DE102017222724A1 - 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 first drive shaft (GW1), a second drive shaft (GW2), an output shaft (GWA), three planetary gear sets (P1, P2, P3) and at least five switching 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 conjunction with the electric machine (EM) different operating modes can be displayed , As well as powertrain for a motor vehicle with such a transmission (G) and method for operating derselbigen.

Description

The invention relates to a transmission for a motor vehicle, comprising an electric machine, a first drive shaft, a second drive shaft, an output shaft, and a first planetary gear set, a second planetary gear set and a third 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, and wherein a rotor of the electric machine is in communication with the second drive shaft. 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 2006/0229152 A1 goes out a motor vehicle drive train, in which a prime mover is connected via a transmission with an axle drive. The transmission includes three planetary gear sets, five switching elements and two electric machines, which are each connected to a respective drive shaft. In addition, a further drive shaft is provided, on which the connection to the upstream drive machine is made. By selective actuation of the switching elements can be realized in this case different power flows of one or more of the drive shafts to an output shaft showing different gears.

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 16. Furthermore, the claim 17, a method for operating a transmission to the object.

According to the invention, a transmission comprises an electric machine, a first drive shaft, a second drive shaft, an output shaft and a first planetary gear set, a second planetary gear set and a third planetary gear set. The planetary gear sets in this case comprise a plurality of elements, wherein each of the planetary gear sets are preferably each associated with a first element, in each case a second element and in each case a third element. 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 gear ratio ago exactly four different gears between the first drive shaft and the output shaft. Further, a rotor of the electric machine communicates with the second drive shaft.

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. Thus, the respective shaft can also be present as an intermediate piece, via which a respective component is connected radially, for example.

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 Also provided is a connecting point of the first drive shaft which produces the connection to the upstream drive machine. 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, however, also be provided on an axial end of the transmission opposite to a connection point of the first drive shaft. In this case, a connection point of the output shaft is then configured coaxially to a connection point of the first 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 first drive shaft, the second 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 first drive shaft in the order of the first planetary gearset, the second planetary gearset and the third 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 first drive shaft, the second drive shaft and also the output shaft.

The invention now includes the technical teaching that the first drive shaft via the first switching element rotatably connected to the output shaft, which rotatably connects the second element of the first planetary, the third element of the second planetary and the second element of the third planetary gear set together. Furthermore, the first element of the first planetary gear set is fixed. Furthermore, the third element of the first planetary gear set and the second element of the second planetary gear set are rotatably connected to each other and can be rotatably connected by the second switching element together with the first drive shaft in connection. The first drive shaft can also be non-rotatably connected via the third switching element with the first element of the second planetary gear set and by means of the fourth switching element rotatably connected to the second drive shaft in connection. Furthermore, in the third planetary gear set, a first coupling of the first element of the third planetary gear set with the second drive shaft and a second coupling of the third element of the third planetary gear set with a non-rotatable component. Of these two couplings is a permanent non-rotatable connection before, while the remaining coupling a rotationally fixed connection can be made by means of the fifth switching element.

In other words, in the transmission according to the invention, therefore, the output shaft is permanently non-rotatably connected to the second element of the first planetary gear set, the third element of the second planetary gear set and also the second element of the third planetary gear set. In addition, the third element of the first planetary gear set and the second element of the second planetary gear set are permanently connected to each other in a rotationally fixed manner. The first element of the first planetary gear set is constantly fixed and is thus permanently prevented from rotating.

By closing the first switching element, the first drive shaft is rotatably connected to the output shaft, whereas an actuation of the second switching element pulls a rotationally fixed connection of the first drive shaft with the third element of the first planetary gear set and also the second element of the second planetary gear by itself. In the closed state of the third switching element, the first drive shaft and the first element of the second planetary gear set are rotatably connected to each other, while the fourth switching element rotatably in connection brings the first drive shaft and the second drive shaft when actuated.

With regard to the third planetary gear set there are in the transmission according to the invention a total of two couplings of the elements of the third planetary gear set. Thus, a first coupling in the form of the first element of the third planetary gear set with the second drive shaft is present, while in the case of the third element of the third planetary gear set, a second coupling with a rotationally fixed component. One of the two aforementioned couplings is realized as a permanent non-rotatable connection, while the remaining coupling is present as a connection, which is made non-rotatably only by closing the fifth switching element.

For the purposes of the invention, a "coupling" in the third planetary gear set is therefore to be understood as meaning a connection which either exists as a permanent connection or is produced only by actuating the second switching element.

The first switching element, the second switching element, the third switching element and also the fourth switching element are present as clutches which, when actuated, in each case adjust the components of the transmission directly adjoining thereto, if appropriate, in their rotational movements, and then connect together rotationally firmly. The fifth switching element is, depending on the coupling to be produced in the third planetary gear set, either also as a clutch or as a brake executed, which fixes the directly adjoining component of the transmission upon actuation and prevents subsequent rotation.

According to a first conceivable variant of the invention, the first switching element, the second switching element, the third switching element and the fourth switching element are preferably provided axially between the first planetary gear set and the second planetary gear set, wherein in this case the first switching element is further preferably axially adjacent to the first planetary gear set and then axially follow first the second switching element, then the third switching element and finally the fourth switching element. By contrast, the fifth switching element is provided in the embodiment as a clutch in particular axially between the second planetary gear set and the third planetary gear set. On the other hand, if the fifth is in the form of a brake, then the fifth shifting element is preferably placed axially substantially in one plane with the third planetary gear set by arranging the fifth shifting element largely axially at the height of the third planetary gear set and radially surrounding it.

