DE102016205401A1 - Transmission for a motor vehicle - Google Patents

Abstract

The invention relates to a transmission (G) for a motor vehicle, wherein the transmission (G) comprises a drive shaft (GW1), an output shaft (GW2), three planetary gear sets (P1, P2, P3) and five shift elements (K1, K2, B1, K3 , B2), wherein by selectively operating the six switching elements (K1, K2, B1, K3, B2) six forward gears and one reverse gear between the drive shaft (GW1) and the output shaft (GW2) are switchable, and drive train for a motor vehicle with a such transmission (G).

Description

The invention relates to a transmission for a motor vehicle, as well as a motor vehicle drive train with such a transmission. In the present case, a transmission refers to a multi-speed transmission, i. H. There are several different ratios as gears between a arrival and an output side of the transmission switchable by actuation of corresponding switching elements, and this is preferably done automatically. Depending on the arrangement of the switching elements, these are clutches or brakes. Such transmissions are mainly used in motor vehicles to implement a traction power supply of a prime mover of the respective motor vehicle in terms of various criteria suitable.

From the US 4,070,927 A goes out a gearbox for a motor vehicle, in which a plurality of planetary gear sets are provided between a drive shaft and an output shaft, which each consist of a sun gear, a ring gear and a respective planet web. Further, a plurality of switching elements are provided by the selective actuation of the planetary gear sets are coupled to each other to define different gears between the input and the output shaft. In the planetary gear sets, the sun gears of the second and third planetary gear are rotatably connected to each other and can be coupled via a first switching element together with the drive shaft. The drive shaft is also non-rotatably connected by means of a second switching element with the planetary gear of the second planetary, the planetary gear of the second planetary gear set also rotatably connected to the ring gear of the third planetary gear in conjunction and are fixed together with this on a non-rotatable component of the transmission via a third switching element can. Finally, the output shaft is rotatably connected to the planetary ridge of the third planetary gear set. The first switching element and the second switching element are provided side by side on a drive side of the transmission.

It is the object of the present invention to provide an alternative embodiment to the known in the prior art transmission, wherein switching elements are to be arranged in the most compact manner possible.

This object is achieved on the basis of the preamble of claim 1 in conjunction with its characterizing features. The following dependent claims give each advantageous embodiments of the invention. A motor vehicle drive train, in which a transmission according to the invention is used, is the subject matter of claim 14.

According to the invention, a transmission comprises a drive shaft and an output shaft, and a first, a second and a third planetary gear set. The planetary gear sets each comprise a plurality of elements in the form of one sun gear, one ring gear and one planet pin each, the planetary gearsets serving to guide a flow of power from the drive shaft to the output shaft. For this purpose, a first, a second, a third, a fourth and a fifth switching element are provided, through whose selective actuation the planetary gear sets can be coupled with each other by connecting different gears between the input and output shafts.

In this case, the first element of the second planetary gear set and the first element of the third planetary gear are rotatably connected to each other and can be rotatably coupled via the first switching element with the drive shaft, which also by means of the second switching element with the second element of the second planetary gear set rotatably in combination can be brought. Furthermore, the second element of the second planetary gear set is rotatably connected to the third element of the third planetary gear set and can be fixed together with this via the third switching element to a non-rotatable component of the transmission, which is preferably a housing or a housing part of the transmission is. Finally, the second element of the third planetary gear set is rotatably coupled to the output shaft.

In other words, therefore, the first element of the second planetary gear set and the first element of the third planetary gear set permanently non-rotatably connected to each other, while the second element of the second planetary gear set is connected to the third element of the third planetary gear set. In addition, the second element of the third planetary gear and the output shaft of the transmission are rotatably connected to each other.

By closing the first formwork element, the first element of the second planetary gear set and the first element of the third planetary gear set are coupled together with the drive shaft, whereas an actuation of the second switching element entails a rotationally fixed connection of the drive shaft with the second element of the second planetary gear set. Furthermore, a closing of the third switching element leads to a common setting of the second element of the second planetary gear set and the third element of the third planetary gear set on the non-rotatable component.

In the context of the invention, the second planetary gear set and the third planetary gear set preferably form a Simpson wheel set, wherein the first element of the second planetary gear set and the first element of the third planetary gear set are in particular made in one piece. Particularly preferably, the second and the third planetary gear set in this case a common, first element, which is in particular a common sun gear. At this common element may be formed a common, continuous teeth or there may be separate and possibly also divergent gears.

The invention now includes the technical teaching that the first switching element and the second switching element are arranged directly adjacent to one another between the first planetary gear set and the second planetary gear set. In other words, the first and the second switching element are thus arranged side by side and are axially between the first and the second planetary gear set.

Such an arrangement of the first and the second switching element has the advantage that by the displacement of the two switching elements further into the transmission into a total of a more compact arrangement of the five switching elements is possible.

In this respect, also leading to the switching elements supply lines can be made shorter overall. In general, the arrangement of the first and the second switching element adjacent to one another enables a supply of the two switching elements from a common supply line leading into this region. Furthermore, a transmission designed according to the invention is characterized by a compact design, low component loads and good gear efficiency.

