DE102021208567B3 - Transmission and drive train for a vehicle - Google Patents

Abstract

Transmission for a drive train of a vehicle, comprising two planetary gear sets, at least two gear shifting elements, the first planetary gear set having a first sun gear as the first gear set element, a first planet carrier as the second gear set element and a first ring gear as the third gear set element, the second planetary gear set having a second sun gear as the first gear set element, a second planet carrier as the second gear set element and a second ring gear as the third gear set element, the first ring gear and the second sun gear being connected to one another in a torque-proof manner and arranged fixed to the housing, with one of the gear set elements of the second planetary gear set being set up to be connected at least indirectly to a drive shaft of a electrical machine to be drivingly connected, wherein the first planetary carrier is at least indirectly rotatably connected to an output shaft of the transmission, wherein the first gear shifting element is adapted to, in a sat closed state to connect the first sun gear to the second planet carrier in a rotationally fixed manner, wherein the second gear shifting element is set up to connect the first sun gear to the second ring gear in a rotationally fixed manner in a closed state, and wherein one of the two gear shifting elements is closed for rotary drive of the output shaft, wherein a third gear shifting element is set up to connect an input shaft of the transmission to the output shaft of the transmission in a torque-proof manner.

Description

The invention relates to a transmission for a drive train of an at least partially electrically powered vehicle. The invention further relates to a drive train, comprising such a transmission and a vehicle.

From the pamphlet WO 2014/139 744 A1 a drive train for a vehicle is known, with at least one electric drive, which can be coupled via a drive shaft with at least a first transmission stage and a second transmission stage. At least one shifting device is provided for shifting the gear ratio stages, with the shifting device for carrying out power shifts comprising at least one positive-locking shifting element and at least one frictional-locking shifting element. Each of the transmission stages can be shifted using the positive-locking shifting element, at least one of the transmission stages being shiftable both with the positive-locking shifting element and with the friction-locking shifting element.

Further reveal DE 10 2019 131 753 A1 , DE 10 2017 111 036 A1 and WO 2020/ 259 876 A1 other generic drive trains for vehicles that are at least partially electrically powered.

The object of the present invention is to propose an alternative, particularly efficient and compact transmission, as well as an alternative, particularly efficient and compact drive train with such a transmission. According to a first aspect of the invention, this object is achieved with a transmission according to claim 1 . The object is also achieved according to a second aspect of the invention with a drive train according to claim 7 and according to a third aspect of the invention with a vehicle according to claim 14. Advantageous refinements result from the dependent subclaims.

According to a first aspect of the invention, a transmission for a drive train of an at least partially electrically driven vehicle comprises a first planetary gear set and a second planetary gear set, a first gear shift element and at least one second gear shift element, the first planetary gear set comprising a plurality of gear set elements, namely a first sun gear as the first gear set element , a first planet carrier as the second gear set element and a first ring gear as the third gear set element, with several rotatably mounted planetary gears being arranged on the first planet carrier, with the second planetary gear set also comprising several gear set elements, namely a second sun gear as the first gear set element, a second planet carrier as the second gear set element second ring gear as the third wheel set element, wherein a plurality of rotatably mounted planet gears are arranged on the second planet carrier, the first ring gear and the second sun gear being non-rotatably connected to one another connected and fixed to the housing, one of the wheel set elements of the second planetary gear set being set up to be at least indirectly drivingly connected to a drive shaft of an electric machine, the first planet carrier of the first planetary gear set being non-rotatably connected at least indirectly to an output shaft of the transmission, the first gear shifting element is set up to connect the first sun gear of the first planetary gear set to the second planet carrier of the second planetary gear set in a rotationally fixed manner in a closed state, wherein the second gear shifting element is set up to, in a closed state, connect the first sun gear of the first planetary gear set to the second ring gear of the to connect the second planetary gear set in a rotationally fixed manner, and wherein one of the two gear shifting elements is in the closed state for driving the output shaft in rotation. Such a transmission can be used to drive the vehicle with two or more gears or gear steps, in particular with more favorable operating points and therefore more efficiently. In addition, the transmission has a comparatively simple design and requires comparatively little installation space.

A “active connection” or “drive-effective connection” is a connection between two torque-carrying parts that allows torque or power to be transmitted between these parts. In particular, both parts are rotatably mounted accordingly. Drive-effective connections are to be understood as meaning both those that have no transmission or intermediate components and those that have a transmission or intermediate components. For example, further shafts and/or gears can be arranged in a drivingly effective manner between two shafts or two gears.

One of the wheel set elements of the second planetary gear set, ie either the second ring gear or the second planet carrier, is set up to be drivingly connected to an output shaft of an electric machine. The output shaft is a drive shaft, in particular the rotor shaft, of the electric machine and is connected in a rotationally fixed manner or in one piece to the input shaft of the transmission. When the electric machine is in rotor operation, the output shaft of the electric machine simultaneously acts as the input shaft of the planetary gear with a plurality of planet gears sets trained transmission. The respective wheel set element of the second planetary gear set is thus driven in rotor mode by means of the electric machine, namely via its rotor, which is connected in a rotationally fixed manner to the input shaft of the transmission. When the electric machine is operating as a rotor, electric energy is fed into the electric machine, for example from an energy store, in particular a battery, which results in the rotor rotating to generate drive power, with the drive power being used to drive the respective wheel set element of the second planetary gear set, i.e. the second Ring gear or the second planet carrier is provided.

In contrast, in generator operation, electrical energy is generated with the electrical machine. In this case, the output shaft of the transmission acts as the input shaft of the transmission in generator mode, whereas the input shaft of the transmission, which is non-rotatably connected to the rotor, is designed as an output shaft, with drive power being transmitted at least indirectly via the transmission to the electric machine, so that the electric machine can be used to generate electric power Energy is generated that can be fed into a battery for storage. In generator mode, the power is introduced, for example, from one or more rotating wheels of the vehicle via the transmission into the electric machine.

The term “at least indirectly” is to be understood as meaning that two components are connected to one another via at least one further component which is arranged between the two components, or are connected to one another directly and therefore directly. Consequently, further components can be arranged between the shafts or gears, which are operatively connected to the shaft or the gear.

A shaft, be it an input shaft, an output shaft, an intermediate shaft, a drive shaft or the like, is to be understood within the meaning of the invention as a rotatable component of the drive train, in particular of the transmission, for transmitting torque, via which associated components of the drive train are non-rotatably connected are connected to one another or via which such a connection is established upon actuation of a corresponding shifting element or gear shifting element.

The first ring gear and the second sun gear are fixed to the housing. In other words, one wheel set element of the respective planetary gear set is fixed to the housing. The first ring gear of the first planetary gear set can be in one piece or in multiple parts, but in any case be non-rotatably connected to the second sun gear of the second planetary gear set. The first ring gear and the second sun gear can be connected to one another in a torque-proof manner via a coupling shaft, the first ring gear and the second sun gear being connected to the housing in this case via the coupling shaft. The coupling shaft is thus designed on the one hand to combine or combine the first ring gear and the second sun gear into one component, and on the other hand to arrange these two components fixed to the housing and thus stationary. The coupling shaft, the first ring gear and the second sun gear are preferably designed in one piece. However, it is also conceivable for a separate first ring gear and/or a separate second sun gear to be connected in a torque-proof manner to a separate coupling shaft, with the coupling shaft being fixed to the housing.

