CN115704455A - Transmission for a vehicle and drive train having such a transmission - Google Patents

Transmission for a vehicle and drive train having such a transmission Download PDF

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Publication number
CN115704455A
CN115704455A CN202210930834.7A CN202210930834A CN115704455A CN 115704455 A CN115704455 A CN 115704455A CN 202210930834 A CN202210930834 A CN 202210930834A CN 115704455 A CN115704455 A CN 115704455A
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CN
China
Prior art keywords
gear set
transmission
output shaft
gear
planetary
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Pending
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CN202210930834.7A
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Chinese (zh)
Inventor
U·克尔
M·赖施
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ZF Friedrichshafen AG
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ZF Friedrichshafen AG
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Publication of CN115704455A publication Critical patent/CN115704455A/en
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H48/00—Differential gearings
    • F16H48/06—Differential gearings with gears having orbital motion
    • F16H48/10—Differential gearings with gears having orbital motion with orbital spur gears
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/06—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing
    • B60K17/08—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing of mechanical type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/0806—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with a plurality of driving or driven shafts
    • F16H37/0813—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with a plurality of driving or driven shafts with only one input shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H48/00—Differential gearings
    • F16H48/06—Differential gearings with gears having orbital motion
    • F16H48/10—Differential gearings with gears having orbital motion with orbital spur gears
    • F16H48/11—Differential gearings with gears having orbital motion with orbital spur gears having intermeshing planet gears
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/16—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of differential gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K2001/001—Arrangement or mounting of electrical propulsion units one motor mounted on a propulsion axle for rotating right and left wheels of this axle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4825—Electric machine connected or connectable to gearbox input shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H48/00—Differential gearings
    • F16H48/36—Differential gearings characterised by intentionally generating speed difference between outputs
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Retarders (AREA)

Abstract

The invention relates to a transmission for a drive train of a vehicle, having a single input shaft, a first output shaft, a second output shaft and an integrated differential arranged between the input shaft and the two output shafts, comprising a planetary gear set having a plurality of gear set elements and a spur gear set having a first spur gear and a second spur gear in gear engagement with the first spur gear, wherein the first gear set element is connected in a rotationally fixed manner to the input shaft, the second gear set element is connected in a rotationally fixed manner to the first output shaft, and the third gear set element is connected at least indirectly in a rotationally fixed manner to the first spur gear of the spur gear set, wherein the second spur gear of the spur gear set is connected at least indirectly in a rotationally fixed manner to the second output shaft, and wherein a first output torque can be transmitted to the first output shaft by means of the planetary gear set, wherein a support torque of the planetary gear set can be varied in the spur gear set, such that a second output torque corresponding to the first output torque can be transmitted to the second output shaft. The invention further relates to a drive train having such a transmission and to a vehicle having such a drive train.

Description

Transmission for a vehicle and drive train having such a transmission
Technical Field
The invention relates to a transmission for a drive train of a vehicle, to a drive train having such a transmission and to a vehicle having such a drive train.
Background
DE 10 2011 079 975 A1 discloses a drive device for a motor vehicle, which drive device comprises a planetary gearbox
Figure BDA0003781338490000011
And a differential gear configured as a spur gear differential. A first spur gear accommodated therein and a second spur gear accommodated therein are arranged in the planetary gear box. Furthermore, a planetary gear stage is provided, which is kinematically coupled to the planetary gearbox and has a sun gear, a planet gear and a ring gear, wherein the planet gears of the planetary gear stage are designed in a stepped manner and each form a first planetary cylindrical gear section and a second planetary cylindrical gear section which is arranged coaxially and axially offset relative to this planetary cylindrical gear section. The first planetary cylindrical gear section meshes with a sun gear and the second planetary cylindrical gear section meshes with a ring gear, wherein the planet gears rotate with a planetary gearbox.
Disclosure of Invention
The object of the present invention is to provide a space-saving transmission for a drive train of a vehicle. This object is achieved by a transmission having the features of independent claim 1, by a drive train having the features of claim 13, and by a vehicle having the features of claim 15. Advantageous embodiments are the subject of the dependent claims, the following description and the figures.
The transmission according to the invention for a drive train of a vehicle according to a first aspect of the invention has a single input shaft, a first output shaft, a second output shaft and an integrated differential, which is effectively arranged between the input shaft and the two output shafts, comprising a planetary gearset with a plurality of gearset elements and a spur gearset with a first spur gear and a second spur gear in gear engagement with the first spur gear, wherein the first gearset element is connected in a rotationally fixed manner to the input shaft, the second gearset element is connected in a rotationally fixed manner to the first output shaft and the third gearset element is connected in a rotationally fixed manner at least indirectly to the first spur gear of the spur gearset, wherein the second spur gear of the spur gearset is connected in a rotationally fixed manner at least indirectly to the second output shaft, and wherein a first output torque can be transmitted to the first output shaft by means of the planetary gearset, wherein a support torque of the planetary gearset can be converted in the spur gearset in such a way that a second output torque corresponding to the first output torque can be transmitted to the second output shaft. In other words, the sum of the two gear torques is not unified or combined into a common shaft torque in the component. More precisely, the drive power introduced into the input shaft is distributed in the integrated differential and conducted to the output shaft, which is operatively connected thereto, depending on the configuration of the planetary gear set and the cylindrical gear set. The components of the integrated differential can thus be of comparatively slim design due to the correspondingly low torques. Furthermore, a reduction of components and weight savings is achieved. Thus, a transmission is provided which is capable of producing both torque conversion and torque distribution functions by means of an integrated differential through a single integrated structural assembly, which were previously addressed by two separate structural assemblies. The invention is therefore a combined transmission and differential mechanism which on the one hand effects torque conversion and on the other hand effects torque distribution to the output shaft.
