DE102017202692A1 - transmission assembly - Google Patents

Abstract

A transmission arrangement (5) for a drive train of a temporary four-wheel drive motor vehicle, for controllably distributing a drive torque from an input element (7) coupled to a primary axis (1) to a first and second output element (12, 13) of a secondary axis, wherein the transmission arrangement (5 ) comprises a first partial transmission (14), a second partial transmission (15) and an auxiliary drive unit (16) is to be developed such that with a simple switching mechanism different modes of operation should be possible. This is achieved in that the gear arrangement (5) comprises a switching device (22) with a shift sleeve (29), which can be switched via an actuator in at least three switching states.

Description

The present invention relates to a transmission arrangement for controllably distributing a drive torque from an input element to two output elements, wherein the transmission arrangement is associated with a secondary axis of a drive train of a temporary four-wheel drive motor vehicle.

Four-wheel drive motor vehicles hereinafter referred to as four-wheel drive vehicles are known both in the design as permanent four-wheel drive and as switchable four-wheel drive. Four-wheel drive vehicles are constantly being developed, among other things because of the increased fuel consumption and the compliance with the increasing requirements with respect to exhaust gas guidelines. Here, in particular, the at least partial electrification of the motor vehicle drive is in the foreground. The at least partial hybridization of the motor vehicle drive balances between reduced fuel consumption, sufficient range and good performance.

Drive trains for motor vehicles in a construction with an internal combustion engine additionally used electric machine are known from the prior art. In this case, for example, an electric rear axle is used in addition to a transversely mounted front main drive unit with permanent Vorderachsantrieb. However, such a drive with an electric rear axle is not recognized as a full four-wheel drive, since there is no mechanical connection between the electric rear axle to the primary axis.

Also known are four-wheeled vehicles, which are designed with a center differential. The center differential allows a torque distribution between the front axle and the rear axle. Four-wheeled vehicles equipped with a center differential are highly off-road, but this has a high fuel consumption.

A full four-wheel drive ideally enables a torque distribution between the front axle and the rear axle depending on the respective driving situation and is additionally switchable to the operating modes Disconnect, Rekuperieren, Boost.

It is an object of the invention to provide an improved transmission arrangement for variable torque distribution in a drive train of a temporary four-wheel drive motor vehicle, with a simple switching mechanism all operating modes such as all-wheel drive, disconnect operation, recuperation, boosting, purely electric driving should be possible.

This object is achieved by the features specified in claim 1.

The inventive construction and arrangement of the gear arrangement for a secondary axis of a drive train of a temporarily four-wheel drive motor vehicle comprising a first partial transmission, a second partial transmission, a switching device and an auxiliary drive unit, a drive train can be realized in which the secondary axis by means of the switching device via a torque transmission element can be connected to a permanently driven front axle. The switching device is configured and arranged such that all operating modes such as four-wheel drive, disconnect i. if no four-wheel drive is required, the sub-drive train of the secondary axis should be shut down - the propeller shaft, the propulsion unit, and the electric machine do not turn - recuperation - the entire braking energy is passed into the operated as a generator electric machine - Boost - accelerating the motor vehicle by positive drive torques can be realized both by the internal combustion engine and by the electric machine and purely electric driving. This makes it possible to realize an efficient and variable four-wheel system.

The inventive construction of the gear arrangement on the secondary axis of the motor vehicle further provides that the gear arrangement comprises a summation gear, preferably a planetary gear with a ring gear, planetary gears, a planet carrier and a ring gear as a first partial transmission and a differential gear, preferably a bevel gear differential as the second partial transmission, and wherein the transmission housing of the differential gear is additionally formed as a planet carrier for the planetary gear, and wherein the electric machine is drivingly connected to the sun gear.

In all-wheel drive, the planetary gear which uses the differential gear as a planet carrier used as Leistungssummiergetriebe. In this operating mode, the switching device is switched such that a drive-effective connection between the ring gear and the torque transmission element and thus the primary axis is produced. The gearbox is also the planetary carrier of the planetary gear. The sun gear is driving effective, preferably connected via a spur gear with the auxiliary drive unit. The planetary gearset of the planetary gear is free in this switching position. The auxiliary drive unit provides the torque of the secondary axis and provides the appropriate support torque.

