WO2018210459A1

WO2018210459A1 - Transmission device for a motor vehicle, in particular for a car, and motor vehicle having such a transmission device

Info

Publication number: WO2018210459A1
Application number: PCT/EP2018/054296
Authority: WO
Inventors: Alfred Rehr; Roland Pfersich; Christoph Franke
Original assignee: Audi Ag
Priority date: 2017-05-18
Filing date: 2018-02-21
Publication date: 2018-11-22
Also published as: DE102017208379B4; DE102017208379A1

Abstract

The invention relates to a transmission device (10) for a motor vehicle, having a main transmission (34) which has a multiplicity of transmission ratios (38a-d) which are different from one another and by means of which an input torque, which is input into the main transmission (34), can be converted into respective output torques which are different from the input torque, a first transmission housing (46) in which the transmission ratios (38a-d) are accommodated, and an output shaft (60) via which the respective output torque can be made available by the main transmission (34), and having an additional transmission (36) which has an input shaft (68) which can be driven by the output shaft (60), and a second transmission housing (70) which is designed to accommodate transmission elements (76a-c) of the additional transmission (36) and which is connected to the first transmission housing (46), wherein the input shaft (68) is connected in a rotationally fixed fashion to the output shaft (60) via at least one constant velocity joint (92).

Description

Transmission device for a motor vehicle, in particular for a motor vehicle, and motor vehicle with such a transmission device

DESCRIPTION:

The invention relates to a transmission device for a motor vehicle, in particular for a motor vehicle, according to the preamble of patent claim 1. Moreover, the invention relates to a motor vehicle, in particular a motor vehicle, with such a transmission device.

Such transmission devices for motor vehicles, especially for motor vehicles such as passenger cars, are already well known from the general state of the art and in particular from the production of standard vehicles. The transmission device in this case comprises a main gear, which has a plurality of mutually different translations. By means of the translations, a respective input torque introduced into the main transmission and provided for example by a drive motor for driving the motor vehicle is convertible into respective output torques different from the input torque, so that, for example, the respective input torque has a first value and the respective output torque a respective one of the first Value has different second value.

It is conceivable that the second values are different from each other. The translations are formed for example by respective transmission, gear or speed steps. The main transmission is also referred to as a basic transmission and is designed, for example, as a manual transmission, change gearbox, automatic transmission, in particular converter automatic transmission, dual-clutch transmission or as CVT transmission (CVT - Continuously Variable Transmission), ie as a continuously variable transmission or as another transmission , The respective translations can be activated and deactivated. If one of the translations is activated, the other translations are usually deactivated, so that the input torque by means of the activated translation, but not by means of the deactivated Translations are translated or translated. The respective translations are activated, for example, by engaging the gear or drive step, the deactivation of the respective gear ratio taking place, for example, by laying out the respective gear or gear step.

The main transmission furthermore has a first transmission housing, in which the first transmission elements of the main transmission that form the ratios or the ratios are received or arranged. In addition, the main transmission has an output shaft, which is also referred to as transmission output shaft. Via the output shaft, the main transmission can provide the respective output torque, so that, for example, the respective output torque can be dissipated via the output shaft of the main transmission or derived.

The transmission device further comprises an additional gear, which may be formed for example as an angle or transfer case. The additional transmission has an input shaft which can be driven by the output shaft and a second transmission housing, in which second transmission elements of the additional transmission are received or can be received. The respective gear elements are, for example, gears, switching elements, couplings and / or other components. In this case, the second transmission housing is connected to the first transmission housing, so that the transmission device is, for example, a compact transmission network.

In addition, EP 2 277 732 B1 discloses a transfer case having a driven gear connected to an output shaft via a hinge. In this case, the joint is at least partially integrated in the output gear. Furthermore, it is provided that the output gear comprises two elements, between which an outer part of the joint is arranged.

Furthermore, from DE 10 2012 205 360 B4 a drive arrangement for connecting a drive gear of a vehicle transmission, in particular a distributor, known with a propeller shaft which drives a set of wheels. Finally, DE 27 02 940 C2 discloses a telekopierendes universal joint.

Object of the present invention is to further develop a transmission device and a motor vehicle of the initially mentioned such that a particularly advantageous tolerance compensation in the transmission device can be realized in a weight and space-saving manner.

This object is achieved by a transmission device with the features of claim 1 and by a motor vehicle having the features of claim 15. Advantageous embodiments with expedient developments of the invention are specified in the remaining claims. A first aspect of the invention relates to a transmission device for a motor vehicle, in particular for a motor vehicle such as a passenger car. The transmission device comprises a main transmission, which is also referred to as a basic transmission and has a plurality of mutually different translations. This means that the translations have different values from each other and preferably one (1) different values. By means of the translations, a respective input torque, which is introduced into the main transmission and is provided, for example, by a drive motor designed for driving the motor vehicle, can be converted or translated into respective output torques differing from the input torque. Thus, for example, the output torques and the input torque have pairwise different values. In other words, for example, the respective input torque has a first value, wherein the respective output torques have different values from each other and different from the first value.

The translations are formed for example by translation, gear or speed steps. For this purpose, the respective gear stage comprises, for example, at least two meshing gears and / or at least one planetary gear. In particular, the main transmission referred to as the main transmission as a manual transmission, change gearbox, automatic transmission, in particular converter automatic transmission, dual-clutch transmission, continuously variable transmission or CVT transmission or but be designed as another gear. The translations can be activated or inserted as well as deactivated or interpreted. If one of the translations is activated, the other translations are usually disabled. As a result, the input torque is converted or translated by means of the activated ratio, but not by means of the deactivated translations, so that a conversion or compilation of the input torque caused by the deactivated translations is omitted. The respective translation is activated, for example, in such a way that the associated translation, gear or drive level is engaged or activated. The respective translation is deactivated, for example, by designing or deactivating the associated ratio, gear or drive level. The main transmission further comprises a first gear housing, which may be integrally formed or may have a plurality of mutually separately formed and interconnected first housing parts. In this case, for example, the respective first housing part is integrally formed. In the first gear housing, for example, the translations or the translations forming first gear elements of the main transmission are added. For this purpose, for example, forms or limits the first gear housing, a first receiving space in which the translations are added. The main transmission further includes an output shaft, which is also referred to as transmission output shaft. About the output shaft, the main transmission can provide the respective output torque, so that for example the respective output torque can be dissipated via the output shaft of the main transmission or led away.