By "integrated differential" is meant within the scope of the present invention a differential having a planetary gear set and a cylindrical gear set, wherein the planetary gear set is drivingly operatively connected with the input shaft, with the cylindrical gear set, and with the first output shaft. The cylindrical gear set is drivingly operatively connected to the second output shaft. With such an integrated differential, the input torque on the input shaft can be converted and can be distributed or transmitted to the two output shafts in a defined comparison. Preferably, the input torque is transmitted to the output shaft by 50%, i.e. by half. The differential therefore has no component on which the sum of the two output torques acts. In other words, generation of the sum torque is prevented. The differential, when the output torque of the output shaft is the same, has no toothing which rotates in a structural Block (Block) or rotates without rolling movement. Therefore, the relative movement of the members of the differential gear that mesh with each other is always performed without depending on the output rotational speed of the output shaft. The output shaft of the transmission is in particular operatively connected to the wheels of the motor vehicle. The respective output shaft can be connected directly or indirectly to the associated wheel.
The planetary gear set is part of a planetary gear set integrated in a differential, which has gear set elements, i.e. a sun gear, a ring gear, and a plurality of planet gears which are guided by a planet carrier on an annular track around the sun gear. The planetary gear set advantageously has exactly a fixed transmission ratio.
The input shaft is preferably connected in a rotationally fixed manner to a drive shaft of the drive unit. The drive unit generates drive power, which is transmitted to the input shaft via the drive shaft. The drive shaft of the drive unit can be connected to the input shaft in a rotationally fixed manner. Alternatively, the drive shaft and the input shaft are continuous members.
By "shaft" is meant a rotatable component of the transmission, by means of which the associated components of the transmission are connected to one another in a rotationally fixed manner or by means of which such a connection is established when the corresponding shifting element is actuated. The respective shafts can connect the components to one another in the axial direction or in the radial direction or both. The term "shaft" is not only a machine element, such as a cylindrical, rotatably mounted element, for transmitting torque, but rather also a generic connecting element, in particular a connecting element connecting elements of a plurality of elements to one another in a rotationally fixed manner.
The transmission or Torque-vector distribution-superposition unit (Torque-vector-
Figure BDA0003781338490000031
) The term "rotationally fixed" or "coupled" or "connected to one another" of two components means in the sense of the present invention a permanent coupling of the components such that they cannot rotate independently of one another. In particular, no shifting elements are provided between these structural elements (which are elements of the differential and/or also non-rotatable structural elements of the shaft and/or of the transmission), but the respective structural elements are fixedly coupled to one another. "rotationally elastic connection between two components" is also understood to mean a connection that is fixed or non-rotatable relative to one another. The connection, which is in particular non-rotatable, can also comprise a joint, for example, in order to achieve a steering movement or inward springing of the wheel.
The planetary gear set and the cylindrical gear set are preferably arranged adjacently along the axial direction. In other words, the gear set elements of the planetary gear sets are arranged in a first common plane and the gears of the spur gear sets are arranged in a second common plane, wherein the two planes run substantially parallel and are arranged axially adjacent to one another. The respective common planes are oriented substantially perpendicular to a respective axis of the vehicle.
Alternatively, the planetary gear set and the cylindrical gear set are arranged on top of each other in the radial direction. In other words, the gear set elements of the planetary gear set and the gears of the spur gear set are arranged axially in a common plane. The planetary gear set and the spur gear set are therefore arranged in a common gear plane, as a result of which the transmission can be constructed in an axially short manner and thus in a particularly compact manner.
The input shaft is preferably designed as a solid shaft. The input shaft can thus be designed with a smaller outer diameter, so that the input shaft or the rotor shaft can be supported with a rotor bearing having a smaller diameter, thereby also saving installation space.
Alternatively, the input shaft is designed as a hollow shaft. Thereby, the first output shaft can pass axially through the input shaft. Preferably, one of the output shafts is guided through the transmission and, if applicable, through a drive unit of the drive train. The respective output shaft can therefore pass through the transmission "in line" in such a way that the drive power is transmitted from the differential to the wheels operatively connected thereto.