Alternatively, the first switching element and the second switching element are arranged in the context of a second variant, in particular axially between the first planetary gear and the second planetary, wherein the first switching element preferably lies axially between the first planetary gear and the second switching element. By contrast, the third shift element and the fourth shift element are provided in particular axially on a side of the third planetary gear set facing away from the second planetary gear set. Here, the fourth switching element is preferably arranged axially between the third planetary gear set and the third switching element. If the fifth shift element is designed as a clutch, then this clutch is placed axially in particular between the third planetary gear set and the fourth shift element, while a fifth shift element designed as a brake is preferably provided axially substantially in one plane with the third planetary gear set by the fifth shift element axially arranged largely at the height of the third planetary gear and radially surrounding this.

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 be present either as individual components which are connected to one another in a torque-proof manner or also 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 "connection" of the rotor of the electric machine to the second drive shaft of the transmission means such a connection that a constant speed dependency prevails between the rotor of the electric machine and the second drive shaft.

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

According to an embodiment of the invention, by selectively closing the five shift elements, four speeds are produced between the first drive shaft and the output shaft. Thus, a first gear between the first drive shaft and the output shaft can be represented by operating the fourth and the fifth shift element, while a second gear between the first drive shaft and the output shaft results in a first variant by closing the third and the fifth shift element. In addition, the second gear can still be switched in a second variant by actuating the third and the fourth switching element.

The third gear between the first drive shaft and the output shaft is connected in a first variant by actuating the second and the fifth shift element and in a second variant by operating the second and the fourth shift element. Finally, the fourth gear between the first drive shaft and the output shaft results in a first variant by closing the first and the fifth shift element. In addition, the fourth gear still in a second variant be realized by actuating the first and the fourth switching element and in a third variant by closing the first switching element. In the latter variant, there is already the fourth gear, since then the first drive shaft and the output shaft are rotatably connected to each other. In an advantageous manner, the electric machine is then decoupled, so that a pure driving over the upstream drive machine realized and thus zero load losses of the electric machine can be avoided. However, in the first variant and also the second variant of the fourth gear, the electric machine is integrated, so that hybrid functions can be represented.

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.

Due to the connection of the electric machine with the second drive shaft of the transmission also different operating modes can be realized in a simple manner:

Thus, a first gear between the second drive shaft and the output shaft can be used for a purely electric driving, this first gear results by closing the fifth switching element. As a result, the second drive shaft is connected to the output shaft via the third planetary gear set, a ratio of this first gear corresponding to a gear ratio of the first gear effective between the first drive shaft and the output shaft.

Starting from a purely electric driving in the first, between the second drive shaft and the output shaft effective gear then the upstream prime mover in the first, between the first drive shaft and the output shaft effective gear or in the first variant of the second, between the first drive shaft and the Output shaft effective gear or in the first variant of the third, between the first drive shaft and the output shaft effective gear or in the first variant of the fourth, between the first drive shaft and the output shaft effective gear each be started, since each of these the fifth 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 fourth switching element is closed and thus a rotationally fixed connection of the first drive shaft to the second drive shaft and thus a connection to the electric machine is made. The first drive shaft and the second drive shaft 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 first drive shaft and the output shaft effective gear and the first variant of the second, effective between the first drive shaft and output shaft gear, the tensile force is supported by the electric machine with the fifth switching element closed be, with the synchronization of the closing 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 first drive shaft. If on the drive side of the first drive shaft also provided a further switching element as a disconnect clutch, the inertial mass of the upstream drive machine can be decoupled during synchronization.

Likewise, in the course of a gear change between the first variant of the second, effective between the first drive shaft and the output shaft and the first variant of the third, between the first drive shaft and the output shaft effective gear and also in the course of a gear change between the first variant of the third , between the first drive shaft and the output shaft effective gear and the first variant of the fourth, between the first drive shaft and the output shaft effective gear train with the fifth switching element closed via the electric machine, while a synchronization of the closing element to be closed by speed control of the upstream drive machine ,

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 fourth gear by either after a via the electric machine torque-based circuit from third to fourth gear or after a start of the engine in the fourth gear, the fifth switching element initially remains closed. But now to lower a speed of the electric machine in fourth gear at higher speeds, can be switched from the first variant of the fourth gear in the second variant of the fourth gear, since the rotor of the electric machine has a lower speed than in the first variant of the fourth Ganges. This switching takes place while maintaining the tensile force on the upstream prime mover with closed first switching element. First, while the load-free, fifth switching element is designed and subsequently loaded the load-free, fourth switching element, wherein the speed adjustment is done by speed control of the electric machine.

If, in addition, a separating clutch is provided between the preceding drive machine and the first drive shaft of the transmission, the drive machine can be decoupled in the second variant of the fourth gear, which is effective between the first drive shaft and the output shaft. This makes sense if regenerative braking also takes place via the electric machine from higher driving speeds and the drive machine is to be decoupled or switched off during this.

According to one embodiment of the invention, the third element of the third planetary gear set is fixed, whereas the first element of the third planetary gear set can be rotatably connected via the fifth switching element with the second drive shaft. In this case, therefore, in the third planetary gear set, the second coupling is realized as a permanently rotationally fixed connection, while in the first coupling a rotationally fixed connection is made only by closing the fifth switching element.

Alternatively, the first element of the third planetary gear set is non-rotatably in communication with the second drive shaft, whereas the third element of the third planetary gear set can be fixed by means of the fifth switching element. In this variant, therefore, the first coupling of the third planetary gear set as a permanent non-rotatable connection, while in the second coupling of the third planetary gear set a rotationally fixed connection results only by closing the fifth switching element.

