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

Abstract

The invention relates to a manual transmission (SG) 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) with a first sun gear shaft (SO1), a first ring gear shaft (HR1) and a first carrier shaft (ST1) and a second planetary gear set (PS2) with a second sun gear shaft (SO2), a second ring gear shaft (HR2) and a second carrier shaft (ST2), wherein the first sun gear shaft (SO1) and the input shaft (An) are connected in a rotationally fixed manner, wherein the first carrier shaft (ST1), the second ring gear shaft (HR2) and the output shaft (Ab) are connected in a rotationally fixed manner, wherein the second sun gear shaft (SO2) is connected in a rotationally fixed manner to a stationary component,In the closed state of the first shifting element (A), a first gear with a first ratio is engaged, wherein in the first gear, the first ring gear shaft (HR1) is connected in a rotationally fixed manner to the stationary component. In the closed state of the second shifting element (B), a second gear with a second ratio is engaged, wherein in the second gear, the first ring gear shaft (HR1) and the second carrier shaft (ST2) are connected in a rotationally fixed manner. Furthermore, the invention relates to a drive unit for a vehicle (100) with an electric machine (EM) and such a manual transmission (SG).

Description

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

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

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

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

[0005] According to a further embodiment of the invention, a manual transmission for a vehicle comprises an input shaft for connecting an electric machine, an output shaft, a positive-locking shifting unit with at least a first shifting element, a second shifting element and a single axially displaceable sliding sleeve, a first planetary gear set with a first sun gear shaft, a first ring gear shaft and a first carrier shaft, and a second planetary gear set with a second sun gear shaft, a second ring gear shaft and a second carrier shaft, wherein the first sun gear shaft and the input shaft are connected in a rotationally fixed manner, wherein the first carrier shaft, the second ring gear shaft and the output shaft are connected in a rotationally fixed manner, wherein in the closed state of the first shifting element, a first gear with a first ratio is engaged, wherein in the first gear, the first ring gear shaft and the second carrier shaft are connected in a rotationally fixed manner to a stationary component,wherein, in the closed state of the second shift element, a second gear with a second ratio is engaged, wherein in the second gear, the second sun shaft is connected to the stationary component in a rotationally fixed manner. In particular, the first carrier shaft and the second ring gear shaft form a first coupling shaft between the two planetary gear sets, wherein the first ring gear shaft and the second carrier shaft form a second coupling shaft between the two planetary gear sets. For this purpose, reference is made to the embodiments according to , Fig. 5 to Fig. 9.

[0006] For the purposes of the invention, a “shaft” is understood to be a rotatable component of the transmission via which associated components of the transmission are connected to one another in a rotationally fixed manner or via which such a connection can be established upon actuation of one of the shift elements. The respective shaft can connect the components axially or radially, or even both axially and radially. For example, the respective shaft can also be in the form of an intermediate piece via which a respective component is connected radially, for example. The term “shaft” does not exclude the possibility that the components to be connected can be designed as a single piece. In particular, two or more shafts connected to one another in a rotationally fixed manner can be designed as a single piece.

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

[0008] The shifting elements of the positive shifting unit are designed as gear shifting elements and are thus configured for shifting gears. To shift first gear, only the first shifting element can be actuated or closed. To shift second gear, only the second shifting element can be actuated or closed. Optionally, a third shifting element can be provided, wherein the third shifting element can be actuated or closed to shift third gear. A “shifting element” is understood to be a switchable device which, in a closed state, connects two shafts or a shaft and a stationary component in a rotationally fixed manner and, in an open state, decouples the two shafts or the shaft and the stationary component from one another. Two shafts can then rotate relative to one another.A “stationary component” is a component that is fixed in a stationary manner, in particular that is connected in a rotationally fixed manner or in one piece 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 shifting unit further comprises a third shifting element, wherein in the closed state of the third shifting element, a third gear designed as a direct gear with a third gear ratio is engaged. A direct gear has a gear ratio of 1. 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 first planetary gear set is blocked and thus rotates in a block. For example, in a closed state, the third shifting element connects the first ring gear shaft, the first carrier shaft, the second ring gear shaft and the output shaft to one another in a rotationally fixed manner. For this purpose, reference is made to the embodiment according to Fig. 3. For example, the third switching element, in a closed state, connects the first ring gear shaft, the first sun gear shaft, and the drive shaft in a rotationally fixed manner. For this purpose, reference is made to the embodiment according to Fig. 4. For example, the third switching element, in a closed state, connects the first ring gear shaft, the second carrier shaft, and the second sun shaft in a rotationally fixed manner. For this purpose, reference is made to the embodiments according to Fig. 8 and Fig. 9.

