, to which reference is made.FIG. 11 shows an eighth embodiment of the transmission SG according to the invention. The transmission SG according to FIG. 11 corresponds substantially to the transmission SG according to FIG. 3, wherein a difference between these two embodiments consists in the arrangement of the planetary sets PS 1, PS 2, PS 3 and the arrangement of the two shift units. In the present case, the third planetary set PS 3 is arranged axially between the first and the second planetary set PS 1, PS 2. This reveals the classic "simpson binding" with a double sun. This can have structural advantages. Further, the second shift unit is not disposed on a periphery of the planetary gear sets but axially adjacent to the second planetary gear set PS2, thereby reducing the diameter of the second slide sleeve SM2. Thus, the third and fourth shift elements C, D are not disposed on a periphery of the planetary gear sets and do not axially overlap with the planetary gear sets. The third and fourth shift elements C, D are disposed axially adjacent to the second planetary gear set PS 2. An axial structural length is saved. Otherwise, the embodiment according to FIG. 11 corresponds to the embodiment according to FIG. 3, to which reference is made.Reference numerals denote reference numerals100 Vehicle 101 First axle 102 Second axle R 1 Vehicle wheel R 2 Vehicle wheel R 3 Vehicle wheel R 4 Vehicle wheel An Driveshaft Ab Output shaft SG Transmission EM Electric machine EMS Stator of the electric machine EMR Rotor of the electric machine RW Rotor shaft ST 1 First spur gear stage ST 2 Second spur gear stage S 1 First spur gear S 2 Second spur gear S 3 Third spur gear S 4 Fourth spur gear PS 1 First planetary set SO 1 First sun shaft HO 1 First ring shaft ST 1 First carrier shaft PS 2 Second planetary set SO 2 Second sun shaft HO 2 Second ring shaft ST 2 Second carrier shaft PS 3 Third planetary set SO 3 Third sun shaft HO 3 third ring gear shaft ST 3 third carrier shaft AK 1 first actuator AK 2 second actuator SM 1 first sliding sleeve SM 2 second sliding sleeve G housing R axis of rotation KG bevel gear stage DG differential D 1 differential input shaft D 2 first differential output shaft D 3 second differential output shaft A first shifting element B second shifting element C third shifting element D fourth shifting element E fifth shifting element F fifth shifting element

Claims

A transmission (SG) for a vehicle (100), comprising • an input shaft (An) for connecting an electric machine (EM), • an output shaft (Ab), • a first shift element (A) and a second shift element (B), • a first planetary set (PS1) with a first sun shaft (SO1), a first ring gear shaft (HR1) and a first carrier shaft (ST1), • a second planetary set (PS2) with a second sun shaft (SO2), a second ring gear shaft (HR2) and a second carrier shaft (ST2), and • a third planetary set (PS3) with a third sun shaft (SO3), a third ring gear shaft (HR3) and a third carrier shaft (ST3), • wherein 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 carrier shaft (ST3) are connected in a rotationally fixed manner and form a second coupling shaft, • wherein in the closed state of the second shift element (B) a first gear is shifted with a first transmission 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 shift element (A), a second gear with a second transmission ratio is shifted, wherein, in the second gear, the first ring gear shaft (HR 1) is connected to the stationary component in a rotationally fixed manner.A transmission (SG) for a vehicle (100), comprising • an input shaft (An) for connecting an electric machine (EM), • an output shaft (Ab), • a first shift element (A), a second shift element (B), a third shift element (C) and a fourth shift element (D), • a first planetary set (PS1) with a first sun shaft (SO1), a first ring gear shaft (HR1) and a first carrier shaft (ST1), • a second planetary set (PS2) with a second sun shaft (SO2), a second ring gear shaft (HR2) and a second carrier shaft (ST2) and • a third planetary set (PS3) with a third sun shaft (SO3), a third ring gear shaft (HR3) and a third carrier shaft (ST3), • wherein 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 carrier shaft (ST3) are connected in a rotationally fixed manner and form a second coupling shaft, • wherein a first gear is shifted with a first transmission ratio in the closed state of the second and third shift elements (B, C), 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 shift elements (A, C) a second gear is shifted with a second transmission ratio, 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 shift elements (B, D) a third gear is shifted with a third transmission ratio, 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 shift elements (A, D), a fourth gear with a fourth transmission ratio is shifted, wherein, in the fourth gear, the first ring gear shaft (HR 1) is connected to the stationary component in a rotationally fixed manner and the second coupling shaft is connected to the output shaft (Ab) in a rotationally fixed manner.The transmission (SG) according to claim 1 or 2, wherein the first and the second shift element (A, B) are formed combined to form a first positive-locking shift unit with three shift positions and a first sliding sleeve (SM1), wherein a first actuator (AK1) is configured for axial displacement of the first sliding sleeve (SM1) into the respective shift position.The transmission (SG) according to claim 2 or 3, further comprising a fifth shifting element (E, F), wherein a fifth gear, which is configured as a direct gear, is shifted with a fifth transmission 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 drive shaft (An) to the output shaft (Ab) in a rotationally fixed manner.The transmission (SG) according to claim 2, further comprising a fifth shifting element (E, F), wherein a fifth gear is shifted with a fifth transmission ratio when either the fourth and the fifth shifting element (D, F) or the third and the fifth shifting element (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 sets (PS1, PS2, PS3).The transmission (SG) according to claim 5, wherein the first, the second and the fifth shift element (A, B, F) are formed combined to form a first positive-locking shift unit with five shift positions and a first sliding sleeve (SM1), wherein a first actuator (AK1) is configured for axial displacement of the first sliding sleeve (SM1) into the respective shift position.The transmission (SG) according to one of claims 2 or 5 or 6, wherein the third and the fourth shift element (C, D) are formed combined to form a second positive-locking shift unit with three shift positions and a second sliding sleeve (SM2), wherein a second actuator (AK2) is configured for axial displacement of the second sliding sleeve (SM2) into the respective shift position.The transmission (SG) according to claim 4, wherein the third, the fourth and the fifth shift element (C, D, E) are formed combined to form a second positive-locking shift unit with five shift positions and a second sliding sleeve (SM2), wherein a second actuator (AK2) is configured for axial displacement of the second sliding sleeve (SM2) into the respective shift position.The transmission (SG) according to any one of the preceding claims, wherein all the shift elements are arranged axially adjacent to one another and radially nested on a circumference of the planetary sets.A gearbox (SG) according to any of claims 2 to 8, wherein the third and fourth shift elements (C, D) do not have an axial overlap with the planetary sets.The manual transmission (SG) according to any one of the preceding claims, wherein the second planetary set (PS2) is arranged axially between the first and third planetary sets (PS3).The manual transmission (SG) according to any one of claims 1 to 10, wherein the third planetary gear set (PS3) is axially disposed between the first and second planetary gear sets (PS2).Drive unit for a vehicle (100), comprising an electric machine (EM) and a gearbox (SG) according to one of the preceding claims, wherein the electric machine (EM) is arranged axially parallel or coaxially to the gearbox (SG).Drive unit according to Claim 13, further having 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.Vehicle (100) comprising at least one drive unit according to one of claims 13 or 14.

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