DE102017222709A1 - Transmission for a motor vehicle - Google Patents

Abstract

The invention relates to a transmission (G) for a motor vehicle, comprising an electric machine (EM), a drive shaft (GW1), an output shaft (GWA), two planetary gear sets (P1, P2) and at least five shift elements (A, B, C, D) , E), wherein by selectively operating the at least five switching elements (A, B, C, D, E) different gears switchable and also in interaction with the electric machine (EM) different operating modes can be displayed, and drive train for a motor vehicle with such a transmission (G) and method of operating the same.

Description

The invention relates to a transmission for a motor vehicle, comprising an electric machine, a drive shaft, an output shaft, and a first planetary gear set and a second planetary gear set, wherein the planetary gear sets each comprise a plurality of elements, wherein a first, a second, a third, a fourth and a fifth switching element are provided, wherein the electric machine ( EM ) is in communication with the drive shaft, with the output shaft or at least one of the elements of the planetary gear sets, wherein the first element of the first planetary gear set by the first switching element can be fixed, the output shaft, the second element of the first planetary gear set and the third element of the second planetary gear set rotationally fixed connects to each other, and wherein the drive shaft via the second switching element rotatably connected to the third element of the first planetary gear set is connectable. Furthermore, the invention relates to a motor vehicle drive train, in which an aforementioned transmission is used, as well as a method for operating a transmission.

In hybrid vehicles, transmissions are known which, in addition to a wheelset, also have one or more electric machines. The transmission is usually designed to be more continuous, d. H. There are several different ratios as gears between a drive shaft and an output shaft by operating corresponding switching elements switchable, this is preferably done automatically. Depending on the arrangement of the switching elements, these are clutches or brakes. The transmission is used to implement a traction power supply of a prime mover of the motor vehicle in terms of various criteria suitable. The gears of the transmission are usually used in conjunction with the at least one electric machine to represent a purely electric driving. Often, the at least one electric machine can also be incorporated in the transmission to display different modes of operation in different ways.

From the US 5,911,642 A goes out a gearbox, which comprises two planetary gear sets, six switching elements and an electric machine in addition to a drive shaft and an output shaft. In this case, a first element of the first planetary gear set can be set via a first switching element, while the output shaft rotatably connects a second element of the first planetary gear set and a third element of the second planetary gear set. In addition, the drive shaft via a second switching element rotatably connected to a third element of the first planetary gear set. By selective actuation of the switching elements thereby different gears between the drive shaft and the output shaft can be represented, wherein by incorporating the electric machine thereby also a hybrid function can be realized.

It is the object of the present invention to provide an alternative embodiment to the known from the prior art transmission for a motor vehicle, with which in a compact structure different operating modes can be displayed in a suitable manner.

This object is achieved on the basis of the preamble of claim 1 in conjunction with its characterizing features. The following dependent claims give each advantageous embodiments of the invention. A motor vehicle drive train is also subject matter of claim 15. Furthermore, the claims 16 and 17 each have a method for operating a transmission to the object.

According to the invention, a transmission comprises an electric machine, a drive shaft, an output shaft and a first planetary gear set and a second planetary gear set. The two planetary gear sets comprise a plurality of elements, each of the planetary gear sets in each case preferably a first element, a second element and a third element are assigned. In addition, a first, a second, a third, a fourth and a fifth switching element are provided, through the selective actuation of different power flow guides can be represented by switching different gears. Particularly preferred can be formed by the transmission ratio ago exactly three different gears between the drive shaft and the output shaft. Furthermore, the electric machine communicates with the drive shaft, with the output shaft or at least one of the elements of the planetary gear sets in combination. In addition, the first element of the first planetary gear set can be fixed by means of the first switching element, while the output shaft rotatably interconnects the second element of the first planetary gear set and the third element of the second planetary gear set. The drive shaft can be rotatably connected via the second switching element with the third element of the first planetary gear set.

For the purposes of the invention, a "shaft" is understood to mean a rotatable component of the transmission via which associated components of the transmission are non-rotatably connected to one another or via which such a connection is produced upon actuation of a corresponding switching element. The respective shaft can connect the components axially or radially or else both axially and radially. So can the respective wave too exist as an intermediate piece, via which a respective component, for example, radially connected.

By "axial" in the context of the invention is meant an orientation in the direction of a longitudinal central axis, along which the planetary gear sets are arranged coaxially to one another. By "radial" is then an orientation in the diameter direction of a shaft to understand, which lies on this longitudinal central axis.

Preferably, the output shaft of the transmission has a toothing, via which the output shaft is then operatively connected in the motor vehicle drive train with an axially parallel to the output shaft arranged differential gear. Here, the toothing is preferably provided at a connection point of the output shaft, said connection point of the output shaft is in particular axially in the region of one end of the transmission, on which a connection to the upstream prime mover producing connection point of the drive shaft is provided. This type of arrangement is particularly suitable for use in a motor vehicle with a transversely oriented to the direction of travel of the motor vehicle drive train.

Alternatively, an output of the transmission could in principle but also be provided on an opposite to a connection point of the drive shaft, axial end of the transmission. In this case, a connection point of the output shaft is then configured coaxially to a connection point of the drive shaft at an axial end of the output shaft, so that drive and output of the transmission are placed at opposite axial ends of the transmission. A gear designed in this way is suitable for use in a motor vehicle with a drive train aligned in the direction of travel of the motor vehicle. The drive shaft, and the output shaft are preferably coaxial with each other in the two aforementioned cases.

The planetary gear sets are preferably arranged axially following the connection point of the drive shaft in the order of the first planetary gearset and the second planetary gearset. However, in the context of the invention, a different arrangement of the planetary gear sets may be made. In addition, the planetary gear sets are preferably provided coaxially with the drive shaft and the output shaft.

The invention now includes the technical teaching that the first element of the second planetary gear set via the third switching element can be fixed. In addition, the drive shaft is non-rotatably in connection with the second element of the second planetary gear set, while the first element of the first planetary gear set and the first element of the second planetary gear set can be rotatably connected to each other by means of the fourth switching element.

In other words, in the transmission according to the invention, therefore, the output shaft is constantly non-rotatably connected to the second element of the first planetary gear set and the third element of the second planetary gear set, while the drive shaft permanently rotatably connected to the second element of the second planetary gear set.

By closing the first switching element, the first element of the first planetary gearset is fixed and thus prevented in the sequence of a rotational movement, while an actuation of the second switching element pulls a rotationally fixed connection of the drive shaft with the third element of the first planetary gear by itself. In the closed state of the third switching element, the first element of the second planetary gear set is fixed and thus prevented from rotating, whereas the fourth switching element when actuated, the first element of the second planetary gear rotatably connected to the first element of the first planetary gear set.

In the present case, therefore, the second switching element and the fourth switching element are designed as clutches, which, if appropriate, in each case adjust the components of the transmission directly adjacent thereto in their rotational movements and then connect them to one another in a torque-proof manner. On the other hand, the first switching element and the third switching element are each in the form of a brake, which in the closed state fixes the component which directly adjoins this component in each case and prevents it from rotating in the sequence.

Preferably, the first switching element, the third switching element and the fourth switching element are provided axially on a side facing away from the second planetary gearset side of the first planetary gear, more preferably, the first switching element is axially adjacent to the first planetary gear and then axially first, the fourth switching element and then follow the third switching element. By contrast, the second switching element is in particular placed axially on a side facing away from the first planetary gear set side of the second planetary gear set.