It is a further embodiment of the invention that in addition a sixth switching element is provided, via which the second drive shaft can be rotatably connected to the first element of the second planetary gear set. In this case, therefore, the second drive shaft can be brought into rotation with the first element of the second planetary gear set by actuating this further, sixth switching element. Particularly preferably, the sixth shifting element designed as a clutch is placed axially between the second planetary gear set and the third planetary gear set. Alternatively, the sixth switching element is provided together with the third switching element, the fourth switching element and possibly also the fifth switching element in particular axially on a side facing away from the second planetary gear set side of the third planetary gear and is preferably axially between the third planetary gear and the fourth switching element.

In a further development of the aforementioned embodiment possibility can then due to the now additionally provided sixth switching element further variants of the second, effective between the first drive shaft and the output shaft, the third, between the first drive shaft and the output shaft effective gear and also of the fourth, between the realize first drive shaft and output shaft effective gear. Thus, the second gear additionally results in a third variant by closing the third and the sixth shifting element and in a fourth variant by actuating the fourth and the sixth shifting element. The third, between the first drive shaft and the output shaft effective gear can also be realized in a third variant by closing the second and the sixth switching element, whereas the fourth gear results in a fourth variant by operating the first and the sixth switching element.

In addition, a second gear between the second drive shaft and the output shaft for a purely electric driving can still be realized. In this case, to actuate this second gear, the sixth switching element to be actuated, so that then the second drive shaft is in communication with the output shaft via the second planetary gear set in interaction with the first planetary gear set. A translation of this second, effective between the second drive shaft and output shaft gear corresponds to a translation of the second, effective between the first drive shaft and the output shaft gear.

From the second, between the second drive shaft and the output shaft effective gear, a states of the upstream engine can be realized, this being in the second variant or the third variant of the second, effective between the first drive shaft and the output shaft gear in the third Variant of the third, between the first drive shaft and the Output shaft effective gear as well as in the third variant of the fourth, effective between the first drive shaft and the output shaft gear is possible, since this is also involved in each of the sixth switching element.

In addition, a speed reduction of the rotor of the electric machine can be realized by switching from the first variant of the fourth between the first drive shaft and the output shaft effective gear in the third variant of the fourth gear. For this purpose, according to an electrically supported circuit from the third to the fourth gear or a state of the prime mover of the first variant of the fourth gear in the third variant switched, in which the rotor has a lower speed than in the first variant of the fourth gear. In this case, this switching takes place with preservation of the tensile force on the upstream prime mover with closed, first switching element, wherein the load-free, fifth 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 uncouple the upstream drive machine, since the upstream drive machine in the third variant of the fourth, effective between the first drive shaft and the output shaft gear can be decoupled by opening the first switching element. As a result, the second gear is then realized, which is effective between the second drive shaft and the output shaft. In addition, when the vehicle is slowing down, a downshift from the fourth gear active between the first input shaft and the output shaft into the third gear effective between the first input shaft and the output shaft can be prepared by first shifting from the third variant to the first variant of the fourth gear changed while the tensile force is obtained with closed first switching element via the upstream drive machine. In the first variant of the fourth gear then turn the fifth switching element is closed, which is required to support in the course of the downshift from the fourth to the third gear, the tensile force on 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.

However, it is also a conceivable variant of the invention that the fifth switching element is designed as a non-positive switching element, wherein this may be present concretely as a lamellar switching element. This has the advantage that starting or creeping of the motor vehicle can be realized by slipping closing of the fifth switching element from a loading operation with the fourth switching element closed, the fifth switching element acting as an integrated starting element. In this respect, a delay-free start from the loading operation can be displayed.

If, in addition, a sixth switching element is provided, then this can likewise be designed as a non-positive switching element and here in particular as a lamella switching element. Thereby, up-down and down-pull operations between the first gear operative between the second input shaft and the output shaft and the second gear operative between the second input shaft and the output shaft can be shown under load. In addition, if the fifth switching element is designed as a non-positive switching element, the two gears between the second drive shaft and the output shaft are full load switchable, so it is high, Zugrück-, Schubhoch- and push downshifts possible.

If, in addition, a frictionally engaged separating clutch is provided between the upstream drive machine and the transmission, a tow start of the upstream drive machine can be represented from the two gears, which are effective between the second drive shaft and the output shaft.

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. Particularly preferably, however, all three planetary gear sets are present as minus planetary gear sets.

According to a further embodiment of the invention, the first switching element and the second 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 first switching element and on the other hand the second 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.

Alternatively or in addition to the aforementioned variant, 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. About this actuator can be actuated from a neutral position, on the one hand, the third switching element and on the other hand, the fourth switching element. As a result, the production cost can be reduced by an actuator for both switching elements can be used by combining the two switching elements to a pair of switching elements. However, in this case can not be the second variant of the second, effective between the first drive shaft and the output shaft gear, since this must be done a simultaneous actuation of the third and the fourth switching element.

If, in addition, a sixth switching element is provided, further alternatively or additionally, the fifth switching element and the sixth switching element are combined to form a switching element pair, to which an actuating element is assigned. In this case, on the one hand the fifth switching element and on the other hand, the sixth switching element can be actuated via the actuating element from a neutral position. Again, can be reduced by summarizing the two switching elements and their operation via a common actuator manufacturing cost.

Particularly preferably, at least the first and the second switching element and the third and the fourth switching element are combined into pairs of switching elements, so that these four switching elements of the transmission can be actuated via two actuating elements. This makes it possible to realize a particularly low production cost. In addition, if the sixth switching element is provided, then there is also a summarization of the sixth switching element with the fifth switching element in order to further reduce the manufacturing cost.