[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 or the stationary component. In particular, the actuator shifts the sliding sleeve into the respective shift position and thereby shifts three gears sequentially.

[0012] According to one embodiment, the manual transmission further comprises a differential. The differential is preferably designed as an integral differential and comprises a differential input shaft that is rotationally fixedly 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 associated vehicle wheel directly or indirectly via a joint, a propeller shaft, and / or a wheel hub.

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

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

[0015] According to one embodiment, the second planetary gear set is arranged axially adjacent to the first planetary gear set, wherein the switching unit is arranged at least partially radially nested on the outer circumference of the planetary gear sets. This makes the manual transmission more axially compact. Preferably, at least one of the two planetary gear sets is arranged radially inside the sliding sleeve. In other words, the sliding sleeve and at least one or both planetary gear sets are arranged at least partially or completely axially overlapping. Alternatively, the switching unit is arranged axially adjacent to the second planetary gear set and has no axial overlap with the planetary gear sets. This makes the manual transmission more compact in the radial direction.

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

[0017] Advantageous embodiments of the invention, which are explained below, are illustrated in the drawings, wherein identical or similar elements are provided with the same reference numerals. They show: Fig. 1 is a highly abstracted schematic view of a vehicle with a drive axle having an electric machine and a manual transmission according to the invention; Fig. 2 a highly abstracted schematic view of a drive unit according to the invention with a manual transmission according to a first embodiment; Fig. 3 a highly abstracted schematic view of a drive unit according to the invention with a manual transmission according to a second embodiment; Fig. 4 a highly abstracted schematic view of a drive unit according to the invention with a manual transmission according to a third embodiment; Fig. 5 a highly abstracted schematic view of a drive unit according to the invention with a manual transmission according to a fourth embodiment; Fig. 6 a highly abstracted schematic view of a drive unit according to the invention with a manual transmission according to a fifth embodiment; Fig. 7 a highly abstracted schematic view of a drive unit according to the invention with a manual transmission according to a sixth embodiment; Fig. 8 a highly abstracted schematic view of a drive unit according to the invention with a manual transmission according to a seventh embodiment and Fig. 9 a highly abstracted schematic view of a drive unit according to the invention with a manual transmission according to an eighth embodiment.

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

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

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

[0021] The first sun gear shaft SO1 and the input shaft An are connected in a rotationally fixed manner. The drive power of the electric machine EM is introduced into the manual transmission SG via the input shaft An. Furthermore, the first carrier shaft ST1, the second ring gear shaft HR2 and the output shaft Ab are connected in a rotationally fixed manner. The second sun gear shaft SO2 is connected in a rotationally fixed manner to a stationary component designed as a housing G. The first ring gear shaft HR1 can be connected in a rotationally fixed manner to the stationary component via the first switching element A. The first ring gear shaft HR1 can be connected in a rotationally fixed manner to the second carrier shaft ST2 via the second switching element B. The output shaft Ab can be drivingly connected indirectly, for example via a differential and / or a transmission stage, or directly, to at least one drive wheel of the vehicle, this being indicated in the present case by an arrow on the output shaft Ab.For example, a drive device can be provided for each drive wheel of the vehicle. The manual transmission SG has a rotational axis of symmetry R, ​​which coincides with the input shaft An and the output shaft Ab. The electric motor EM, as well as the two planetary gear sets PS1, PS2, are arranged coaxially with the input shaft An and the output shaft Ab. The embodiments shown in . Fig. 2 to Fig. 9 show only the “upper” half of the respective drive unit, whereby the “lower”, not shown half is designed symmetrically to the “upper” half.