A respective rotationally fixed connection of the rotatable components of the transmission is realized according to the invention preferably via one or more intermediate waves, which may also be present as a short intermediate pieces in spatially dense position of the components. In concrete terms, the components which are permanently connected to one another in a rotationally fixed manner can each act as either rotatably interconnected individual components or in one piece. In the second-mentioned case, the respective components and the possibly existing shaft are then formed by a common component, wherein this is especially realized just when the respective components are spatially close to each other in the transmission.

In the case of components of the transmission which are only connected to one another by actuation of a respective switching element, a connection is likewise preferably realized via one or more intermediate shafts.

A setting is carried out in particular by non-rotatable connection with a non-rotatable component of the transmission, which is preferably a permanently stationary component, preferably a housing of the transmission, a part of such a housing or a rotatably connected thereto component.

For the purposes of the invention, the term "connection" of the electric machine to the drive shaft, the output shaft or at least one of the elements of the planetary gear sets means such a connection that a constant speed dependency prevails between a rotor of the electric machine and the respective component of the transmission.

Overall, an inventive transmission is characterized by a compact design, low component loads, good gear efficiency and low losses.

According to one embodiment of the invention, the fifth switching element, when actuated, connects the first element and the second element of the second planetary gear set to one another in a torque-proof manner. Alternatively, an actuation of the fifth switching element causes a rotationally fixed connection of the second element and the third element of the second planetary gear, while further alternatively to the aforementioned two variants by closing the fifth switching element pulls a rotationally fixed connection of the first member and the third element of the second planetary gear by itself , In all three aforementioned variants, in each case a locking of the second planetary gear set is brought about by closing the fifth switching element by rotationally fixed connection of two of the three elements of the second planetary gear set.

The fifth switching element embodied as a clutch is preferably provided axially on a side of the second planetary gearset facing away from the first planetary gear set in the first and also the second aforementioned variant, wherein in this case more preferably the second shifting element axially between the second planetary gearset and the fifth shifting element lies. On the other hand, when the fifth switching element connects the first element and the third element to one another in a rotationally fixed manner when actuated, the fifth switching element is provided in particular axially between the first planetary gear set and the second planetary gear set.

In a further development of the invention, a rotor of the electric machine is non-rotatably connected to the third element of the first planetary gear set. Alternatively, the rotor via at least one translation stage is permanently coupled to the third element of the first planetary gear set. In principle, the electric machine can be arranged either coaxially with the third element of the first planetary gear set or offset from the axis with respect to this. In the former case, the rotor of the electric machine can either be directly rotatably connected to the third element of the first planetary or coupled via one or more intermediate gear ratios with this, the latter allows a more favorable design of the electric machine with higher speeds and lower torque. The at least one translation stage can be designed as a spur gear and / or as a planetary stage. In a coaxial arrangement of the electric machine, the planetary gear sets can also be further preferably at least partially disposed axially in the region of the electric machine and radially inwardly to this, so that the axial length of the transmission can be shortened.

If, however, the electric machine is provided offset in the axial direction to the third element of the first planetary gear set, coupling takes place via one or more intermediate gear ratios and / or a traction drive. The one or more translation stages can also be realized in detail either as a spur gear or as a planetary stage. A traction drive may be either a belt drive or a chain drive.

According to a further embodiment possibility of the invention, in particular in combination with the arrangement of the electric machine described above, three gears between the drive shaft and the output shaft result by selectively closing the five switching elements. Thus, a first gear between the drive shaft and the output shaft can be represented by operating the first and the second switching element, while a second gear between the drive shaft and the output shaft results in a first variant by closing the first and the fifth switching element. In addition, the second gear can still in a second variant by operating the fourth and the fifth switching element, in a third Variant can be switched by closing the second and fourth switching element, in a fourth variant by operating the fifth switching element and in a fifth variant by closing the second and the fifth switching element. In the fourth variant, there is already the second gear, since then the drive shaft and the output shaft are rotatably connected to each other via the then blocked second planetary gear set. In this case, an electric machine connected to the third element of the first planetary gear set is advantageously decoupled, so that a pure drive can be realized via the preceding drive machine and thus no-load losses of the electric machine can be avoided. However, in the first three variants and also the fifth variant of the second gear, the electric machine is integrated, so that hybrid functions can be represented.

The third gear between the drive shaft and the output shaft is in a first variant by operating the first and the third switching element, in a second variant by closing the second and third switching element, in a third variant by operating the first and the fourth switching element in a fourth variant by closing the third switching element and in a fifth variant by actuating the third and the fourth switching element connected. In the fourth variant, a connected to the third element of the first planetary gear set electric machine is decoupled, while the closed third switching element, the drive shaft and the output shaft are coupled together via the second planetary gear. In this respect, no-load losses of the electric machine can be avoided here. In contrast, in the first three variants and the fifth variant of the third gear, the electric machine is integrated by the additional actuation of a further switching element, so that hybrid functions can be realized.

With a suitable choice of stationary gear ratios of the planetary gear sets suitable for the application in the field of a motor vehicle translation series is realized. In this case, circuits between the gears can be realized, in which always only the state of two switching elements is to be varied by one of the switching elements involved in the previous course to open and another switching element to represent the subsequent course is to close. This then has the consequence that a shift between the courses can proceed very quickly.

When the electric machine is connected to the third element of the first planetary gear set, different operating modes can also be realized in a simple manner:

Thus, a first gear between the rotor of the electric machine and the output shaft for a purely electric driving can be used, this first gear results by closing the first switching element. Thereby, the rotor of the electric machine is coupled via the first planetary gear set with the output shaft, wherein a ratio of this first gear corresponds to a translation of the first, effective between the drive shaft and the output shaft gear.

Starting from a purely electric driving in the first, between the rotor of the electric motor and the output shaft effective gear then the upstream prime mover in the first, between the drive shaft and the output shaft effective gear or in the first variant of the second, between the drive shaft and the output shaft effective gear or in the first variant or in the third variant of the third, effective between the drive shaft and the output shaft gear each be started, as these in each case the first switching element is involved.

As a further mode of operation also a charging operation of an electrical energy storage can be realized by only the second switching element is closed and thus a rotationally fixed connection of the drive shaft with the third element of the first planetary gear set and thus a connection to the electric machine is made. The drive shaft and the third element of the first planetary gear set run at the same speed. At the same time no frictional connection to the output shaft is made, so that the transmission is in a neutral position. Apart from a loading operation, this can also be used to start the preceding drive machine via the electric machine.

Furthermore, load circuits can be represented with traction support: when changing gear between the first, between the drive shaft and the output shaft effective gear and the first variant of the second, effective between the drive shaft and output gear, the tensile force can be supported by the electric machine with the first switching element closed , Wherein the synchronization of the switching element to be closed takes place via a speed control of the upstream drive machine. Alternatively, this can also be done by synchronized switching elements or by another, separate synchronization device, such as a transmission brake or another electric machine, which can be directly or indirectly operatively connected to the drive shaft. If on the drive side of the drive shaft also provided a further switching element as a disconnect clutch, the inertial mass of the upstream Drive machine to be decoupled during synchronization. Likewise, a gear change between the first variant of the second gear and the first variant of the third gear under load with closed, first switching element can be realized.