In a further development of the invention, the rotor of the electric machine is non-rotatably connected to the second drive shaft. Alternatively, the rotor is coupled via at least one translation stage permanently to the second drive shaft. In principle, the electric machine can be arranged either coaxially to the second drive shaft or offset in an axial direction to this. In the former case, the rotor of the electric machine can either be directly rotatably connected to the second drive shaft or be coupled via one or more intermediate gear ratios with this, the latter allows a cheaper 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 second drive shaft, a 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.

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 prime mover and the first 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 first 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 disconnect 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 to each other 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 4 jeweils eine schematische Ansicht je eines Getriebes, wie es jeweils bei dem Kraftfahrzeugantriebsstrang aus 1 zur Anwendung kommen kann;
• 5 ein beispielhaftes Schaltschema der Getriebe aus den 2 bis 4;
• 6 eine schematische Darstellung eines Getriebes, wie es ebenfalls bei dem Kraftfahrzeugantriebsstrang aus 1 zur Anwendung kommen kann;
• 7 ein beispielhaftes Schaltschema des Getriebes aus 6;
• 8 bis 15 jeweils eine schematische Ansicht je eines Getriebes, wie es ebenfalls jeweils bei dem Kraftfahrzeugantriebsstrang aus 1 zur Anwendung kommen kann;
• 16 ein beispielhaftes Schaltschema der Getriebe aus den 8 bis 15;
• 17 bis 22 jeweils eine schematische Darstellung je einer Abwandlungsmöglichkeit der Getriebe aus den 2 bis 4, 6 und 8 bis 15.

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 4 in each case a schematic view of each of a transmission, as is the case in each case in the motor vehicle drive train 1 can be used;
• 5 an exemplary circuit diagram of the transmission of the 2 to 4 ;
• 6 a schematic representation of a transmission, as it also in the motor vehicle powertrain 1 can be used;
• 7 an exemplary circuit diagram of the transmission 6 ;
• 8th to 15 in each case a schematic view of each of a transmission, as it also respectively in the motor vehicle drive train 1 can be used;
• 16 an exemplary circuit diagram of the transmission of the 8th to 15 ;
• 17 to 22 in each case a schematic representation depending on a modification possibility of the transmission from the 2 to 4 . 6 and 8th to 15 ,

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 three planetary gear sets P1 . P2 and P3 where each of the planetary gear sets P1 . P2 and P3 one first element each E11 or. E12 or. E13 , a second element each E21 or. E22 or. E23 and a third element each E31 or. E32 or. E33 having. The respective first element E11 or. E12 or. E13 is in each case by a respective sun gear of the respective planetary gear set P1 or. P2 or. P3 formed while the respective second element E21 or. E22 or. E23 of the respective planetary gear set P1 or. P2 or. P3 as a planetary bridge and the respective third element E31 or. E32 or. E33 of the respective planetary gear set P1 or. P2 or. P3 is present as a ring gear.

In the present case, so are the first planetary gear P1 , the second planetary gear set P2 and also the third planetary gear set P3 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 , at the second planetary gear set P2 and also at the third planetary gear set P3 each provided a plurality of planet gears.

If it allows the connection, the first planetary gear set could P1 , the second planetary gear set P2 and the third planetary gear set P3 in each case also be designed as a plus-planetary gear set, wherein in comparison to the execution as a minus planetary gear set then the respective second element E21 or. E22 or. E23 through the respective ring gear and the respective third element E31 or. E32 or. E33 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 switching elements A . B . C . D and e designed here as couplings.

A first drive shaft LV1 of the transmission G can via the first switching element A rotatably with an output shaft GWA of the transmission G be connected, which is the second element E21 of the first planetary gear set P1 , the third element E32 of the second planetary gear set P2 and the second element E23 of the third planetary gear set P3 rotatably connected. In addition, the third element E31 of the first planetary gear set P1 and the second element E22 of the second planetary gear set P2 permanently rotatably connected to each other and can together via the second switching element B non-rotatable with the first drive shaft LV1 be associated. In addition, the first drive shaft LV1 still by closing the third switching element C non-rotatable with the first element E12 of the second planetary gear set P2 get connected.

As well as in 2 can be seen, is a second drive shaft GW2 Constantly rotatable with a rotor R the electric machine EM in connection, whose stator S on a non-rotatable component GG is permanently fixed, which is in particular to the transmission housing of the transmission G or part of this gearbox. Likewise, the first element E11 of the first planetary gear set P1 and the third element E33 of the third planetary gear set P3 each constantly on the non-rotatable component GG fixed and thus permanently prevented from rotating. The second drive shaft GW2 can also by closing the fourth switching element D non-rotatable with the first drive shaft LV1 be connected, wherein the second drive shaft GW2 also via the fifth switching element e non-rotatable with the first element E13 of the third planetary gear set P3 can be associated.

Both the first 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 Level 1-A the first 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 LV1 - A the first drive shaft LV1 is aligned. In addition, the first drive shaft LV1 , the second drive shaft GW2 and also the output shaft GWA arranged coaxially to each other.

The planetary gear sets P1 . P2 and P3 are also coaxial with the first drive shaft LV1 , the second drive shaft GW2 and the output shaft GWA , pointing to the junction LV1 - A the first drive shaft LV1 axially following in the order of the first planetary gear set P1 , second planetary gear set P2 and finally third planetary gear set P3 are arranged. Likewise, the electric machine is EM coaxial with the planetary gear sets P1 . P2 and P3 and thus also the drive shafts LV1 and GW2 and the output shaft GWA placed, the electric machine EM while axially on a second planetary gear P2 remote side of the third planetary gear set P3 is provided.