In the US 4,070,927 A the first and the second switching element are arranged lying on the drive side to the first Planetenradsatze, while the third, the fourth and the fifth switching element are each placed axially at the level of one of the planetary gear sets. In this respect, the switching elements are distributed almost over the entire axial length of the transmission.

In the present case, the first and the second switching element are designed as clutches, which in operation rotatable components of the transmission in their rotational movements match each other, while the third switching element is present as a brake that brakes when driven the respective rotatable component of the transmission to a standstill and on a rotationally fixed component sets.

According to one embodiment of the invention, the first element of the first planetary gearset fixed to the non-rotatable component and the third element of the first planetary gear by means of the fourth switching element rotatably coupled to the drive shaft, whereas the second element of the first planetary gear set is rotatably connected to the third element of the second planetary gear set , In addition, the first planetary gear set can be blocked via the fifth switching element. The latter can be realized by fixing the second element of the first planetary gear set via the fifth switching element on the non-rotatable component or by rotationally fixed connection of the first element and the third element of the first planetary or the second element and the third element of the first planetary gear by means of the fifth switching element. The fourth switching element is then in the form of a clutch, while the fifth switching element is designed as a brake or a clutch, depending on the type of blocking.

Particularly preferably, the fourth switching element is also provided axially between the first and the second planetary gear set in the aforementioned embodiment, which enables a common supply desselbigen with the first and the second switching element. Is then also the fifth switching element realized as a clutch, and the fifth switching element adjacent to the first and second switching element, and the fourth switching element can be axially between the first and the second planetary gear. In particular, the fifth switching element is provided immediately adjacent to the fourth switching element.

As an alternative to the aforementioned embodiment, the first element of the first planetary gearset by means of the fourth switching element on the non-rotatable component can be fixed and the third element of the first planetary gear rotatably connected to the drive shaft, whereas the second element of the first planetary gear rotatably connected to the third element of the second planetary gear set and together with this on the fifth switching element on the rotationally fixed component can be fixed. Thus, the fourth and the fifth switching element are designed as brakes.

Further alternatively to the two aforementioned variants, the first element of the first planetary gearset fixed to the non-rotatable component and the third element of the first planetary gear rotatably connected to the drive shaft, whereas the second element of the first planetary gear by means of the fourth switching element rotationally fixed to the third element of the second planetary gear set is connectable, which is also fixable via the fifth switching element on the rotationally fixed component. In this case, the fourth switching element is thus designed as a clutch, while the fifth switching element is present as a brake. Preferably, the fourth switching element is placed on a side facing away from the second planetary gear set side of the first planetary gear set, but it can also be provided between the first and the second planetary gear set if it allows the connection.

In each of the variants described above, six forward gears, and one reverse gear can be realized. In this case, a first forward gear is switched by operating the first and the third shift element, while a second forward gear is formed by closing the first and the fifth shift element. Further, a third forward speed results by operating the first and fourth shift elements, while a fourth forward speed is switchable by operating the first and second shift elements. In addition, a fifth forward speed is formed by operating the second and fourth shift elements and a sixth forward speed by closing the second and fifth shift elements. On the other hand, the reverse gear is obtained by actuating the third and the fourth switching element.

With a suitable choice of stationary gear ratios of the planetary gear sets this is a suitable for the application in the field of a motor vehicle translation series realized. For a sequential shift of the forward gears according to their order is always the state of two switching elements to vary by one of the switching elements involved in the previous forward gear to open and another switching element to represent the subsequent forward gear is close. This then has the consequence that a shift between the courses can proceed very quickly.

Advantageously, in the transmission according to the invention, a reverse gear for a drive via the drive motor upstream of the transmission can be realized. This can be realized as an alternative or in addition to an arrangement of an electric machine in the transmission, in order to be able to realize a reverse drive of the motor vehicle in case of failure of the electric machine.

In a further development of the invention, an electric machine is provided whose rotor is rotatably coupled to one of the rotatable components of the transmission. Preferably, a stator of the electric machine is then non-rotatably connected to the non-rotatable component of the transmission, wherein the electric machine can be operated here by an electric motor and / or also as a generator to realize different functions. In particular, a purely electric driving, a boosting via the electric machine, a deceleration and recuperation and / or a synchronization in the transmission via the electric machine can be performed. The rotor of the electric machine can be coaxial with the respective component or be arranged offset in the axial direction to this, in the latter case then a coupling via an intermediate spur gear or a traction mechanism can be realized.

Preferably, the rotor of the electric machine is rotatably coupled to the drive shaft, thereby a purely electric driving the motor vehicle is shown in a suitable manner. For this purpose, one of the gears is engaged in the transmission, wherein in the forward gears thereby a reverse drive of the motor vehicle is realized by an opposite rotational movement is initiated via the electric machine, whereby the reverse movement of the motor vehicle takes place in the ratio of the respective forward gear. As a result, the gear ratios of the forward gears can be used for both the electric forward and the reverse electric drive.