As a further operating mode can also be a start-up mode for forward drive when driving on the drive shaft and thus the upstream prime mover can be realized. For this purpose, the fourth switching element is closed, so that the prime mover drives via the second element of the second planetary gear set and at the same time the electric machine is supported on the third element of the first planetary gear set, while an output takes place via the second element of the first planetary gear set and the third element of the second planetary gear set. In this case, the first element of the first planetary gear and the first element of the second planetary gear via the fourth switching element rotatably connected to each other and thereby couple the two planetary gear sets together. By supporting the torque via the electric machine while a start for forward drive can be realized. For this start-up mode, the upstream drive machine can enter the second variant or the third variant of the second gear or the third variant or the fifth variant of the third gear.

The transmission according to the invention can also be operated so that when driving a speed reduction of the electric machine is achieved. So can be driven first hybrid in the first variant of the third gear by either the first switching element remains closed after either via the electric machine torque-based shift from second to third gear or after a states of the prime mover in the third gear. But now to lower a speed of the electric machine in third gear at higher speeds, can be switched from the first variant of the third gear in the second variant of the third gear, since the rotor of the electric machine has a lower speed than in the first variant of the third Ganges. This switching takes place while maintaining the tensile force on the upstream engine with closed, third switching element. First, the load-free, first switching element is initially designed and subsequently loaded the load-free, second switching element, wherein the rotational speed adjustment takes place by speed control of the electric machine.

If, in addition, a separating clutch is provided between the transmission and the preceding drive machine, then the upstream drive machine can be disconnected in the second variant of the third gear in order to display regenerative braking via the electric machine even from higher driving speeds, while the upstream drive machine is decoupled or switched off ,

It is a further embodiment of the invention that in addition a sixth switching element is provided, which rotatably connects to each other when actuated two of the three elements of the first planetary gear set. In other words, therefore, the transmission additionally has a sixth shifting element, which causes a locking of the first planetary gear set in the closed state, in that the sixth shifting element, when actuated, the first element and the second element of the first planetary gear set or the second element and the third element of the first Planetary gear or the first element and the third element of the first planetary gear rotatably connected to each other. This designed as a clutch, the sixth switching element is in this case preferably provided axially on a side facing away from the second planetary gear set side of the first planetary gear and is here in particular axially between the first switching element and the first planetary gear.

By providing the sixth switching element, further variants of the second gear, which is effective between the drive shaft and the output shaft, and also a further variant of the third gear, which is effective between the drive shaft and the output shaft, can be represented. Thus, the second gear also results in a sixth variant by closing the fifth and the sixth switching element, in a seventh variant by operating the second and the sixth switching element and in an eighth variant by closing the fourth and the sixth switching element. A sixth variant of the third gear is switched by operating the third and the sixth switching element.

In addition, in combination with the embodiment according to which the rotor of the electric machine is connected to the third element of the first planetary gear set, a second gear can be connected between the rotor of the electric machine and the output shaft by operating the sixth shifting element. Due to the then blocked, the first planetary gear set, the output shaft is then directly rotatably connected to the third element of the first planetary gear set, so that the rotor is rotatably connected directly to the output shaft in non-rotatable connection to the third element of the first planetary gear set. A translation of the second, effective between the rotor and the output shaft gear corresponds to a translation of the second, effective between the drive shaft and the output shaft gear.

Starting from the second, between the rotor of the electric machine and the output shaft effective gear can be realized a states of the upstream engine in the sixth variant, in the seventh or in the eighth variant of the second gear and in the sixth variant of the third gear in each of these also the sixth switching element is involved.

In addition, a speed reduction of the rotor of the electric machine can be realized by switching from the first variant of the third, effective between the drive shaft and the output shaft gear in the sixth variant of the third gear. For this purpose, after an electrically supported circuit from the second to the third gear or a state of the engine in the third gear of the first variant of the third gear in the sixth variant switched, in which the rotor has a lower speed than in the first variant of the third Ganges. In this case, this switching takes place with preservation of the tensile force on the upstream prime mover with closed, third switching element, the load-free, first switching element designed and also load-free, sixth switching element is inserted. The speed adjustment takes place by speed control via the electric machine.

In addition, no separate switching element is required to decouple the upstream drive machine, since the upstream drive machine in the sixth variant of the third, effective between the drive shaft and the output shaft gear can be decoupled by opening the third switching element. As a result, the second gear is then realized, which is effective between the rotor of the electric machine and the output shaft. In addition, when the vehicle is slowing down, a downshift from the third gear active between the drive shaft and the output shaft into the second gear effective between the drive shaft and the output shaft can be prepared by first changing from the sixth variant to the first variant of the third gear and while the traction is obtained with the third switching element closed via the upstream drive machine. In the first variant of the third gear turn then the first switching element is closed, which is needed to support in the course of the downshift from third to second gear, the traction over the electric machine.

In a further development of the invention, one or more switching elements are each realized as a form-locking switching element. In this case, the respective switching element is preferably designed either as a claw switching element or as a blocking synchronization. Form-fitting switching elements have the advantage over non-positive switching elements that in the open state lower drag losses occur, so that it is possible to achieve a better efficiency of the transmission. In particular, in the transmission according to the invention all switching elements are realized as form-fitting switching elements, so that the lowest possible drag losses can be achieved. In principle, however, one or more switching elements could be designed as non-positive switching elements and in this case in particular as a plate switching elements.

The planetary gear sets can, if it allows a connection of the elements, in the context of the invention each present as a minus planetary gear set, wherein it is a sun gear at the first element of the respective planetary gear, at the second element of each planetary gear set and a planet third element of the respective planetary gear is a ring gear. A minus planetary set is composed in a manner known in principle to the person skilled in the art from the elements sun gear, planet carrier and ring gear, wherein the planet carrier at least one, but preferably several planetary gears rotatably mounted, in each case with both the sun gear, and the combing the surrounding ring gear.

Alternatively, but one or both planetary gear sets, if it allows the connection of the respective elements, as a plus-planetary gear, wherein it is the first element of the respective planetary gear then a sun gear, in the second element of the respective planetary gear around a ring gear and the third element of the respective planetary gear set is a planetary land. In a plus-planetary gear set the elements sun gear, ring gear and planetary gear are also present, the latter at least one pair of planetary leads, in which one planetary gear with the inner sun gear and the other planet gear meshing with the surrounding ring gear, and the planet gears mesh with each other.

Where there is a connection of the individual elements, a minus planetary gear set can be converted into a plus-planetary gear set, in which case compared to the design as a minus planetary gear set the Hohlrad- and the Planetensteganbindung to swap with each other, and a Getriebestandübersetzung is to increase by one. Conversely, a plus planetary gear set could be replaced by a minus planetary gear set, if the connection of the elements of the transmission makes this possible. In this case, compared to the plus planetary gear set, the ring gear and the planet web connection would then also have to be exchanged with each other, as well as a transmission gear ratio reduced by one. Especially Preferably, however, both planetary gear sets are available as minus planetary gear sets.

According to a further embodiment of the invention, the third switching element and the fourth switching element are combined to form a pair of switching elements, which is associated with an actuating element. In this case, on the one hand the third switching element and on the other hand, the fourth switching element can be actuated via the actuating element from a neutral position. This has the advantage that this combination reduces the number of actuators and thus the production cost can be reduced. However, in this way the fifth variant of the third, effective between the drive shaft and the output shaft gear can not be realized, since this is a simultaneous actuation of the third and the fourth switching element is necessary.