The transmission device further comprises an additional gear, which is designed for example as an angle or transfer case. The additional gear has an input shaft which can be driven by the output shaft, which is also referred to as a transmission input shaft. Furthermore, the additional gear comprises a second gear housing, which is for example formed separately from the first gear housing. In this case, the second gear housing may be integrally formed or the second gear housing comprises a plurality of separately formed and each other connected second housing parts, which may each be integrally formed. In this case, second transmission elements of the additional transmission are added in the second transmission housing. For this purpose, for example, the second gear housing forms a second receiving space in which the second gear elements are received.

The respective transmission elements are, for example, gears, shift elements, brakes, clutches and / or other components. The example formed separately from the first gear housing second transmission housing is connected to the first transmission housing, so that the transmission housing, in particular directly, are connected to each other. By directly connecting the gearboxes, it is to be understood, for example, that the second gearbox contacts the first gearbox. Furthermore, it is conceivable and understood by direct binding that the second gear housing is supported via at least one decoupling element on the first gear housing, so that vibrations and thus relative movements between the gear housings can be damped for example by means of the decoupling element. For this purpose, the decoupling element is formed for example of an elastically deformable material, in particular of a rubber or of an elastomer. If vibrations and thus relative movements between the gearboxes occur, the decoupling element, in particular elastically, is deformed by these relative movements, for example, whereby vibration energy is converted into deformation energy. As a result, the vibrations of the gear housing are damped, so that the formation of unwanted noise can be avoided or at least kept low.

Since the second gear housing is connected to the first gear housing, the main gear and the additional gear form a compact gear assembly in the form of the transmission device, which can be handled as a unit simply and inexpensively and in particular mounted or installed. The main transmission is, for example, a first module or a first transmission module, wherein, for example, the additional transmission is a second module or a second transmission module. For example, the modules can each be manufactured or manufactured independently of one another and thus in particular preassembled, with the modules according to their respective production and thus, for example, in the preassembled state are connected to each other and form the transmission network as a result. As part of the connection of the modules, for example, the second transmission housing is connected to the first transmission housing, and the input shaft is coupled to the output shaft, so that the input shaft is driven by the output shaft.

In order to be able to compensate or compensate for tolerances in the transmission device (transmission system) in a particularly advantageous and cost-effective manner, it is provided according to the invention that the input shaft is connected to the output shaft in a rotationally fixed manner via at least one constant velocity joint, in particular directly. The invention is based in particular on the knowledge that usually the main gear and the additional gear or the aforementioned modules are assembled such that the output shaft and the input shaft, which are collectively referred to as transmission shafts, are put together and that the transmission housing connected to each other, in particular be screwed together. In general, transmission shafts have radial and axial clearance. Under load, the transmission shafts, which are also simply referred to as shafts, usually lay on one side. In a load change, for example, when changing from a train operation to a push operation or vice versa or when driving the motor vehicle in a reverse gear of the main transmission usually change the gear shafts and their investment. In addition, waves deform under load and these deformations at an interface at which the input shaft with the output shaft, in particular rotatably coupled, affect as additional offset. In order to avoid excessive interactions, especially force transmission, between the transmission shafts or between the main gear and the additional gear, an effective decoupling should be provided. As a rule, the gear shafts of manual or automatic transmissions are mounted very precisely and cause radial and axial forces at the interface. In addition, there is a misalignment of the respective transmission shaft under load. The shaft of the additional gear must go through these paths and tolerances, otherwise there would be undesirable interactions between the additional gear and the main gear. For this purpose, the transmission shaft, in particular the input shaft, of the auxiliary geared with plenty of play. However, this can lead to noise and / or undesired loads, in particular the input shaft.

In order to avoid the aforementioned problems and disadvantages, according to the invention the constant velocity joint is used, via which the input shaft is non-rotatably connected or coupled to the output shaft. The constant velocity joint can compensate for the previously described ways and tolerances in a simple, efficient and space-saving and cost-effective manner. As a result, both the output shaft and the input shaft, in particular independently of one another, can be mounted very accurately or with high precision, and at the same time unwanted, excessive interactions between the main gear and the additional gear can be prevented. Moreover, it is possible, for example by the use of the constant velocity joint, the main gear and the additional gear, which are also referred to simply as a transmission, or to arrange the transmission shafts at a fixed angle to each other, so that for example the space requirement of the transmission device can be kept very low. It has proven to be particularly advantageous if the input shaft is connected to the output shaft in a rotationally fixed manner exclusively via the at least one constant-velocity joint. As a result, for example, the aforementioned, direct rotationally fixed connection of the input shaft is provided with the output shaft. Under this direct rotationally fixed connection is to be understood in particular that the transmission shafts are coupled together only via the constant velocity joint and not about other coupling elements such as intermeshing gears, positive and / or frictional clutches or Umllingsungstriebe so based on a torque flow of the output shaft via the constant velocity joint to the input shaft between the output shaft and the input shaft, no belt drive, no positive clutch, no frictional clutch and gear teeth meshing with each other via respective gears are provided. As a result, the number of parts and thus the space requirement, the weight and the cost of the transmission device can be kept particularly low. Furthermore, this tolerance can be kept very low.

In order to compensate for tolerances particularly advantageous, it is provided in a further embodiment of the invention that a first Joint part of the constant velocity joint rotatably connected to the output shaft and a rotatably connected to the first joint part and pivotable relative to the first joint part second joint part of the constant velocity joint rotatably connected to the input shaft.

The constant velocity joint is also referred to as a homokinetic joint and is a joint for at least substantially uniform angular velocity and torque transmission, for example, from the output shaft to the input shaft. For example, the constant velocity joint allows slight angular and / or longitudinal offsets of the transmission shafts to each other, whereby tolerances can be compensated particularly advantageous. In other words, the constant velocity joint can particularly advantageously compensate for play and tolerances between the transmission shaft and thus between the transmissions, so that both transmission shafts can be stored particularly accurately. As a result, excessive, acting on the transmission shafts loads and the generation of noise can be avoided. Furthermore, it is conceivable that the transmission shafts can be arranged at a defined angle to each other, whereby a particularly flexible arrangement of the transmission or the transmission system (Getriebeeinrich- device) can be displayed.