According to an exemplary embodiment of the invention, the transmission with the two planetary gear sets is designed in a radially nested design. In other words, the second planetary gear set is arranged radially outside of the first planetary gear set. In this case, the component comprising the first ring gear and the second sun gear, in particular the coupling shaft, is preferably ring-shaped at least in sections and has both internal teeth and external teeth. The internal toothing fulfills the function of the first ring gear of the first planetary gear set, with the external toothing fulfilling the function of the second sun gear of the second planetary gear set. By using planetary gear sets arranged in this way, particularly compact transmissions can be realized, which means that a great deal of freedom is achieved in the arrangement of the transmission in the vehicle.

The first and second planetary gear sets of the transmission are each designed as a minus planetary gear set. A minus planetary gear set preferably describes a single planetary gear set with a planet carrier on which planet gears are rotatably mounted, as well as with a sun gear and a ring gear, with the teeth of at least one of the planet gears meshing with both the teeth of the sun gear and the teeth of the ring gear or meshing, causing the ring gear and sun gear to rotate in opposite directions when the sun gear rotates with the planet carrier stationary. Consequently, the direction of rotation is reversed by means of the negative planetary gear set.

The second planetary gear set of the transmission can alternatively be designed as a plus planetary gear set. A plus planetary gear set differs from the minus planetary gear set in that the plus planetary gear set preferably has inner and has outer planet gears, which are rotatably mounted on the planet carrier. The toothing of the inner planetary gears meshes with the toothing of the sun gear on the one hand and with the toothing of the outer planetary gears on the other hand. The toothing of the outer planet gears also meshes with the toothing of the ring gear. As a result, when the planet carrier is stationary, the ring gear and the sun gear rotate in the same direction of rotation. The second planetary gear set preferably has more planet gears than the first planetary gear set.

Gears that mesh with one another or mesh with one another transmit a speed and torque via their meshing teeth, i.e. drive power.

A stationary translation of the first planetary gear set is preferably greater than a stationary translation of the second planetary gear set. The ratio of a sun gear to a ring gear with a (fictitious) fixed planet carrier is to be understood as a static ratio. In simplified terms, the stationary ratio is the ratio between the ring gear diameter and the sun gear diameter.

In the case of a second planetary gear set designed as a plus planetary gear set, the second planet carrier of the second planetary gear set is designed to rotatably support both the inner planetary gears and the outer planetary gears of the second planetary gear set. The second planetary carrier can be designed in one piece or in multiple parts, with a first part of the second planetary carrier receiving the inner planetary gears and a second part of the second planetary carrier receiving the outer planetary gears rotatably in a multi-part design, and the two parts can be connected to one another in a torque-proof manner. In one exemplary embodiment, the second planet carrier can be connected in a torque-proof manner to the first sun gear.

By closing the first gear shift element, a non-rotatable connection between the first sun gear of the first planetary gear set and the second planet carrier of the second planetary gear set can be realized. In other words, the first sun gear and the second planet carrier rotate together about the axis of rotation of the transmission when the first gear shifting element is closed.

By closing the second gear shifting element, a non-rotatable connection can be realized between the first sun gear of the first planetary gear set and the second ring gear of the second planetary gear set. In other words, the first sun gear and the second ring gear rotate together about the axis of rotation of the transmission when the second gear shifting element is closed. According to one exemplary embodiment, the second ring gear is connected in a torque-proof manner to the input shaft of the transmission or to the drive shaft of the electric machine, in particular to drive it to its rotor, with the result that the second ring gear of the second planetary gear set and the first sun gear of the first planetary gear set are connected together when the second gear shift element is closed are in operative connection, ie in drive-effective connection, with the electrical machine.

The second gearshift element can be arranged directly or via a connecting shaft on the rotor, on the input shaft of the transmission, on the first sun gear or on the second ring gear in order to connect the first sun gear to the second ring gear in a rotationally fixed manner when the second gearshift element is engaged.

Depending on the shift position or state of the two gear shift elements, the first planet carrier of the first planetary gear set transmits drive power with a respective transmission ratio at least indirectly to the output shaft of the transmission, in particular to at least one, preferably two, output shafts of the drive train, which are each at least indirectly connected to at least one wheel of the vehicle are connected. The respective output shaft is preferably arranged coaxially with the output shaft together with the input and output shaft of the transmission. Thus, at least one wheel of the vehicle is rotationally driven at least indirectly via the respective output shaft by the drive power generated with the electric machine and converted at least with the transmission. With two output shafts, one axle of the vehicle can be designed to be driven in rotation.

A gear shifting element is to be understood as a connecting part, by means of which at least one torque-transmitting part can be connected in a drivingly effective manner to another torque-transmitting part or to a stationary or housing-fixed part. The respective gear shifting element can be switched between at least one open and one closed state, with the gear shifting element being unable to transmit any torque between two parts interacting with the gear shifting element in the open state, and with the gear shifting element transmitting torque between the two parts interacting with the gear shifting element in the closed state can. If there is a drive-effective connection between two transmission elements, torques and forces and, depending on the design of the transmission elements, possibly a rotational speed, are transmitted from one transmission element to the other transmission element. That each lige gear shift element is designed, for example, positively or non-positively.

In the closed state of the first gear shifting element, drive power is transmitted from the transmission input to the transmission output, i.e. from the input shaft to the output shaft, or vice versa, in a first gear or a first gear step, with a first gear ratio or a first gear ratio greater than 1. In the closed state of the first gear shift element, the second gear shift element is in the open state in order to transmit the drive power with the first gear ratio to the output shaft of the transmission via the first planet carrier of the first planetary gear set.

In the closed state of the second gear shift element, drive power is transmitted from the transmission input to the transmission output, i.e. from the input shaft to the output shaft, or vice versa, in a second gear or a second gear stage, specifically with a second translation or a second gear ratio also greater than 1. In the closed state of the second gear shift element, the first gear shift element is in the open state in order to transmit the drive power with the second gear ratio to the output shaft of the transmission via the first planet carrier of the first planetary gear set. Consequently, either the first gearshift element or the second gearshift element is in the closed state for driving the output shaft of the transmission in rotation.

If both gear shift elements are open, no drive power is transmitted to the output shaft of the transmission. The transmission is therefore idling. If, on the other hand, both gear shifting elements are closed, rotation of the output shaft is blocked. In this respect, the two gear shifting elements are simultaneously in a closed state in order to implement a parking lock function.