[0022] The positive-locking shift unit with the two shift elements A, B has three shift positions, whereby the three shift positions are achieved by axially moving the sliding sleeve SM. The sliding sleeve SM has claw shift elements and can be axially moved into the respective shift position by means of a single actuator AK. Thus, all three shift positions of the shift unit are arranged linearly and consist of two gear positions and a neutral position, with the neutral position located between the two gear positions. Gears one and two are shifted one after the other or sequentially by moving the sliding sleeve SM in an axial direction, via the neutral position. This not only saves weight and components, but also costs, installation space and assembly effort.

[0023] First gear is engaged when the sliding sleeve SM is in a first gear position, i.e., a first shift position. The first shift element A, in an actuated or closed state—i.e., in the first shift position of the sliding sleeve SM—connects the first ring gear shaft HR1 to the stationary component to engage first gear. First gear is thus engaged by actuating the sliding sleeve SM and engaging only the first shift element A.

[0024] First gear is disengaged by axially shifting the sliding sleeve SM into a first neutral position, i.e., a second shift position. In the second shift position of the sliding sleeve SM, the sliding sleeve SM is only in rotational engagement with the first ring gear shaft HR1. In this neutral position, both shift elements A and B are open, so that the drive motor connected to the input shaft An is decoupled from the output. In this neutral position, the electric motor EM can synchronize the target gear. In this case, Fig. 2 shows this second switching position of the sliding sleeve SM.

[0025] Second gear is engaged by axially moving the sliding sleeve SM into a second gear position, i.e., a third shift position. When the sliding sleeve SM is in the actuated or closed state, i.e., the third shift position, the second shift element B connects the second carrier shaft ST2 and the first ring gear shaft HR1 to engage second gear. Second gear is thus engaged by actuating the sliding sleeve SM and closing only the second shift element B.

[0026] Fig. Figure 3 shows a second embodiment of the manual transmission SG according to the invention, which is connected to an electric machine EM via the drive shaft An. The electric drive unit formed thereby according to Fig. 3 essentially corresponds to the electric drive unit according to Fig. 2, the difference between these two embodiments being the design of the shifting unit. In the present case, the positive-locking shifting unit further comprises a third shifting element C. With the third shifting element C, a third gear, designed as a direct gear, with a third ratio can be shifted. When closed, the third shifting element C connects the input shaft An and the first sun gear shaft SO1, which is connected thereto in a rotationally fixed manner, to the first ring gear shaft HR1, thereby locking the first planetary gear set PS1.

[0027] 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.

[0028] Second gear is engaged by axially shifting the sliding sleeve SM into a second neutral position, i.e., the fourth shift position. In the second neutral position, the sliding sleeve SM is only in rotational engagement with the first ring gear shaft HR1. In this neutral position, all three shift elements A, B, and C are open, allowing the electric motor EM to synchronize the target gear.

[0029] 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 ring gear shaft HR2, the first carrier shaft ST1, and the output shaft Ab to engage the third gear. The third gear is designed as a direct gear with a ratio of 1. In this case, Fig. 3 shows this fifth switching position of the sliding sleeve SM. In each of the five switching positions, the sliding sleeve SM is in rotational engagement with the first ring gear shaft HR1. Otherwise, the embodiment according to Fig. 3 the embodiment according to Fig. 2, to which reference is made.

[0030] Fig. Figure 4 shows a third embodiment of a manual transmission SG according to the invention, which is connected to an electric machine EM via the drive shaft An. The electric drive unit formed thereby according to Fig. 4 essentially corresponds to the electric drive unit according to Fig. 3, whereby the difference between these two embodiments lies in the connection of the blocking of the first planetary gear set PS1 via the switching unit. This embodiment thus represents a blocking variant. The third switching element C connects the first ring gear shaft HR1, the first sun gear shaft SO1 and the drive shaft An in a rotationally fixed manner in a closed state. Otherwise, the embodiment according to Fig. 4 the embodiment according to Fig. 3, to which reference is made.