In principle, the planetary gear sets and the spur gear sets of the differential can be arranged arbitrarily with respect to one another and are effectively connected to one another in order to achieve the desired transmission ratio. According to one embodiment, the first gearset element is a sun gear of a planetary gearset, the second gearset element is a planet carrier of a planetary gearset, and the third gearset element is a ring gear of a planetary gearset. The input shaft is therefore connected in a rotationally fixed manner to the sun gear, the first output shaft is connected in a rotationally fixed manner to the planet gear carrier and the first spur gear is connected in a rotationally fixed manner to the ring gear. According to an alternative embodiment, the first gear set element is a sun gear of a planetary gear set, the second gear set element is a ring gear of a planetary gear set, and the third gear set element is a planet carrier of a planetary gear set. The input shaft is in this case connected in a rotationally fixed manner to the sun gear, the first output shaft being connected in a rotationally fixed manner to the ring gear and the first spur gear being connected in a rotationally fixed manner to the planet gear carrier. Between the components mentioned, further components, such as intermediate shafts or coupling shafts, can be arranged. For example, the third gear set element is connected in a rotationally fixed manner to the first spur gear via the intermediate shaft. The gear set elements of the planetary gear set are therefore connected in a rotationally fixed manner to the first spur gear of the spur gear set via the coupling shaft. In particular, the ring gear or the planet gear carrier of the planetary gear set is connected in a rotationally fixed manner to the first spur gear of the spur gear set.
The planetary gear set is preferably designed as a negative planetary gear set (Minus-Plannetenradasatz). The negative planetary gear set corresponds to a planetary gear set having a planet carrier, a sun gear and a ring gear, wherein the first planetary gear is rotatably mounted on the planet carrier, wherein the teeth of at least one of the planetary gears mesh with both the teeth of the sun gear and the teeth of the ring gear, so that the ring gear and the sun gear rotate in opposite directions when the sun gear rotates on the fixed planet carrier.
Alternatively, the planetary gear set is designed as a positive planetary gear set (Plus-planetary radial satz). The positive planetary gear set differs from the negative planetary gear set as follows: the planetary gear set has a first planetary gear and a second planetary gear or an inner planetary gear and an outer planetary gear, which are rotatably supported on a planetary carrier. The teeth of the first or inner planet gears mesh with the teeth of the sun gear on the one hand and with the teeth of the second or outer planet gears on the other hand. Furthermore, the teeth of the outer planetary gear mesh with the teeth of the ring gear. This has the result that the ring gear and the sun gear rotate in the same direction on the fixed planet carrier.
In another alternative embodiment, the planetary gear set has a plurality of multi-stage planetary gears rotatably mounted on a planetary gear carrier. Each multi-stage planetary gear preferably comprises a first gearwheel together with a second gearwheel which is connected in a rotationally fixed manner to the first gearwheel, wherein the first gearwheel meshes with the sun gear teeth and the second gearwheel correspondingly meshes with the ring gear teeth, or vice versa. The two gears can be connected to one another in a rotationally fixed manner, for example, via an intermediate shaft or a hollow shaft. In the case of a hollow shaft, the hollow shaft can be rotatably mounted on the main pin of the planetary gear carrier. Preferably, the two gears of the respective multi-stage planetary gear have different diameters and numbers of teeth in order to adjust the transmission ratio.
According to one embodiment, the first output shaft is arranged axially parallel to the second output shaft. The output shafts are each arranged on an output shaft and preferably extend in opposite directions from the differential. The driven shafts have a first parallel offset relative to each other and relative to a longitudinal axis of the transmission. The wheels of the respective axle of the vehicle are arranged on respective wheel axles having a second parallel offset with respect to each other. For example, the first output shaft is operatively connected at least via a first cardan shaft to a first wheel drive of the vehicle arranged on a first wheel axle, and the second output shaft is operatively connected at least via a second cardan shaft to a second wheel drive of the vehicle arranged on a second wheel axle. Preferably, the first parallel offset and the second parallel offset are as large. The drive train, in particular the transmission and the drive unit, can therefore be arranged at will relative to the longitudinal axis of the vehicle or the longitudinal direction of the vehicle. Possible tilting positions of the drive train, in particular of the transmission, relative to the longitudinal axis of the vehicle or relative to the wheel axle are compensated by the cardan shaft and thus do not influence the drive of the vehicle.
Alternatively, the first output shaft is arranged coaxially with the second output shaft. By means of the coaxial arrangement of the output shafts, a radially narrow construction of the transmission can be achieved. For example, gear stages, in particular a wrap-around gear, can be provided in order to achieve the coaxiality of the output shafts. For a coaxial output shaft, the drive train is preferably arranged transversely to the longitudinal direction of the vehicle. However, similarly to the previous embodiments, an inclined position of the drive train with respect to the longitudinal direction of the vehicle is also possible.
Preferably, a wrap-around transmission (umschlingstrieb) is provided, which operatively connects at least one of the gear set elements of the planetary gear set at least indirectly with the first output drive. For example, the planet carrier of the planetary gear set has a first toothed segment and the first output shaft has a second toothed segment or is connected to it, wherein the traction means drive of the transmission effectively surrounds both toothed segments. In this case, a coaxial or axially parallel arrangement of the output shafts can be achieved by means of the wrap-around transmission. Furthermore, a higher transmission ratio can be achieved by means of the wrap-around transmission.