As well as out 2 shows, are the first switching element A , the second switching element B , the third switching element C and the fourth switching element D axially between the first planetary gear set P1 and the second planetary gear set P2 , in which case the first switching element A axially adjacent to the first planetary gear set P1 is provided and then then axially first, the second switching element B , the third switching element C and finally the fourth switching element D consequences. By contrast, the fifth switching element e axially between the second planetary gear set P2 and the third planetary gear set P3 placed.

The first switching element A and the second switching element B are axially immediately 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 first switching element A and on the other hand, the second switching element B can be operated. In this respect, the first switching element A and the second switching element B to a pair of switching elements SP1 summarized.

Likewise, the third switching element C and the fourth switching element D axially immediately adjacent to each other and arranged radially substantially at the same height and to a switching element pair SP2 summarized by the third switching element C and the fourth switching element D a common actuating element is assigned, 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.

Further, go out 3 a schematic view of a transmission G according to a second embodiment of the invention, which is also in the motor vehicle drive train in 1 can be used. This design option largely corresponds to the previous variant 2 , with the difference that a fifth switching element e is now designed as a non-positive switching element, wherein the fifth switching element e it actually exists as a multi-plate clutch. Furthermore, the fifth switching element e axially on a second planetary gear set P2 remote side of the third planetary gear set P3 intended. The other construction of the gearbox G corresponds to the variant according to 2 so that reference is made to what has been described.

4 shows a schematic representation of a transmission G according to a third embodiment of the invention, as also in the motor vehicle drive train in 1 Application can be found. This embodiment corresponds essentially to the variant 2 , in contrast, now the first element E13 of the third planetary gear set P3 Constantly rotatable with the second drive shaft GW2 is connected while the third element E33 of the third planetary gear set P3 is not permanently fixed, but only by pressing a fifth switching element e on the non-rotatable component GG is fixed. In this case, the fifth switching element e designed as a brake and is substantially in a plane with the third planetary gear P3 by the fifth switching element e largely axially at the level of the third planetary gear P3 and is arranged radially surrounding this. Otherwise, the embodiment corresponds to 4 according to the variant 2 so that reference is made to what has been described.

In 5 is an exemplary circuit diagram for the transmission G from the 2 to 4 tabulated. As can be seen, in this case between the first drive shaft LV1 and the output shaft GWA a total of four courses 1 to 04.03 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 04.03 each is closed.

As in 5 recognizable, becomes a first gear 1 between the first drive shaft LV1 and the output shaft GWA by actuating the fourth switching element D and the fifth switching element e connected. Furthermore, there is a second gear between the first drive shaft LV1 and the output shaft GWA in a first variant 2.1 by actuating the third switching element C and the fifth switching element e , Further, a third speed between the first drive shaft LV1 and the output shaft GWA in a first variant 3.1 by closing the second switching element B and the fifth switching element e shown, wherein the third gear also still in a second variant 3.2 by actuating the second switching element B and the fourth switching element D can be switched.

Finally, there is the fourth gear between the first drive shaft LV1 and the output shaft GWA in a first variant 4.1 by closing the first switching element A and the fifth switching element e , in a second variant 4.2 by actuating the first switching element A and the fourth switching element D as well as in a third variant 04.03 only by closing the first switching element A , While in the first variant 4.1 and also in the second variant 4.2 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 third variant 04.03 decoupled. The latter can however have the advantage that the electric machine EM must not run during operation and thus zero load losses can be avoided.

Although the switching elements A to D and at the transmissions G from the 2 and 4 also the fifth switching element e Each designed as a form-locking switching elements, a shift between the first gear 1 and the first variant 2.1 second gear, between the first variant 2.1 the second gear and the first variant 3.1 third gear and between the first variant 3.1 the third gear and the first variant 4.1 the fourth gear are each realized under load. Reason is that the fifth switching element e involved in all these gears, so that in the course of the circuits the output via the electric machine EM can be supported in the closed state of the fifth switching element e over the third planetary gear set P3 with the output shaft GWA is coupled. 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 switching element to be interpreted each open open and the below each to be closed switching element can be closed without load.

The gears G from the 2 to 4 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 second drive shaft GW2 and the output shaft GWA is effective and the representation of the fifth switching element e to convert into a closed state is how out 5 evident. This is when the fifth switching element is closed e the electric machine EM over the third planetary gear set P3 with the output shaft GWA coupled, the translation of the first gear E1 Here, the translation of the first, between the first drive shaft LV1 and the output shaft GWA effective gear 1 equivalent.

Advantageously, starting from the first gear E1 a states of the internal combustion engine VKM in the hallway 1 , in the first variant 2.1 second gear, in the first variant 3.1 of the third gear as well as in the first variant 4.1 be made of the fourth gear, as well as in each of these gears each fifth switching element e 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 fourth switching element D a charging or starting function can be realized. Because in the closed state of the fourth switching element D is the second drive shaft GW2 and thus the rotor R the electric machine EM directly against rotation with the first drive shaft LV1 coupled and thus with the internal combustion engine VKM , At the same time, however, there is no frictional connection to the output shaft GWA , wherein the second drive shaft GW2 and the first drive shaft LV1 turn it at the same speed. In generator operation of the electric machine EM can be an electrical energy storage via the internal combustion engine VKM be charged while in the electric motor operation of the electric machine EM starting the internal combustion engine VKM over the electric machine EM is feasible.

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 circuit from third gear to fourth gear or after a start of the internal combustion engine VKM in the fourth gear results in a hybrid driving in the first variant 4.1 of the fourth gear. To the speed of the electric machine EM Lowering in fourth gear at higher speeds, can from the first variant 4.1 the fourth gear in the second variant 4.2 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 the first switching element is closed A , This is then the load-free fifth switching element e designed and also load-free, fourth switching element D inserted, the speed adjustment in each case by speed control of the electric machine EM he follows.

