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

Abstract

The invention relates to a manual transmission (SG) for a vehicle (100) comprising an input shaft (An) for connecting an electric machine (EM), an output shaft (Ab), a positive-locking shifting unit with at least a first shifting element (A), a second shifting element (B) and a single axially displaceable sliding sleeve (SM), a first planetary gear set (PS1), a second planetary gear set (PS2) and a third planetary gear set (PS3) with a respective sun gear shaft (SO1, SO2, SO3), a respective ring gear shaft (HR1, HR2, HR3) and a respective carrier shaft (ST1, ST2, ST3), wherein the third sun gear shaft (SO3) and the input shaft (An) are connected in a rotationally fixed manner, wherein the third carrier shaft (ST3), the second ring gear shaft (HR2) and the output shaft (Ab) are connected in a rotationally fixed manner, wherein the second carrier shaft (ST2) and the first ring gear shaft (HR1) are connected in a rotationally fixed manner,wherein the second sun shaft (SO2) and the first web shaft (ST1) are connected in a rotationally fixed manner to a stationary component, wherein in the closed state of the first switching element (A) a first gear with a first ratio is engaged, wherein in the first gear the first sun shaft (SO1) and the third ring gear shaft (HR3) are connected in a rotationally fixed manner, wherein in the closed state of the second switching element (B) a second gear with a second ratio is engaged, wherein in the second gear the third ring gear shaft (HR3) is connected in a rotationally fixed manner to the stationary component.

Description

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

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

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

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

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

[0006] A drive unit according to the invention for a vehicle comprises an electric machine and a manual transmission according to the invention. The electric machine is preferably arranged coaxially to the manual transmission. The manual transmission enables the connection of the electric machine to introduce drive power via the drive shaft. The manual transmission is drivingly connected either to a differential or to a vehicle wheel via the output shaft. For example, a single drive unit is used in an electric drive axle for an electric vehicle, in which case the output shaft is drivingly connected to a differential. Alternatively, two drive units can be used in an electric drive axle for an electric vehicle, in which case the respective output shaft is drivingly connected to the respective vehicle wheel of the drive axle.Depending on the design, the manual transmission has two, three or four gears that are shifted using the positive shift unit, thereby increasing energy efficiency for electric vehicles.

[0007] The shifting elements of the positive shifting unit are designed as gear shifting elements and are thus configured for shifting gears. To shift the first gear, only the first shifting element can be actuated or closed. To shift the second gear, only the second shifting element can be actuated or closed. Optionally, a third shifting element can also be provided, wherein the third shifting element can be actuated or closed to shift a third gear. Optionally, a fourth shifting element can also be provided, wherein the fourth shifting element can be actuated or closed to shift a fourth gear.

[0008] A "switching element" is a switchable device that, when closed, connects two shafts or a shaft and a stationary component in a rotationally fixed manner. When opened, it decouples the two shafts or the shaft and the stationary component. Two shafts can then rotate relative to each other. A "stationary component" is a component that is fixed in a stationary manner, in particular, that is rotationally fixed or integrally connected to a housing or part of a housing.

[0009] The first shifting element and the second shifting element form a shifting unit. In particular, the shifting unit has three shift positions and a single axially displaceable sliding sleeve. The sliding sleeve can be moved into the respective shift position by means of a single actuator. Preferably, the shifting unit has a neutral position between two gear positions, so that with three shift positions, two gear positions and a neutral position are provided. In a neutral position, two shafts are decoupled from one another via the shifting unit, with the sliding sleeve then being in rotational engagement with a single shaft. In particular, the actuator moves the sliding sleeve into the respective shift position and thereby shifts two gears sequentially, whereby changing between gears always requires passing through the neutral position.The sliding sleeve is designed to be positively engaged and has positive-locking claws that interact in a positive-locking manner with a corresponding claw toothing in the respective gear position to establish a rotationally fixed connection between two shafts or between a shaft and a stationary component. Therefore, the respective claw toothing with which the sliding sleeve interacts in a positive-locking manner is to be understood as a shifting element. The 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 have an optimized efficiency, offering a cost advantage over friction-locking shifting elements. The use of the sliding sleeve to shift the gears further increases compactness.