In this operating mode, a large part of the drive power, for example, 90% of the drive power can be transmitted from the first drive unit of the primary axis via the torque transmitting element to the secondary axis. The remaining 10% of the drive power can be supplied in the all-wheel drive mode of the electric machine. Due to the inventive design, the total torque that is delivered to the rear axle on the set torque (support torque) of the electric machine can be controlled. The torque distribution between the primary and secondary axles can thus be made fully variable for all driving situations. When occurring speed differences between the primary and secondary axis, the torque between the axes can still be set fully variable.

According to the present invention, in the disconnect mode via the switching device, the drive-effective connection between the ring gear of the planetary gear and the torque transmission element can be separated. The gear housing, which is connected to the wheels via the secondary axle, rotates at axle speed. The auxiliary drive unit can stand, since the differential speed between the gear housing, which is also the planetary carrier of the planetary gear, is passed away from the ring gear and planetary gears.

In the operating mode "recuperation", the switching device is switched such that a fixed connection (blocking) between the ring gear and gear housing - thus at the same time solid compound ring gear with the planet carrier - exists. In this mode of operation, there is no connection via the switching device between the torque transmitting element and the ring gear. Thus, the secondary axis is decoupled from the primary axis. Furthermore, in this switching state, the auxiliary drive unit i. the electrical machine connected via the first and second partial transmission with the secondary axis.

The embodiment of the invention allows switching to different operating modes by means of only one switching device at one point of the gear assembly. The switching device comprises a shift sleeve with a plurality of gear teeth and an unspecified actuator.

Preferably, the actuator is designed such that the shift sleeve is axially displaceable. Here, the actuator can be done in a conventional manner electrically, electromechanically, electro-hydraulically, hydraulically or pneumatically.

In a further development of the inventive concept, it is provided that the switching device comprises a synchronization unit. To change the operating modes Disconnect (torque transmitting element is) or Decouple (auxiliary drive unit is) in the operating mode "all-wheel", it is necessary to synchronize the torque transmitting element, the auxiliary drive unit and the secondary axis. A synchronization of the output shaft of the auxiliary drive unit to the speed of the secondary axis can be done via a suitable control. A synchronization of the torque transmitting element to an input element of the gear assembly to be coupled can be done in a simple manner via the synchronization unit. The input element of the gear assembly is the sliding sleeve of the switching device or the ring gear of the planetary gear in the inventive design.

The additional integration of a synchronization unit in the region of the switching device of the gear arrangement enables rapid switching in all speed ranges.

In connection with the invention, it should be noted that a "drive-effective" connection designates a direct or indirect connection between two rotatable components, which are in a fixed rotational relationship to one another. When an element is "connectable" or "coupleable", this refers to a connection, which optionally can also be a separable connection (for example, an indirect connection between the two elements via a coupling or a switching element). The directional indication "axial" refers to the direction of the rotating axis. The term "synchronizing" the elements to be coupled means that the elements to be coupled are brought to the same speed before being operatively connected together.

Advantageous embodiments of the present invention are specified in the subclaims.

The invention will be described below with reference to an embodiment schematically illustrated in the drawing.

• 1 eine schematische Darstellung eines Antriebsstrangs eines Allrad-Kraftfahrzeugs mit erfindungsgemäßer Getriebeanordnung,
• 2 die erfindungsgemäße Getriebeanordnung in einer ersten Ausführungsform in einem Teilschnitt,
• 3a-c eine Detaildarstellung der Schaltungseinrichtung in drei Schaltzuständen,
• 4 eine schematische Darstellung des Antriebsstrangs gemäß 1 im Bereich der Sekundärachse in einem ersten Betriebsmodus in einer zweiten Ausführungsform der Getriebanordnung,
• 5 eine schematische Darstellung des Antriebsstrangs gemäß 1 im Bereich der Sekundärachse bei einem Synchronisierungsvorgang ,
• 6 eine schematische Darstellung des Antriebsstrangs gemäß 1 im Bereich der Sekundärachse in einem zweiten Betriebsmodus,
• 7 eine schematische Darstellung des Antriebsstrangs gemäß 1 im Bereich der Sekundärachse in einem dritten Betriebsmodus,
• 8a-e eine schematische Darstellung der Synchronisierung der Drehzahlen zwischen dem Tellerrad der Getriebeanordnung und dem Hohlrad des zweiten Teilgetriebes in 5 Phasen,
• 9 eine Ansicht auf einen Bereich des Synchronisierungsrings und der Schaltmuffe in der Synchronisierungsphase gemäß 8b,
• 10 ein Ausschnitt der Synchronisierungseinheit in der Synchronisierungsphase gemäß 8b; und
• 11 eine perspektivische Darstellung der Synchronisierungseinheit mit einem Freischnitt in der Synchronisierungsphase gemäß der 8e.