[0031] Fig. Figure 5 shows a fourth embodiment of a manual transmission SG according to the invention, which is connected to an electric machine EM via the drive shaft An. The electric drive unit formed thereby according to Fig. 5 essentially corresponds to the electric drive unit according to Fig. 2, the difference between these two embodiments being the connection of the two planetary gear sets PS1, PS2, particularly via the switching unit. In this embodiment, too, the first sun gear shaft SO1 and the input shaft An are connected in a rotationally fixed manner, while the second ring gear shaft HR2, the first carrier shaft ST1, and the output shaft Ab are connected in a rotationally fixed manner.

[0032] However, the first ring gear shaft HR1 and the first carrier shaft ST2 are connected in a rotationally fixed manner. When the first shifting element A is engaged, a first gear with a first ratio is engaged, with the first ring gear shaft HR1 and the second carrier shaft ST2 being connected in a rotationally fixed manner to the stationary component in the first gear. When the second shifting element B is engaged, a second gear with a second ratio is engaged, with the second sun gear shaft SO2 being connected in a rotationally fixed manner to the stationary component in the second gear.

[0033] According to this embodiment too, the positive-locking shift unit with the two shift elements A, B has three shift positions, whereby the three shift positions are achieved by axially displacing the sliding sleeve SM. The sliding sleeve SM has claw shift elements and can be axially displaced into the respective shift position by means of a single actuator AK. Thus, all three shift positions of the shift unit are arranged linearly and consist of two gear positions and a neutral position, with the neutral position located between the two gear positions. Gears one and two are shifted one after the other or sequentially by displacing the sliding sleeve SM in an axial direction, beyond the neutral position. This not only saves weight and components, but also costs, installation space and assembly effort.

[0034] 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 ring gear shaft HR1 and the second carrier shaft ST2 to the stationary component to engage first gear. First gear is thus engaged by actuating the sliding sleeve SM and engaging only the first shift element A.

[0035] 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 stationary component. In this neutral position, both shift elements A and B are open, allowing the electric motor EM to synchronize the target gear. In this case, Fig. 5 shows this second switching position of the sliding sleeve SM.

[0036] Second gear is engaged by axially moving the sliding sleeve SM into a second gear position, i.e., a third shift position. When the sliding sleeve SM is in the actuated or closed state, i.e., the third shift position, the second shifting element B connects the second sun shaft SO2 to the stationary component to shift second gear. Second gear is thus engaged by actuating the sliding sleeve SM and closing only the second shifting element B. In all three shift positions, the sliding sleeve SM is in rotational engagement with the stationary component. Furthermore, the shifting unit is arranged axially next to the second planetary gear set PS2. This allows the shifting unit to be designed with a smaller diameter.According to an axial sequence, the switching unit is arranged axially on the electric machine EM, with the second planetary gear set PS2 being arranged axially on the switching unit, with the first planetary gear set PS1 being arranged axially on the second planetary gear set PS2. The drive shaft An passes axially through the second sun shaft SO2. Otherwise, the exemplary embodiment corresponds to FIG. Fig. 5 the embodiment according to Fig. 2, to which reference is made.

[0037] Fig. Figure 6 shows a fifth embodiment of the gearbox SG according to the invention, which is connected to an electric machine EM via the drive shaft An. The electric drive unit formed thereby according to Fig. 6 essentially corresponds to the electric drive unit according to Fig. 5, the difference between these two embodiments being the arrangement of the two planetary gear sets PS1, PS2 and the switching unit. According to an axial sequence, the first planetary gear set PS1 is arranged axially on the electric machine EM, the second planetary gear set PS2 is arranged axially on the first planetary gear set, the switching unit being arranged axially on the second planetary gear set. The output shaft Ab is guided axially through the second sun gear shaft SO2. This embodiment represents a binding variant. Otherwise, the embodiment according to Fig. 6 the embodiment according to Fig. 5, to which reference is made.