The first gear shifting element and/or the second gear shifting element is preferably designed as a non-positive shifting element. In particular, the non-positive shifting element can be designed as a friction shifting element, in particular as a multi-plate clutch or cone clutch, in order to create a non-positive connection between the first sun gear of the first planetary gear set and the second ring gear of the second planetary gear set or between the first sun gear of the first planetary gear set and the second planet carrier of the second planetary gear set to create. A non-positive shifting element is one that introduces a normal force onto two parts or surfaces of transmission elements to be connected with one another, mutual displacement of the parts or surfaces being prevented as long as a counterforce essentially caused by static friction is not exceeded. This creates a frictional connection for transmitting torque between the transmission elements to be connected.

Alternatively, the first gear shifting element and/or the second gear shifting element is designed as a positive-locking shifting element. A positive shifting element can be designed, for example, as a claw shifting element to implement a positive connection between the first sun gear of the first planetary gear set and the second ring gear of the second planetary gear set or between the first sun gear of the first planetary gear set and the second planet carrier of the second planetary gear set. A positive-locking shifting element is one in which two parts of the transmission mesh and form a positive-locking connection for transmitting torque between two transmission elements. In comparison to a non-positive switching element, a positive-locking switching element implements a system that is optimal in terms of cost and efficiency.

With the transmission according to the first aspect of the invention, power shifting between the gears is advantageously possible, i.e. shifting between a first and second gear or vice versa, without the drive power at the output or at the output shaft being interrupted, in particular during a shifting process. Advantageously, no separate load shifting elements have to be provided for this purpose, but rather the transmission can be equipped with structurally simpler non-positive gear shifting elements.

For a traction load shift or a push load shift, it is necessary that at least one of the gear shifting elements is designed as a non-positive gear shifting element or as a friction shifting element. In contrast, for a traction and push load shifting by means of the gear shifting elements, it is necessary for both gear shifting elements to be designed as non-positive gear shifting elements. In contrast, the respective other gear shifting element that is not designed as a non-positive shifting element can be designed as a positive gear shifting element or claw shifting element. Thus, one gear shifting element or both gear shifting elements can effect a power shift in each case.

A gear shifting element that implements a power shift is a shifting element that allows two transmission elements to be connected to one another while a drive power, in particular a torque, is applied to one transmission element, so that after the respective gearshift element has been closed, drive power is transmitted to the other transmission element. A synchronization of the speeds of the transmission elements involved before the closing of a power shift element is not necessary.

The first gear shifting element and/or the second gear shifting element is preferably set up to be arranged at least partially radially inside a rotor of an electrical machine. In other words, either only the first gear shifting element, only the second gear shifting element or both the first and the second gear shifting element can be arranged at least partially radially inside the rotor. A first or second gear shifting element arranged at least partially radially inside the rotor is to be understood as meaning that the respective gear shifting element protrudes axially, at least in sections, into the space radially surrounded by the rotor. The respective gear shifting element is preferably arranged completely radially inside the rotor of the electrical machine. As a result, an axially compact transmission can be implemented.

According to one embodiment of the invention, the two gear shifting elements are designed together as a double shifting element. This means that the first and second gear shifting element are arranged axially or radially directly next to one another and the two gear shifting elements are combined into one unit. This is particularly advantageous if both shifting elements are designed as claw shifting elements, with the double shifting element being designed to be actuated by a single actuator. In this case, no power shift between the first and second gear, or vice versa, is possible, but with such an arrangement and design of the gear shifting elements, axial installation space of the transmission can be saved. The design of the gear shifting elements as claw shifting elements also simplifies the implementation of a parking lock function, ie when both gear shifting elements are transferred or are present in the closed state.

According to the invention, a third gear shifting element is provided, which is set up to connect an input shaft of the transmission to the output shaft of the transmission in a torque-proof manner. In other words, a third gear or a third gear stage or a direct gear with a third gear ratio or a third gear ratio is realized by means of the third gear shifting element in order to transmit drive power without conversion from the transmission input to the transmission output. Consequently, the input and output shafts of the transmission are brought into a block rotation by means of the third gear shifting element. In block circulation or in a direct gear of the transmission, there is no conversion of the drive power, so that the third transmission ratio in third gear or in third gear is i=1. The advantage here is that an efficiency of almost 100% is achieved in block circulation or in direct gear of the transmission. The third gear ratio is different from the first gear ratio and the second gear ratio to realize a third gear.

Analogously to the first or second gear shifting element, the third gear shifting element can be designed as a non-positive shifting element or as a positive shifting element. Thus, with structurally simple means, power shifting is also possible by means of the third gear shifting element, which is then designed as a non-positive shifting element. It is also conceivable that the third gear shifting element is combined with one of the other two gear shifting elements to form a double shifting element. In this respect, reference is made to the previous description.

According to a second aspect of the invention, a drive train for an at least partially electrically driven vehicle includes a transmission according to the first aspect of the invention and an electric machine, the transmission transmitting drive power generated by the electric machine to at least one output shaft. The transmission is designed as a multi-speed transmission, in particular as a 2-speed or 3-speed transmission, with the transmission increasing an overall transmission ratio of the drive, which is transmitted to the respective output shaft.

Preferably, the drive train also includes a differential which effectively connects the transmission to two output shafts arranged coaxially with respect to an output axis. Such a drive train is designed to be simple and compact with the transmission according to the invention. The differential is designed, for example, as a bevel gear differential or the like.

A drive power coming from the transmission with a corresponding translation is transmitted from the output shaft of the transmission at least indirectly via the differential to the two output shafts, with the differential dividing a drive power, i.e. a speed and a torque, between the output shafts. So that the output shafts are coaxial on the output axis, the differential is also arranged on the output axis. In the case of a coaxial arrangement, the worlds of the transmission are designed in such a way that one of the output shafts of the drive train can be passed through the transmission and through the electric machine. In this case, the shafts of the transmission are each designed as a hollow shaft, with the respective output shaft being passed axially through the transmission, starting from the differential. Alternatively, the differential is arranged axially parallel to the transmission, with one of the output shafts being routed past the transmission.

Preferably, the drive train comprises at least one transmission stage that is effectively connected to the transmission in a drivingly effective manner. The transmission stage is intended in particular to increase the overall transmission ratio of the drive.

According to an exemplary embodiment of the invention, the respective transmission step is designed as a planetary gear with at least one third planetary gear set. For this purpose, the third planetary gearset preferably has a third sun gear, a third ring gear fixed to the housing and a plurality of planetary gears rotatably mounted on a third planet carrier. The third planetary gear set is advantageously designed as a negative planetary gear set, with an overall transmission ratio of the drive being increased by means of the respective planetary gear set of the planetary gear.

The respective gear ratio stage designed as a planetary gear is designed to be axially short, with the planet gears meshing with both the third ring gear and the third sun gear.