Alternatively or in addition to the aforementioned embodiment, the second switching element and the fifth switching element are combined to form a pair of switching elements, which is associated with an actuating element. In this case, on the one hand, the second switching element and on the other hand, the fifth switching element can be actuated via the actuating element from a neutral position. By combining the second and the fifth switching element to form a pair of switching elements, the production effort can also be reduced here by using a common actuating element for the second and the fifth switching element. As a result, however, the fifth variant of the second gear can not be realized, as for the switching of a simultaneous actuation of the second and the fifth switching element is necessary.

If, in addition, a sixth switching element is provided, the first switching element and the sixth switching element can also be combined to form a switching element pair. In this case, then a common actuating element is provided, via which from a neutral position on the one hand, the first switching element and on the other hand, the sixth switching element can be converted into a closed state. As a result, a further reduction of the production costs is possible.

As an alternative to the above, however, the first switching element and the fourth switching element as well as the second switching element and the fifth switching element can each be combined to form switching element pairs. As an alternative, the third switching element and the fifth switching element as well as the first switching element and the fourth switching element may also form switching element pairs.

In the transmission according to the invention, as many pairs of switching elements as possible are particularly preferably implemented in order to reduce the number of actuating elements and thus to reduce the production outlay.

In the context of the invention, the transmission can be preceded by a starting element, for example a hydrodynamic torque converter or a friction clutch. This starting element can then also be part of the transmission and serves to design a start-up process by allowing a slip speed between the then designed in particular as an internal combustion engine engine and the drive shaft of the transmission. In this case, one of the switching elements of the transmission or the possibly existing separating clutch can be designed as such a starting element by being present as a friction switching element. In addition, a freewheel to the transmission housing or to another shaft can in principle be arranged on each shaft of the transmission.

The transmission according to the invention is in particular part of a motor vehicle drive train for a hybrid or electric vehicle and is then arranged between a designed as an internal combustion engine or as an electric machine prime mover of the motor vehicle and further, in the direction of power flow to drive wheels of the motor vehicle following components of the drive train. Here, the drive shaft of the transmission is either permanently non-rotatably coupled to a crankshaft of the internal combustion engine or the rotor shaft of the electric machine or connected via an intermediate separating clutch or a starting element with this, between a combustion engine and the transmission also a torsional vibration damper can be provided. On the output side, the transmission within the motor vehicle drive train is then preferably coupled to a differential gear of a drive axle of the motor vehicle, although here also a connection to a longitudinal differential may be present, via which a distribution takes place on a plurality of driven axles of the motor vehicle. The differential gear or the longitudinal differential can be arranged with the transmission in a common housing. Likewise, an optionally existing torsional vibration damper can also be integrated into this housing.

The fact that two components of the transmission are "connected" or "coupled" or "communicate with one another" means in the context of the invention a permanent coupling of these components, so that they can not rotate independently of one another. In this respect, no switching element is provided between these components, which may be elements of the planetary gear sets and / or shafts and / or a non-rotatable component of the transmission, but the corresponding components are coupled with constant speed dependence.

If, by contrast, a switching element is provided between two components, then these components are not permanently coupled to one another, but a coupling is only made by actuating the intermediate switching element.

In this case, an actuation of the switching element in the sense of the invention means that the relevant switching element is transferred into a closed state and, as a result, the components directly connected thereto, if necessary, in their rotational movements equal to one another. In the case of an embodiment of the relevant switching element as a form-locking switching element on this directly rotatably interconnected components are running at the same speed, while in the case of a non-positive switching element can also exist after pressing desselbigen speed differences between the components. This intentional or unwanted state is still referred to in the context of the invention as a rotationally fixed connection of the respective components via the switching element.

The invention is not limited to the specified combination of the features of the main claim or the claims dependent thereon. It also results in ways to combine individual features, even if they emerge from the claims, the following description of preferred embodiments of the invention or directly from the drawings. The reference of the claims to the drawings by use of reference numerals is not intended to limit the scope of the claims.

• 1 eine schematische Ansicht eines Kraftfahrzeugantriebsstranges;
• 2 bis 5 je eine schematische Ansicht jeweils eines Getriebes, wie es jeweils bei dem Kraftfahrzeugantriebsstrang aus 1 zur Anwendung kommen kann;
• 6 ein beispielhaftes Schaltschema der Getriebe aus den 2 bis 5;
• 7 und 8 jeweils eine schematische Darstellung je eines Getriebes, wie es ebenfalls jeweils bei dem Kraftfahrzeugantriebsstrang aus 1 zur Anwendung kommen kann;
• 9 ein beispielhaftes Schaltschema der Getriebe aus den 7 und 8; und
• 10 bis 15 jeweils eine schematische Darstellung je einer Abwandlungsmöglichkeit der Getriebe aus den 2 bis 5, 7 und 8.

Advantageous embodiments of the invention, which are explained below, are shown in the drawings. It shows:

• 1 a schematic view of a motor vehicle drive train;
• 2 to 5 depending on a schematic view of each of a transmission, as it is in each case in the motor vehicle drive train 1 can be used;
• 6 an exemplary circuit diagram of the transmission of the 2 to 5 ;
• 7 and 8th in each case a schematic representation of each of a transmission, as it also respectively in the motor vehicle drive train 1 can be used;
• 9 an exemplary circuit diagram of the transmission of the 7 and 8th ; and
• 10 to 15 in each case a schematic representation depending on a modification possibility of the transmission from the 2 to 5 . 7 and 8th ,

1 shows a schematic view of a motor vehicle drive train of a hybrid vehicle, wherein in the motor vehicle drive train, an internal combustion engine VKM via an intermediate torsional vibration damper TS with a gear G connected is. The transmission G on the output side is a differential gear AG downstream, via which a drive power on drive wheels DW a drive axle of the motor vehicle is distributed. The gear G and the torsional vibration damper TS are doing in a common housing of the transmission G arranged, in which then the differential gear AG can be integrated. As well as in 1 it can be seen, are the internal combustion engine VKM , the torsional vibration damper TS , The gear G and also the differential gear AG aligned transversely to a direction of travel of the motor vehicle.

Out 2 is a schematic representation of the transmission G according to a first embodiment of the invention. As can be seen, the gearbox sits down G from a wheelset RS and an electric machine EM together, in common in the housing of the transmission G are arranged. The wheelset RS includes two planetary gear sets P1 and P2 where each of the planetary gear sets P1 and P2 one first element each E11 or. E12 , a second element each E21 or. E22 and a third element each E31 or. E32 having. The respective first element E11 or. E12 is in each case by a respective sun gear of the respective planetary gear set P1 or. P2 formed while the respective second element E21 or. E22 of the respective planetary gear set P1 or. P2 than ever a planetary bridge and the respective third element E31 or. E32 of the respective planetary gear set P1 or. P2 than ever a ring gear is present.

In the present case, so are the first planetary gear P1 and the second planetary gear set P2 each as a minus planetary gear set, the respective planetary web at least one planetary rotatably mounted, which is in meshing with both the respective radially inner sun gear, and the respective radially surrounding ring gear. But are particularly preferred in the first planetary gear P1 and also at the second planetary gear set P2 each provided a plurality of planet gears.

If it allows the connection, the first planetary gear set could P1 and the second planetary gear set P2 each also be designed as a plus-planetary gear set, in which case compared to the execution as a minus planetary gear set then the respective second element E21 or. E22 through the respective ring gear and the respective third element E31 or. E32 formed by the respective planet web and also a respective transmission gear ratio must be increased by one. In a positive planetary gear set, the planetary bridge then rotatably supports at least one pair of planetary, of the planetary gears a planetary gear with the radially inner sun gear and a planet gear meshing with the radially surrounding ring gear, and the planet gears mesh with each other.