In a further embodiment of the invention, the first hinge part is formed integrally with the output shaft. Alternatively or additionally, the second joint part is formed integrally with the input shaft. As a result, the number of parts, the cost, weight, space requirements and tolerances can be kept particularly low.

It has proven to be particularly advantageous if the constant velocity joint has at least one sliding joint. As a result, tolerances in the axial direction of the respective transmission shaft can be compensated, so that in a simple manner an axial compensation can be displayed.

Furthermore, it is conceivable that the constant velocity joint has at least one fixed joint, which does not allow an axial compensation.

In a particularly advantageous embodiment of the invention, the constant velocity joint is designed as a multiple joint, in particular as a double joint, so that the constant velocity joint has at least or exactly two joints. In this case, for example, at least one of the joints before said sliding joint, wherein, for example, the other joint is the aforementioned fixed joint. Furthermore, it is conceivable that both joints or the at least two joints are designed as sliding joints.

It has proven to be particularly advantageous if one of the joints of the multiple joint is designed as a fixed joint. Under such a fixed joint is to be understood in particular that each, possibly pivotable relative to each other joint elements of the fixed joint not relative to each other, in particular axially, can move.

Another embodiment is characterized in that one of the joints of the multiple joint is designed as a sliding joint, so that, for example, respective joint elements of the sliding joint, in particular in the axial direction, can move relative to one another. As a result, a particularly advantageous axial compensation can be represented.

The constant velocity joint can, in particular with respect to the aforementioned torque flow, be arranged between the gears. In this case, for example, the constant velocity joint is arranged outside the transmission housing. In this case, for example, the constant velocity joint is sealed and lubricated, in particular grease.

However, it has proven to be particularly advantageous if the constant velocity joint is at least partially, in particular at least predominantly or completely, accommodated in one of the transmission housings and thus integrated in the one transmission housing. As a result, the space requirements and tolerances can be kept very low. It has been found to be particularly advantageous if the constant velocity joint is accommodated in an oil chamber of a transmission housing. In the oil chamber and lubricant, especially oil is added. In particular, it comes during operation of the transmission device to form a lubricant or oil mist in the oil chamber, so that the constant velocity joint can be supplied in a particularly advantageous manner with the already recorded in the oil space lubricant or lubricant mist and thereby lubricated. As a result, excessive wear and excessive friction of the constant velocity joint can be avoided in a simple and cost-effective manner. The lubricants For example, tel is also used to lubricate transmission elements received in the oil chamber.

Alternatively, it can be provided that the constant velocity joint is at least partially, in particular at least predominantly or completely, accommodated in the one transmission housing, wherein the constant velocity joint is accommodated in a, in particular in the one transmission housing, arranged, which is from one or the oil chamber of the a transmission housing, in particular fluidic, separated and at least partially filled with a lubricant. The lubricating medium is preferably a lubricant medium different from the lubricant accommodated in the oil chamber, the lubricating medium preferably having a viscosity or toughness greater than the lubricant, in particular when the lubricant and the lubricant have the same temperature. As a result, a particularly advantageous lubrication of the constant velocity joint can be ensured. It has been found to be particularly advantageous if the lubricant formed as a grease. Characterized in that the lubricating space is separated from the oil space, for example, the lubricant can not enter the lubricating space, and the lubricating medium can not enter the oil space on and out of the lubricating space. Thereby, an undesirable mutual influence of the lubricant and the lubricant can be avoided. This embodiment is based in particular on the finding that when using one or the lubricating medium, which has a higher viscosity than the lubricant, the space requirement of the constant velocity joint can be kept low, since when using the lubricant for lubricating the constant velocity joint this would have dimensioned larger to ensure a sufficient lubricating film.

In order to keep the space requirement particularly low, for example, respective end portions of the input shaft and the output shaft and the constant velocity joint are accommodated in the same gear housing.

Another embodiment is characterized in that the input shaft in the axial direction of the output shaft at least predominantly connects to the output shaft. This is to be understood in particular that the input shaft is not approximately in the radial direction of the output shaft is arranged next to this, but the input shaft is arranged spatially behind the output shaft. In this case, the input shaft does not necessarily have to extend coaxially or parallel to the output shaft, but rather the input shaft can run obliquely to the output shaft.

In order to keep tolerances and noise particularly low, it is provided in a further embodiment of the invention that when a transmission of the respective output torque from the output shaft via the constant velocity joint on the input shaft caused by a translation stage conversion of the output torque is omitted. In other words, no translation is provided with respect to the aforementioned torque flow between the input shaft and the output shaft.

Finally, it has proven to be particularly advantageous if the output shaft is rotatable about a first axis of rotation and the input shaft is rotatable about a second axis of rotation relative to the gearboxes, wherein the axes of rotation are oblique to one another and preferably intersect. In this case, for example, include the axes of rotation or the transmission shafts an angle, which is preferably at least two degrees or more and less than 90 degrees.

A second aspect of the invention relates to a motor vehicle, in particular a motor vehicle such as a passenger car, wherein the motor vehicle has at least one transmission device according to the invention. Advantages and advantageous embodiments of the first aspect of the invention are to be regarded as advantages and advantageous embodiments of the second aspect of the invention, and vice versa.

Further advantages, features and details of the invention will become apparent from the following description of preferred embodiments and from the drawing. The features and feature combinations mentioned above in the description as well as the features and feature combinations mentioned below in the figure description and / or shown alone in the figures can be used not only in the respectively specified combination but also in other combinations or in isolation, without the To leave frame of the invention. The drawing shows in:

Figure 1 is a schematic and sectional side view of a transmission device according to the invention according to a first embodiment for a motor vehicle, wherein an input shaft of an additional gear via at least one constant velocity joint directly rotatably connected to an output shaft of a main transmission of the transmission device.

FIG. 2 shows a schematic and sectional side view of the transmission device according to a second embodiment; FIG.

Fig. 3 is a schematic and sectional side view of the constant velocity joint according to a first embodiment; and

Fig. 4 is a schematic and sectional side view of the constant velocity joint according to a second embodiment.