The transmission stage in each case designed as a planetary gear can be arranged in the power flow before or after the gear. In this sense, the gear stage is either upstream or downstream of the transmission. According to one exemplary embodiment, a transmission stage arranged in front of the transmission in the power flow, i.e. an upstream transmission stage, is designed in such a way that the output shaft of the electric machine is non-rotatably connected to the third sun gear, with the third planetary carrier being non-rotatably connected to the second ring gear. The third planet carrier is thus non-rotatably connected to the input shaft of the transmission or forms the input shaft, which is non-rotatably connected to the second ring gear. The third sun gear is also connected in a rotationally fixed manner to the output shaft of the electrical machine or to the rotor of the electrical machine. The torque is supported on the housing via the third ring gear of the third planetary gear set. In this case, the output shaft of the transmission is directly or via a differential drivingly connected to the respective output shaft of the drive train.

In this sense, the third sun gear of the third planetary gear set is preferably connected in a torque-proof manner to an output shaft of the electrical machine, with the third planet carrier being connected in a torque-proof manner to the input shaft of the transmission.

A respective transmission stage arranged in the power flow after the transmission, i.e. a downstream transmission stage, is preferably designed in such a way that the third sun gear of the third planetary gear set is drivingly connected, in particular non-rotatably, to the output shaft of the transmission or to the second planet carrier. The output of the planetary gear of the transmission stage takes place via the third planet carrier, which is drivingly connected to an output shaft of the planetary gear, in particular non-rotatably. The torque is supported on the housing via the third ring gear. In this case, the output shaft of the transmission stage is drivingly connected directly or via a differential to the respective output shaft of the drive train.

In this sense, the third sun gear is non-rotatably connected to the output shaft of the transmission, the third planetary carrier being non-rotatably connected to an output shaft of the planetary transmission of the transmission stage, and the third ring gear being fixed to the housing.

Alternatively, the respective gear stage is designed as a spur gear stage. As a result, the output shaft can be arranged axially parallel to the output shaft of the transmission. Thus, the output axle, on which the output shaft or the output shafts of the drive train are arranged, is arranged axially parallel to a drive axle, with at least the output shaft of the transmission being arranged coaxially to the drive axle, preferably also the input shaft of the transmission and/or the axis of rotation of the rotor of the electrical machine. The spur gear stage creates a drive connection between the transmission output and the respective output shaft, in particular the differential with the two output shafts. In this example, too, the respective gear ratio stage is advantageously designed to generate or increase the overall gear ratio. The spur gear stage is preferably arranged in the power flow after the transmission and before the differential.

The respective transmission stage can be single-stage or multi-stage, in particular two-stage. A single-stage spur gear preferably comprises at least two interconnected in Gears in meshing engagement, the axis of rotation of the first gear being arranged coaxially with the input axis and the axis of rotation of a further gear being arranged coaxially with the output axis. The first gear is preferably non-rotatably connected to the output shaft of the transmission, with the second gear being drivingly connected to the differential. Depending on the design of the differential, the second gear wheel can have a non-rotatable connection to a differential wheel or a differential carrier or be designed as a differential wheel or differential carrier.

A two-stage spur gear stage can additionally be provided with an intermediate shaft arranged axially parallel to the output shaft of the transmission and axially parallel to the output shaft with two gear wheels arranged non-rotatably on it, one gear wheel of the intermediate shaft meshing with the first gear wheel arranged coaxially with the output shaft of the transmission and the other gear wheel meshing with the coaxial one to the output axis arranged second gear meshes.

Due to the axial offset of the transmission and the electric machine to the differential, axial installation space of the drive train, in particular along the drive axle, is saved.

At least the transmission and/or the differential is/are preferably arranged spatially at least partially within the rotor of the electrical machine. As a result, additional axial installation space of the drive train can be saved. As a result, the drive train is designed to be axially short and compact.

An inventive vehicle according to a third aspect of the invention comprises a drive train according to the type described above. The vehicle is preferably a motor vehicle, in particular an automobile (e.g. a passenger car weighing less than 3.5 t), Bus or a truck (e.g. bus and truck weighing more than 3.5 tons). In particular, the vehicle is an electric vehicle or a hybrid vehicle. The vehicle comprises at least two axles, one of the axles forming a drive axle that can be driven by the drive train. The drive train according to the invention is effectively arranged on this drive axle, with the drive unit of the drive train transmitting drive power to the wheels of this axle. It is also conceivable to provide such a drive train for each axle. The drive train is preferably installed in a front-transverse design, so that the input shaft and the output shafts are essentially aligned transversely to the longitudinal direction of the vehicle.

The above definitions and statements on technical effects, advantages and advantageous embodiments of the transmission according to the invention also apply analogously to the drive train according to the invention and to the vehicle according to the invention.

It goes without saying that features of the solutions described above or in the claims and/or figures can also be combined, if necessary, in order to be able to cumulatively implement the advantages and effects that can be achieved here.

• 1 ein Fahrzeug, umfassend einen Antriebsstrang mit einem Getriebe nach einer ersten Ausführungsform, die nicht erfindungsgemäß ist;
• 2a eine schematische Darstellung des Getriebes nach 1;
• 2b eine schematische Darstellung des Getriebes nach einer zweiten Ausführungsform, die nicht erfindungsgemäß ist;
• 2c eine schematische Darstellung des Getriebes nach einer dritten Ausführungsform, die nicht erfindungsgemäß ist;
• 2d eine schematische Darstellung des Getriebes nach einer vierten Ausführungsform, wobei diese Ausführungsform erfindungsgemäß ist;
• 3a eine schematische Darstellung einer Schaltmatrix betreffend Schaltzuständen zum Antrieb mit einem Getriebe gemäß 2a bis 2c;
• 3b eine schematische Darstellung einer Schaltmatrix betreffend Schaltzuständen zum Antrieb mit einem erfindungsgemäßen Getriebe gemäß 2d;
• 4 eine schematische Darstellung des Antriebsstranges mit dem Getriebe nach einer fünften Ausführungsform, die nicht erfindungsgemäß ist;
• 5 eine schematische Darstellung des Antriebsstranges mit dem Getriebe nach einer sechsten Ausführungsform, die nicht erfindungsgemäß ist;
• 6 eine schematische Darstellung des Antriebsstranges mit dem Getriebe nach einer siebten Ausführungsform, die nicht erfindungsgemäß ist; und
• 7 eine schematische Darstellung des Antriebsstranges mit dem Getriebe nach einer achten Ausführungsform, die nicht erfindungsgemäß ist.

The invention is described below with reference to figures which show different embodiments, identical or similar elements being provided with the same reference symbols. In detail shows:

• 1 a vehicle comprising a powertrain with a transmission according to a first embodiment not in accordance with the invention;
• 2a a schematic representation of the transmission 1 ;
• 2 B a schematic representation of the transmission according to a second embodiment, which is not according to the invention;
• 2c a schematic representation of the transmission according to a third embodiment, which is not according to the invention;
• 2d a schematic representation of the transmission according to a fourth embodiment, this embodiment being in accordance with the invention;
• 3a a schematic representation of a switching matrix relating to switching states for driving with a transmission according to FIG 2a until 2c ;
• 3b a schematic representation of a switching matrix relating to switching states for driving with a transmission according to the invention 2d ;
• 4 a schematic representation of the drive train with the transmission according to a fifth embodiment, which is not according to the invention;
• 5 a schematic representation of the drive train with the transmission according to a sixth embodiment, which is not according to the invention;
• 6 a schematic representation of the drive train with the transmission according to one seventh embodiment not according to the invention; and
• 7 a schematic representation of the drive train with the transmission according to an eighth embodiment, which is not according to the invention.