As in 2 can be seen, includes the gearbox G a total of five switching elements in the form of a first switching element A , a second switching element B , a third switching element C , a fourth switching element D and a fifth switching element e , Here are the switching elements A . B . C . D and e each designed as a form-fitting switching elements and are preferably before as claw switching elements. In addition, the second switching element B , the fourth switching element D and the fifth switching element e designed as clutches, while the first switching element A and the third switching element C as brakes.

A drive shaft LV1 of the transmission G is non-rotatable with the second element E22 of the second planetary gear set P2 connected and can by means of the second switching element B non-rotatable with the third element E31 of the first planetary gear set P1 be associated, which constantly rotatably with a rotor R the electric machine EM connected is. A stator S the electric machine EM is permanently attached to a non-rotatable component GG fixed, which is preferably the transmission housing of the transmission G or part of this gearbox. On the non-rotatable component GG can also be the first element E11 of the first planetary gear set P1 by actuating the first switching element A set and thus be prevented in the sequence of a rotational movement. Likewise, by closing the third switching element C the first element E12 of the second planetary gear set P2 on the non-rotatable component GG set.

As well as in 2 can be seen, connects an output shaft GWA of the transmission G the second element E21 of the first planetary gear set P1 and the third element E32 of the second planetary gear set P2 rotatable with each other. By closing the fourth switching element D become the first element E11 of the first planetary gear set P1 and the first element E12 of the second planetary gear set P2 rotatably connected with each other. Finally, there is an actuation of the fifth switching element e a non-rotatable connection of the first element E12 of the second planetary gear set P2 with the drive shaft LV1 and thus also the second element E22 of the second planetary gear set P2 As a result, resulting in a blocking of the second planetary gear set P2 results.

Both the drive shaft LV1 , as well as the output shaft GWA each form one connection point Level 1-A or. GWA-A out, with the connection point Level 1-A in the motor vehicle drive train 1 a connection to the internal combustion engine VKM serves while the gearbox G at the junction GWA-A with the following differential gear AG connected is. The connection point LV1 -A drive shaft LV1 is at one axial end of the transmission G designed, with the connection point GWA-A the output shaft GWA is located at the same axial end and this transverse to the junction Level 1-A the drive shaft LV1 is aligned. In addition, the drive shaft LV1 and the output shaft GWA arranged coaxially to each other.

The planetary gear sets P1 and P2 are also coaxial with the drive shaft LV1 and the output shaft GWA , pointing to the junction LV1 - A the drive shaft LV1 axially following in the order of the first planetary gear set P1 and second planetary gear set P2 are arranged. Likewise, the electric machine is EM coaxial with the planetary gear sets P1 and P2 and thus also the drive shaft LV1 and the output shaft GWA placed, the electric machine EM while axially between the first planetary gear P1 and the second planetary gear set P2 is provided.

As well as out 2 shows, are the first switching element A , the third switching element C and also the fourth switching element D axially on a second planetary gear set P2 remote side of the first planetary gear set P1 provided, in which case the first switching element A axially adjacent to the first planetary gear set P1 is and then then axially first, the fourth switching element D and then the third switching element C consequences. On the other hand, the second switching element B and the fifth switching element e axially on a first planetary gear set P1 remote side of the second planetary gear set P2 placed, wherein the second switching element B while axially between the second planetary gear P2 and the fifth switching element e lies.

The third switching element C and the fourth switching element D are axially adjacent to each other and placed radially at the same height and have a common actuating element, via which from a neutral position, on the one hand, the third switching element C and on the other hand, the fourth switching element D can be operated. In this respect, the third switching element C and the fourth switching element D to a first pair of switching elements SP1 summarized.

Likewise, the second switching element B and the fifth switching element e axially disposed immediately adjacent to each other and radially substantially at the same height, wherein the second switching element B and the fifth switching element e in this case to a second pair of switching elements SP2 are summarized. In this case, the second switching element have B and the fifth switching element e via a common actuating element, via which from a neutral position, on the one hand, the second switching element B and on the other hand, the fifth switching element e can be converted into a closed state. By contrast, lies the first switching element A as a single switching element.

Further shows 3 a schematic representation of a transmission G according to a second embodiment of the invention, as also in the motor vehicle drive train in 1 can be used. In this case, this embodiment substantially corresponds to the previous variant 2 , in contrast, now a fifth switching element e when actuated, the second element E22 of the second planetary gear set P2 and the third element E32 of the second planetary gear set P2 rotatably connected. This then has in addition to a blocking of the second planetary gear set P2 also directly a non-rotatable connection of the drive shaft LV1 and the output shaft GWA result. Again, the fifth switching element e with the second switching element B to a pair of switching elements SP2 summarized. Otherwise, the embodiment corresponds to 3 according to the variant 2 so that reference is made to what has been described.

Out 4 is a schematic view of a transmission G according to a third embodiment of the invention, this embodiment also largely the variant according to 2 equivalent. This Ausgestaltungsmöglichkeit can in the motor vehicle powertrain in 1 Find application. Different compared to the variant 2 Here is that the third switching element C and the fourth switching element D now present as individual switching elements and are therefore no longer combined to form a pair of switching elements. This then has the consequence that the third switching element C and the fourth switching element D can also be operated simultaneously. Otherwise, the design option corresponds to 4 according to the variant 2 so that reference is made to what has been described.

Further 5 a schematic representation of a transmission G according to a fourth embodiment of the invention. This embodiment can also in the motor vehicle drive train in 1 come to the application and agrees as far as possible with the variant 2 match. Unlike the variant after 2 connects a fifth switching element e on actuation, however, the first element E12 and the third element E32 of the second planetary gear set P2 rotatably with each other and thereby causes the blocking of the second planetary gear set P2 , The executed as a clutch, fifth switching element e is axially between the first planetary gear P1 and the second planetary gear set P2 provided and accordingly not with the fourth switching element D summarized to a pair of switching elements. The present as individual switching elements switching elements D and e Accordingly, they can also be converted into a closed state at the same time. Otherwise, the embodiment corresponds to 5 according to the variant 2 so that reference is made to what has been described.

In 6 is an exemplary circuit diagram for the transmission G from the 2 to 5 tabulated. As can be seen, this case between the drive shaft LV1 and the output shaft GWA a total of three courses 1 to 3.5 be realized, which is marked in the columns of the circuit diagram with an X respectively, which of the switching elements A to e in which of the corridors 1 to 3.5 each is closed.

As in 6 recognizable, becomes a first gear 1 between the drive shaft LV1 and the output shaft GWA by actuating the first switching element A and the second switching element B connected. Furthermore, a second gear between the drive shaft LV1 and the output shaft GWA in a first variant 2.1 by actuating the first switching element A and the fifth switching element e switched, with the second gear also still in a second variant 2.2 by actuating the fourth switching element D and the fifth switching element e , in a third variant 2.3 by closing the second switching element B and the fourth switching element D , in a fourth variant 2.4 by actuating the fifth switching element e as well as in a fifth variant 2.5 by closing the second switching element B and the fifth switching element e results. While in the variants 2.1 . 2.2 . 2.3 and 2.5 the electric machine EM each is involved, so that hybrid with simultaneous use of the internal combustion engine VKM can be driven is the electric machine EM in the case of the fourth variant 2.4 decoupled. This can zero load losses of the electric machine EM be avoided while the drive shaft LV1 via the fifth switching element e by means of the then blocked, second planetary gear set P2 directly against rotation with the output shaft GWA connected is. The fifth variant 2.5 also only with the gearbox G out 5 be realized, in which a simultaneous actuation of the second switching element B and the fifth switching element e is possible.