In the transmission G out 3 may also due to the execution of the fifth switching element e as non-positive switching element additionally in the charging operation described above, a start on the fifth switching element e be realized by this in the generator operation of the electric machine EM is closed slipping. Accordingly, the fifth switching element functions e in this case as an integrated starting element, so that a delay-free starting from the loading operation out is possible.

Further shows 6 a schematic representation of a transmission G according to a fourth embodiment of the invention, which also in the motor vehicle drive train 1 can be used. This design option again essentially corresponds to the variant 2 , in contrast, but now the third switching element C and the fourth switching element D are not combined to a pair of switching elements, so that they can be independently transferred via an associated actuating element in each case in a closed state. Incidentally, the possibility of design according to 6 otherwise the variant 2 so that reference is made to what has been described.

In 7 is an exemplary circuit diagram for the transmission G out 6 illustrated, this circuit diagram largely from the circuit diagram 5 equivalent. The only difference is that now due to the independently possible operation of the switching elements C and D a second variant 2.2 the second gear can be realized, which between the first drive shaft LV1 and the output shaft GWA is effective. This is the second variant 2.2 by closing the third switching element C and the fourth switching element D connected. The remaining gears and also the otherwise possible operating modes are analogous to those in 5 Described realized, so in this regard 5 Reference is made.

Further, go out 8th a schematic representation of a transmission G according to a fifth embodiment of the invention, as also in the motor vehicle drive train in 1 Application can be found. This embodiment corresponds essentially to the variant 2 , In contrast, now in addition to a sixth switching element F is provided, which in the actuated state, the second drive shaft GW2 and the first element E12 of the second planetary gear set P2 rotatably connected. In this case, the sixth switching element F designed as a form-locking switching element and is in this case in particular as a dog clutch, wherein the sixth switching element F axially between the second planetary gear set P2 and the fifth switching element e is placed. Specifically, the sixth switching element F while axially immediately adjacent to the fifth switching element e and arranged radially at substantially the same height and shares with the fifth switching element e a common actuator over which from a neutral position on the one hand, the sixth switching element F and on the other hand, the fifth switching element e can be converted into a closed state. In this respect, the fifth switching element e and the sixth switching element F to a pair of switching elements SP3 summarized. Otherwise, the variant corresponds to 8th otherwise the possibility of design 2 so that reference is made to what has been described.

9 shows a schematic view of a transmission G According to a sixth embodiment of the invention, which is essentially the previous variant 8th corresponds and also in the motor vehicle powertrain in 1 Application can be found. Different from the variant after 8th is now that a sixth switching element F is realized as a non-positive switching element, wherein the sixth switching element F it is preferably present as a multi-plate clutch. In addition, the sixth switching element F and the fifth switching element e no longer combined to a pair of switching elements. Otherwise, the design option corresponds to 9 according to the variant 8th so that reference is made to what has been described.

Furthermore goes out 10 a schematic representation of a transmission G according to a sixth embodiment of the invention. This embodiment can also in the motor vehicle drive train in 1 come to the application, the embodiment as far as possible the immediately preceding variant 9 equivalent. The only difference is that, in addition, a fifth switching element e is designed as a non-positive switching element, this being in particular present as a multi-plate clutch and axially on a second planetary gear P2 remote side of the third planetary gear set P3 is provided. Otherwise, the embodiment corresponds to 10 the previous embodiment possibility 9 so that reference is made to what has been described.

Further shows 11 a schematic view of a transmission G according to a seventh embodiment of the invention, which in the motor vehicle drive train in 1 Application can be found and as far as possible the variant 8th equivalent. Different is now that the third switching element C , the fourth switching element D , the fifth switching element e and also the sixth switching element F axially on a second planetary gear set P2 remote side of the third planetary gear set P3 are provided, in which case the fifth switching element e axially adjacent to the third planetary gear set P3 is and then axially then first the sixth switching element F , then the fourth switching element D and finally, the third switching element C consequences. Again, this is the third switching element C and the fourth switching element D to a pair of switching elements SP2 and the fifth switching element e and the sixth switching element F to a pair of switching elements SP3 summarized. In addition, the planetary gear sets P1 to P3 axially in the area of the electric machine EM and arranged radially inwardly to this. Incidentally, the possibility of design according to 11 according to the variant 8th so that reference is made to what has been described.

Out 12 is a schematic representation of a transmission G according to an eighth embodiment of the invention. This embodiment can also in the motor vehicle powertrain in 1 are used and corresponds essentially to the variant 8th , wherein, in contrast to the possibility of design according to 8th now the first element E13 of the third planetary gear set P3 Constantly rotatable with the second drive shaft GW2 connected is. Furthermore, the third element E33 of the third planetary gear set P3 not always on the non-rotating component GG but fixing the third element E33 of the third planetary gear set P3 takes place only by closing a fifth switching element e instead of. The executed as a brake, fifth switching element e is axially in a plane with the third planetary gear P3 arranged by the fifth switching element e axially substantially at the height of the third planetary gear set P3 and is placed radially surrounding this. As a result, the fifth switching element e not even with the sixth switching element F summarized to a pair of switching elements. Otherwise, the embodiment corresponds to 12 according to the variant 8th so that reference is made to what has been described.

Further shows 13 a schematic view of a transmission G according to a ninth embodiment of the invention. This Ausgestaltungsmöglichkeit can in the motor vehicle powertrain in 1 Application find, with the possibility of designing as far as possible the previous variant 12 equivalent. But different is now that the fifth switching element e is now designed as a non-positive switching element, wherein the fifth switching element e this is preferably present as a lamellar switching element. Otherwise, the design option corresponds to 13 according to the variant 12 so that reference is made to what has been described.