In particular, chain drives or belt drives are suitable as endless drives. The traction means of the wrap-around transmission is, for example, designed as a chain or a belt, in particular as a toothed belt. In particular, the traction means encircles a first toothed segment on one of the gear set elements and a second toothed segment on the first output shaft. Furthermore, it is conceivable for the respective gear set element of the planetary gear set to be operatively connected to the first output shaft via a gear train. For example, a plurality of gears form a gear train, wherein an additional intermediate shaft can thus be provided. In any case, the wrap-around transmission and, if appropriate, the gear train are designed such that no rotation is possible in the direction of rotation of the two components which are operatively connected to the traction means. In particular, no rotational direction reversal takes place between the respective gear train element and the first output shaft.
The term "operative connection" refers to a non-switchable connection between two components, which is provided for permanently transmitting a drive power, in particular a rotational speed and/or a torque. The connection can be carried out not only directly but also by means of a fixed transmission (Fest ü bersetzenung). The connection can be realized, for example, by a fixed shaft, a toothing, in particular a spur gear toothing, and/or a wraparound element.
The term "at least indirectly" means that two components are (effectively) connected to one another by at least one further component arranged between the two components or directly and thus directly to one another. Therefore, further components can also be arranged between the shafts or gears, which are in operative connection with the shafts or gears.
A drive train according to the invention for a vehicle according to a second aspect of the invention comprises a transmission according to the preceding embodiment and a drive unit operatively connected to the transmission. The drive unit is preferably an electric motor, wherein the input shaft is a rotor of the electric motor or is connected or coupled to the rotor in a rotationally fixed manner. The rotor is rotatably supported relative to a stator of the electric machine, which stator is fixed to the housing. The electric motor is preferably connected to a battery, which supplies the electric motor with electrical energy. Furthermore, the electric machine can preferably be controlled or regulated by power electronics. Alternatively, the drive unit can also be an internal combustion engine, wherein the input shaft in this case is, for example, a crankshaft or is connected to the crankshaft in a rotationally fixed manner.
The planetary gear set described above is preferably arranged radially inside the rotor of the electric machine. At least a part of the transmission is thus arranged radially inside the electric machine. This also saves additional at least axial installation space.
A vehicle according to the invention 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 a motor vehicle (for example a passenger car having a weight of less than 3.5 t), a bus or a truck (for example a bus or truck having a weight of more than 3.5 t). In particular the vehicle is an electric or hybrid vehicle. The vehicle comprises at least two axles, wherein one of the axles forms a drive shaft drivable by means of the drive train. The drive train according to the invention is arranged effectively on this drive shaft, wherein it transmits the 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 mounted in a front-transverse arrangement such that the input and output shafts are oriented substantially transversely to the longitudinal direction of the vehicle. Alternatively, the drive train can be arranged obliquely to the longitudinal axis and transverse axis of the vehicle, wherein the output shaft is connected via a respective joint to the wheels of a respective axle arranged transversely to the longitudinal axis of the vehicle.
The above definitions and explanations regarding the technical effects, advantages and advantageous embodiments of the transmission according to the invention apply in the same sense to the drive train according to the invention and to the vehicle according to the invention.
Drawings
In the following, embodiments of the invention are explained in detail on the basis of schematic drawings, in which identical or similar elements are provided with the same reference numerals. The drawings herein show:
fig. 1 is a very schematic top view of a vehicle with a drive train according to the invention according to a first embodiment;
fig. 2 is a very schematic illustration of the drive train according to the invention according to fig. 1;
FIG. 3 is a very schematic illustration of a drive train according to the invention according to a second embodiment;
FIG. 4 is a very schematic illustration of a drive train according to the invention according to a third embodiment;
FIG. 5 is a very schematic illustration of a powertrain according to the present invention according to a fourth embodiment;
FIG. 6 is a very schematic illustration of a drive train according to the invention according to a fifth embodiment;
FIG. 7 is a very schematic illustration of a drive train according to the invention according to a sixth embodiment;
FIG. 8 is a very schematic illustration of a drive train according to the invention according to a seventh embodiment;
FIG. 9 is a very schematic illustration of a drive train according to the invention according to an eighth embodiment;
FIG. 10 is a very schematic illustration of a drive train according to the invention according to a ninth embodiment;
FIG. 11 is a very schematic top plan view of an alternative first arrangement of a vehicle with a powertrain according to the present invention on the vehicle;
FIG. 12 is a very schematic top plan view of an alternative second arrangement of a vehicle with a powertrain according to the present invention on the vehicle;
FIG. 13 is a very schematic top plan view of an alternative third arrangement of a vehicle with a drive train according to the invention on the vehicle; and is
Fig. 14 is a very schematic top view of an alternative fourth arrangement of a vehicle with a drive train according to the invention on the vehicle.