1 shows an electrically driven vehicle 1 with two axles 24, 34, with a non-inventive drive train 2 being effectively arranged on the first axle 24, which is a rear axle of the vehicle 1, for example. It is also conceivable that the second axle 34 also has the drive train 2 described below. The drive train 2 includes an electric machine 11 that generates drive power and introduces it into a transmission 3 . Gear 3 is in 2a in combination with 3a and 4 shown in detail and will be described accordingly below. In the first exemplary embodiment, the transmission 3 is drivingly connected to a differential 6, which divides drive power between a first output shaft 18a and a second output shaft 18b of the vehicle 1. In the present case, each output shaft 18a, 18b is operatively connected to a driven wheel 28 of the vehicle 1.

The vehicle 1 can include an energy store--not shown here--which is supplied with electrical energy by the electrical machine 11 when the power flow is reversed, ie in generator operation. The energy store can be a battery or the like, for example. Consequently, electrical energy is generated by means of the electrical machine 11 in generator mode, stored and made available for feeding the electrical machine 11 again. In a rotor operation, the stored energy is used to generate the drive power.

To 2a the transmission 3 of the drive train 2 is shown according to the first alternative embodiment. The electric machine 11 detects 4 a stationary stator 30 and a rotatably mounted rotor 19. The drive power is introduced into the transmission 3 in the form of a speed and a torque, specifically via a drive shaft 36 which is non-rotatably connected to the rotor 19 and which in turn is non-rotatably connected to an input shaft 29 of the transmission 3 . The input shaft 29 can be connected to the rotor 19 or the drive shaft 36 in one piece or in several pieces; in any case, there is a non-rotatable, drive-effective connection. In the present case, the drive shaft 36 is to be understood as a rotor shaft of the electrical machine 11 .

The transmission 3 comprises a first and second planetary gear set 4a, 4b, the planetary gear sets 4a, 4b being arranged in a radially nested design in relation to one another. In other words, the first planetary gear set 4a is arranged radially inside the second planetary gear set 4b and is connected to it in terms of drive technology, which advantageously saves axial installation space in the drive train 2 and thereby makes it compact. Consequently, the two planetary gear sets 4a, 4b lie in a common plane perpendicular to a drive axle 31 of the drive train 2. The drive axle 31 is arranged coaxially to the electric machine 11. Alternatively, depending on the design and connection of the transmission 3 within the drive train 2, the first planetary gear set 4a can be arranged radially outside of the second planetary gear set 4b and connected thereto in terms of drive technology. An axially adjacent arrangement of the planetary gear sets 4a, 4b is also conceivable.

The first planetary gear set 4a has the gear set elements first sun gear 7a, first ring gear 8a and first planet carrier 9a, with a plurality of first planet gears 10 being rotatably mounted on the first planet carrier 9a, which mesh both with the first ring gear 8a and with the first sun gear 7a. The second planetary gear set 4b has the gear set elements second sun gear 7b, second ring gear 8b and second planetary carrier 9b, with a plurality of second planetary gears 32 being rotatably mounted on the second planetary carrier 9b, which mesh both with the second ring gear 8b and with the second sun gear 7b. The first and second planetary gear sets 4a, 4b are each designed as negative planetary gear sets.

The second ring gear 8b of the second planetary gear set 4b is rotatably connected to the input shaft 29, so that according to 4 the second ring gear 8b is non-rotatably connected to the drive shaft 36 and the rotor 19 of the electric machine 11 . The drive is thus via the second ring gear 8b. The output takes place via the first planetary carrier 9a of the first planetary gear set 4a, which is connected to an output shaft 12 of the transmission 3 in a torque-proof manner. In the present case, the second planetary gear set 4b has a lower stationary gear ratio than the first planetary gear set 4a. In addition, the second planetary gearset 4b in the present case has more planetary gears than the first planetary gearset 4a.

The first ring gear 8a is integrally connected via a coupling shaft 5 to a second sun gear 7b of the second planetary gear set 4b. In other words, the first ring gear 8a is ring-shaped and has external teeth on its outer circumference, which realizes the function of the second sun gear 7b. The coupling shaft 5 is also arranged fixed to the housing or fixed to a stationary housing 13 .

The first sun gear 7a of the first planetary gear set 4a can be connected in a torque-proof manner to the second planet carrier 9b of the second planetary gear set 4b by means of a first gear shifting element K1. The first sun gear 7a of the first planetary gear set 4a can be connected in a torque-proof manner to the second ring gear 8b of the second planetary gear set 4b by means of a second gear shifting element K2.

Depending on which gear shifting element K1, K2 is closed and which is open, two different gear ratios can be realized by the transmission 3, which, however, are both greater than 1 in the present case. In other words, when the first gear shift element K1 is in a closed state or is switched to the closed state, the first sun gear 7a is braked against the second planet carrier 9b, so that a drive power coming from the second ring gear 8b is transmitted via the two planetary gear sets 4a, 4b and the first planet carrier 9a can be transferred to the output shaft 12 of the transmission 3 with a first gear ratio of greater than 1 or i>1. Consequently, the first gear shifting element K1 can be shifted from an open state to a closed state and vice versa. When the first gear shifting element K1 is in a closed state, the second gear shifting element K2 is open so that drive power is transmitted via the first planet carrier 9a to the transmission output with a first gear ratio.

In an open state of the respective gearshift element K1, K2, no torque is transmitted via the respective gearshift element K1, K2, whereas in a closed state of the respective gearshift element K1, K2 torque is transmitted via the respective gearshift element K1, K2.

If, on the other hand, the second gear shifting element K2 is in the closed state or is switched to the closed state, the first sun gear 7a is connected in a rotationally fixed manner to the rotor 19 or the input shaft 29 and to the second ring gear 8b, so that drive power is generated via the two planetary gear sets 4a, 4b and the first planetary carrier 9a can be transferred to the output shaft 12 of the transmission 3 with a second gear ratio of greater than 1 or i>1. Consequently, the second gear shifting element K2 can be shifted from an open state to a closed state and vice versa. In the closed shift position of the second gear shifting element K2, the first gear shifting element K1 must be open in order to transmit drive power via the second planet carrier 9b to the transmission output with a second gear ratio. To drive the output shaft 12 of the transmission 3 in rotation, one of the two gear shifting elements K1, K2 is closed and the respective other gear shifting element K1, K2 is open. In the present case, the transmission 3 is an electrically operated 2-speed transmission.