According to a further embodiment possibility of the invention, which is realized in particular in combination with the aforementioned arrangement of an electric machine, in addition, a separating clutch is provided, via which the drive shaft with a connecting shaft rotatably connected. The connecting shaft then serves within a motor vehicle drive train of the connection to the drive machine. The provision of the separating clutch has the advantage that in the course of purely electric driving a connection to the drive machine can be interrupted, so that they are not dragged. The separating clutch is preferred as a form-locking switching element, such as designed as a jaw clutch or locking synchronization, but may also just as well as non-positive switching element, such as a multi-plate clutch present.

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

It is a further embodiment of the invention that the respective planetary gear set is present as a minus planetary gear set, wherein each of the respective first element of the respective planetary gear is a respective sun gear, in the respective second element of the respective planetary gear set to a respective planet web and the respective third element of the respective planetary gear set is a respective ring gear. A minus planetary set is composed in a manner known in principle to the person skilled in the art from the elements sun gear, planet carrier and ring gear, the planet carrier guiding at least one but preferably several planetary gears, which in each case mesh both with the sun gear and with the surrounding ring gear. Of the first, the second and the third planetary gear set then one or more planetary gear sets are designed as such Minusplanetensätze. Particularly preferably, all three planetary gear sets are available as minus planetary gear sets, which makes it possible to realize a particularly compact design.

Alternatively or in addition thereto, the respective planetary gear set is in the form of a positive planetary gear set, the respective first element of the respective planetary gear set then being a respective sun gear, the respective second element of the respective planetary gear set being a respective ring gear and the respective third element of the respective one Planetenradsatzes is about a respective planetary ridge. In a Plusplanetensatz the elements sun gear, ring gear and planetary bridge are also present, the latter at least one pair of planetary leads, in which one planetary gear with the inner sun gear and a planet gear with the surrounding ring gear meshing, and the planetary gears mesh with each other. In the transmission according to the invention, one or more planetary gear sets may be designed as such Plusplanetensätze.

Where possible, a minus planetary set can be replaced by a Plusplanetensatz, in which case compared to the execution as Minusplanetensatz the Hohlrad- and the Planetensteganbindung to exchange with each other, and a respective Getriebestandübersetzung is to increase by one. As already mentioned, but preferably all planetary gear sets are designed as Minusplanetensätze.

In a further development of the invention, one or more switching elements are each realized as non-positive switching elements. Non-positive switching elements have the advantage that they can be switched under load, so that a change between the courses without interruption of traction is enforceable. But particularly preferably, the first switching element and / or the third switching element is in each case designed as a form-locking switching element, such as a dog clutch or lock synchronization. For the first switching element is involved in the first four forward gears, so that in a successive upshift of the gears here only an opening of the first switching element is to be completed. Likewise, the third switching element in a successive upshift only to open, since this is involved only in the first forward gear and the reverse gear. A form-fitting switching element has the advantage over a non-positive switching element that only slight drag torques occur in the opened state, so that a higher efficiency can be realized.

According to a further embodiment of the invention, connection points of the input and output shafts are coaxial with one another. Here, the connection points of the input and the output shaft can be realized at opposite axial ends of the transmission or at one and the same axial end. In an arrangement of the connection points at opposite axial ends, the third planetary gear set has the greatest axial distance from the outer interface of the drive shaft, such an arrangement being particularly suitable for the application of the transmission in a motor vehicle with a drive train aligned parallel to the direction of travel of the motor vehicle. In the arrangement of the interfaces of the input and output shafts at one axial end, the third planetary gear set then preferably has the shortest axial distance to the outer interface of the drive shaft, wherein the outer interface of the output shaft then preferably has a toothing, which with a toothing one to the drive shaft axis the gear axially parallel arranged shaft meshes. Particularly preferably, the axle differential of a drive axle is then arranged on this shaft. This type of arrangement is then particularly suitable for use in a motor vehicle with a transversely oriented to the direction of travel of the motor vehicle drive train.

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

The fact that two components of the transmission are rotatably "connected" to each other or "coupled" means in the context of the invention, a permanent connection of these components, so that they run at the same speed. In this respect, no switching element is provided between these components, in which it may be elements of the planetary gear sets or shafts or a rotationally fixed component of the transmission, but the corresponding components are rigidly interconnected.

If, in contrast, a switching element is provided between two components of the transmission, these components are not permanently coupled to one another in a rotationally fixed manner, but a rotationally fixed coupling is first made via the intermediate switching element. In this case, an actuation of the switching element in the sense of the invention means that the relevant switching element is transferred into a closed state and, as a result, the components connected thereto are adjusted in their rotational movements to one another. In the case of an embodiment of the relevant switching element as a form-locking switching element over this rotatably interconnected components are running at the same speed, while in the case of a non-positive switching element can also exist after pressing desselbigen speed differences between the components. This intentional or unwanted state is still referred to in the context of the invention as a rotationally fixed connection of the respective components via the switching element.