It shows:

• 1 a schematic representation of a drive train of a four-wheel motor vehicle with inventive gear arrangement,
• 2 the gear arrangement according to the invention in a first embodiment in a partial section,
• 3a-c a detailed representation of the circuit device in three switching states,
• 4 a schematic representation of the drive train according to 1 in the region of the secondary axis in a first operating mode in a second embodiment of the transmission arrangement,
• 5 a schematic representation of the drive train according to 1 in the area of the secondary axis during a synchronization process,
• 6 a schematic representation of the drive train according to 1 in the area of the secondary axis in a second operating mode,
• 7 a schematic representation of the drive train according to 1 in the area of the secondary axis in a third operating mode,
• 8a-e a schematic representation of the synchronization of the rotational speeds between the ring gear of the gear assembly and the ring gear of the second sub-transmission in 5 phases,
• 9 a view of a portion of the synchronizing ring and the sliding sleeve in the synchronization phase according to 8b .
• 10 a section of the synchronization unit in the synchronization phase according to 8b ; and
• 11 a perspective view of the synchronization unit with a cutout in the synchronization phase according to the 8e ,

In the 1 is the drive train of a temporary four-wheel drive motor vehicle with a front axle 1 and a rear axle 4 shown, with the front axle 1 as permanently driven axle, ie as primary axle, and the rear axle 4 as required / temporarily driven axle, that is designed as a secondary axis. In the area of the front axle 1 is a transverse main drive unit 2 is arranged. Another arrangement of the main drive unit 2 is also possible. The main drive unit 2 in this case comprises an internal combustion engine as the first drive unit.

In the area of the rear axle 4 is the gear arrangement according to the invention 5 arranged. The rear axle 4 , which forms the secondary axle in the drive train, can, if necessary, by the first drive unit in addition to the front axle 1 are driven.

For this purpose, the primary axis or the first drive unit 2 via a gearbox 3 and a torque transmitting element 7 with the gear arrangement 5 the rear axle 4 coupled. The coupling takes place via one of the gear arrangement 5 associated switching device 22 , Details of the switching device 22 and the corresponding switching states will be explained later with reference to the figures.

The rear axle 4 is divided into two half-axes, namely a first half-axis 4a and a second Hablachse 4b , The two half-axes 4a . 4b put here the two output elements 12 . 13 the gear arrangement 5 dar. The first half axis 4a and the second half-axis 4b are each directly with one rear wheel each on the rear axle 4 connected to the motor vehicle.

For transmitting a torque of the primary axis to the secondary axis comprises the torque transmitting element 7 at least one cardan shaft and a shaft section 8th with a bevel gear arranged at the end 9 , The bevel gear 9 is about his teeth with one of the gear assembly 5 associated crown wheel 10 engaged. Both the bevel gear 9 or the shaft section 8th as well as the ring gear 10 are in a gearbox associated with the transmission housing 6 rotatably mounted. The shaft section 8th with bevel gear 9 and the crown wheel 10 represent the input element of the gearbox assembly 5 dar. The ring gear 10 can, as it in particular from the 2 . 3a-c can be seen on the switching device 22 with the gear arrangement 5 be connected to drive. The ring gear 10 has a coupling section for this purpose 10a on that with a gearing 10b is executed.

The gear arrangement 5 includes a first partial transmission 14 , a second partial transmission 15 , a housing 6 and an auxiliary drive unit 16 ,

The first partial transmission 14 is designed as a differential or so-called differential gear and includes an input element and two output elements 12 . 13 , A differential gear is known per se and is also referred to in this arrangement as an axle differential and compensates for differences in speed between the two output elements when cornering of the motor vehicle. The output elements 12 . 13 are with the two half-axes 4a . 4b the secondary axis of the drive train rotatably connected. Furthermore, via the differential gear, the drive torque of the first drive unit to the two semi-axes 12 . 13 be split. The first partial transmission 14 is designed as a bevel gear differential and has a gear housing 24 as input element, a plurality of bevel gears 25 and two bevel gears as output elements 12 . 13 on. The bevel gears 25 are rotatably mounted on the transmission housing 24 stored. About the bevel gears 25 are the Achskegelräder 12 . 13 coupled to each other drive. The bevel gears 25 serve as transmission elements and as balancing elements. The gearbox 24 is rotatable in the casing 6 around the rear axle 4 stored. As it is from the 2 it can be seen has the gearbox 24 on its outside a coupling section 26 on that with a gearing 27 is executed. Differential gear can also be used another suitable embodiment.