A third gear between the drive shaft LV1 and the output shaft GWA is in a first variant 3.1 by actuating the first switching element A and the third switching element C switched, the third gear also in a second variant 3.2 by closing the second switching element B and the third switching element C , in a third variant 3.3 by actuating the first switching element A and the fourth switching element D , in a fourth variant 3.4 by closing the third switching element C as well as in a fifth variant 3.5 by actuating the third switching element C and the fourth switching element D results. While in the variants 3.1 . 3.2 . 3.3 and 3.5 each the electric machine EM with integrated, so that hybrid with simultaneous use of the internal combustion engine VKM can be driven is the electric machine EM in the case of the fourth variant 3.4 decoupled from the third gear. The latter has the advantage that the electric machine EM must not run during operation and thus zero load losses can be avoided. However, the fifth variant 3.5 the third gear only at the transmission G out 4 are switched, wherein a simultaneous closing of the third switching element C and the fourth switching element D can take place.

Although the switching elements A to e Each designed as a form-locking switching elements, a shift between the first gear 1 and the first variant 2.1 the second gear can be realized under load, as in each case the first switching element A is involved. Likewise, a load circuit between the first variant 2.1 the second gear and the first variant 3.1 the third gear to be completed, as here, in each case, the first switching element A closed is. A synchronization in the circuits can in each case by an appropriate regulation of the upstream internal combustion engine VKM take place, so that the respective switching element to be interpreted load-free and the closing element to be closed below can be closed without load.

The gears G from the 2 to 5 can also in other operating modes with the aid of the electric machine EM operated: so can a purely electric driving in a first gear E1 take place, which between the rotor R the electric machine EM and the output shaft GWA is effective and to the representation of the first switching element A is to be converted into a closed state. This will be the rotor R over the first planetary gear set P1 with the output shaft GWA coupled, the translation of the first gear E1 in this case the translation of the first, between the drive shaft LV1 and the output shaft GWA effective gear 1 equivalent.

Advantageously, starting from the first gear E1 in each case a states of the internal combustion engine VKM in the first gear 1 , in the first variant 2.1 second gear, in the first variant 3.1 of the third gear and also in the third variant 3.3 the third gear are made, as well as in each of these gears each of the first switching element A closed is. In this respect, it is possible to move quickly from purely electric driving to driving via the internal combustion engine or hybrid driving.

Furthermore, by closing the second switching element B a charging or starting function can be realized. Because in the closed state of the second switching element B is the rotor R the electric machine EM directly against rotation with the drive shaft LV1 connected and thus with the internal combustion engine VKM , At the same time, however, there is no frictional connection to the output shaft GWA , where the rotor R and the drive shaft LV1 turn it at the same speed. In generator operation of the electric machine EM can each have an electrical energy storage via the internal combustion engine VKM be charged while in the electric motor operation of the electric machine EM each starting the internal combustion engine VKM over the electric machine EM is feasible.

As a further operating mode can also be a start-up function for forward drive EDA V be realized. For this purpose, the fourth switching element D close, causing over the drive shaft LV1 by means of the second element E22 of the second planetary gear set P2 is driven while the electric machine EM on the third element E31 of the first planetary gear set P1 the torque of the internal combustion engine VKM can support. An output then takes place via the second element E21 of the first planetary gear set P1 and the third element E32 of the second planetary gear set P2 on the output shaft GWA , where the first element E11 of the first planetary gear set P1 and the first element E12 of the second planetary gear set P2 through the non-rotatable connection via the fourth switching element D a coupling between the planetary gear sets P1 and P2 produce. As a result, a start for forward drive can be displayed.

In addition, still a speed reduction of the electric machine EM be designed in mechanical or hybrid operation: after a via the electric machine EM torque-based shift from second gear to third gear or after a subsidiary of the internal combustion engine VKM in the third gear results in a hybrid driving in the first variant 3.1 of the third corridor. To the speed of the electric machine EM Lowering in third gear at higher speeds may be from the first variant 3.1 of the third gear in the second variant 3.2 be switched, in which the rotor R has a lower speed. This switching takes place while maintaining the traction over the internal combustion engine VKM when closed, third switching element C , This is then the load-free, first switching element A designed and also load-free, second switching element B inserted, wherein the speed adjustment by speed control of the electric machine EM he follows.

Further shows 7 a schematic representation of a transmission G according to a fifth embodiment of the invention, which is also in the motor vehicle drive train in 1 can be used and as far as possible according to the variant 2 equivalent. It is different, however, that now additionally a sixth switching element F is provided, which when actuated the first element E11 of the first planetary gear set P1 rotatably with the output shaft GWA and thus also the second element E21 of the first planetary gear set P1 connects, causing a blocking of the first planetary gear set P1 comes. The sixth switching element F Here is axially on a second planetary gear P2 remote side of the first planetary gear set P1 provided and lies concretely axially between the first switching element A and the first planetary gear set P1 , In this case, the first switching element A and the sixth switching element F axially arranged immediately adjacent to each other and to a third switching element pair SP3 summarized by a common actuator on the one hand, the first switching element A and on the other hand, the sixth switching element F can be operated. Otherwise, the embodiment corresponds to 7 according to the variant 2 so that reference is made to what has been described.

Out 8th is a schematic view of a transmission G according to a sixth embodiment of the invention, wherein this embodiment possibility in the motor vehicle powertrain in 1 Application can be found and essentially according to the previous variant 7 equivalent. The only difference is that a fifth switching element e now when pressed the second element E22 of the second planetary gear set P2 and the third element E32 of the second planetary gear set P2 rotatably connected to each other, which in addition to a blocking of the second planetary gear set P2 also directly a non-rotatable connection of the drive shaft LV1 with the output shaft GWA entails. Again, the fifth switching element e with the second switching element B to a pair of switching elements SP2 summarized. Also otherwise corresponds to the possibility of design 8th according to the variant 7 so that reference is made to what has been described.

9 shows an exemplary circuit diagram of the transmission G from the 7 and 8th , this circuit diagram substantially from the circuit diagram 6 equivalent. It is different that by the additional provision of the sixth switching element F other variants 2.6 . 2.7 and 2.8 the second, between the drive shaft LV1 and the output shaft GWA effective gear as well as another variant 3.6 the third, between the drive shaft LV1 and the output shaft GWA effective gear can be realized. This results in a sixth variant 2.6 of the second gear by closing the fifth switching element e and the sixth switching element F while a seventh variant 2.7 by actuating the second switching element B and the sixth switching element F as well as an eighth variant 2.8 by closing the fourth switching element D and the sixth switching element F can be switched. A sixth variant 3.6 the third gear is obtained by operating the third switching element C and the sixth switching element F , For the presentation of the fifth variant 2.5 the second gear and the fifth variant 3.5 of the third gear, however, would be the transmission G from the 7 and 8th each to modify the effect that the second switching element B and the fifth switching element e or the third switching element C and the fourth switching element D each present as individual switching elements, as it already in the transmissions G from the 4 and 5 the case was.