Out 14 is a schematic representation of a transmission G according to a tenth embodiment of the invention, which also largely according to the variant 12 equivalent. This embodiment can also in the motor vehicle drive train in 1 come to the application, in contrast to the variant according to 12 now the sixth switching element F is realized as a non-positive switching element and in this case is present in particular as a lamellar switching element. Otherwise, the embodiment corresponds to 14 otherwise the variant 12 so that reference is made to what has been described.

In addition shows 15 a schematic view of a transmission G according to an eleventh embodiment of the invention, as also in the motor vehicle drive train in 1 Application can be found. This embodiment option is essentially the variant according to 12 imitated, in contrast to now both the fifth switching element e , as well as the sixth switching element F are each designed as non-positive switching elements. Preferably, the switching elements lie e and F each as a slat switching elements before. Otherwise, the design option corresponds to 15 according to the variant 12 so that reference is made to what has been described.

16 shows an exemplary circuit diagram of the transmission of the 8th to 15 , this circuit diagram substantially from the circuit diagram 5 equivalent. It is different that by the additional provision of the sixth switching element F other variants 2.3 and 2.4 the second, between the first drive shaft LV1 and the output shaft GWA effective gear, another variant 3.3 of the third, between the first drive shaft LV1 and the output shaft GWA effective gear as well as another variant 4.4 the fourth, between the first drive shaft LV1 and the output shaft GWA effective gear can be realized. This results in the third variant 2.3 of the second gear by operating the third switching element C and the sixth switching element F while the fourth variant 2.4 of the second gear by closing the fourth switching element D and the sixth switching element F can be switched. The third variant 3.3 the third gear is obtained by closing the second switching element B and the sixth switching element F whereas the fourth variant 4.4 of the fourth gear by operating the first switching element A and the sixth switching element F can be represented.

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 then over the second planetary gear set P2 in interaction with the first planetary gear set P1 with the second drive shaft GW2 and thus also the rotor R the electric machine EM coupled. A translation of this passage E2 corresponds to the translation of the second gear between the first 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 4.1 the fourth gear in the third variant 04.03 be realized: after an electrically supported circuit from third to fourth gear or after a Zustart the internal combustion engine VKM in the fourth gear initially results in a hybrid driving in the first variant 4.1 of the fourth gear. To lower the speed of the rotor in fourth gear at higher speeds, is now from the first variant 4.1 in the third variant 04.03 switched over because here the rotor has a lower speed than in the first variant 4.1 , 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 fifth switching element e designed and also load-free, sixth switching element F is inserted.

Switching to the third variant 04.03 also has the advantage that the internal combustion engine VKM by opening the first switching element A 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 fourth gear to third gear can be prepared by first of the third variant 04.03 in the first variant 4.1 is changed while the internal combustion engine VKM the tensile force when the first switching element is closed A receives. In the first variant 4.1 of the fourth gear is in turn the fifth switching element e closed, which is needed in order to switch back from fourth gear to third gear, the traction over the electric machine EM to support.

At the transmissions G from the 9 . 10 . 14 and 15 in which the sixth switching element F is present as a non-positive switching element, is a switching between the gears E1 and E2 also at least partial load switchable. So can the variants of the 9 and 14 High and low train downshifts between gears E1 and E2 each carried out under load. Is then also the fifth switching element e realized as non-positive switching element, as in the transmissions G from the 10 and 15 The case is so, in addition to the special charging operation, as he may 5 has already been described and also in the transmission G out 13 can be realized, also circuits between the gears E1 and E2 be designed fully load switchable. In this case, then train up, Zugrück-, Schubhoch- and push downshifts under load can be displayed. Finally show the 17 to 22 Modifications of the transmission G from the 2 to 4 . 6 and 8th to 15 , These modification options relate to other possibilities of integration of the electric machine EM , So is in 17 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 respective wheelset RS rotatably on the second drive shaft GW2 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 18 is the electric machine EM off-set to the respective wheelset RS of the respective transmission G placed. Unlike the previous variant 17 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 respective wheelset RS is the traction drive ZT then on the second drive shaft GW2 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 19 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 on the part of the respective wheelset RS rotatably on the second drive shaft GW2 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 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 20 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 19 , 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 20 otherwise the variant 19 so that reference is made to what has been described.

Further shows 21 Another modification of the transmission G from the 2 to 4 . 6 and 8th to 15 , 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 20 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 21 can be seen, is a first spur gear SR1 the spur gear stage SRS on the part of the respective wheelset RS rotatably connected, wherein this connection thereby to the second drive shaft GW2 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 22 Another modification of the transmission G from the 2 to 4 . 6 and 8th to 15 , this modification possibility essentially according to the previous variant 21 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 22 otherwise the variant 21 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

P3

Third planetary gear set

E13

First element of the third planetary gear set

E23

Second element of the third planetary gear set

E33

Third element of the third 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

Switching element pair

SP2

Switching element pair

SP3

Switching element pair

1

First course

2.1

Second gear

2.2

Second gear

2.3

Second gear

2.4

Second gear

3.1

Third gear

3.2

Third gear

3.3

Third gear

4.1

Fourth gear

4.2

Fourth gear

4.3

Fourth gear

4.4

Fourth gear

E1

first course

E2

second gear

LV1

First drive shaft

Level 1-A

junction

GW2

Second drive shaft

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 2006/0229152 A1 [0003]

Claims (17)