The second partial transmission 15 is a reduction gear and is designed as a planetary gear. Planetary gears are well known. The Teilgetriebe15 essentially comprises a rotatably mounted ring gear 18 with a coupling section 11 on the outer circumference, which has a toothed portion 18a and an internal toothing 18b on the inner circumference, a planet carrier 20 with rotatably mounted planet gears 19 and a sun gear 21 , The planet carrier 20 is as part of the gearbox 24 executed and thus firmly with the gearbox 24 connected. Thus, the second partial transmission 15 over the gearbox 24 with the first partial transmission 14 drive-connected. From the drawing of the 2 can be further seen that the planetary gear is designed as a stepped planetary gear. The planetary gear may also have another suitable embodiment.

How to continue from the 2 or 4-7 is the auxiliary drive unit 16 via a spur gear 17 with the sun wheel 21 drive-connected. The spur gear is realized via two spur gears 17a, 17b which engage with each other via their peripheral teeth. The sun wheel 21 and the spur gear 17b are made as one component. The sun wheel 21 is rotatable on the semi-axis 4b stored. The auxiliary drive unit 16 is designed as an electrical machine.

The switching device 22 is in different switching positions in the 3a to 3c shown in detail. Each shift position is assigned an operating mode of the drive train, as will be described in detail below. 3a shows the operating state in "Disconnect" mode. 3b shows the switching position of the switching device 22 in recuperation mode. In the 3c the shift position for the four-wheel drive mode is shown.

To realize the different operating modes, the switching device 22 is mounted axially displaceably in the direction of the double arrow 28 via an actuator, not shown. The switching device 22 is as a sliding sleeve 29 executed and has two axially spaced toothing sections 29a and 29b. The connection of the elements to be coupled is thus produced by a positive connection.

In the operating mode "all-wheel" is the switching device 22 in the 3c shown switching position, in which the shift sleeve 29 axially shifted to the right. In this position, the toothing section engages 29a positively in the toothing 10b of the ring gear, continues to engage the gear portion 29b in the gear section 18a of the ring gear 18 a positive fit. As a result, a drive-effective connection between the ring gear and the torque transmission element 7 and thus the primary axis produced. The gearbox housing 24 is at the same time the planet carrier 20 of the planetary gear 15 , The sun wheel 21 is drive-effective, preferably via the spur gear 17 with the auxiliary drive unit 16 connected. The planetary gearset of the planetary gear is free in this switching position. The auxiliary drive unit 16 sets the torque of the secondary axis and provides the corresponding support torque.

The transmission of drive torque from the main drive unit 2 on the rear axle 4 and thus the realization of the all-wheel function is only when the auxiliary drive unit 16 is switched on, ie when the sun gear 21 of the second partial transmission 15 , which is drivingly connected to the auxiliary drive unit 16, the necessary support torque is provided. The proportion of the torque that is supplied by the auxiliary drive unit 16 is dependent on the state ratio of the second sub-transmission 15 ,

In 3a is the switching device 22 shown in disconnect mode. This is the middle switching position of the shift sleeve 29 , The positive connection between teeth 10b of the ring gear 10 and the gear portion 29a of the shift sleeve 29 is canceled. The sliding sleeve 29 engages by means of its toothing section 29b in the gear section 18a of the ring gear 18 one. In the switching position according to 3b becomes the drive effective connection between ring gear 18 of the planetary gear 15 and torque transmitting element separately. The gearbox 24 which is via the secondary axis 4 or the half-axes 4a . 4b connected to the wheels turns at axle speed. The auxiliary drive unit 16 can stand, because the differential speed between gearbox 24 , which at the same time the planet carrier 20 of the planetary gear 15 is, of ring gear 18 and planet wheels 19 is passed on.

The 3b shows the switching device in the operating mode "recuperation". Here is the shift sleeve 29 shown in a shifted to the left position. In this switching position is the positive connection between the toothing 10b of the ring gear 10 and the gear section 29a the shift sleeve 29 also canceled. The sliding sleeve 29 is switched such that a firm connection (blocking) between ring gear 18 and gearbox 24 - thus at the same time fixed Connection ring gear 18 with the planet carrier 20 - consists. For this purpose, the toothing section engages 29b both in the gearing section 18a as well as in the coupling section 26 with toothing 27 of the gearbox 24 one. In this operating mode, there is no connection via the switching device 22 between the torque transmitting element 7 and the ring gear 18 , Thus, the secondary axis is decoupled from the primary axis. Furthermore, in this switching state, the auxiliary drive unit 16 ie the electric machine via the first and second partial transmission 14 . 15 with the secondary axis 4 connected.