In addition, between the second drive shaft GW2 and the output shaft GWA a second course E2 are shown, for its representation, the sixth switching element F to close. This will cause the output shaft GWA over the then blocked, second planetary gear set P2 rotatably with the rotor R the electric machine EM connected. A translation of this passage E2 corresponds to the translation of the second gear between the drive shaft LV1 and the output shaft GWA ,

In addition, a speed reduction of the rotor R the electric machine EM by switching from the first variant 3.1 third gear in the sixth variant 3.6 be realized: after an electrically supported circuit from the second to the third gear or after a Zustart the internal combustion engine VKM in the third gear is initially a hybrid driving in the first variant 3.1 of the third corridor. Around lowering the speed of the rotor in third gear at higher speeds, is now from the first variant 3.1 in the sixth variant 3.6 switched over because here the rotor has a lower speed than in the first variant 3.1 , In this case, this switching takes place with preservation of the tensile force on the internal combustion engine VKM wherein at speed adjustment by speed control of the electric machine, the load-free, first switching element A designed and also load-free, sixth switching element F is inserted.

Switching to the sixth variant 3.6 also has the advantage that the internal combustion engine VKM by opening the third switching element C can be decoupled at any time without the presence of an additional clutch, while the electric machine EM the vehicle drives or brakes. Furthermore, as the vehicle slows down, a downshift from third gear to second gear can be prepared by first of the sixth variant 3.6 in the first variant 3.1 is changed while the internal combustion engine VKM the tensile force when the third switching element is closed C receives. In the first variant 3.1 the third gear is in turn the first switching element A closed, which is required for the downshift from third gear to second gear, the traction over the electric machine EM to support.

At the transmissions G to 7 and 8th Alternatively, a modification may be made to the effect that a sixth switching element when actuated, the second element and the third element of the first planetary gear rotatably connected to each other, as this also has a blocking of the first planetary gear set result. If it allows an arrangement of the sixth switching element, a rotationally fixed connection of the first element and of the third element of the first planetary gear set could also be brought about when a sixth switching element is actuated.

Finally show the 10 to 15 Modifications of the transmission G from the 2 to 5 . 7 and 8th , These Abwandlungsmöglichkeiten doing other ways of integrating the electric machine EM affect. So is in 10 the electric machine EM not coaxial with the respective - not shown in detail here - wheelset RS of the transmission G placed but arranged off-axis. A connection is made via a spur gear SRS made up of a first spur gear SR1 and a second spur gear SR2 composed. The first spur gear SR1 is part of the wheelset RS at the transmissions G to 2 to 5 . 7 and 8th and rotationally fixed to the third element E31 of the first planetary gear set P1 tethered. The spur gear SR1 then stands with the spur gear SR2 in tooth engagement, which rotatably on an input shaft EW of the electric machine EM is placed inside the electric machine EM the connection to the - not shown here - rotor of the electric machine EM manufactures.

Even with the possibility of modification 11 is the electric machine EM off-set to the respective wheelset RS of the respective transmission G placed. Unlike the previous variant 10 is a connection but not via a spur gear, but via a traction drive ZT performed. This traction drive ZT can be configured as a belt or chain drive. On the side of the wheelset RS is the traction drive ZT then at the transmissions G to 2 to 5 . 7 and 8th rotationally fixed to the third element E31 of the first planetary gear set P1 tethered. About the traction mechanism drive ZT This will then be a coupling to an input shaft EW of the electric machine EM made, in turn, within the electric machine EM makes a connection to the rotor of the electric machine.

In case of modification possibility 12 is an integration of the off-axis to the respective wheelset RS placed electric machine EM about a planetary stage PS and a spur gear stage SRS realized. Here is the planetary stage PS the wheelset RS downstream, with the output side of the planetary stage PS then the spur gear SRS is provided, via which the connection to the electric machine EM is made. The planetary stage PS is made up of a ring gear HO , a planetary bridge PT and a sun wheel SO together, the planetary bridge PT at least one planetary gear PR rotatably mounted, which leads both to the sun gear SO as well as the ring gear HO is in meshing.

The present is the planetary bridge PT from the wheelset RS at the transmissions G to 2 to 5 . 7 and 8th rotationally fixed to the third element E31 of the first planetary gear set P1 tethered. In contrast, the ring gear HO permanently on the non-rotatable component GG fixed while the sun gear SO rotatably with a first spur gear SR1 the spur gear stage SRS connected is. The first spur gear SR1 then combs with a second spur gear SR2 the spur gear stage SRS , which rotatably on an input shaft EW of the electric machine EM is provided. In this case, the electric machine EM So on the part of the wheelset RS connected via two gear ratios.

Even with the possibility of modification 13 is an integration of the electric machine EM from the wheelset RS about a planetary stage PS and a spur gear stage SRS performed. The Abwandlungsmöglichkeit largely corresponds to the variant 12 , with the difference that at the planetary stage PS now the sun wheel SO on the non-rotatable component GG is set while the ring gear HO rotatably with the first spur gear SR1 the spur gear stage SRS connected is. Specifically, are the ring gear HO and the first spur gear SR1 preferably integrally formed by the ring gear HO is equipped with a toothing on an outer circumference. Otherwise, the possibility of modification corresponds to 13 otherwise the variant 12 so that reference is made to what has been described.

Further shows 14 Another modification of the transmission G from the 2 to 5 . 7 and 8th , whereby also here an integration of the electric machine EM via a spur gear SRS and a planetary stage PS is made. Unlike the previous variant 13 follows the wheelset RS but first the spur gear stage SRS while the planetary stage PS in the power flow between spur gear SRS and electric machine EM is provided. The planetary stage PS also includes the elements ring gear again HO , Planetary bridge PT and sun gear SO , where the planetary bridge PT several planet wheels PR1 and PR2 rotatably mounted, each with both the sun gear SO as well as the ring gear HO in mesh.

As in 14 can be seen, is a first spur gear SR1 the spur gear stage SRS from the wheelset RS rotatably connected, with this connection while the gears G to 2 to 5 . 7 and 8th rotationally fixed to the third element E31 of the first planetary gear set P1 is done. The first spur gear SR1 meshes with a second spur gear SR2 the spur gear stage SRS , which rotatably with the planet web PT the planetary stage PS connected is. The ring gear HO is permanently on the non-rotatable component GG fixed while the sun gear SO rotatably on an input shaft EW of the electric machine EM is provided.

Finally shows 15 Another modification of the transmission G from the 2 to 5 . 7 and 8th , this modification possibility essentially according to the previous variant 14 equivalent. The only difference is that now the sun wheel SO the planetary stage PS permanently on the non-rotatable component GG is set while the ring gear HO the planetary stage PS rotatably with the input shaft EW of the electric machine EM connected is. Otherwise, the possibility of modification corresponds to 15 otherwise the variant 14 so that reference is made to what has been described.

By means of the embodiments according to the invention, a transmission with a compact design and with good efficiency can be realized.