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

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

1 a schematic view of a motor vehicle drive train, in which a transmission according to the invention is used;

2 a schematic view of a transmission according to a first embodiment of the invention;

3 a schematic representation of a transmission according to a second embodiment of the invention;

4 a schematic view of a transmission according to a third embodiment of the invention;

5 a schematic representation of a transmission according to a fourth embodiment of the invention;

6 a schematic view of a transmission according to a fifth embodiment of the invention;

7 a schematic representation of a transmission according to a sixth embodiment of the invention;

8th a schematic view of a transmission according to a seventh embodiment of the invention;

9 a schematic representation of a transmission according to an eighth embodiment of the invention;

10 a schematic view of a transmission according to a ninth embodiment of the invention;

11 a schematic representation of a transmission according to a tenth embodiment of the invention;

12 a schematic view of a transmission according to an eleventh embodiment of the invention;

13 a schematic representation of a transmission according to a twelfth embodiment of the invention; and

14 an exemplary circuit diagram of the transmission of the 2 to 13 ,

1 shows a schematic view of a motor vehicle drive train in which an internal combustion engine VKM is connected via an intermediate torsional vibration damper TS with a transmission G. The gear G is On the output side, a axle drive AG downstream, via which a drive power is distributed to drive wheels DW a drive axle of the motor vehicle.

Out 2 is a schematic representation of the transmission G according to a first embodiment of the invention. As can be seen, the transmission G comprises a first planetary gearset P1, a second planetary gearset P2 and a third planetary gearset P3. Each of the planetary gear P1, P2 and P3 each have a first element E11 or E12 or E13, depending on a second element E21 or E22 or E23 and a third element E31 or E32 or E33. The respective first element E11 or E12 or E13 is always formed by a sun gear of the respective planetary P1 or P2 and P3, while the respective second element E21 or E22 or E23 of the respective planetary P1 or P2 and P3 than ever a planetary bridge is present. The still remaining, third element E31 or E32 or E33 is then formed by a respective ring gear.

The Planetenradsätze P1, P2 and P3 are thus present in each case designed as Minusplanetensätze in which the respective planetary web, but preferably rotatably mounted a plurality of planet gears, which are each in detail with the radially inner sun gear and with the surrounding ring gear in meshing engagement. Wherever it allows the connection, but also individual or all planetary P1, P2, P3 could be designed as so-called Plus planetary sets, in which a respective planet web carries at least one pair of planetary, of the planetary gears with a planetary gear with a radially inner sun gear and a planet a radially surrounding ring gear meshing, and the planet gears of the pair of wheels mesh with each other. Compared to a respective embodiment as a minus planetary set would then have the respective second element E21 or E22 or E23 formed by the respective ring gear and the respective third element E31 or E32 or E33 by the respective planetary web and also increases a respective gear ratio by one become.

As in 2 can be seen, the transmission G comprises a total of five switching elements in the form of a first switching element K1, a second switching element K2, a third switching element B1, a fourth switching element K3 and a fifth switching element B2, which are each present as non-positive switching elements and are preferably designed as a lamellae switching elements ,

The first element E12 of the second planetary gearset P2 and the first element E13 of the third planetary gearset P3 are present rotationally fixed to each other and are rotatably coupled upon actuation of the first switching element K1 about this with a drive shaft GW1 of the transmission G, which also rotatably by means of the second switching element K2 can be associated with the second element E22 of the second planetary gear set P2. The latter is permanently non-rotatably connected to the third element E33 of the third planetary gear set P3, wherein the second element E22 of the second planetary gear set P2 and the third element E33 of the third planetary gear set P3 can be fixed via the third switching element B1 on a non-rotatable component GG of the transmission G, in which it is a housing or a housing part of the transmission G. Furthermore, an output shaft GW2 of the transmission G is non-rotatably coupled to the second element E23 of the third planetary gear set P3.

As well as in 2 can be seen, the drive shaft GW1 can also be connected via the fourth switching element K3 with the third element E31 of the first planetary gear P1, whose first element E11 is permanently fixed to the non-rotatable component GG. The second element E21 of the first planetary gear P1 is rotatably connected to the third element E32 of the second planetary gear set P2 in conjunction and can be fixed together with this via the fifth switching element B2 on the non-rotatable component GG. This results in a blocking of the first planetary gear P1 result, since then both the first element E11, and the second element E21 of the first planetary gear set are coupled to the rotationally fixed component GG.

The three planetary gear sets P1, P2 and P3 are arranged axially in the order of the first planetary gear set P1, the second planetary gear set P2 and the third planetary gear set P3. In addition, the second planetary gear set P2 and the third planetary gear P3 form a Simpson wheelset, wherein in this the first element E12 of the second planetary gear set P2 and the first element E13 of the third planetary gear set P3 by a common element of the planetary gear sets P2 and P3, in the present case a common sun wheel, can be formed.

The first switching element K1, the second switching element K2 and also the fourth switching element K3 are placed axially between the first planetary gear set P1 and the second planetary gear set P2, with the first switching element K1 and the second switching element K2 lying next to one another. The third switching element B1, however, is axially placed at the level of the third planetary gear set P3 radially surrounding this, while the fifth switching element B2 is provided axially at the height and radially surrounding the second planetary gear set P2. Overall, the switching elements K1, K2, B1, K3 and B2 are axially close together, so that Supply lines of the switching elements K1, K2, B1, K3 and B2 can be kept short. Here, a supply of the first switching element K1, the second switching element K2 and possibly also of the fourth switching element K3 via a common line is possible.