In 3a a schematic overview of two gears E1, E2 of the transmission 3 is shown, which is related to the in 1 , 2a and 4 shown transmission 3 for driving the vehicle 1 can be switched by means of the drive train 2. The respective gear shift element K1, K2 is closed when an “x” is entered and open when there is no entry. Electric forward travel of the vehicle 1 with two different transmission ratios is realized via the respective gear stage E1, E2. Depending on the design of the drive train 2, it is also conceivable to use the gear stages E1, E2 for electric reverse travel.

In the first gear stage E1, the first gearshift element K1 is closed or is in a closed state, with the second gearshift element K2 being open or in an open state. The drive power is then transmitted via the two planetary gear sets 4a, 4b to the output shaft 12, with the first gear shift element K1 connecting the first sun gear 7a in a rotationally fixed manner to the second planetary carrier 9b. The torque is supported on the housing 13 via the coupling shaft 5 .

In the second gear stage E2, the second gearshift element K2 is closed or is in a closed state, with the first gearshift element K1 being open or in an open state. When the second gear shifting element K2 is closed, the first sun gear 7a is connected in a rotationally fixed manner to the second ring gear 8b and the input shaft 29 or the rotor 19 of the electric machine 11 . In this case, too, the drive power is transmitted to the output shaft 12 via the two planetary gear sets 4a, 4b, but with a different transmission ratio than the first gear stage E1.

Depending on the design of the gear shifting elements K1, K2, a traction and/or overrun power shift can be implemented. In such a case, the respective gear shift element K1, K2 is designed as a power shift element. To 2a Both gear shifting elements K1, K2 are designed as non-positive shifting elements, here in each case as multi-plate shifting elements. Correspondingly, when closed, the two gear shifting elements K1, K2 produce a non-positive or frictional connection between the two wheel set elements to be connected. It is not necessary to synchronize the rotational speeds of the parts to be connected with one another in a non-positive manner, a non-positive shifting element being suitable as a load shifting element. In other words, both the first gear shifting element K1 and the second gear shifting element K2 implement a traction and overrun power shift from gear E1 to gear E2 and vice versa. The load during shifts between the gears E1, E2 can be supported by the respective closed gear shift element K1, K2 until the other gear shift element K1, K2 is fully open or closed, which avoids a load drop at the output, especially during shifts.

The switch matrix 3a applies to the exemplary embodiments 2a , 2 B and 2c also for 4 until 7 .

2 B shows a second alternative embodiment of the transmission 3. The transmission 3 after 2 B is essentially identical to the transmission 3 after 2a educated. The only difference is that both gear shifting elements K1, K2 are designed as positive shifting elements, specifically here as claw shifting elements. Correspondingly, when closed, the two gear shifting elements K1, K2 produce a non-positive or frictional connection between the two wheel set elements to be connected. It is advantageous if the parts to be connected to one another in a form-fitting manner are synchronized with one another before they are coupled. A gear shifting element K1, K2 designed as a form-fitting shifting element is a shifting element that is optimal in terms of cost and efficiency. For the rest, see the embodiment 2 B towards the description 1 , 2a and 3a referred. The two gear shifting elements K1, K2 are combined here to form a double shifting element 35 in order to reduce the number of components. The two gear shifting elements K1, K2 are thus combined in a compact design. This simplifies the assembly of the transmission 3 and reduces the space required. In addition, the actuation of the gearshift elements K1, K2 is possible with a single actuator, which is not shown here to simplify the illustration.

It is also conceivable to design one of the gear shifting elements K1, K2 as a positive shifting element and the respective other gear shifting element K1, K2 as a non-positive shifting element. However, this depends on the field of application of the drive train 2 and the requirements placed on the drive train 2 .

To 2c A third alternate embodiment is shown which is substantially identical to the embodiment of FIG 2a is trained. The difference is that the second planetary gear set 4b is designed as a plus planetary gear set. In contrast to the first planetary gear set 4a designed as a minus planetary gear set, the second planetary gear set 4b has a plurality of inner planetary gears 32a and a plurality of outer planetary gears 32b. The second sun gear 7b meshes with the inner planet gears 32a, each inner planet gear 32a meshing with an outer planet gear 32b located radially outside thereof. The outer planet gears 32b also mesh with a second ring gear 8b of the second planetary gear set 4b. Both the inner planet gears 32a and the outer planet gears 32b are rotatably arranged on the second planet carrier 9b. The second planetary gear set 4b is described in particular by the fact that when the second planet carrier 9b is stationary, the second sun gear 7b and the second ring gear 8b rotate in the same direction of rotation. To realize this, there is another difference from the embodiment shown in FIG 2a is that the second planetary carrier 9b of the second planetary gear set 4b is non-rotatably connected to the input shaft 29, so that the second planetary carrier 9b is non-rotatably connected to the drive shaft 36 and the rotor 19 of the electric machine 11. The drive is thus via the second planet carrier 9b. The planet carrier and ring gear connection of the second planetary gear set 4b is thus exchanged. The output is analogous to 2a via the first planet carrier 9a of the first planetary gear set 4a.

According to 2d A fourth alternative embodiment is shown which is substantially identical to the embodiment of FIG 2a is trained. In addition, the present transmission 3 has a third gear shifting element K3. The third gear shifting element K3 is set up to connect the input of the transmission 3 directly to the output of the transmission 3 . In other words, in the closed state of the third gear shifting element K3, a non-rotatable connection is produced between the input shaft 29 and the output shaft 12 of the transmission 3, as a result of which a third transmission or a third transmission ratio is realized. The drive power introduced via the input shaft 29 is transmitted directly and without conversion to the output shaft 12 of the transmission 3 via the third gear shifting element K3. Consequently, the input and output shafts 29, 12 are brought into a block rotation by means of the third gear shifting element K3. In block circulation or in a direct gear of the transmission 3, there is no conversion of the drive power, so that the third transmission ratio in the third gear or in the third gear step E3 is i=1. The advantage here is that in block circulation or in direct gear of the transmission 3, an efficiency of almost 100% is achieved. The third gear ratio differs from the first gear ratio and from the second gear ratio in order to implement a third gear stage E3.

Analogously to the first or second gear shifting element K1, K2, the third gear shifting element K3 can be designed as a non-positive shifting element or as a positive shifting element, depending on the requirements of the transmission 3.

In an open state, no torque is transmitted via the third gearshift element K3, whereas in a closed state, torque is transmitted via the third gearshift element K3. Consequently, the third gear shifting element K3 can be shifted from an open state to a closed state and vice versa. In the closed shift position of the third gear shift element K3, the first and second gear shift element K1, K2 must be open in order to transmit drive power from the input shaft 29 directly to the output shaft 12 of the transmission 3 with a third gear ratio. To drive the output shaft 12 of the transmission 3 in rotation, one of the three gear shifting elements K1, K2, K3 is closed and the respective other gear shifting element K1, K3, K3 is open. A transmission 3 designed in this way is therefore an electrically operated 3-speed transmission.