LIST OF REFERENCE NUMBERS

G

transmission

RS

wheelset

GG

Non-rotating component

P1

First planetary gear set

E11

First element of the first planetary gear set

E21

Second element of the first planetary gear set

E31

Third element of the first planetary gear set

P2

Second planetary gear set

E12

First element of the second planetary gear set

E22

Second element of the second planetary gear set

E32

Third element of the second planetary gear set

A

First switching element

B

Second switching element

C

Third switching element

D

Fourth switching element

e

Fifth switching element

F

Sixth switching element

SP1

first switching element pair

SP2

second switching element pair

SP3

third switching element pair

1

First course

2.1

Second gear

2.2

Second gear

2.3

Second gear

2.4

Second gear

2.5

Second gear

2.6

Second gear

2.7

Second gear

2.8

Second gear

3.1

Third gear

3.2

Third gear

3.3

Third gear

3.4

Third gear

3.5

Third gear

3.6

Third gear

E1

first course

E2

second gear

EDA V

Start-up mode for forward travel

LV1

drive shaft

Level 1-A

junction

GWA

output shaft

GWA-A

junction

EM

electric machine

S

stator

R

rotor

SRS

spur gear

SR1

spur gear

SR2

spur gear

PS

planetary stage

HO

ring gear

PT

planet spider

PR

planet

PR1

planet

PR2

planet

SO

sun

ZT

traction drive

VKM

Internal combustion engine

TS

torsional vibration damper

AG

differential gear

DW

drive wheels

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The 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

• US 5911642 A [0003]

Claims (17)

Transmission (G) for a motor vehicle, comprising an electric machine (EM), a drive shaft (GW1), an output shaft (GWA), and a first planetary gear set (P1) and a second planetary gear set (P2), wherein the planetary gear sets (P1, P2) each comprise a plurality of elements (E11, E21, E31, E12, E22, E32), wherein a first (A), a second (B), a third (C), a fourth (D) and a fifth switching element (E) are provided wherein the electric machine (EM) is in communication with the drive shaft (GW1), the output shaft (GWA) or at least one of the elements (E11, E21, E31, E12, E22, E32) of the planetary gear sets (P1, P2), wherein the first element (E11) of the first planetary gear set (P1) is fixable by means of the first switching element (A), wherein the output shaft (GWA) the second element (E21) of the first planetary gear set (P1) and the third element (E32) of the second Planet gear set (P2) rotatably connected to each other, and wherein the drive shaft (GW1) via the second switching element (B) rotationally fixed to the third element (E31) of the first planetary gear set (P1) is connectable, characterized in - that the first element (E12) of the second planetary gear set (P2) via the third switching element (C) can be fixed, - that the drive shaft (GW1) rotatably connected to the second element (E22) of the second planetary gear set (P2) is connected, and that the first element (E11) of the first planetary gear set (P1) and the first element (E12) of the second planetary gear set (P2 ) by means of the fourth switching element (D) rotatably connected to each other can be brought. Transmission (G) to Claim 1 , characterized in that the first element (E12) and the second element (E22) of the second planetary gear set (P2) or the second element (E22) and the third element (E32) of the second planetary gear set (P2) or the first element (E12 ) and the third element (E32) of the second planetary gear set (P2) via the fifth switching element (E) are rotatably connected to each other. Transmission (G) to Claim 1 or 2 , characterized in that a rotor (R) of the electric machine (EM) rotatably connected to the third element (E31) of the first planetary gear set (P1) or via at least one gear ratio with the third element (E31) of the first planetary gear set (P1) is coupled , Transmission (G) to Claim 2 , characterized in that by selectively closing the five switching elements (A, B, C, D, E) - a first speed (1) between the drive shaft (GW1) and the output shaft (GWA) by operating the first (A) and the second shift element (B), - a second gear between the drive shaft (GW1) and the output shaft (GWA) in a first variant (2.1) by closing the first (A) and the fifth shift element (E), in a second variant ( 2.2) by actuating the fourth (D) and the fifth switching element (E), in a third variant (2.3) by closing the second (B) and the fourth switching element (D), in a fourth variant (2.4) by operating the fifth Switching element (E) and in a fifth variant (2.5) by closing the second (B) and fifth switching element (E), - and a third gear between the drive shaft (GW1) and the output shaft (GWA) in a first variant (3.1 ) by closing the first (A) and the third scarf in a second variant (3.2) by closing the second (B) and the third switching element (C), in a third variant (3.3) by operating the first (A) and the fourth switching element (D), in a fourth variant (3.4) by closing the third switching element (C) and in a fifth variant (3.5) by operating the third (C) and the fourth switching element (D) results. Transmission (G) to Claim 3 , characterized in that a first speed (E1) between the rotor (R) of the electric machine (EM) and the output shaft (GWA) results by closing the first switching element (A). Transmission (G) according to any one of the preceding claims, characterized in that in addition a sixth switching element (F) is provided which, when actuated, rotatably connects two of the three elements (E11, E21, E31) of the first planetary gear set (P1). Transmission (G) to Claim 4 and 6 , characterized in that - the second gear between the drive shaft (GW1) and the output shaft (GWA) also in a sixth variant (2.6) by closing the fifth (E) and the sixth switching element (F), in a seventh variant ( 2.7) by actuating the second (B) and the sixth switching element (F) and in an eighth variant (2.8) by closing the fourth (D) and the sixth switching element (F), - and the third gear between the drive shaft (GW1) and the output shaft (GWA) further results in a sixth variant (3.6) by operating the third (C) and the sixth switching element (F). Transmission (G) to Claim 5 and 6 , characterized in that a second gear (E2) results between the rotor (R) of the electric machine (EM) and the output shaft (GWA) by actuating the sixth shifting element (F). Transmission (G) according to one of the preceding claims, characterized in that one or more of the switching elements (A, B, C, D, E, A, B, C, D, E, F) are each realized as a form-locking switching element. Transmission (G) according to one of the preceding claims, characterized in that the respective planetary gear set (P1, P2) is present as a minus planetary gear set, wherein the respective first element (E11, E12) of the respective planetary gear set (P1, P2) a respective sun gear, at the respective second element (E21, E22) of the respective planetary gear set (P1, P2) is a respective planet gear at the respective third element (E31, E32) of the respective planetary gear set (P1, P2) to a respective ring gear , Transmission according to one of the preceding claims, characterized in that the respective planetary gear set is present as a plus-planetary gear set, wherein it is at the respective first element of the respective planetary gear set to a respective sun gear, at the respective second element of the respective planetary gear set to a respective ring gear and at the respective third element of the respective planetary gear set is a respective planet web. Transmission (G) according to one of the preceding claims, characterized in that the third switching element (C) and the fourth switching element (D) are combined to form a pair of switching elements (SP1), which is associated with an actuating element, wherein via the actuating element from a neutral position on the one hand, the third switching element (C) and on the other hand, the fourth switching element (D) is actuated. Transmission (G) according to one of the preceding claims, characterized in that the second switching element (B) and the fifth switching element (E) are combined to form a pair of switching elements (SP2), which is associated with an actuating element, wherein via the actuating element from a neutral position on the one hand the second switching element (B) and on the other hand the fifth switching element (E) can be actuated. Transmission (G) to Claim 6 , characterized in that the first switching element (A) and the sixth switching element (F) to a pair of switching elements (SP3) are combined, which is associated with an actuating element, wherein on the actuating element from a neutral position on the one hand, the first switching element (A) and on the other the sixth switching element (F) is actuated. Motor vehicle drive train for a hybrid or electric vehicle, comprising a transmission (G) after one or more of the Claims 1 to 14 , Method for operating a transmission (G) after Claim 3 , characterized in that only the second switching element (B) is closed to represent a charging operation or a starting operation. Method for operating a transmission (G) after Claim 3 , characterized in that for the representation of a starting mode for forward drive when driving via the drive shaft (GW1), the fourth switching element (D) is closed.

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