The drive shaft GW1 and the output shaft GW2 each have connection points GW1-A and GW2-A, which are provided coaxially with each other at opposite axial ends of the transmission G. The connection point GW1-A of the drive shaft GW1 serves in the motor vehicle drive train 1 a connection to the internal combustion engine VKM, while the transmission G is connected at the junction GW2-A of the output shaft GW2 with the following axle drive AG. In this case, the first planetary gear set P1 is located immediately adjacent to the connection point GW1-A of the drive shaft GW1, while the third planetary gear set P3 thereof is furthest away and placed immediately adjacent to the connection point GW2-A of the output shaft GW2.

3 shows a schematic view of a transmission G according to a second embodiment of the invention, which substantially the in 2 corresponds to the variant shown. Unlike the variant after 2 the arrangement of the three planetary gear sets P1, P2 and P3 has been changed and also provided the connection points GW1-A and GW2-A of the drive shaft GW1 and the output shaft GW2 at one and the same axial end of the transmission G. In this case, the third planetary gear set P3 is provided immediately adjacent to the two connection points GW1-A and GW2-A, in which case the second planetary gear set P2 and the first planetary gear set P1 follow. In addition, the connection point GW2-A has a toothing, which meshes in the installed state of the transmission G with an associated toothing of a shaft, not shown. This shaft is then arranged axially parallel to the input and output shafts GW1 and GW2, it being possible for an axle drive to be arranged on this shaft. In that sense, that is in 3 shown gear G suitable for use in a motor vehicle drive train, which is aligned transversely to the direction of travel of the motor vehicle. Incidentally, the transmission corresponds to G in 3 with regard to the connection of the individual components of the previous variant 2 so that reference is made to what has been described.

Furthermore goes out 4 a schematic representation of a transmission G according to a third embodiment of the invention. This corresponds largely to the variant 2 In contrast, a fifth switching element K4, when actuated, rotatably connects the first element E11 of the first planetary gear set P1 to the third element E31 of the first planetary gear set P1 and thereby causes the blocking of the first planetary gear set P1. Further, the second element E21 of the first planetary gear set P1 and the third element E32 of the second planetary gear set P2 can not be fixed to the rotationally fixed component GG. The fifth switching element K4 is arranged together with the switching elements K1, K2 and K3 axially between the first planetary gear set P1 and the second planetary gear P2, so that the switching elements K1, K2, B1, K3 and K4 are placed axially close to each other. Otherwise, the embodiment corresponds to 4 according to the variant 2 so that reference is made to what has been described.

5 shows a schematic view of a transmission G according to a fourth embodiment of the invention, while largely the previous variant according to 4 equivalent. As in the embodiment according to 3 , Was the arrangement of the three planetary gear sets P1, P2 and P3 changed and also provided the connection points GW1-A and GW2-A of the drive shaft GW1 and the output shaft GW2 at one and the same axial end of the transmission G. Again, the third planetary gear set P3 is provided immediately adjacent to the two connection points GW1-A and GW2-A, in which case the second planetary gear set P2 and the first planetary gear set P1 follow. Also, the connection point GW2-A again has a toothing, which meshes in the installed state of the transmission G with an associated toothing of a shaft, not shown. This shaft is then arranged axially parallel to the input and output shafts GW1 and GW2, it being possible for an axle drive to be arranged on this shaft. Accordingly, that is in 5 illustrated transmission G suitable for use in a motor vehicle drive train, which is again aligned transversely to the direction of travel of the motor vehicle. Incidentally, the transmission corresponds to G in 5 with regard to the connection of the individual components of the previous variant 4 so that reference is made to what has been described.

Further, go out 6 a schematic representation of a transmission G according to a fifth embodiment of the invention. This again corresponds essentially to the variant 2 In contrast, a fifth switching element K4 upon actuation couples the second element E21 of the first planetary gear P1 and the third element E31 of the first planetary gear P1 rotatably together and thereby causes the blocking of the first planetary gear set P1. Thus, the fifth switching element K4 here does not call common setting of the second element E21 of first planetary gear set P1 and the third element E32 of the second planetary gear set P2 on the non-rotatable component GG forth. As with the variants after the 4 and 5 the switching elements K1, K2, K3 and K4 are arranged axially lying between the first planetary gear P1 and the second planetary gear P2. Otherwise, the embodiment corresponds to 6 according to the variant 2 so that reference is made to what has been described.