In the figures, identical or functionally identical elements are provided with the same reference numerals.

1 shows a schematic and sectional side view of a first embodiment of a transmission device 10 for a motor vehicle, in particular for a motor vehicle such as a passenger car. The transmission device 10 is a transmission network, which is part of a drive device 12 of a drive train of the motor vehicle. In this case, the motor vehicle can be driven by means of the drive device 12. For this purpose, the drive device 12 comprises a drive motor 14, which is designed, for example, as an internal combustion engine, in particular as a reciprocating internal combustion engine. The drive motor 14 comprises a motor housing 16 which is designed, for example, as a crankcase, in particular as a cylinder crankcase. The motor housing 16 forms at least one combustion chamber 18, which is presently designed as a cylinder. From Fig. 1 it can be seen that the motor housing 16 forms a plurality of combustion chambers 18, which are each formed as a cylinder.

The drive motor 14 comprises an output shaft 20, which is designed as a crankshaft. The output shaft 20 is rotatable on the motor housing 16 mounted and thus rotatable about an axis of rotation 22 relative to the motor housing 16. In Fig. 1, in particular, also referred to as a main bearing bearing point 24 can be seen, on which the output shaft 20 is rotatably mounted on the motor housing 16. For this purpose, the bearing 24 comprises, for example, a bearing element 26 designed in particular as a roller bearing, via which the output shaft 20 is rotatably mounted on the motor housing 16. The output shaft 20 designed as a crankshaft comprises, per cylinder, a crank pin 28 which is arranged eccentrically to the axis of rotation 22 and consequently executes a stroke when the output shaft 20 and the rotary shaft 22 rotate relative to the motor housing 16.

In addition, a respective piston 30 is received translationally movable in the respective cylinder (combustion chamber 18), so that the respective piston 30 relative to the motor housing 16 can translate back and forth. The respective piston 30 is pivotally coupled to a respective connecting rod 32, in particular via a piston pin. The respective connecting rod 32 is rotatably mounted on the respective crank pin 28, so that the piston 30 is pivotally connected via the connecting rod 32 with the respective crank pin 28 and thus with the output shaft 20. As a result of this articulated coupling of the respective piston 30 with the output shaft 20, the translational movements of the respective piston 30 in the respective cylinder are converted into a rotational movement of the output shaft 20 about its axis of rotation 22. For example, during a fired operation of the drive motor 14, the respective combustion chamber 18 is supplied with fuel, in particular a liquid fuel, for operating the drive motor 14 and air, so that respective fuel-air mixtures are produced in the respective combustion chamber 18. The respective fuel-air mixture is burned, whereby the respective piston 30 is driven. As a result of the articulated coupling of the respective piston 30 with the output shaft 20, the output shaft 20 is driven by the respective piston 30 and thereby rotated about the axis of rotation 22 relative to the motor housing 16. In this case, the drive motor 14, in particular as a function of its operating point, via the output shaft 20 at least one drive torque ready, by means of which the motor vehicle can be driven. In particular, the drive motor is designed to provide mutually different drive torques via the output shaft 20, wherein the drive torques differ from each other in their respective values. The transmission device 10 is a transmission network which comprises a main transmission 34 as a first transmission and an additional transmission 36 as a second transmission. The additional gear 36 is formed for example as a transfer case or as an angle gear. The gearboxes (main gearbox 34 and additional gearbox 36) are, for example, respective modules which can be manufactured independently of each other and thus preassembled. After their manufacture or pre-assembly, the modules can be assembled in their respective pre-assembled state or connected to each other and coupled with each other, which will be explained in more detail below.

The main gear 34 is also referred to as a basic gear and has a plurality of translations 38a-d, which are different from each other or have different values from each other. At least one of the values of the translations 38a-d may be one, preferably providing that several of the values of the translations 38a-d are different from one. In other words, it is preferably provided that at least one of the translations 38a-d is one, while preferably several of the translations 38a-d of one are different, that is, greater or smaller than one. The main transmission 34 is designed, for example, as a manual transmission, in particular as a manual transmission. Alternatively, it is conceivable that the main transmission 34 is formed as an automatic transmission, in particular as a converter automatic transmission. In particular, it is conceivable that the main gear 34 is designed as a change gear. However, the main gear 34 may be formed as another gear.

It can be seen in particular from FIG. 1 that the respective transmission 38a-d has at least two toothed wheels 40a-d and 42a-d meshing with one another or is formed by the meshing gears 40a-d and 42a-d. For example, the gears 40a-d and 42a-d are formed as spur gears, whose teeth are respectively engaged with each other. Furthermore, it is conceivable that a reverse gear of the main transmission 34 or the transmission device 10 is created in total, for example, by one of the translations 38a-d, wherein forward gears are formed by the other translations 38a-d. By inserting or activating the reverse gear, for example, a return downward movement of the motor vehicle are effected, with a forward drive of the motor vehicle can be effected by inserting the respective forward gear. Overall, it can be seen that the respective translations 38a-d are respective gear, drive or gear steps which can be activated or engaged as well as deactivated or designed. If one of the translations 38a-d is inserted, the remaining translations 38a-d are usually designed or deactivated. In this case, by means of the translations 38a-d, a respective input torque introduced into the main transmission 34 is converted into respective output torques different from the input torque, wherein the input torque is converted by the respective activated transmission 38a-d, while a through the designed or deactivated translations 38a -d effected conversion or translation of the input torque is omitted. The respective input torque results from the respective drive torque.

The respective input torque is introduced via a transmission input shaft 44 of the main transmission 34 in the main transmission 34, wherein the transmission input shaft 44 is driven by the output shaft 20. For this purpose, the main gear 34 includes a starting element 46, which may be formed, for example, as a hydrodynamic torque converter or as a separating clutch, in particular as a positive or frictional disconnect clutch. Via the starting element 46, the respective drive torque provided by the drive motor 14 via the output shaft 20 can be transmitted to the transmission input shaft 44 so that, for example, the drive torque is transmitted to the transmission input shaft 44 as the aforementioned input torque and drives the transmission input shaft 44. In this case, for example, a conversion or translation of the drive torque can be omitted by means of the starting element 46, so that, for example, the input torque corresponds to the drive torque. Furthermore, it is conceivable that the drive torque is translated or converted by means of the starting element 46 and thereby converted to the input torque, which differs, for example, from the drive torque.