[0010] According to a preferred embodiment, the positive-locking shifting unit further comprises a third shifting element, wherein, in the closed state of the third shifting element, a third gear with a third ratio is engaged. The third shifting element is thus also a gear shifting element, wherein only the third shifting element can be actuated or closed to engage the third gear. In the third gear, the third shifting element is closed, and the first ring gear shaft, the second carrier shaft, and the third ring gear shaft are connected in a rotationally fixed manner.

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

[0012] According to a preferred embodiment, the positive-locking shifting unit further comprises a fourth shifting element, wherein, in the closed state of the fourth shifting element, a fourth gear designed as a direct gear with a fourth ratio is engaged. A direct gear has a ratio of 1. The fourth shifting element is thus also a gear shifting element, wherein only the fourth shifting element can be actuated or closed to shift the fourth gear. In fourth gear, the third planetary gear set is blocked and thus rotates as a block. For example, in a closed state, the fourth shifting element connects the third ring gear shaft, the second ring gear shaft, the third carrier shaft, and the output shaft to one another in a rotationally fixed manner.Alternatively, the third planetary gear set can also be locked by connecting the third ring gear shaft to the third sun gear shaft and the input shaft, or by connecting the third carrier shaft to the third sun gear shaft and the input shaft. In other words, when the fourth shift element is closed, it connects the third ring gear shaft, the third sun gear shaft, and the input shaft in a rotationally fixed manner. Alternatively, when the fourth shift element is closed, it connects the third carrier shaft, the third sun gear shaft, and the input shaft in a rotationally fixed manner.

[0013] According to a preferred embodiment, the first shifting element, the second shifting element, the third shifting element, and the fourth shifting element form a shifting unit with seven shift positions, wherein the shifting unit has a single axially displaceable sliding sleeve. The sliding sleeve can be axially displaced into the respective shift position by means of a single actuator. The shifting unit preferably has a neutral position between each two gear positions, so that with seven shift positions, four gear positions and three neutral positions are provided. In a neutral position, two shafts or a shaft and a stationary component are decoupled from one another via the shifting unit, wherein the sliding sleeve is then in rotational engagement with a single shaft. In particular, the actuator shifts the sliding sleeve into the respective shift position and thereby shifts four gears sequentially.The sliding sleeve is in rotational engagement with the third ring gear shaft in every switching position, regardless of the number of shift elements. This creates design and assembly advantages.

[0014] According to one embodiment, the drive unit further comprises a differential with a differential input shaft, which is non-rotatably connected to the output shaft, and two differential output shafts. Thus, the differential is arranged coaxially with the manual transmission. According to an alternative embodiment, the differential is arranged transversely to the manual transmission, with the differential input shaft being connected to the output shaft via a bevel gear stage.

[0015] 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.

[0016] Alternatively, the differential is designed as an integral differential and has a differential input shaft that is non-rotatably connected to the output shaft, two differential output shafts, and two planetary gear sets. For example, the differential and the manual transmission are arranged on a common axis of rotation. The drive power fed into the differential gear via the differential input shaft is distributed to the differential output shafts and transmitted to the drive wheels of the axle. The differential output shafts are designed to be drivingly connected to the drive wheels of the vehicle. The respective differential output shaft can be connected to the corresponding vehicle wheel directly or indirectly via a joint, a drive shaft, and / or a wheel hub.