[0038] Fig. Figure 7 shows a sixth embodiment of the gearbox SG according to the invention, which is connected to an electric machine EM via the drive shaft An. The electric drive unit formed thereby according to Fig. 7 essentially corresponds to the electric drive unit according to Fig. 5, the difference between these two embodiments being the arrangement of the coupling shafts between the two planetary gear sets PS1, PS2. The first carrier shaft ST1 and the second ring gear shaft HR2 form a coupling shaft between the two planetary gear sets PS1, PS2, which is guided within the first ring gear shaft HR1 and the second carrier shaft ST2, which form a second coupling shaft between the planetary gear sets PS1, PS2. In contrast, in Fig. 5 the second coupling shaft is guided within the first coupling shaft. Advantages and disadvantages are of a constructive nature. Otherwise, the embodiment according to Fig. 7 the embodiment according to Fig. 5, to which reference is made.

[0039] Fig. Figure 8 shows a seventh embodiment of the gearbox SG according to the invention, which is connected to an electric machine EM via the drive shaft An. The electric drive unit formed thereby according to Fig. 8 essentially corresponds to the electric drive unit according to Fig. 5, the difference between these two embodiments being the design of the switching unit.

[0040] 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 configured as a direct drive with a third ratio. When engaged, the third shifting element C connects the second sun gear shaft SO2 with the second carrier shaft ST2 and the first ring gear shaft HR1. This locks both planetary gear sets PS1 and PS2, setting a ratio of 1.

[0041] Alternatively, the two planetary gear sets PS1, PS2 can also be locked together by connecting any two of the three shafts of the respective planetary gear set PS1, PS2 or by connecting a shaft of the first planetary gear set PS1 to a shaft of the second planetary gear set PS2.

[0042] The first shifting element A, the second shifting element B and the third shifting element C are combined to form a shifting unit with five shift positions, the shifting unit having a single axially displaceable sliding sleeve SM with which the five shift positions are achieved. 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 displacing the sliding sleeve SM in an axial direction, beyond the neutral position. This not only saves weight and components, but also costs, installation space and assembly effort.The first three switching positions of the sliding sleeve SM according to this third embodiment of the manual transmission SG correspond exactly to the first three switching positions of the sliding sleeve SM according to the fourth embodiment of the manual transmission SG.

[0043] 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 second sun gear SO2. In this neutral position, all three shift elements A, B, and C are open, allowing the electric motor EM to synchronize the target gear.

[0044] 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 second carrier shaft ST2 and the second sun shaft SO2 to shift the third gear. The third gear is designed as a direct gear with a ratio of 1. In this case, Fig. 8 shows this fifth switching position of the sliding sleeve SM. Otherwise, the embodiment according to Fig. 8 the embodiment according to Fig. 5, to which reference is made.

[0045] Fig. Figure 9 shows a seventh embodiment of the gearbox SG according to the invention, which is connected to an electric machine EM via the drive shaft An. The electric drive unit formed thereby according to Fig. 9 essentially corresponds to the electric drive unit according to Fig. 8, the difference between these two embodiments being the arrangement of the coupling shafts between the two planetary gear sets PS1, PS2. The first carrier shaft ST1 and the second ring gear shaft HR2 form a first coupling shaft between the two planetary gear sets PS1, PS2, which is guided within the first ring gear shaft HR1 and the second carrier shaft ST2, which form a second coupling shaft between the planetary gear sets PS1, PS2. In contrast, in Fig. 8 the second coupling shaft is guided within the first coupling shaft. Advantages and disadvantages are of a constructive nature. Otherwise, the embodiment according to Fig. 9 the embodiment according to Fig. 8, 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 gear set SO1 first solar wave HO1 first ring gear shaft ST1 first bridge wave PS2 second planetary gear set SO2 second solar wave HO2 second ring gear shaft ST2 second web wave AK Actuator G Housing R axis of symmetry SM sliding sleeve A first switching element B second switching element C third switching element QUOTES CONTAINED IN THE DESCRIPTION