The transmission input shaft 44 is rotatably supported on a first transmission housing 46 of the main transmission 34, so that the transmission input shaft 44 is rotatable about an axis of rotation 48 relative to the first transmission housing 46. In this case, preferably, the transmission input shaft 44 is arranged coaxially with the output shaft 20, so that the axes of rotation 22 and 48 preferably coincide. By transmitting the drive torque via the starting element 46 to the transmission input shaft 44 and the resulting driving of the transmission input shaft 44, the transmission input shaft 44 is rotated about the rotation axis 48 relative to the first transmission housing 46. The transmission input shaft 44 is rotatably mounted at respective bearing points 50 on the first gear housing 46, wherein, for example, the respective bearing point 50 each ment at least one Lagerele-, in particular a rolling bearing comprises. In this case, the transmission input shaft 44 is rotatably supported on the first gear housing 46 via the respective bearing element of the respective bearing point 50.

The respective gear 40a-d is formed as a loose wheel, which is rotatably mounted on the transmission input shaft 44 and thus can be rotated about the rotation axis 48 relative to the transmission input shaft 44. Further, coupling elements 52 and 54 are non-rotatably connected to the transmission input shaft 44, so that the coupling elements 52 and 54 rotate with the transmission input shaft 44 about the axis of rotation 48. The respective coupling element 52 or 54 is associated with a trained example as a sliding sleeve switching element 56 and 58 respectively. The respective switching element 56 or 58 is - as shown in Fig. 1 is illustrated by double arrows - in the axial direction of the transmission input shaft 44 relative to this displaceable and can be moved between at least two coupling positions and a Entkoppelstellung.

The main transmission 34 further includes a transmission output shaft 60 designed as an output shaft, which is rotatably mounted on the transmission housing 46. Thus, the transmission output shaft 60, which is also simply referred to as the output shaft, is rotatable about an axis of rotation 62 relative to the transmission housing 46. In this case, the axis of rotation 62 is desachsiert from the axis of rotation 48 and spaced in the radial direction of the transmission input shaft 44 of the rotation axis 48. The gears 42a-d are rotatably connected to the transmission output shaft 60. In addition, the transmission output shaft 60 is rotatably mounted at respective bearing points 64 on the gear housing 46, wherein the respective bearing 64 includes, for example, at least one bearing element designed in particular as a roller bearing. In this case, the transmission output shaft 60 is rotatably supported on the first gear housing 46 via the respective bearing element of the respective bearing point 64. If the switching elements 56 and 58 are in their respective decoupling positions, then the gear wheels 40a-d are decoupled from the transmission input shaft 44, so that a transmission of torques from the transmission input shaft 44 to the gear wheels 40a-d is omitted. As a result, the gears 40a-d are not driven by the transmission input shaft 44, and the main transmission 34 is in idle or neutral, for example. In this case, all translations 38a-d are deactivated or designed.

For example, to insert or activate the translation 38a and to have the translations 38b-d deactivated or interpreted, for example, the switching element 56 is moved to its first coupling position while the switching element 58 is in its uncoupled position. In the first coupling position, the gear 40a is rotatably connected via the switching element 56 and the coupling element 52 to the transmission input shaft 44, while the gears 40b-d are decoupled from the transmission input shaft 44. As a result, the input torque transmitted to the transmission input shaft 44 is transmitted through the coupling member 52 and the switching member 56 to the gear 40a, whereby the gear 40a is driven. As a result, the gear 40a drives the gear 42a, thereby driving the transmission output shaft 60. As a result, the input torque is converted to a first one of the output torques by means of the transmission 38a, the first output torque being provided by the main transmission 34 via the transmission output shaft 60.

In order, for example, to activate or engage the transmission 38b, while leaving the transmissions 38a and 38c, d deactivated, the shifting element 56 is moved into its second coupling position while the shifting element 58 is in its decoupling position. As a result, the gear 40b is rotatably connected via the switching element 56 and the coupling element 52 to the transmission input shaft 44, while the gears 40a and 40c, d are decoupled from the transmission input shaft 44. As a result, the gear 40 b is driven by the transmission input shaft 44 via the switching element 56 and the coupling element 52, whereby the gear 40 b, the gear 42 b and about the transmission output shaft 60 drives. As a result, for example, the input torque is converted into a second of the output torques by means of the ratio 38b. converts so that the main transmission 34 provides the second output torque via the transmission output shaft 60.

For example, to insert or activate the translation 38c while the translations 38a, b and 38d are deactivated, the switching element 58 is moved to its third coupling position, while the switching element 56 is in its Entkoppelstellung. As a result, the gear 40c via the switching element 58 and the coupling element 54 rotatably connected to the transmission input shaft 44. As a result, the transmission input shaft 44 drives the gear 40c via the coupling element 54 and the switching element 58, since the input torque is transmitted from the transmission input shaft 44 via the coupling element 54 and the switching element 58 to the gear 40c. As a result, the gear 40 c drives the gear 42 c and, via this, the gear output shaft 60. Thereby, the input torque is converted by means of the gear ratio 38c into a third of the output torques provided by the main transmission 34 via the transmission output shaft 60.

Finally, in order to engage or activate the translation 38d while the translations 38a-c are deactivated or designed, the switching element 58 is moved into its fourth coupling position while the switching element 56 is in its uncoupling position. As a result, the transmission input shaft 44 is rotatably connected via the coupling element 54 and the switching element 58 with the gear 40 d, so that the input torque is transmitted from the transmission input shaft 44 via the coupling element 54 and the switching element 58 to the gear 40 d. As a result, the gear 40d is driven by the transmission input shaft 44, so that the gear 4 Od drives the gear 42d and via this the transmission output shaft 60. As a result, the input torque is converted to a fourth of the output torques provided by the main gear 34 through the transmission output shaft 60 via the transmission ratio 38d. By driving the transmission output shaft 60, it is rotated about the rotation axis 62 relative to the first transmission case 46.