[0017] In particular, the two planetary gear sets of the integral differential are radially nested. This increases the compactness of the manual transmission. An "integral differential" is understood to be a differential with a first planetary gear set and a second planetary gear set operatively connected to the first planetary gear set. The first planetary gear set of the integral differential is, on the one hand, drive-connected to the output shaft, and, on the other hand, drive-connected to the second planetary gear set of the integral differential and at least indirectly to the first differential output shaft. The second planetary gear set of the integral differential is, moreover, drive-connected to the second differential output shaft and is supported on a stationary component, in particular a housing component.Using such an integral differential, the input torque introduced into the integral differential can be converted and distributed between the two differential output shafts in a defined ratio. Specifically, the input torque is transmitted equally to the two differential output shafts.

[0018] At identical output shaft speeds, the integral differential has no gears rotating within the block or rotating without a rolling motion. Therefore, regardless of the output shaft speeds, there is always a relative movement between the meshing components of the integral differential. With an integral differential, the sum of both wheel torques is not combined or summarized into a single axle torque in one component; instead, the drive power is divided within the integral differential and transmitted to the connected differential output shafts according to the design of the first and second planetary gear sets. This allows the components of the integral differential to be designed more slenderly due to the comparatively low torque. Furthermore, a reduction in component number and weight savings are achieved.Using such an integral differential, the two functions of torque conversion and torque distribution, which are usually performed by two separate components, can be implemented by a single integral component. The integral differential is thus a combined transmission and differential gear that, on the one hand, realizes torque conversion and, on the other, torque distribution to the differential output shafts.

[0019] According to one embodiment, the three planetary gear sets are arranged axially adjacent to one another, with the shifting unit being arranged at least partially radially nested on the outer circumference of the planetary gear sets. This makes the manual transmission more axially compact. In particular, the second planetary gear set is arranged axially between the first and third planetary gear sets. Preferably, at least one of the two planetary gear sets is arranged radially within the sliding sleeve. In other words, the sliding sleeve and at least one of the three planetary gear sets are arranged at least partially or completely axially overlapping.

[0020] A vehicle according to the invention comprises at least one manual transmission according to the invention and / or one drive unit according to the invention. The above definitions as well as explanations regarding technical effects, advantages, and advantageous embodiments of the manual transmission according to the invention and the drive unit according to the invention also apply mutatis mutandis to the vehicle according to the invention.

[0021] Advantageous embodiments of the invention, which are explained below, are illustrated in the drawings, wherein identical or similar elements are provided with the same reference numerals. They show: Fig. 1 is a highly abstracted schematic view of a vehicle with a drive axle having an electric machine and a manual transmission according to the invention; Fig. 2 a highly abstracted schematic view of a 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 manual transmission according to the invention according to a third embodiment; Fig. 5 a highly abstracted schematic view of a manual transmission according to the invention according to a fourth embodiment; Fig. 6 a highly abstracted schematic view of a drive unit according to the invention with a manual transmission according to Fig. 4 and Fig. 7 a highly abstracted schematic view of a drive unit according to the invention with a manual transmission according to Fig. 5.

[0022] 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 transversely to 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. 7. Alternatively, as well as in Fig. 6, the electric machine EM and the manual transmission SG are arranged in the longitudinal direction of the vehicle, with the differential DG being arranged transversely to the vehicle longitudinal direction.

[0023] 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.