Detailed Description
Fig. 1 shows a vehicle 1 according to the invention, which is designed here as an electric vehicle, having two axles 19, 20, wherein a drive train 2 according to the invention is operatively arranged on the first axle 19. The first axle 19 can be not only the front axle but also the rear axle of the vehicle 1. The drive train 2 comprises a drive unit 12 provided as an electric machine and a transmission 3 operatively connected thereto, wherein the construction of the drive train 2 and its arrangement on the vehicle 1 are explained in detail in the following figures. The electric motor is supplied with current by a battery, not shown here, which is effectively connected to the stator 21 shown in fig. 2 to 10, which is fixed to the housing. The electric machine is also connected to power electronics, not shown here, for control and regulation. By energizing the stator 21, the rotor 13, which is arranged rotatably relative to the stator and is in turn connected in a rotationally fixed manner to the input shaft 4 of the transmission 3, is set into a rotational movement relative to the stator 21. Alternatively, the input shaft 4 can also be connected to a separate rotor shaft of the rotor 13 in a rotationally fixed manner or coupled thereto. The drive power of the drive unit 12 is transmitted via the input shaft 4 into the transmission 3 and is converted there by the integrated differential 7 and distributed to the first output shaft 5 and the second output shaft 6. Wheels 23, 24 are each connected at least indirectly to the ends of the output shafts 5, 6 in order to drive the vehicle 1. Between the respective wheel 23, 24 and the output shaft 5, 6, an associated cardan shaft 31, 32 and a hub 33 are arranged.
The integrated differential 7 comprises in all embodiments according to fig. 2 to 10 a planetary gear set 8 and a spur gear set 9. The cylindrical gear set 9 is formed by two cylindrical gears 10, 11 which are in toothed engagement with one another and are arranged axially parallel to one another. The planetary gear set 8 has three gear set elements, namely a sun gear 14, a ring gear 16 and a planet gear carrier 15, wherein the planet gears are rotatably mounted on the planet gear carrier 15. The construction of the planetary gear set 8 and the connections within the drive train 2 are explained in detail below. The integrated differential 7 thus has a planetary gear and a spur gear operatively connected thereto. The first gear set element of the planetary gear set 8 is connected in a rotationally fixed manner to the input shaft 4. The second gear set element is connected in a rotationally fixed manner to the first output shaft 5 and transmits the drive power applied thereto, in particular the drive rotational speed and the drive torque, at least indirectly to the first wheels 23 of the first axle 19. The third gear train element is connected in a rotationally fixed manner via a coupling shaft 22 to the first spur gear 10 of the spur gear train 9. The drive power applied to the first spur gear 10 is transmitted to the second spur gear 11 and from there is transmitted at least indirectly via the second output shaft 6, which is connected in a rotationally fixed manner to it, to the second wheel 24 of the first axle shaft 19. Depending on the diameter and the number of teeth of the spur gears 10, 11, a transmission ratio can be set on the spur gear set 9. By means of the planetary gear set 8, a first output torque can be transmitted to the first output shaft 5. A support torque acting counter to the first output torque is transmitted to the spur gear set 9 and can be converted in the spur gear set 9 in such a way that a second output torque corresponding to the first output torque can be transmitted to the second output shaft 6.
According to the first exemplary embodiment according to fig. 2, the first gear set element is the sun gear 14 of the planetary gear set 8, the second gear set element is the planet carrier 15 of the planetary gear set 8, and the third gear set element is the ring gear 16 of the planetary gear set 8. The input shaft 4 is therefore connected in a rotationally fixed manner to the sun gear 14, so that the sun gear 14 forms a drive element of the planetary gear set 8, wherein the planet carrier 15 is connected in a rotationally fixed manner to the first output shaft 5 and the ring gear 16 is connected in a rotationally fixed manner to the first spur gear 10. The planet carrier 15 thus forms a first output element of the transmission 3, wherein a second output element of the transmission 3 is formed by the second spur gear 11 of the spur gear set 9. The planetary gear set 8 and the cylindrical gear set 9 are arranged adjacent to each other in the axial direction, wherein the planetary gear set 8 is arranged axially between the cylindrical gear set 9 and the drive unit 12. The planetary gear set 8 is designed as a negative planetary gear set and has a plurality of planet gears 25 which mesh with both the ring gear 16 and the sun gear 14. The first output shaft 5 is arranged coaxially with respect to the coupling shaft 22 and with respect to the input shaft 4, wherein the second output shaft 6 is arranged axially parallel to the first output shaft 5. This can also be seen in fig. 1. The input shaft 4 is designed as a hollow shaft, the first output shaft 5 passing axially through the input shaft 4 and thus through the transmission 3 and the drive unit 12. The first output shaft 5 extends to the right and the second output shaft 6, which is parallel to the axial direction thereof, extends to the right in the opposite direction.