The transmission housing 46 may be formed in one piece. In particular, however, it is provided that the transmission housing 46 comprises a plurality of separately formed and interconnected first housing parts, which, for example, considered individually can be integrally formed. The gear housing 46 defines a first receiving space 66, which is, for example, a first oil chamber. During operation of the transmission device 10 is located in the receiving space 66, a lubricant, in particular oil. In particular, a lubricant mist is created in the receiving space 66. The lubricant is used to lubricate the main gearbox 34, particularly at the bearings 50 and 64.

The gears 40a-d and 42a-d and the switching element 56 and 58 and the coupling elements 52 and 54 are, for example, first gear elements of the main gear 34, said first gear elements are received in the receiving space 66 and thereby in the first gear housing 46 and for example with the Lubricant supplied and thereby cooled and / or lubricated. The additional transmission 36 has a transmission input shaft 68 drivable by the transmission output shaft 60 (output shaft), which is also simply referred to as an input shaft. In addition, the additional transmission 36 comprises a second transmission housing 70, which is formed, for example, separately from the first transmission housing 46, wherein the transmission input shaft 68 is rotatably mounted on the second transmission housing 70. As a result, the transmission input shaft 68 can rotate about an axis of rotation 72 relative to the transmission housing 70.

In the first embodiment illustrated in FIG. 1, it is provided, for example, that the transmission input shaft 68 is arranged at least substantially coaxially to the transmission output shaft 60, so that, for example, the rotation axis 72 coincides with the rotation axis 62. In this case, the transmission input shaft 68 is rotatably supported at respective bearing points 74 on the second transmission housing 70. The respective bearing 74 comprises, for example, at least one bearing element designed in particular as a roller bearing, via which the transmission input shaft 68 is rotatably mounted on the second gear housing 70.

From Fig. 1 it can be seen that the additional gear 36 has intermeshing gears 76a-c, wherein the gear 76a of the transmission input shaft 68 is driven. For this purpose, for example, a coupling device 78 is provided, via which the gear 76 can be driven by the transmission input shaft 68. The gear 76b meshes with the gear 76a and is thus drivable by the gear 76a. Furthermore, the gear meshes 76b with the gear 76c, so that the gear 76c of the gear 76b is driven. Overall, it can be seen that the gear 76c is driven by the gear 76a via the gear 76b. Since the gear 76 a of the transmission input shaft 68 is drivable, the gear 76 c via the gears 76 a and 76 b of the transmission input shaft 68 is driven.

The gear 76c is rotatably connected to a transmission output shaft 80 of the additional gear 36, so that the transmission output shaft 80 via the gears 76a-c of the transmission input shaft 68 is driven. As a result, the additional transmission 36 can provide output torques via the transmission output shaft 80, by means of which, for example, wheels of a first axle, in particular of a front axle, of the motor vehicle can be driven. The respective output torque results, for example, from the respective output torque.

The additional transmission 36 also has an output shaft member 82 which is drivable by the transmission input shaft 68. In particular, it is conceivable that the output shaft member 82 is integrally formed with the transmission input shaft 68, so that the transmission input shaft 68 forms the output shaft member 82 and therefore can act as a second transmission output shaft of the additional transmission 36. By way of the output shaft element 82, the additional transmission 36 can provide, for example, further output torques resulting, in particular, from the respective output torques, by means of which, for example, second wheels of a second axle, in particular a rear axle, of the motor vehicle can be driven. This makes it possible, for example, by means of the transmission device 10 or by means of the drive device 12 to realize a four-wheel or four-wheel drive of the motor vehicle.

The transmission output shaft 80 is rotatably supported at respective bearings 84 on the second transmission case 70, so that the gear 76c and the transmission output shaft 80 can rotate about an axis of rotation 86 relative to the transmission case 70. In this case, for example, the axis of rotation 86 extends at least substantially parallel to the axis of rotation 72, wherein the axis of rotation 86 in the radial direction of the transmission input shaft 68 spaced therefrom and thus desachsiert to the rotation axis 72. The respective bearing 84 comprises, for example, at least one in particular as rolling Bearing trained bearing element, via which the transmission output shaft 80 is rotatably mounted on the second gear housing 70.

The second gear housing 70 is formed, for example, in one piece. Preferably, the second gear housing 70 includes a plurality of separately formed and interconnected second housing parts, which may be formed integrally, for example, each considered individually. In this case, the second gear housing 70 forms or limits a second receiving space 88, which can be fluidically separated from the first receiving space 66 or can be fluidically connected to the first receiving space 66. In this case, for example, in the receiving space 88, a lubricant, in particular an oil, can be received or received. In particular, it is conceivable that a lubricant mist, in particular an oil mist, arises during the aforementioned operation of the transmission device 10 in the receiving space 88. The gear wheels 76a-c and, for example, the coupling device 78 are second gear elements of the additional gear 36, wherein the second gear elements are received in the receiving space 88 and thus in the second gear housing 70.

The coupling device 78 is formed, for example, as a positive or frictional clutch, in particular as a multi-plate clutch. In particular, the coupling device 78 can be adjusted between at least one open state and at least one closed state. In the open state, for example, the gear 76a is decoupled from the transmission input shaft 68, so that the gear 76a is not driven by the transmission input shaft 68. As a result, the transmission output shaft 80 is decoupled from the transmission input shaft 68, so that the transmission output shaft 80 is not driven by the coupling means 78 of the transmission input shaft 68. This in turn means that in the opened state of the coupling device 78, the transmission output shaft 80 is not driven by the output shaft 20. With reference to the first wheels of the first axle and the second wheels of the second axle, for example, only the second wheels of the second axle, but not the first wheels of the first axle are driven, whereby, for example, a two-wheel drive of the motor vehicle is set.

In the closed state of the coupling device 78, however, the gear 76a is connected to the transmission input shaft via the coupling device 78. le 68, in particular rotationally fixed, coupled and consequently driven by the coupling means 78 of the transmission input shaft 68. As a result, in the closed state of the coupling device 78, the transmission output shaft 80 can be driven via the coupling device 78 from the transmission input shaft 68 or from the output shaft 20, so that not only the second wheels of the second axle, but also the first wheels of the first axle of the Output shaft 20 and are driven by the drive motor 14. Thus, in the closed state of the coupling device 78, a four-wheel drive or four-wheel drive of the motor vehicle is set.