[0024] Fig. 2 shows a manual transmission SG for a vehicle according to a first embodiment. The manual transmission SG can be connected to an electric machine EM (not shown in detail) via a drive shaft An. The electric machine can be arranged axially parallel and connected to the drive shaft by one or more spur gear stages. Alternatively, the electric machine can be arranged coaxially. The manual transmission SG has a positive-locking shifting unit with a first shifting element A, a second shifting element B and a single axially displaceable sliding sleeve SM. Furthermore, the manual transmission SG has a first planetary gear set PS1, a second planetary gear set PS2 and a third planetary gear set PS3. The first planetary gear set PS1 comprises three shafts, namely a first sun gear shaft SO1, a first ring gear shaft HR1 and a first planetary gear shaft ST1.The first carrier shaft ST1 carries several planet gears that mesh with the first sun gear shaft SO1 and the first ring gear shaft HR1, i.e., they mesh. The second planetary gear set PS2 also comprises three shafts, namely a second sun gear shaft SO2, a second ring gear shaft HR2, and a second carrier shaft ST2. The second carrier shaft ST2 carries several planet gears that mesh with the second sun gear shaft SO2 and the second ring gear shaft HR2. The third planetary gear set PS3 also comprises three shafts, namely a third sun gear shaft SO3, a third ring gear shaft HR3, and a third carrier shaft ST3. The third carrier shaft ST3 carries several planet gears that mesh with the third sun gear shaft SO3 and the third ring gear shaft HR3. Furthermore, the three planetary gear sets PS1, PS2, and PS3 are arranged axially adjacent to one another, with the sliding sleeve SM being arranged radially nested on the outer circumference of the first planetary gear set PS1 in order to save installation space and thereby increase compactness.

[0025] The third sun shaft SO3 and the input shaft An are connected in a rotationally fixed manner. The drive power of an electric machine can be introduced into the manual transmission SG via the input shaft An. Furthermore, the third carrier shaft ST3, the second ring gear shaft HR2 and the output shaft Ab are connected in a rotationally fixed manner. The second carrier shaft ST2 and the first ring gear shaft HR1 are connected in a rotationally fixed manner. The second sun shaft SO2 and the first carrier shaft ST1 are connected in a rotationally fixed manner to a stationary component designed as a housing G. The first sun shaft SO1 and the third ring gear shaft HR3 can be connected in a rotationally fixed manner via the first switching element A. The third ring gear shaft HR3 can be connected in a rotationally fixed manner to the stationary component via the second switching element B.

[0026] The output shaft Ab can be drivingly connected to at least one drive wheel of the vehicle indirectly, for example via a differential and / or a gear ratio, or immediately, i.e. directly, in this case this is indicated by an arrow on the output shaft Ab. For example, a drive device can be provided for each drive wheel of the vehicle. The manual transmission SG has a rotational axis of symmetry R, ​​which coincides with the input shaft An and the output shaft Ab. The three planetary gear sets PS1, PS2, PS3 are arranged coaxially to the input shaft An and the output shaft Ab. The input shaft An is guided by the first and second planetary gear sets PS1, PS2, whereby the output shaft Ab is not guided by any of the three planetary gear sets PS1, PS2, PS3.

[0027] The positive-locking shift unit with the two shift elements A, B has three shift positions, whereby the three shift positions are achieved by axially moving the sliding sleeve SM. The sliding sleeve SM has claw shift elements and can be axially moved into the respective shift position by means of a single actuator AK. Thus, all three shift positions of the shift unit are arranged linearly and consist of two gear positions and a neutral position, with the neutral position located between the two gear positions. Gears one and two are shifted one after the other or sequentially by moving the sliding sleeve SM in an axial direction, via the neutral position. This not only saves weight and components, but also costs, installation space and assembly effort.

[0028] First gear is engaged when the sliding sleeve SM is in a first gear position, i.e., a first shift position. The first shift element A, in an actuated or closed state—i.e., in the first shift position of the sliding sleeve SM—connects the first sun gear shaft SO1 and the third ring gear shaft HR3 to engage first gear. First gear is thus engaged by actuating the sliding sleeve SM and closing only the first shift element A.

[0029] First gear is disengaged by axially shifting the sliding sleeve SM into a first neutral position, i.e., a second shift position. In the second shift position of the sliding sleeve SM, the sliding sleeve SM is only in rotational engagement with the third ring gear shaft HR3. In this neutral position, both shift elements A and B are open, so that the drive motor, which can be connected to the input shaft An, is decoupled from the output. In this neutral position, the electric motor can synchronize the target gear. In this case, Fig. 2 shows this second switching position of the sliding sleeve SM.