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

[0000] WO 2021 / 013 298 A1

[0002]

Claims

[1] Manual transmission (SG) for a vehicle (100) comprising • a drive shaft (An) for connecting an electrical machine (EM), • an output shaft (Ab), • a positive switching unit with at least a first switching element (A), a second switching element (B) and a single axially displaceable sliding sleeve (SM), • a first planetary gear set (PS1) with a first sun shaft (SO1), a first ring gear shaft (HR1) and a first carrier shaft (ST1) and • a second planetary gear set (PS2) with a second sun shaft (SO2), a second ring gear shaft (HR2) and a second carrier shaft (ST2), • the first sun shaft (SO1) and the drive shaft (An) are connected in a rotationally fixed manner, • wherein the first carrier shaft (ST1), the second ring gear shaft (HR2) and the output shaft (Ab) are connected in a rotationally fixed manner, • the second sun shaft (SO2) is connected to a stationary component in a rotationally fixed manner, • wherein in the closed state of the first switching element (A) a first gear is engaged with a first gear ratio, wherein in the first gear the first ring gear shaft (HR1) is connected in a rotationally fixed manner to the stationary component, • wherein in the closed state of the second switching element (B) a second gear with a second transmission ratio is engaged, wherein in the second gear the first ring gear shaft (HR1) and the second carrier shaft (ST2) are connected in a rotationally fixed manner. [2] Manual transmission (SG) for a vehicle (100) comprising • a drive shaft (An) for connecting an electrical machine (EM), • an output shaft (Ab), • a positive switching unit with at least a first switching element (A), a second switching element (B) and a single axially displaceable sliding sleeve (SM), • a first planetary gear set (PS1) with a first sun shaft (SO1), a first ring gear shaft (HR1) and a first carrier shaft (ST1) and • a second planetary gear set (PS2) with a second sun shaft (SO2), a second ring gear shaft (HR2) and a second carrier shaft (ST2), • the first sun shaft (SO1) and the drive shaft (An) are connected in a rotationally fixed manner, • wherein the first carrier shaft (ST1), the second ring gear shaft (HR2) and the output shaft (Ab) are connected in a rotationally fixed manner, • wherein in the closed state of the first switching element (A) a first gear is engaged with a first gear ratio, wherein in the first gear the first ring gear shaft (HR1) and the second carrier shaft (ST2) are connected in a rotationally fixed manner to a stationary component, • wherein in the closed state of the second switching element (B) a second gear with a second transmission ratio is engaged, wherein in the second gear the second sun shaft (SO2) is connected in a rotationally fixed manner to the stationary component. [3] Manual transmission (SG) according to claim 1 or 2, wherein the positive switching unit has two gear positions and a neutral position, wherein the neutral position is arranged between the two gear positions. [4] Manual transmission (SG) according to claim 1 or 2, wherein the positive switching unit further comprises a third switching element (C), wherein in the closed state of the third switching element (C) a third gear designed as a direct gear with a third gear ratio is engaged. [5] Manual transmission (SG) according to claim 1 in combination with claim 4, wherein the third switching element (C) in a closed state connects the first ring gear shaft (HR1), the first carrier shaft (ST1), the second ring gear shaft (HR2) and the output shaft (Ab) in a rotationally fixed manner. [6] Manual transmission (SG) according to claim 1 in combination with claim 4, wherein the third switching element (C) in a closed state connects the first ring gear shaft (HR1), the first sun shaft (SO1) and the drive shaft (An) in a rotationally fixed manner. [7] Manual transmission (SG) according to claim 2 in combination with claim 4, wherein the third switching element (C) in a closed state connects the first ring gear shaft (HR1), the second carrier shaft (ST2) and the second sun shaft (SO2) in a rotationally fixed manner. [8] Manual transmission (SG) according to one of claims 4 to 7, wherein the positive switching unit has three gear positions and two 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] Vehicle (100) comprising at least one manual transmission (SG) according to one of claims 1 to 7.

Images