In 3b a schematic overview of three gears E1, E2, E3 of the transmission 3 is shown, which is related to the in 2c shown transmission 3 for driving the vehicle 1 can be switched by means of the drive train 2. The respective gear shift element K1, K2, K3 is closed when an “x” is entered and open when there is no entry. Electric forward travel of the vehicle 1 with two different transmission ratios is realized via the respective gear stage E1, E2, E3. Depending on the design of the drive train 2, it is also conceivable to use the gear stages E1, E2, E3 for electric reverse travel.

In the first gear stage E1, the first gearshift element K1 is closed or is in a closed state, with the second gearshift element K2 and the third gearshift element K3 being open or in an open state. The drive power is then transmitted at least via the two planetary gear sets 4a, 4b to the output shaft 12, the first sun gear 7a being non-rotatably connected to the second planet carrier 9b.

In the second gear stage E2, the second gearshift element K2 is closed or is in a closed state, with the first gearshift element K1 and the third gearshift element K3 being open or in an open state. When the second gear shifting element K2 is closed, the first sun gear 7a is connected in a rotationally fixed manner to the input shaft 29 or the rotor 19 of the electric machine 11 and the second ring gear 8b.

In the third gear stage E3, the third gearshift element K3 is closed or is in a closed state, with the first gearshift element K1 and the second gearshift element K2 being open or in an open state. When the third gear shifting element K3 is closed, the input shaft 29 is connected to the output shaft 12 in a torque-proof manner. The drive power is then transmitted via the input shaft 29 directly to the output shaft 12 with a third gear ratio of i=1 for driving.

The third gear shift element K3 is also designed as a non-positive shift element, which is analogous to here 3a a power shift by means of the third gear shifting element K3 is possible. The load during shifts between the gears E1, E2, E3 can be supported by a closed gear shift element K1, K2, K3 until the other two gear shift elements K1, K2, K3 are fully open or closed, which causes a load drop at the output, especially at switching operations is avoided. It is also conceivable to design all three gear shifting elements K1, K2, K3 as positive shifting elements.

It is of course possible to design one or more gear shifting elements K1, K2, K3 as positive shifting elements and one or more gear shifting elements K1, K2, K3 as non-positive shifting elements. The type and design of the gear shifting elements K1, K2, K3 can thus be combined as desired. This essentially depends on the field of application of the drive train 2 and the requirements placed on the drive train 2 .

4 shows the drive train 2 of the vehicle 1, which according to 2a in combination with 3a transmission 3 described includes. It is insofar towards that 1 , 2a and 3a Reference is made to what has been said, it being possible to see in detail here that the second ring gear 8b is connected to the rotor 19 . In addition, the drive train 2 has a differential 6 arranged in the power flow behind the transmission 3, with the output shaft 12 of the transmission 3 being operatively connected to the differential 6, and with the differential 6 transferring the drive power to the first and second output shafts 18a, 18b in a known manner splits.

The differential 6 can be designed, for example, as a bevel gear differential. The differential 6 is present, as are the input shaft 29, the output shaft 12 and the coupling shaft 5, arranged coaxially to the drive axle 31 of the electric machine 11 . This means that the drive axle 31 is arranged coaxially to an output axle 17 on which the output shafts 18a, 18b are arranged coaxially. The shafts of the transmission and the rotor 19 are hollow on the inside, so that the first output shaft 18a can be passed axially through the transmission 3 and the electric machine 11, whereas the second output shaft 18b extends from the differential 6 in the opposite direction. The first output shaft 18a is also supported by a bearing 33 such that it can rotate with respect to the rotor 19 and is guided coaxially thereto.

The transmission 3 is arranged axially between the electric machine 11 on the one hand and the differential 6 on the other. The sleeve-shaped rotor 19 also makes it possible, as shown here, for the first and second gear shifting element K1, K2 to be arranged radially inside the rotor 19, thereby saving axial installation space of the drive train 2.

A fifth embodiment according to 5 shows an identical to the embodiment 4 trained electrical machine 11 with downstream gear 3. In the power flow between the gear 3 and the differential 6, a transmission stage 16 is provided, which is present as a spur gear 26, comprising a first gear 27a and a second gear 27b, executed. The transmission stage 16 is set up to increase an overall transmission ratio of the drive.

The first gear wheel 27a is arranged coaxially to the drive axle 31 and is non-rotatably connected to the output shaft 12 of the transmission 3, the first gear wheel 27a being in meshing engagement with the second gear wheel 27b, which is arranged coaxially to the output axle 17 and is drive-connected to the differential 6. In other words, the drive power coming from the transmission 3 with the respective translation is conducted via the two gears 27a, 27b of the spur gear stage 26 into the differential 6 for distribution of the drive power to the output shafts 18a, 18b. The second gear 27b can also be understood as a differential gear. An axially parallel arrangement of the electric machine 11 and the transmission 3 on the drive axle 31 and the differential 6 on the output axle 17 is thus realized via the spur gear stage 26 . As a result, axial installation space of the drive train 2 can be saved, in that the components of the drive train 2 are at least partially guided next to one another. In the present case, the spur gear stage 26 is designed in one stage. A two-stage or multi-stage design of the transmission stage 16 is also conceivable.

In the two other exemplary embodiments 6 and 7 includes the - here only partially shown - drive train 2 also a transmission stage 16 to increase a total transmission ratio of the drive, wherein the translation stage 16 is presently designed as a planetary gear 14 with a third planetary gear set 15. The gear 3 is analogous to 2a formed, wherein the drive connection to the - not shown here - differential 6 takes place at least indirectly via the output shaft 12. Correspondingly, the driven axle 17 and the driven shafts 18a, 18b of the drive train 2 are not shown. Accordingly, the output shaft 17 can be analogous to 4 coaxial to the drive axle 31 or analogous to 5 be arranged axially parallel to the drive axle 31 . The shafts and wheels are designed accordingly as solid shafts or hollow shafts.

According to 6 the planetary gear 14 is arranged in the power flow between the electric machine 11 and the gear 3 . The transmission stage 16 is thus connected upstream of the transmission 3 .

The drive shaft 36 of the electric machine 11 is connected in a torque-proof manner to a third sun gear 20 of the third planetary gear set 15 . The third planetary gear set 15 also includes a housing-fixed third ring gear 21 and several on a third planet carrier 22 rotatably mounted planetary gears 23. The planetary gear 14 is designed as a negative planetary gear set. The third planetary carrier 22 is integrally connected to the input shaft 29 of the transmission 3 so that the third planetary carrier 22 is non-rotatably connected to the second ring gear 8b of the transmission 3 . Incidentally, the description is too 2a combined with 3a and 4 referred.

To 7 the planetary gear 14 is arranged in the power flow between the electric machine 11 and the gear 3 . The transmission stage 16 is thus connected downstream of the transmission 3 . The structure and connection of the electrical machine 11 to the transmission 3 is consequently analogous to FIG 2a combined with 3a and 4 executed.