[0030] Second gear is engaged by axially moving the sliding sleeve SM into a second gear position, i.e., a third shift position. The second shift element B, in an actuated or closed state—i.e., in the third shift position of the sliding sleeve SM—connects the third ring gear shaft HR3 to the stationary component to engage second gear. Second gear is thus engaged by actuating the sliding sleeve SM and closing only the second shift element B.

[0031] 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, the difference between these two embodiments being the design of the shifting unit. In this case, the positive-locking shifting unit further comprises a third shifting element C. The third shifting element C can be used to engage a third gear with a third ratio. When closed, the third shifting element C connects the first ring gear shaft HR1, the second carrier shaft ST2, and the third ring gear shaft HR3.

[0032] The first shifting element A, the second shifting element B and the third shifting element C are thus designed together to form a shifting unit with five shift positions, wherein the shifting unit has a single axially displaceable sliding sleeve SM with which the five shift positions are realized. The sliding sleeve SM has claw shift elements and can be axially displaced into the respective shift position by means of a single actuator AK. Thus, all five shift positions of the shifting unit are arranged linearly and consist of three gear positions and two neutral positions, with a neutral position located between each two gear positions. The three gears are shifted one after the other or sequentially by moving the sliding sleeve SM in an axial direction, beyond the neutral position. This not only saves weight and components, but also costs, installation space and assembly effort.The first three switching positions of the sliding sleeve SM according to this second embodiment of the manual transmission SG correspond exactly to the first three switching positions of the sliding sleeve SM according to the first embodiment of the manual transmission SG.

[0033] Second gear is disengaged by axially shifting the sliding sleeve SM into a second neutral position, i.e., the fourth shift position. In the second neutral position, the sliding sleeve SM is only in rotational engagement with the third ring gear shaft HR3. In this neutral position, all three shift elements A, B, and C are open, allowing the electric motor to synchronize the target gear. In this case, Fig. 3 shows this second neutral position.

[0034] Third gear is engaged by axially shifting the sliding sleeve SM into a third gear position, i.e., a fifth shift position. In the fifth shift position of the sliding sleeve SM, the third shift element C connects the first ring gear shaft HR1, the second carrier shaft ST2, and the third ring gear shaft HR3 to shift the third gear. In each of the five shift positions, the sliding sleeve SM is in rotational engagement with the third ring gear shaft HR3. Otherwise, the embodiment according to Fig. 3 the embodiment according to Fig. 2, to which reference is made.

[0035] Fig. Figure 4 shows a third embodiment of the manual transmission SG according to the invention. The manual transmission SG according to Fig. 4 essentially corresponds to the manual transmission SG according to Fig. 3, the difference between these two embodiments being the design of the shifting unit. In the present case, the positive-locking shifting unit further comprises a fourth shifting element D. With the fourth shifting element D, a fourth gear configured as a direct gear with a fourth ratio can be shifted. In the closed state, the fourth shifting element D connects the third ring gear shaft HR3, the second ring gear shaft HR2, the third carrier shaft ST3, and the output shaft Ab in a rotationally fixed manner.

[0036] The first shifting element A, the second shifting element B, the third shifting element C and the fourth shifting element D are thus designed together to form a shifting unit with seven shift positions, wherein the shifting unit has a single axially displaceable sliding sleeve SM with which the seven shift positions are realized. The sliding sleeve SM has claw shift elements and can be axially displaced into the respective shift position by means of a single actuator AK. Thus, all seven shift positions of the shifting unit are arranged linearly and consist of four gear positions and three neutral positions, with a neutral position located between each two gear positions. The four gears are shifted one after the other or sequentially by moving the sliding sleeve SM in an axial direction, beyond the neutral position. This not only saves weight and components, but also costs, installation space and assembly effort.The first five switching positions of the sliding sleeve SM according to this third embodiment of the manual transmission SG correspond exactly to the first five switching positions of the sliding sleeve SM according to the second embodiment of the manual transmission SG.