Fig. 3 shows a second embodiment of the transmission 3, in particular of the integrated differential 7. The planetary gear set 8 is constructed essentially identically to fig. 2. The difference here is that the input shaft 4 is designed as a solid shaft. Accordingly, the first output shaft 5 does not pass axially through the input shaft 4 and the drive unit 12, but extends to the left in this case. The bearing for rotatably mounting the input shaft 4 can thereby be provided with a smaller diameter, in order to save installation space in particular. The spur gear set 9 is designed and operatively connected to the planetary gear set 8 via a coupling shaft 22, which is arranged in a rotationally fixed manner on the first spur gear 10, in such a way that the second output shaft 6 extends in the opposite direction to the first output shaft 5, in this case to the right, laterally of the drive unit 12.
According to the third embodiment according to fig. 4, the planetary gear set 8 and the cylindrical gear set 9 are arranged one above the other in the radial direction, i.e. nested radially. All the gears are therefore arranged in a common gear plane, so that a transmission 3 with a short axial design is achieved. The input shaft 4 is designed as a solid shaft. Accordingly, the first output shaft 5 does not pass axially through the input shaft 4 and the drive unit 12, but extends here coaxially with the input shaft 4 to the left. The ring gear 16 is connected in one piece with the first spur gear 10 and is mounted rotatably relative to the housing of the transmission 3 by means of a coupling shaft 22. The coupling shaft 22 is designed as a hollow shaft, so that the first output shaft 54 can extend through the coupling shaft 22. Similarly to fig. 3, the second output shaft 6 extends to the right in the opposite direction from the side of the drive unit 12.
Fig. 5 shows a fourth embodiment of the transmission 3, in particular of the integrated differential 7. In the present example, the planetary gear set 8 has a plurality of multi-stage planetary gears 17 rotatably supported on a planetary gear carrier 15. Therefore, a plurality of multi-stage planetary gears 17 are arranged here instead of the planetary gears 25 according to the foregoing embodiments. Each multi-stage gear 17 has a first gear wheel 26 and a second gear wheel 27, wherein the two gear wheels 26, 27 are connected to one another in a rotationally fixed manner. The first gear 26 is in toothed engagement with the sun gear 14, wherein the second gear 27 is in toothed engagement with the ring gear 16. In this way, particularly high transmission ratios can be achieved. In other respects, the present embodiment is constructed similarly to fig. 2.
According to the fifth exemplary embodiment according to fig. 6, the first gear set element is the sun gear 14 of the planetary gear set 8, the second gear set element is the ring gear 16 of the planetary gear set 8, and the third gear set element is the planet gear carrier 15 of the planetary gear set 8. The connection of the planetary gear set 8 to the first output shaft 5 and to the cylindrical gear set 9 or the second output shaft 6 is interchanged in this case. The input shaft 4 is therefore also connected in a rotationally fixed manner to the sun gear 14, so that the sun gear 14 forms a drive element of the planetary gear set 8, wherein the ring gear 16 is connected in a rotationally fixed manner to the first output shaft 5 and the planet carrier 15 is connected in a rotationally fixed manner to the first spur gear 10. The ring gear 16 thus forms a first output element of the transmission 3, wherein a second output element of the transmission 3 is formed by the second spur gear 11. In this case, the planetary gear set 8 is designed as a plus planetary gear set. Planetary gear sets designed as spur planetary gear sets usually have two planet carriers on which inner or outer planet gears 28, 29 are arranged in each case. In the present case, the two planetary carriers are combined to form a single common planetary carrier 15, which is connected in a rotationally fixed manner to the first spur gear 10 via a coupling shaft 22. Each inner planetary gear 28 meshes with the sun gear 14 and the associated outer planetary gear 28, while each outer planetary gear 28 additionally meshes with the ring gear 18. The input shaft 4 is designed as a hollow shaft, wherein the first output shaft 5 passes axially through the input shaft 4 and the drive unit 12. In this case, the first output shaft 5 extends to the right and the second output shaft 6 extends to the left in the opposite direction.
In the sixth exemplary embodiment according to fig. 7, a coaxial arrangement of the first output shaft 5 and the second output shaft 6 is realized. The connection of the planetary gear set 8 to the second output shaft 6 is substantially similar to that in fig. 2. In this embodiment of the integrated differential, the planet carrier 15 is effectively connected to the first output shaft 5 via a wraparound drive 18. The ring gear 18 is here a chain drive with a chain 30 as a traction means, wherein the planet carrier 15 is drivingly operatively connected to the first output shaft 5 via the chain 30. The wrap-around gear 18 provides for a coaxial arrangement of the two output shafts 5, 6 extending in opposite directions. The first output shaft 5 extends to the right from the side of the drive unit 12. Furthermore, the transmission ratio of the transmission 3 can be influenced by means of the wrap-around transmission 18. Alternatively, a 1:1 transmission ratio between the planet carrier 15 and the second output shaft 6 can be set.