The output shaft 12 of the transmission 3 is non-rotatably connected to the third sun 20 of the third planetary gear set 15 . The third planetary gear set 15 also includes the third ring gear 21 fixed to the housing and the planetary gears 23 rotatably mounted on the third planetary carrier 22. The third planetary carrier 22 is connected in a rotationally fixed manner to an output shaft 25 of the planetary gear 14, which transmits drive power at least indirectly to the respective driven wheel 28 of the Vehicle 1 transmits, in particular via the - not shown here - differential 6 - and / or optionally further translation stages. In the present case, the first sun wheel 7a is rotatably mounted relative to the rotor 19 via a bearing.

All embodiments of the drive train 2 after 4 until 7 present the transmission 3 according to the first embodiment 2a combined with 3a and 4 on. Depending on the requirements and design of the drive train 2, it is equally possible to use the alternative design variants of the transmission 3 according to FIG 2 B , 2c or 2d or to provide any combination of the variants described here in the drive train 2, in particular in the embodiments according to FIG 4 until 7 to integrate. In this respect it is possible that the switching matrix after 3b also for the exemplary embodiments 4 until 7 is applicable if in the transmission 3 after three gear shifting elements according to the transmission 2d are provided. The transmission 3 can also follow the plus planetary gear set 2c exhibit.

It goes without saying that in generator operation, the output shaft 12 of the transmission 3 acts as an input shaft, with the input shaft 29 non-rotatably connected to the rotor 19 functioning as the output shaft of the transmission 3 in this case in order to transmit power to the electric machine 11. In generator mode, the drive is thus provided via the wheels 28 of the vehicle 1, which are operatively connected to the output shafts 18a, 18b.

Reference List

1

vehicle

2

powertrain

3

transmission

4a

First planetary gear set

4b

Second planetary gear set

5

coupling shaft

6

differential

7a

First sun gear of the first planetary gear set

7b

Second sun gear of the second planetary gear set

8a

First ring gear of the first planetary gear set

8b

Second ring gear of the second planetary gear set

9a

First planet carrier of the first planetary gear set

9a

Second planet carrier of the second planetary gear set

10

Planet gear of the first planetary gear set

11

electrical machine

12

Transmission output shaft

13

Housing

14

planetary gear

15

Third planetary gear set

16

translation stage

17

output axis

18a

First output shaft

18b

Second output shaft

19

Rotor of the electric machine

20

Third sun wheel

21

Third ring gear

22

Third Planet Carrier

23

Planet gear of the third planetary gear set of the planetary gear

24

First axis

25

Planetary gear output shaft

26

spur gear stage

27a

First gear of the gear stage

27b

Second gear of the translation stage

28

wheel of the vehicle

29

Transmission input shaft

30

Stator of the electric machine

31

drive axle

32

Planet gear of the second planetary gear set

32a

Inner planet gear of the second planetary gear set

32b

Outer planet gear of the second planetary gear set

33

storage

34

second axis

35

double switching element

36

Drive shaft of the electric machine

E1

First grade

E2

Second grade

E3

Third grade

K1

First gear shift element

K2

Second gear shift element

K3

Third gear shift element

Claims (14)

Transmission (3) for a drive train (2) of an at least partially electrically driven vehicle (1), comprising a first planetary gear set (4a) and a second planetary gear set (4b), a first gear shifting element (K1) and at least one second gear shifting element (K2), wherein the first planetary gear set (4a) comprises a plurality of gear set elements, namely a first sun gear (7a) as the first gear set element, a first planetary carrier (9a) as the second gear set element and a first ring gear (8a) as the third gear set element, with several on the first planetary carrier (9a). rotatably mounted planetary gears (10) are arranged, with the second planetary gear set (4b) also comprising several gear set elements, namely a second sun gear (7b) as the first gear set element, a second planet carrier (9b) as the second gear set element, a second ring gear (8b) as the third gear set element , Wherein on the second planetary carrier (9b) a plurality of rotatably mounted planet wheels (32) are arranged, the first Hohlr ad (8a) and the second sun gear (7b) are connected to one another in a rotationally fixed manner and are fixed to the housing, one of the wheel set elements of the second planetary gear set (4b) being set up to be at least indirectly drivingly connected to a drive shaft (36) of an electric machine (11). wherein the first planetary carrier (9a) of the first planetary gear set (4a) is at least indirectly non-rotatably connected to an output shaft (12) of the transmission (3), wherein the first gearshift element (K1) is set up to shift the first sun wheel in a closed state (7a) of the first planetary gear set (4a) to the second planetary carrier (9b) of the second planetary gear set (4b) in a torque-proof manner, the second gear shifting element (K2) being set up to lock the first sun gear (7a) of the first planetary gear set in a closed state (4a) with the second ring gear (8b) of the second planetary gear set (4b) to be connected in a rotationally fixed manner, and for driving the output shaft in rotation (12) one of the two gear shifting elements (5, 6) is in the closed state, characterized in that a third gear shifting element (K3) is provided, which is set up to connect an input shaft (29) of the transmission (3) to the output shaft (12 ) of the transmission (3) to be connected in a torque-proof manner. gear (3) after claim 1 , wherein the first ring gear (8a) and the second sun gear (7b) are connected to one another in a torque-proof manner via a coupling shaft (5), the coupling shaft (5) being fixed to the housing. gear (3) after claim 1 or 2 , wherein the first gear shifting element (K1) and/or the second gear shifting element (K2) is designed as a positive shifting element. Transmission (3) according to one of the preceding claims, wherein the first gear shifting element (K1) and/or the second gear shifting element (K2) is designed as a non-positive shifting element. Transmission (3) according to any one of the preceding claims, wherein the first planetary gear set (4a) is arranged radially inward of the second planetary gear set (4b). Transmission (3) according to one of the preceding claims, wherein the first gearshift element (K1) and/or the second gearshift element (K2) is set up to be arranged at least partially radially inside a rotor (19) of an electric machine (11). Drive train (2) for an at least partially electrically driven vehicle (1), comprising a transmission (3) according to one of the preceding claims and an electric machine (11), wherein the transmission (3) has a drive power generated by the electric machine (11). transmitted to at least one output shaft (18a). Drive train (2) after claim 7 , further comprising a differential (6) which connects the transmission (3) in a drivingly effective manner with two output shafts (18a, 18b) arranged coaxially to an output axis (17). Drive train (2) after claim 7 or 8th , further comprising at least one with the transmission (3) drivingly connected gear ratio stage (16). Drive train (2) after claim 9 , wherein the respective transmission stage (16) is arranged upstream or downstream of the transmission (3). Drive train (2) after claim 9 or 10 , wherein the respective transmission stage (16) is designed as a planetary gear (14) with at least a third planetary gear set (15). Drive train (2) after claim 11 , wherein the third planetary gear set (15) of the planetary gear (14) has a third sun gear (20), a housing-fixed third ring gear (21) and a plurality of planetary gears (23) rotatably mounted on a third planet carrier (22). Drive train (2) after claim 9 or 10 , wherein the transmission stage (16) is designed as a spur gear stage (26). Vehicle (1), comprising at least two axles (24, 34), wherein at least one of the axles ((24, 34) has a drive train (2) according to one of Claims 7 until 13 is effectively arranged.

Images