[0037] Third gear is disengaged by axially shifting the sliding sleeve SM into a third neutral position, i.e., the sixth shift position. In the third neutral position, the sliding sleeve SM is only in rotational engagement with the third ring gear shaft HR3. In this neutral position, all four shift elements A, B, C, D are open, allowing the electric motor to synchronize the target gear. In this case, Fig. 4 shows this third neutral position.

[0038] Fourth gear is engaged by axially shifting the sliding sleeve SM into a fourth gear position, i.e., a seventh shift position. In the seventh shift position of the sliding sleeve SM, the fourth shift element D connects the third ring gear shaft HR3, the second ring gear shaft HR2, the third carrier shaft ST3, and the output shaft Ab to lock the third planetary gear set PS3 and shift the fourth gear. In each of the seven shift positions, the sliding sleeve SM is in rotational engagement with the third ring gear shaft HR3. Otherwise, the embodiment according to Fig. 4 the embodiment according to Fig. 3, to which reference is made.

[0039] Fig. Figure 5 shows a fourth embodiment of a 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. 4, whereby the difference between these two embodiments lies in the arrangement of the input shaft An and the output shaft Ab. In this case, the input shaft An is not guided through the first and second planetary gear sets PS1, PS2, but rather the output shaft Ab. Therefore, this embodiment represents a binding variant that can have design advantages. Otherwise, the embodiment according to Fig. 4 the embodiment according to Fig. 3, to which reference is made.

[0040] Fig. Figure 6 shows the third embodiment of the manual transmission SG according to the invention, which is connected to an electric motor EM via the input shaft An. The electric motor EM has a housing-fixed stator EMS and a rotatable rotor EMR and is arranged coaxially with the manual transmission SG. Furthermore, the output shaft Ab of the manual transmission SG is connected to a differential DG via a bevel gear stage KG. Thus, the electric motor EM, the manual transmission SG, and the differential DG form the electric drive unit. The manual transmission SG according to Fig. 6 corresponds exactly to the manual transmission SG according to Fig. 4, to which reference is made. The electric machine EM and the manual transmission SG are arranged in the longitudinal direction of the vehicle, with the differential DG being arranged in the transverse direction of the vehicle.

[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 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 is therefore driven via the differential carrier. 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.Arrows on the differential output shafts D2, D3 indicate a connection to a respective vehicle wheel of this vehicle axle. The advantage of this embodiment is that the input shaft (An) and output shaft (Ab) do not have to be hollow shafts. They can, in particular, be designed as solid shafts, since neither of the two differential output shafts D2, D3 extends through them. Otherwise, the embodiment shown in FIG. Fig. 6 the embodiment according to Fig. 4, to which reference is made.

[0042] Fig. Figure 7 shows the fourth embodiment of the manual transmission SG according to the invention, which is connected to an electric motor EM via the input shaft An. The electric motor EM has a housing-fixed stator EMS and a rotatable rotor EMR and is arranged coaxially with the manual transmission SG. Furthermore, the output shaft Ab of the manual transmission SG is drive-connected to a differential DG. Thus, the electric motor EM, the manual transmission SG, and the differential DG form the electric drive unit. The manual transmission SG according to Fig. 7 corresponds exactly to the manual transmission SG according to Fig. 5, to which reference is made. The electric motor EM, the manual transmission SG, and the differential DG are arranged coaxially with each other and in the transverse direction of the vehicle.