An alternative arrangement of the wrap-around transmission 18 in the transmission 3 is shown in the seventh exemplary embodiment according to fig. 8. Here, as in fig. 6, the first gear set element is the sun gear 14 of the planetary gear set 8, the second gear set element is the ring gear 16 of the planetary gear set 8, and the third gear set element is the planet gear carrier 15 of the planetary gear set 8. In other words, the input shaft 4 is connected in a rotationally fixed manner to the sun gear 14, the ring gear 16 is operatively connected to the first output shaft 5 via the ring gear 18, and the planet gear carrier 15 is connected in a rotationally fixed manner to the first spur gear 10. The connection of the planetary gear set 8 is essentially identical to that of fig. 6 in terms of basic design, wherein in contrast to this, the first output shaft 5 extends to the left and the second output shaft 6 extends to the right, in contrast, due to the special design of the transmission 3, in particular of the integrated differential 7. The spur gear set 9 is arranged axially between the planetary gear set 8 and the drive unit 12, wherein a structure is arranged on the opposite side of the planetary gear set 8, in which the ring gear 16 is connected to the first output shaft 5 via a ring gear 18. In the present example, the wrap-around gear 18 provides a coaxial arrangement of the two output shafts 5, 6 extending in opposite directions. Furthermore, the transmission ratio of the transmission 3 can be influenced by means of the wrap-around transmission 18.
Fig. 9 shows an eighth embodiment of the transmission 3, in particular of the integrated differential 7. The connection of the planetary gear set 8 is carried out analogously to fig. 2, whereby the input shaft 4 is connected in a rotationally fixed manner to the sun gear 14, wherein the planet carrier 15 is effectively connected indirectly to the first output shaft 5, and wherein the ring gear 16 is connected in a rotationally fixed manner to the first spur gear 10 via a coupling shaft 22. In the power flow between the planet gear carrier 15 and the first output shaft 5, a ring gear 18 is arranged, as explained above, which effectively connects the planet gear carrier 15 to the first output shaft 5. The electric machine is designed such that the planetary gear set 8 is arranged radially inside the rotor 13. The drive unit 12 and the planetary gear set 8 are therefore arranged at least partially in a common plane, which extends perpendicularly to the input shaft 4. The cylindrical gear set 9 is arranged axially between the drive unit 12 with the planetary gear set 8 and the ring gear 18. In the present exemplary embodiment, the wrap-around gear mechanism 18 also provides for a coaxial arrangement of the two output shafts 5, 6 running in opposite directions. Furthermore, the transmission ratio of the transmission 3 can be influenced by means of the wrap-around transmission 18.
The ninth exemplary embodiment according to fig. 10 is essentially identical to the eighth exemplary embodiment according to fig. 9. The main difference here is that the drive unit 12 with the planetary gear set 8, which is arranged in a common plane, is arranged axially between the cylindrical gear set 9 and the ring gear 18, which drivingly connects the planet carrier 15 to the first output shaft 5. The planet carrier 15 is in this case operatively connected to the ring gear 18 via a further coupling shaft 34. Thus, the first output shaft 5 extends to the right and the second output shaft 6 extends to the left opposite thereto.
The very simplified embodiment according to fig. 11 to 14 shows that, when the output shafts 5, 6 are arranged axially parallel, the drive train 2 can be connected to the wheels 23, 24 via the cardan shafts 31, 32, independently of the orientation of the drive train 2 relative to the longitudinal direction of the vehicle.
In the very simplified vehicle 1 according to fig. 11, the hubs 33 of the respective wheels 23, 24 are arranged coaxially to each other. The drive train 2, which is shown here by a rectangle, is arranged at an angle to the longitudinal direction of the vehicle. In order to compensate for the parallel offset of the output shafts 5, 6, the cardan shafts 31, 32 are provided, wherein the first cardan shaft 31 connects the first output shaft 5 to the wheel hub 33 of the first wheel 23 and wherein the second cardan shaft 32 connects the second output shaft 6 to the wheel hub 33 of the second wheel 24.
According to fig. 12, the drive train 2 is arranged perpendicular or transverse to the longitudinal direction of the vehicle, wherein the cardan shafts 31, 32 are connected to the wheels 23, 24 and compensate for a parallel offset of the output shafts 5, 7. The hubs 33 are also arranged coaxially with each other in this embodiment.
According to fig. 13 and 14, it is furthermore possible, for example, to provide a parallel offset of the wheel hub 33 or of the wheels 23, 24 relative to a parallel offset of the output shafts 5, 6 when a larger wheelbase is required in the vehicle 1 on one of the sides of the vehicle, for example for entering and exiting. Fig. 13 shows a transverse design of the drive train 2 similar to that of fig. 12, whereas the drive train 2 according to fig. 14 is arranged diagonally to the vehicle longitudinal direction. In the rest of the way, reference is made to the explanations with respect to fig. 11 or fig. 12.