The 4 - 7 show the gear arrangement according to the invention 5 in a further embodiment. In contrast to the first embodiment of the transmission arrangement 5 is for switching to the operating mode "all-wheel" ie for producing a positive connection between the toothed portion 10a of the ring gear 10 and gear section 29a the shift sleeve additionally a synchronization unit 30 intended.

The synchronization unit 30 is designed as Reibsynchronisierung with locking teeth and in the 9 to 11 shown in excerpts and different phases of synchronization. The synchronization takes place in the in the 8a - 8e schematically illustrated 5 phases and ensures an approximation of the speeds of ring gear 18 and crown wheel 10 , This synchronization is necessary when switching from operating mode "Disconnect" or "Decoupled" to operating mode "4WD". The synchronization unit 30 is through a synchronizer ring 31 a first ring gear-side coupling body 32 with friction ring 33 and a second switching sleeve side coupling body 34 educated. The synchronizer ring 31 is on the shift sleeve side coupling body 34 stored. As already described at the beginning of the other figures, the shift sleeve is 29 over the toothing section 29b positively connected with each other, wherein the sliding sleeve can be moved along the toothing section in the switching positions. In contrast to the first embodiment is in the arrangement of the synchronization unit 30 instead of the gear section 10a the pulley-side coupling body 32 arranged. Furthermore, in the area of the toothing section 29a the shift sleeve 29 the synchronizer ring 31 and the switching sleeve-side coupling body 34 arranged.

As it is from the 10 and 11 can be seen, the annular tellerradseitige coupling body 32 on its outer circumference a friction ring on, as a conically extending friction surface 35 is executed. At a switching sleeve side coupling body 34 towards the inner circumference 37 is the first coupling body 32 with axially extending, distributed over the circumference arranged ratchet teeth 36 Mistake. The end region of the ratchet teeth 36 is by sloping surfaces 36a educated. On the outer circumference 38 of the second coupling body 34 are also distributed over the circumference, axially extending ratchet teeth 39 formed, which also at its end oblique surfaces 39a exhibit. Furthermore, the ratchet teeth 39 with respect to radially extending side surfaces 39b with obliquely tapered surfaces. The surfaces 36a . 39a are designed so that they can slide on each other (see 8d ). Am in the 8e shown end of the synchronization engage the ratchet teeth 36 in between the ratchet teeth 39 formed gaps and vice versa, so that a positive connection between ring gear 10 and shift sleeve 29 and thus ring gear 18 is made. The synchronizer ring 31 has on its inner circumference a friction surface 31a on, which is executed conically. Furthermore, the synchronizer ring 31 with a plurality of circumferentially spaced radially inwardly projecting portions 31b Mistake. The sections 31b have oblique stop surfaces 31 c on, in the phase according to 8b and 8c come to rest with the surfaces 39b.

An axial displacement of the sliding sleeve 29 like it does in the 8a-e is shown in simplified form in several phases to a radial overlap of the synchronizer ring 31 and the first coupling body 32 , by means of which the coupling body 32 over the ratchet teeth 36 into the ratchet teeth 39 engage the form of the second coupling body. This is done in phase 5 of the 8e only when the rotational speeds of the first and second clutch body 32 . 34 are the same, what in the phases 2 - 4 via the frictional connection between synchronizer ring 31 and friction ring 33 is achieved. In the preceding phases, first the synchronizing ring 31 acted upon by a force such that the conical friction surfaces 31a and 35 come into contact. The friction causes the synchronizer ring 31 pressed into a so-called blocking position. In this position prevents the shift sleeve with coupling body 34 further in an axial direction on the coupling body 32 can move. Only when the differential speed between the synchronizer ring and the coupling body 32 Zero is, the synchronizer ring loses its blocking effect and the shift sleeve can be in the end position ( 8e ) move.

In principle, other known synchronization units can also be used. It is essential that a synchronization of the speeds between the ring gear or one with the ring gear 10 connected component and the ring gear 18 or one with the ring gear 18 rotatably connected component takes place.