To keep the space requirement particularly low, for example, the gear 76a is disposed on a hollow shaft 90, wherein the gear 76a may be integrally formed with the hollow shaft 90. In this case, for example, the transmission input shaft 68 is passed through the hollow shaft 90, so that, for example, the respective output torque can be transmitted from the transmission output shaft 60 on a first side of the hollow shaft 90 to the transmission input shaft 68. On one of the first side in the axial direction of the hollow shaft 90 facing away from the second side of the hollow shaft 90, the transmission input shaft 68 and the output shaft member 82 can provide the aforementioned second output torques for driving the wheels of the second axis.

From Fig. 1 it can be seen in particular that the transmission output shaft 60 is coupled to the transmission input shaft 68 at an interface S, in particular rotatably connected, so that at the interface S, the respective output torque of the transmission output shaft 60 can be transmitted to the transmission input shaft 68. As a result, the transmission input shaft 68 can be driven by the respective output torque and thereby rotated about the rotation axis 72.

In order to realize a particularly advantageous tolerance compensation in the transmission device 10 in a particularly weight-, cost- and space-saving manner, the transmission input shaft 68, in particular at the interface S, via at least one constant velocity joint 92 rotatably connected to the transmission output shaft 60. In other words, the interface S includes the constant velocity joint 92, via which the transmission input shaft 68 is rotatably connected to the transmission output shaft 60. This allows the respective output torque from the gearbox output shaft 60 are transmitted via the Gleichlaufgeienk 92 to the Getnebeeingangswelle 68 efficiently and effectively.

In particular, it is envisaged that the transmission input shaft 68 is connected to the transmission output shaft 60 exclusively via the constant velocity link 92, so that with respect to a torque flow from the transmission output shaft 60 via the Gleichlaufgeienk 92 to or on the transmission input shaft 68 between the transmission input shaft 68 and Transmission output shaft 60 no further coupling element, in particular no belt drive, no belt drive or no traction drive, no frictional clutch and no positive clutch, are provided. As a result, the number of parts, the weight, the cost and space requirements can be kept particularly low.

Furthermore, it is provided in the transmission device 10 that the separately formed from the first gear housing 46 second gear housing 70 is connected directly to the gear housing 46, wherein the gear housing 70, for example via a particular formed of an elastomer or a rubber decoupling element on the gear 46th is supported.

In the first embodiment shown in Fig. 1, the transmission housing 70 is bolted to the transmission housing 46, whereby the transmission housing 70 is connected to the transmission housing 46. In the present case, the gear housing 70 is flanged to the gear housing 46. For this purpose, one of the gearbox housings 46 and 70, in particular the gearbox housing 70, comprises at least one joining flange 94, which has first screw openings. The respective other gear housing 70 or 46, in this case the gear housing 46, has second screw openings corresponding to the first screw openings. In addition, screws 96 are provided which are at least partially received in said screw openings. For example, the screws 96 are screwed into the second screw openings, whereby the gear housing 46 and 70 are screwed together. As a result, the transmission device 10 can be designed as a compact transmission network with only small external dimensions. In the context of the aforementioned joining of the modules, it is now provided that the manufactured and thus preassembled modules are interconnected in their preassembled state such that the gear housing 46 and 70 connected to each other, in particular screwed together, and that the transmission output shaft 60 with the transmission input shaft 68 is rotatably connected. For this purpose, for example, the transmission output shaft 60 and the transmission input shaft 68 are simply plugged together, which is made possible by the constant velocity joint 92, which is also referred to as a homokinetic joint.

The constant velocity joint 92 can compensate for tolerances between the main gear 34 and the additional gear 36 and length and / or angular offsets between the transmission input shaft 68 and the transmission output shaft 60 in a simple and cost-effective manner, whereby both the transmission output shaft 60 and the transmission input shaft 68 are stored with high accuracy can. At the same time excessive, undesirable interactions between the main gear 34 and the additional gear 36 can be avoided. The constant velocity joint 92 further enables the transmission output shaft 60 and the transmission input shaft 68 to be arranged at a fixed angle different from each other by 0 degrees and 180 degrees, respectively, as shown in FIG. 2 shows a second embodiment of the transmission device 10, in particular the drive device 12. The second embodiment differs from the first embodiment in that the transmission input shaft 68 is not arranged coaxially to the transmission output shaft 60, but rather the transmission input shaft 68 runs at an angle to the transmission output shaft 60. This means that the rotation axis 72 extends selectively obliquely to the rotation axis 62, wherein the rotation axis 62 and 72 intersect. The axes of rotation 62 and 72 specifically include an angle which is less than 180 degrees and greater than 120 degrees, in particular greater than 150 degrees, wherein the angle is preferably at most 178 degrees. As a result, the transmission device 10 can be arranged in a particularly flexible and needs-based manner and in particular be installed in the motor vehicle. In the second embodiment, the rotation axis 72 and 86 are parallel to each other, so that - while in the first embodiment, the rotation axes 62 and 86 parallel to each other - in the second embodiment, the axes of rotation 62 and 86 extend obliquely to each other. Both in the first embodiment and in the second embodiment, the transmission input shaft 68 at least predominantly adjoins the transmission output shaft 60 in the axial direction of the transmission output shaft 60. Furthermore, with respect to the above-mentioned torque flow between the transmission output shaft 60 and the transmission input shaft 68, no gear ratio is provided, so that upon transmission of the respective output torque from the transmission output shaft 60 via the constant velocity joint 92 to the transmission input shaft 68, a conversion effected by a gear ratio of the output torque is omitted. Thus, for example, the output torque provided by the transmission output shaft 60 has the same value as the output torque that is input to the transmission input shaft 68.

3 shows a first embodiment of the constant velocity joint 92. In the first embodiment of the constant velocity joint 92 shown in FIG. 3, this is designed as a double joint and thus as a multiple joint, the double joint having exactly two joints 98 and 100. The respective joint 98 or 100 can be designed as a fixed joint and thus without axial compensation. Preferably, at least one of the joints 98 and 100 is designed as a sliding joint and thus with axial compensation. For example, both joints 98 and 100 may be formed as Verschegelegelenke.