List of reference numerals:
1. vehicle with a steering wheel
2. Drive train
3. Speed variator
4. Input shaft
5. First output shaft
6. Second output shaft
7. Integrated differential mechanism
8. Planetary gear set
9. Cylindrical gear set
10. First cylindrical gear
11. Second cylindrical gear
12. Drive unit or electric machine
13. Rotor
14. Sun wheel
15. Planet gear carrier
16. Gear ring
17. Multi-stage planetary gear
18. Surrounding type transmission device
19. First axle
20. Second axle
21. Stator
22. First coupling shaft
23. First wheel
24. Second wheel
25. Planetary gear
26. First gear
27. Second gear
28. Inner planetary gear
29. Outer planetary gear
30. Chain
31. First cardan shaft
32. Second cardan shaft
33. Wheel hub
34. Second coupling shaft

Claims (15)

1. A transmission (3) for a drive train (2) of a vehicle (1), the transmission has a single input shaft (4), a first output shaft (5), a second output shaft (6) and an integrated differential (7) operatively arranged between the input shaft (4) and the two output shafts (5, 6), the integrated differential comprises a planetary gear set (8) with a plurality of gear set elements and a spur gear set (9) with a first spur gear (10) and a second spur gear (11) in gear engagement with the first spur gear, wherein a first gear wheel set element is connected in a rotationally fixed manner to the input shaft (4) and a second gear wheel set element is connected in a rotationally fixed manner to the first output shaft (5), and the third gear set element is connected at least indirectly in a rotationally fixed manner to the first spur gear (10) of the spur gear set (9), wherein a second spur gear (11) of the spur gear set (9) is connected at least indirectly in a rotationally fixed manner to the second output shaft (6), and wherein a first output torque can be transmitted to the first output shaft (5) by means of the planetary gear set (8), wherein the support torque of the planetary gear set (8) can be changed in the cylindrical gear set (9), so that a second output torque corresponding to the first output torque can be transmitted to the second output shaft (6).
2. A transmission (3) as claimed in claim 1, wherein the input shaft (4) is connected in a rotationally fixed manner to a drive shaft of the drive unit (12).
3. A transmission (3) as claimed in any one of the preceding claims, wherein the planetary gear set (8) and the cylindrical gear set (9) are arranged on top of each other in a radial direction.
4. A transmission (3) according to claim 1 or 2, wherein the planetary gear set (8) and the cylindrical gear set (9) are adjacently arranged in the axial direction.
5. A transmission (3) according to any one of the preceding claims, wherein the input shaft (4) is configured as a solid shaft or a hollow shaft.
6. The transmission (3) according to one of the preceding claims, wherein the first gearset element is a sun gear (14) of the planetary gearset (8), the second gearset element is a planet carrier (15) of the planetary gearset (8), and the third gearset element is a ring gear (16) of the planetary gearset (8).
7. A transmission (3) as claimed in any one of claims 1 to 5, wherein the first gearset element is a sun gear (14) of the planetary gearset (8), the second gearset element is a ring gear (16) of the planetary gearset (8), and the third gearset element is a planet carrier (15) of the planetary gearset (8).
8. The transmission (3) according to one of the preceding claims, wherein the planetary gear set (8) is configured as a negative planetary gear set or as a positive planetary gear set.
9. A transmission (3) as claimed in any one of claims 1 to 7, wherein the planetary gear set (8) has a plurality of multi-stage planet gears (17) rotatably supported on a planet gear carrier (15).
10. A transmission (3) according to any one of the preceding claims, wherein the first output shaft (5) is arranged axially parallel to the second output shaft (6).
11. A transmission (3) as claimed in any one of claims 1 to 9, wherein the first output shaft (5) is arranged coaxially with the second output shaft (6).
12. A transmission (3) as claimed in any one of the preceding claims, wherein a wrap-around transmission (18) is provided which drivingly operatively connects one of the gearset elements of the planetary gearset (8) at least indirectly with the first output shaft (5).
13. A drive train (2) for a vehicle (1), comprising a transmission (3) according to any one of the preceding claims and a drive unit (12), in particular an electric machine, operatively connected to the transmission (3).
14. Drive train (2) according to claim 13, wherein the planetary gear set (8) is arranged radially inside the rotor (13) of the electrical machine.
15. A vehicle (1) comprising a drive train (2) according to claim 13 or 14.
CN202210930834.7A 2021-08-06 2022-08-04 Transmission for a vehicle and drive train having such a transmission Pending CN115704455A (en)

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DE102021208543.1 2021-08-06

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Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4280583A (en) 1978-11-24 1981-07-28 Mack Trucks, Inc. Automatic differential control apparatus
DE102011079975A1 (en) 2011-07-28 2013-01-31 Schaeffler Technologies AG & Co. KG Drive device for a motor vehicle
DE102012206146A1 (en) 2012-04-16 2013-10-17 Siemens Aktiengesellschaft Drive device for a motor vehicle
DE102013210319A1 (en) 2013-06-04 2014-12-04 Schaeffler Technologies Gmbh & Co. Kg Planetary gear, in particular axle
DE102013220837A1 (en) 2013-10-15 2015-04-16 Schaeffler Technologies AG & Co. KG transmission system
DE102019216507A1 (en) 2019-10-25 2021-04-29 Zf Friedrichshafen Ag Transmission, drivetrain and vehicle with gearbox

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