[0043] 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 torsionally connected to the output shaft Ab. The differential DG is therefore driven via the differential carrier. 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 torsionally connected to the respective differential output shaft D2, D3. Arrows on the differential output shafts D2, D3 indicate a connection to a respective vehicle wheel on this vehicle axle.The first differential output shaft D2 is guided axially through the electric motor EM and the manual transmission SG, making the drive unit more compact. Furthermore, the third planetary gear set PS3 is arranged at least partially within the electric motor EM, further increasing compactness. Alternatively, the differential DG can be arranged on the opposite side of the drive unit and nested at least partially within the electric motor EM, further increasing compactness. Otherwise, the exemplary embodiment according to FIG. Fig. 7 the embodiment according to Fig. 5, 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 PS1 first planetary 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 KG bevel gear stage DG Differential D1 differential input shaft D2 first differential output shaft D3 second differential output shaft AK Actuator G Housing R axis of symmetry SM sliding sleeve A first switching element B second switching element C third switching element D fourth switching element QUOTES CONTAINED IN THE DESCRIPTION

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

[0000] WO 2021 / 013 298 A1

[0002]

Claims

[1] Manual transmission (SG) for a vehicle (100) comprising • a drive shaft (An) for connecting an electrical machine (EM), • an output shaft (Ab), • a positive switching unit with at least a first switching element (A), a second switching element (B) and a single axially displaceable sliding sleeve (SM), • a first planetary gear set (PS1) with a first sun shaft (SO1), a first ring gear shaft (HR1) and a first carrier shaft (ST1), • 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 third sun shaft (SO3) and the drive shaft (An) are connected in a rotationally fixed manner, • the third carrier shaft (ST3), the second ring gear shaft (HR2) and the output shaft (Ab) are connected in a rotationally fixed manner, • wherein the second carrier shaft (ST2) and the first ring gear shaft (HR1) are connected in a rotationally fixed manner, • wherein the second sun shaft (SO2) and the first web shaft (ST1) are connected in a rotationally fixed manner to a stationary component, • wherein in the closed state of the first switching element (A) a first gear is engaged with a first gear ratio, wherein in the first gear the first sun shaft (SO1) and the third ring gear shaft (HR3) are connected in a rotationally fixed manner, • wherein in the closed state of the second switching element (B) a second gear with a second gear ratio is engaged, wherein in the second gear the third ring gear shaft (HR3) is connected in a rotationally fixed manner to the stationary component. [2] Manual transmission (SG) according to claim 1, wherein the positive switching unit has two gear positions and a neutral position, wherein the neutral position is arranged between the two gear positions. [3] Manual transmission (SG) according to claim 1, wherein the positive switching unit further comprises a third switching element (C), wherein in the closed state of the third switching element (C) a third gear with a third ratio is engaged. [4] Manual transmission (SG) according to claim 3, wherein the third switching element (C) in a closed state connects the first ring gear shaft (HR1), the second carrier shaft (ST2) and the third ring gear shaft (HR3) in a rotationally fixed manner. [5] Manual transmission (SG) according to claim 3 or 4, wherein the positive switching unit has three gear positions and two neutral positions, wherein a neutral position is arranged between each two gear positions. [6] Manual transmission (SG) according to claim 3 or 4, wherein the positive switching unit further comprises a fourth switching element (D), wherein in the closed state of the fourth switching element (D) a fourth gear designed as a direct gear with a fourth ratio is engaged. [7] Manual transmission (SG) according to claim 6, wherein the fourth switching element (D) in a closed state connects the third ring gear shaft (HR3), the second ring gear shaft (HR2), the third carrier shaft (ST3) and the output shaft (Ab) in a rotationally fixed manner. [8] Manual transmission (SG) according to claim 6 or 7, wherein the positive switching unit has four gear positions and three neutral positions, wherein a neutral position is arranged between each two gear positions. [9] 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 coaxially with the manual transmission (SG). [10] Drive unit according to claim 9, further comprising a differential (DG) with a differential input shaft (D1) which is non-rotatably connected to the output shaft (Ab), and two differential output shafts (D2, D3). [11] Drive unit according to claim 9, further comprising a differential (DG) with a differential input shaft (D1) which is connected in a rotationally fixed manner to the output shaft (Ab) via a bevel gear stage (KG), and two differential output shafts (D2, D3). [12] Vehicle (100) comprising at least one manual transmission (SG) according to one of claims 1 to 8.

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