7 shows a schematic view of a transmission G according to a sixth embodiment of the invention, which thereby largely the immediately preceding variant 6 equivalent. Analogous to the embodiment according to 3 , Was the arrangement of the three planetary gear sets P1, P2 and P3 changed and also provided the connection points GW1-A and GW2-A of the drive shaft GW1 and the output shaft GW2 at one and the same axial end of the transmission G. Again, the third planetary gear set P3 is provided immediately adjacent to the two connection points GW1-A and GW2-A, in which case the second planetary gear set P2 and the first planetary gear set P1 follow. Also, the connection point GW2-A again has a toothing, which meshes in the installed state of the transmission G with an associated toothing of a shaft, not shown. This shaft is then arranged axially parallel to the input and output shafts GW1 and GW2, it being possible for an axle drive to be arranged on this shaft. Accordingly, that is in 7 illustrated transmission G in turn suitable for use in a motor vehicle drive train, which is again aligned transversely to the direction of travel of the motor vehicle. Incidentally, the transmission corresponds to G in 7 with regard to the connection of the individual components of the previous variant 6 so that reference is made to what has been described.

Further, go out 8th a schematic representation of a transmission G according to a seventh embodiment of the invention, which again as far as possible according to the variant 2 equivalent. It is different that a fourth switching element B3 when actuated, the first element E11 of the first planetary gear P1 fixed to the non-rotatable component GG, while the third element E31 of the first planetary gear set P1 is permanently connected rotationally fixed to the drive shaft GW1. The fourth switching element B3 is thus realized in this case as a brake, which is arranged on a side facing away from the second planetary gear P2 side of the first planetary gear set P1. Otherwise, the embodiment corresponds to 8th according to the variant 2 so that reference is made to what has been described.

In addition shows 9 a schematic view of a transmission G according to an eighth embodiment of the invention, the case essentially the previous variant 8th equivalent. As in the embodiment according to 3 , Was the arrangement of the three planetary gear sets P1, P2 and P3 changed and also provided the connection points GW1-A and GW2-A of the drive shaft GW1 and the output shaft GW2 at one and the same axial end of the transmission G. Again, the third planetary gear set P3 is provided immediately adjacent to the two connection points GW1-A and GW2-A, in which case the second planetary gear set P2 and the first planetary gear set P1 follow. Also, the connection point GW2-A again has a toothing, which meshes in the installed state of the transmission G with an associated toothing of a shaft, not shown. This shaft is then arranged axially parallel to the input and output shafts GW1 and GW2, it being possible for an axle drive to be arranged on this shaft. Accordingly, that is in 9 shown gear G again suitable for use in a motor vehicle drive train, which is aligned transversely to the direction of travel of the motor vehicle. Incidentally, the transmission corresponds to G in 9 with regard to the connection of the individual components of the previous variant 8th so that reference is made to what has been described.

Further, go out 10 a schematic representation of a transmission G according to a ninth embodiment of the invention. This again corresponds essentially to the variant 2 In contrast, the fourth switching element K3 upon actuation, the second element E21 of the first planetary gear set P1 and the third element E32 of the second planetary gearset P2 rotatably coupled to each other, while the third element E31 of the first planetary gear set P1 is permanently connected rotationally fixed to the drive shaft GW1. The fourth switching element K3 is then placed axially on a side of the first planetary gear set P1 facing away from the second planetary gear set P2. Otherwise, the embodiment corresponds to 10 according to the variant 2 so that reference is made to what has been described.

11 shows a schematic view of a transmission G according to a tenth embodiment of the invention, while largely the immediately preceding variant 10 equivalent. Analogous to the embodiment according to 3 , Was the arrangement of the three planetary gear sets P1, P2 and P3 changed and also provided the connection points GW1-A and GW2-A of the drive shaft GW1 and the output shaft GW2 at one and the same axial end of the transmission G. Again, the third planetary gear set is P3 provided immediately adjacent to the two connection points GW1-A and GW2-A, in which case the second planetary gear set P2 and the first planetary gear set P1 follow. Also, the connection point GW2-A again has a toothing, which meshes in the installed state of the transmission G with an associated toothing of a shaft, not shown. This shaft is then arranged axially parallel to the input and output shafts GW1 and GW2, it being possible for an axle drive to be arranged on this shaft. Accordingly, that is in 11 illustrated transmission G in turn suitable for use in a motor vehicle drive train, which is aligned transversely to the direction of travel of the motor vehicle. Incidentally, the transmission corresponds to G in 11 with regard to the connection of the individual components of the previous variant 10 so that reference is made to what has been described.

In 12 a transmission G is shown according to an eleventh embodiment of the invention, which essentially of the variant 2 equivalent. It is different, however, that in addition an electric machine EM is provided, the stator S is fixed to the non-rotatable component GG, while a rotor R of the electric machine EM rotatably connected to the drive shaft GW1. Furthermore, the drive shaft GW1 at its junction GW1-A via an intermediate separating clutch K0, which is designed here as a lamellar switching element, are rotatably connected to a connecting shaft AN, which in turn is connected to a crankshaft of the internal combustion engine VKM means of the intermediate torsional vibration damper TS.

A purely electric driving can be realized via the electric machine EM, in which case the separating clutch K0 is opened in order to decouple the drive shaft GW1 from the connecting shaft AN and not to drag the internal combustion engine VKM along. Otherwise, the embodiment corresponds to 12 according to the variant 2 so that reference is made to what has been described.