Transmission (G) for a motor vehicle, comprising an electric machine (EM), a first drive shaft (GW1), a second drive shaft (GW2), an output shaft (GWA), and a first planetary gear set (P1), a second planetary gear set (P2) and a third planetary gear set (P3), wherein the planetary gear sets (P1, P2, P3) each comprise a plurality of elements (E11, E21, E31, E12, E22, E32, E13, E23, E33), wherein a first (A), a second (B), a third (C), a fourth (D) and a fifth switching element (E) are provided, and wherein a rotor (R) of the electric machine (EM) is in communication with the second drive shaft (GW2), characterized in that the first drive shaft (GW1) can be connected to the output shaft (GWA) in a rotationally fixed manner via the first shift element (A), which second element (E21) of the first planetary gear set (P1), the third element (E32) of the second planetary gear set (G). P2) and the second element (E23) of the third planetary gear set (P3) rotatably together verb Indet, - that the first element (E11) of the first planetary gear set (P1) is fixed, - that the third element (E31) of the first planetary gear set (P1) and the second element (E22) of the second planetary gear set (P2) rotatably connected to each other and by means of the second switching element (B) together rotationally fixed to the first drive shaft (GW1) are brought into connection, - that the first drive shaft (GW1) via the third switching element (C) rotationally fixed to the first element (E12) of the second planetary gear set (P2) is connectable, - that the first drive shaft (GW1) by means of the fourth switching element (D) rotatably connected to the second drive shaft (GW2) is connectable, - and that in the third planetary gear set (P3) a first coupling of the first element (E13) of the third planetary gear set (P3) with the second drive shaft (GW2) and a second coupling of the third element (E33) of the third planetary gear set (P3) with a non-rotatable component (GG), wherein di esen two couplings as a permanent rotationally fixed connection is present, while in the remaining coupling a rotationally fixed connection by means of the fifth switching element (E) can be produced. Transmission (G) to Claim 1 , characterized in that by selectively closing the five switching elements (A, B, C, D, E) - a first gear (1) between the first drive shaft (GW1) and the output shaft (GWA) by operating the fourth (D) and the fifth shift element (E), - a second gear between the first drive shaft (GW1) and the output shaft (GWA) in a first variant (2.1) by closing the third (C) and the fifth shift element (E) and in a second Variant (2.2) by actuating the third (C) and the fourth switching element (D), - a third gear between the first drive shaft (GW1) and the output shaft (GWA) in a first variant (3.1) by closing the second (B) and the fifth shift element (E) and in a second variant (3.2) by operating the second (B) and the fourth shift element (D), - and a fourth gear between the first drive shaft (GW1) and the output shaft (GWA) in one first variant (4.1) by closing the e in a second variant (4.2) by actuating the first (A) and the fourth switching element (D) and in a third variant (4.3) by closing the first switching element (A) results , Transmission (G) to Claim 1 or 2 , characterized in that a first gear (E1) results between the second drive shaft (GW2) and the output shaft (GWA) by closing the fifth shift element (E). Transmission (G) according to one of Claims 1 to 3 , characterized in that the third element (E33) of the third planetary gear set (P3) is fixed, whereas the first element (E13) of the third planetary gear set (P3) via the fifth switching element (E) rotatably connected to the second drive shaft (GW2) is connectable , Transmission (G) according to one of Claims 1 to 3 , characterized in that the first element (E13) of the third planetary gear set (P3) rotatably in communication with the second drive shaft (GW2), whereas the third element (E33) of the third planetary gear set (P3) by means of the fifth switching element (E) can be fixed is. Transmission (G) according to one of the preceding claims, characterized in that in addition a sixth switching element (F) is provided, via which the second drive shaft (GW2) rotatably connected to the first element (E12) of the second planetary gear set (P2) is connectable. Transmission (G) after the Claims 2 and 6 , characterized in that - the second gear between the first drive shaft (GW1) and the output shaft (GWA) also in a third variant (2.3) by closing the third (C) and the sixth switching element (F) and in a fourth variant (2.4) by actuating the fourth (D) and the sixth switching element (F), - the third gear between the first drive shaft (GW1) and the output shaft (GWA) further in a third variant (3.3) by closing the second (B) and the sixth switching element (F), - and the fourth gear between the first drive shaft (GW1) and the output shaft (GWA) also results in a fourth variant (4.4) by operating the first (A) and the sixth switching element (F). Transmission (G) to Claim 6 or 7 , characterized in that a second gear (E2) results between the second drive shaft (GW2) and the output shaft (GWA) by closing the sixth shift 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, P3) is present as a minus planetary gear set, wherein it is at the respective first element (E11, E12, E13) of the respective planetary gear set (P1 , P2, P3) about a respective sun gear, at the respective second element (E21, E22, E23) of the respective planetary gear set (P1, P2, P3) about a respective planet web and at the respective third element (E31, E32, E33) of respective planetary gear set (P1, P2, P3) is 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 first switching element (A) and the second switching element (B) 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 first switching element (A) and on the other hand the second switching element (B) can be actuated. 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 (SP2), 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 Claims 6 to 8th , characterized in that the fifth switching element (E) and the sixth switching element (F) to a switching element pair (SP3) are combined, which is associated with an actuating element, wherein on the actuating element from a neutral position on the one hand, the fifth switching element (E) and on the other the sixth switching element (F) is actuated. Transmission (G) according to one of the preceding claims, characterized in that the rotor (R) of the electric machine (EM) rotatably connected to the second drive shaft (GW2) or via at least one translation stage permanently with the second drive shaft (GW2) is coupled. Motor vehicle drive train for a hybrid or electric vehicle, comprising a transmission (G) after one or more of the Claims 1 to 15 , Method for operating a transmission (G) after Claim 1 , characterized in that only a fourth switching element (D) is closed to represent a charging operation or a starting operation.

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