LIST OF REFERENCE NUMBERS

1

Front

2

Main drive unit

3

transmission

4

Hinte revenge

4a, 4b

first and second half-axis

5

Getriebenaordnung

6

gearbox

7

Torque transmission member

8th

shaft section

9

bevel gear

10

crown

10a

coupling section

10b

gearing

11

coupling section

12, 13

output elements

14

first partial drive

15

second partial transmission

16

Additional drive unit

17

spur gear

18

ring gear

18a

toothed section

18b

internal gearing

19

planetary gears

20

planet

21

sun

22

switching device

24

gearbox

26

coupling section

27

gearing

29

shift sleeve

29a, 29b

toothed portions

30

synchronization unit

31

synchronizer ring

31a

friction surface

31b

sections

31c

stop surfaces

32

tellerradseitiger coupling body

33

friction ring

34

switching sleeve-side coupling body

35

friction surface

36

ratchets

36a

surfaces

37

inner circumference

38

outer periphery

39

ratchets

39a

surfaces

Claims (10)

Transmission arrangement (5) for a drive train of a temporary four-wheel drive motor vehicle, wherein the drive train comprises a primary axis (1) with a main drive unit (2) and a secondary axle (4) with two semi-axles (4a, 4b), wherein the secondary axle (4) by means of a Switching device (22) is drive-effectively coupled to the primary axis (1), and wherein the gear arrangement (5) for controllably distributing drive torque from an input element (7) coupled to the primary axis (1) to a first and second output element (12, 13) is formed and the secondary axis (4) is assigned, wherein the gear arrangement (5) designed as a differential gear (14) with a gear housing (24), a plurality of differential gears (25) and a first and second Achskegelrad (12, 13) and furthermore a second partial transmission (15) designed as a reduction gear with a ring gear (18), a planet carrier (20) with a V The planetary gear carrier (20) of the second partial transmission (15) forms the planetary gear carrier (20) of the second partial transmission (15), and wherein the sun gear (21) of the second partial transmission (15 ) is drivingly connected to the auxiliary drive unit (16), and wherein the first and second output member (12, 13) form the two half-axes (4a, 4b) of the secondary axis, which are each rotatably connected to the first and the second Achskegelrad, characterized characterized in that the switching device (22) comprises a shift sleeve (29) and can be switched via an actuator in at least three switching states, wherein in a first switching state a drive-effective connection between the input element (7) and ring gear (18) can be produced in a second Switching state no drive-effective connection between input element (7) and ring gear (18) and in a third switching state kei ne drive-effective connection between input element (7) and ring gear (18), but a fixed connection ( Blocking) between ring gear (18) and gear housing (24) is formed. Gear arrangement (5) after Claim 1 , characterized in that the shift sleeve (29) has two axially spaced toothed portions (29a and 29 b), and on the toothed portion (29b) axially displaceably on a toothed portion (18a) of the ring gear (18) is slidably mounted. Gear arrangement (5) after Claim 1 or 2 , characterized in that the input element (7) comprises a shaft portion (8) with bevel gear (9) and a ring gear (10), bevel gear (9) and ring gear (10) meshing with each other via gears, and wherein the ring gear ( 10) further comprises a toothed portion (10a) for producing a positive connection with the toothed portion (29a) of the sliding sleeve (29). Gear arrangement (5) according to one of the preceding claims, characterized in that the gear housing (24) has a toothed portion (27) for producing a positive connection with the toothed portion (29b) of the shift sleeve (29). Gear arrangement (5) according to one of the preceding claims, characterized in that the auxiliary drive unit (16) is an electric machine. Gear arrangement (5) according to one of the preceding claims, characterized in that the additional drive unit (16) via a spur gear (17) with the sun gear (21) is drivingly connected. Transmission arrangement (5) according to one of the preceding claims, characterized in that the switching device (22) additionally comprises a synchronization unit (30) with a synchronizer ring (31) and a first and second coupling body (32, 34), wherein the first coupling body (32 ) rotatably connected to the ring gear (10) and the second coupling body (34) rotatably connected to the shift sleeve (29). Gear arrangement (5) after Claim 7 , characterized in that the coupling body (32) has a friction ring (33) with a conically extending friction surface (35), and further distributed over its inner circumference arranged ratchet teeth (36). Gear arrangement (5) according to one of Claims 7 or8, characterized in that the synchronizer ring (31) is mounted on the coupling body (34) and on its inner periphery a friction surface (31) corresponding to the friction surface (31) and radially inwardly projecting portions (31b) with stop surfaces (31c) , Gear arrangement (5) after Claim 7 , characterized in that. Gear arrangement (5) according to one of Claims 7 - 9 , characterized in that the coupling body (34) distributed over its circumference axially extending ratchet teeth (39).

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