Further shows 13 a schematic view of a transmission G according to a twelfth embodiment of the invention. This corresponds largely to the previous variant 12 , wherein thereby, as already in the embodiment according to 3 , the arrangement of the three planetary gear sets P1, P2 and P3 changed and also the connection points GW1-A and GW2-A of the drive shaft GW1 and the output shaft GW2 were provided at one and the same axial end of the transmission G. Again, the third planetary gear set P3 is provided immediately adjacent to the two connection points GW1-A and GW2-A, in which case the second planetary gear set P2 and the first planetary gear set P1 follow. Also, the connection point GW2-A again has a toothing, which meshes in the installed state of the transmission G with an associated toothing of a shaft, not shown. This shaft is then arranged axially parallel to the input and output shafts GW1 and GW2, it being possible for an axle drive to be arranged on this shaft. Accordingly, that is in 13 illustrated transmission G suitable for use in a motor vehicle drive train, which is again aligned transversely to the direction of travel of the motor vehicle. The electric machine EM is then placed in the transmission G due to the arrangement of the planetary gear sets P1 to P3 adjacent to the third planetary gear set P3. Incidentally, the transmission corresponds to G in 13 with regard to the connection of the individual components of the previous variant 12 so that reference is made to what has been described.

In 14 is an exemplary circuit diagram for the respective transmission G from the 2 to 13 tabulated. As can be seen, in each case a total of six forward gears 1 to 6, and a reverse gear R1 can be realized, wherein in the columns of the circuit diagram is marked with an X respectively, which of the switching elements K1, K2, B1, K3 or B3 and B2 or K4 in which of the forward gears 1 to 6 and the reverse gear R1 is respectively closed. In each of the forward gears 1 to 6 and the reverse gear R1 are each two of the switching elements K1, K2, B1, K3 or B3 and B2 or K4 closed, with in a successive circuit of the forward gears 1 to 6 each one of the switching elements involved open and another switching element is to close in the following.

As in 14 can be seen, a first forward gear 1 is switched by operating the first switching element K1 and the third switching element B1, starting from this, a second forward gear 2 is formed by the third switching element B1 is opened and subsequently the fifth switching element B2 or K4 is closed , Furthermore, it is then possible to switch to a third forward gear 3 by the fifth shift element B2 or K4 in turn being opened and the fourth shift element K3 or B3 being closed. Based on this results in a fourth forward gear 4 by opening the fourth switching element K3 or B3 and closing the second switching element K2. A fifth forward gear 5 is then switched by opening the first switching element K1 and pressing the fourth switching element K3 and B3, starting from this, in a sixth forward gear 6 is changed by the fourth switching element K3 or B3 open and the fifth switching element B2 or K4 is actuated.

The reverse gear R1, in which a reverse drive of the motor vehicle can be realized even when driven by the internal combustion engine VKM, however, is switched by closing the third switching element B1 and the fourth switching element K3 and B3.

As in the 2 to 13 is shown, the switching elements K1, K2, B1, K3 and B3 and B2 and K4 are each designed as non-positive switching elements and thereby in particular as a lamellae switching elements. However, the first switching element K1 and the third switching element B1 could also be realized in each case as a form-locking switching element, such as, for example, as a dog clutch or lock synchronization.

The in the 12 and 13 each shown arrangement of an electric machine EM can also according to the variants of 2 to 11 are used by a rotor R of the electric machine according rotatably connected to the drive shaft GW1.

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

reference numeral

• G

  transmission

  GG

  Non-rotating component

  P1

  First planetary gear set

  E11

  First element of the first planetary gear set

  E21

  Second element of the first planetary gear set

  E31

  Third element of the first planetary gear set

  P2

  Second planetary gear set

  E12

  First element of the second planetary gear set

  E22

  Second element of the second planetary gear set

  E32

  Third element of the second planetary gear set

  P3

  Third planetary gear set

  E13

  First element of the third planetary gear set

  E23

  Second element of the third planetary gear set

  E33

  Third element of the third planetary gear set

  K1

  First switching element

  K2

  Second switching element

  B1

  Third switching element

  K3

  Fourth switching element

  B3

  Fourth switching element

  B2

  Fifth switching element

  K4

  Fifth switching element

  1

  First forward

  2

  Second forward speed

  3

  Third forward

  4

  Fourth forward

  5

  Fifth forward speed

  6

  Sixth forward

  R1

  reverse gear

  LV1

  drive shaft

  Level 1-A

  External interface of the drive shaft

  GW2

  output shaft

  GW2-A

  External interface of the output shaft

  EM

  electric machine

  S

  stator

  R

  rotor

  AT

  connecting shaft

  K0

  separating clutch

  VKM

  Internal combustion engine

  TS

  torsional vibration damper

  AG

  transaxles

  DW

  drive wheels

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• US 4070927 A [0002, 0013]

Claims (14)

A transmission (G) for a motor vehicle, comprising a drive shaft (GW1) and an output shaft (GW2), and a first (P1), a second (P2) and a third planetary gear set (P3), wherein the planetary gear sets (P1, P2, P3 ) each comprise a plurality of elements (E11, E12, E13, E21, E22, E23, E31, E32, E33) each in the form of a sun gear, each of a ring gear and a planetary ridge and guiding a power flow from the drive shaft (GW1) to the Output shaft (GW2) are provided, wherein a first (K1), a second (K2), a third (B1), a fourth (K3; B3) and a fifth switching element (B2; K4) are provided by the selective actuation of the planetary gear sets (P1, P2, P3) can be coupled to one another by connecting different gears (1 to 6, R1) between the input shaft (GW1) and the output shaft (GW2), wherein - the first element (E12) of the second planetary gear set (P2) and the first Element (E13) of the third planetary gear set (P3) rotatably connected to each other and on the first S in a rotationally fixed manner with the drive shaft (GW1), which can be brought into rotation with the second element (E22) of the second planetary gear set (P2) by means of the second switching element (K2), wherein the second element (E22) of second planetary gear set (P2) also rotatably connected to the third element (E33) of the third planetary gear set (P3) and together with this via the third switching element (B1) on a rotationally fixed component (GG) can be fixed, and wherein the second element (E23 ) of the third planetary gear set (P3) rotationally fixed to the output shaft (GW2) is coupled, characterized in that - the first switching element (K1) and the second switching element (K2) immediately adjacent axially between the first planetary gear set (P1) and the second planetary gear set ( P2) are arranged. Transmission (G) according to claim 1, characterized in that the first element (E11) of the first planetary gear set (P1) fixed to the non-rotatable component (GG) and the third element (E31) of the first planetary gear set (P1) by means of the fourth switching element (K3 ) is rotatably coupled to the drive shaft (GW1), whereas the second element (E21) of the first planetary gear set (P1) rotatably connected to the third element (E32) of the second planetary gear set (P2), wherein the first planetary gear set (P1) via the fifth switching element (B2, K4) is blockable. Transmission (G) according to claim 1, characterized in that the first element (E11) of the first planetary gear set (P1) by means of the fourth switching element (B3) on the non-rotatable component (GG) can be fixed and the third element (E31) of the first planetary gear set (P1 ) rotatably connected to the drive shaft (GW1), whereas the second element (E21) of the first planetary gear set (P1) rotatably connected to the third element (E32) of the second planetary gear set (P2) and connected together with this via the fifth switching element (B2) on the non-rotatable component (GG) can be fixed. Transmission (G) according to claim 1, characterized in that the first element (E11) of the first planetary gear set (P1) fixed to the non-rotatable component (GG) and the third element (E31) of the first planetary gear set (P1) rotatably connected to the drive shaft (GW1 ), whereas the second element (E21) of the first planetary gear set (P1) is non-rotatably connectable to the third element (E32) of the second planetary gear set (P2) by means of the fourth switching element (K3), which also has the fifth switching element (B2) on the non-rotatable component (GG) can be fixed. Transmission (G) according to one of claims 2 to 4, characterized in that a first forward gear (1) by actuating the first (K1) and the third switching element (B1), a second forward gear (2) by operating the first (K1) a third forward gear (3) by operating the first (K1) and the fourth shift element (K3; B3), a fourth forward gear (4) by operating the first (K1) and the second shift element (K2), a fifth forward speed (5) by operating the second (K2) and the fourth shift element (K3; B3), a sixth forward speed (6) by operating the second (K2) and the fifth shift element (B2; K4), and a reverse gear (R1) is switchable by operating the third (B1) and the fourth switching element (K3; B3). Transmission (G) according to one of the preceding claims, characterized in that an electric machine (EM) is provided, whose rotor (R) is rotatably coupled to a component. Transmission (G) according to claim 6, characterized in that the rotor (R) is coupled to the drive shaft (GW1). Transmission (G) according to one of the preceding claims, characterized in that in addition a separating clutch (K0) is provided, via which the drive shaft (GW1) with a connecting shaft (AN) is rotatably connected. Gear (G) according to any one of the preceding claims, characterized in that the respective planetary gear (P1, P2, P3) is present as a minus planetary gear set, which is (in the respective first member (E11, E12, E13) of the respective planetary gear P1 , P2, P3) by a respective one Sun gear, at the respective second element (E21, E22, E23) of the respective planetary gear set (P1, P2, P3) about a respective planet web and at the respective third element (E31, E32, E33) of the respective planetary gear set (P1, P2, P3 ) is a respective ring gear. Transmission according to one of the preceding claims, characterized in that the respective planetary gear set is present as a plus-planetary gear set, wherein it is at the respective first element of the respective planetary gear set to a respective sun gear, at the respective second element of the respective planetary gear set to a respective ring gear and at the respective third element of the respective planetary gear set is a respective planet web. Transmission (G) according to one of the preceding claims, characterized in that one or more switching elements (K1, K2, B1, K3, B2, K1, K2, B1, K3, K4, K1, K2, B1, B3, B2) each realized as non-positive switching element. Transmission according to one of the preceding claims, characterized in that the first switching element and / or the third switching element is realized as a positive switching element. Transmission (G) according to one of the preceding claims, characterized in that connection points (GW1-A, GW2-A) of the input (GW1) and the output shaft (GW2) are coaxial with each other.  Motor vehicle drive train, comprising a transmission according to one or more of claims 1 to 13.

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