The constant velocity joint 92 has a first joint part 102, which is non-rotatably connected to the transmission output shaft 60. In particular, the first joint part 102 is formed integrally with the transmission output shaft 60.

The constant velocity joint 92 further includes, for example, a second joint part 104 which is formed, for example, separately from the first joint part 102 and at least indirectly, in particular directly, connected to the first joint part 102, which is pivotable relative to the first joint part 102. As a result, for example, the constant velocity joint 92 allows pivotal movements between the transmission output shaft 60 and the transmission input shaft 68, whereby tolerances can be compensated for particularly advantageous. Since in the first embodiment of the constant velocity joint 92 shown in Fig. 3, this as a multi-joint or as a double joint is formed, the constant velocity joint 92 comprises a joint part 102, 104 common third joint part in the form of an intermediate part 106, via which the joint parts 102, 104 are rotatably connected to each other. The first joint part 102 has a first receptacle 108 and a first toothing 10 arranged in the first receptacle 108 and designed as an internal toothing. The first joint 98 thus comprises the first toothing 10 and, for example, the receptacle 108. Furthermore, the first joint 98 comprises, for example, connecting body 12 which, for example, is designed as a rolling element and in the present case as a ball is. In addition, the first joint 98 comprises a cage 1 13, by means of which, for example, the connecting body 1 12 are held at a respective distance from each other. The intermediate part 1 16 has a toothing 11 formed as an external toothing. The hinge part 104 has a second receptacle 1 16. The first joint part 102 is for example part of the first joint 198.

The second joint part 104 is, for example, part of the second joint 100, which thus comprises the second joint part 104 and possibly the second housing 16. In the receptacle 1 16 a trained example, as internal teeth third gearing 1 18 is arranged, which is for example part of the second joint 100. In addition, the second joint 100 comprises second connecting bodies 120, which are designed, for example, as rolling bodies, in particular as balls. In addition, the second hinge 100 comprises a second cage 122, by means of which the second connecting bodies 120 are held at a respective distance from each other. From Fig. 3 it can be seen that the connecting body 1 12 engage both in the teeth 1 10 and in the toothing 1 14 and thus each form-fitting manner with the hinge part 102 and with the intermediate part 106 cooperate. As a result, for example, the output torque from the transmission output shaft 60 via the joint part 102 or via the joint 98, in particular via the teeth 1 10, the connecting body 1 12 and the teeth 1 14 are transmitted to the intermediate part 106. In addition, the connecting body 120 engage in the teeth 1 18 and 1 14, so that the intermediate part 106 via the teeth 1 14, the connecting body 120 and the teeth 1 18 form-locking manner with the hinge part 104 cooperate. As a result, the output torque transmitted to the intermediate part 106 can be transmitted via the toothing 114, the connecting bodies 120 and the toothing 118 to the articulated part 104 and via this to the transmission input shaft 68. The double joint can compensate for radial, axial and angular deviations and thus radial, axial and angular tolerances, so that a particularly advantageous tolerance compensation can be represented.

Fig. 4 shows a second embodiment of the constant velocity joint 92. In the second embodiment, the constant velocity joint 92 is formed as a single joint and comprises exactly one joint 98. The provided on the second joint part 104 teeth 1 18 is formed as external teeth, so that the connecting body 1 12th engage in the teeth 1 10 of the joint part 102 and in the teeth 1 18 of the joint part 104.

As a result, the joint parts 102 and 104 interact positively via the teeth 1 10 and 1 18 and via the connecting bodies 1 12, so that the transmitted from the transmission output shaft 60 to the joint part 102 output torque on the teeth 1 10, the connecting body 1 12 and the teeth. 1 18 is transmitted to the hinge part 104 and from these to the transmission input shaft 68. The single joint illustrated in FIG. 4 is sufficient, for example, to be able to compensate only axial or only angular errors. With radial offsets in general and with axial offsets, in particular with radial angle errors, a spatial displacement of the center point of the constant velocity joint 92 can occur. This can be compensated, for example, by a multiple joint, in particular a double joint.

Minor errors lead to small displacements of the center, which is also referred to as the hinge point. Since real transmission designs have little play and transmission shafts are elastic, transmission designs can endure or tolerate low joint displacements. The constant velocity joint 92 can also compensate for large axial play. In conjunction with a very small flexion angle, the joint displacement is only in the micrometer range. Any radial offsets can also be kept low and are therefore negligible. at a corresponding bearing design, the bearing clearance can be designed so that the above error can be compensated.

In principle, it is conceivable that the constant velocity joint 92 can be arranged between the main gear 34 and the additional gear 36. Then the constant velocity joint 92, for example, in itself tight and lubricated, in particular grease lubricated executed. However, it has proven to be particularly advantageous if the constant velocity joint 92 is received at least partially, in particular at least predominantly or completely, in one of the transmission housings 46 and 70 and thus integrated in the one transmission housing 46 or 70.

In the embodiments shown in FIGS. 1 and 2, the constant velocity joint 92 is received in the receiving space 88 and thus in the second gear housing 70 and therefore integrated into the second gear housing 70. Since during the said operation of the transmission device 10 in the receiving space 88, a lubricant mist is formed, which comprises said lubricant for lubricating and / or cooling the second transmission elements, the constant velocity joint 92, in particular by means of the lubricant mist, supplied with the lubricant of the additional transmission 36 and thereby lubricated and / or cooled. The receiving space 88 is thus an oil chamber in which the constant velocity joint 92 is received. As a result, the constant velocity joint 92 in the oil space can be supplied with the lubricant.

From FIGS. 3 and 4 it can be seen particularly clearly that the first joint part 102 is formed integrally with the transmission output shaft 60. Further, the hinge part 104 is formed integrally with the transmission input shaft 68. In addition, provision is made for respective end regions 124 and 126 of the transmission output shaft 60 to be accommodated in the transmission input shaft 68 in the receiving space 88 and thus in the transmission housing 70. In this case, for example, the joint part 102 is provided in the end region 124, wherein the joint part 104 is provided in the end region 126.

Claims

CLAIMS:

Transmission device (10) for a motor vehicle, comprising a main gearbox (34) which converts a plurality of different gear ratios (38a-d) by means of which an input torque introduced into the main gearbox (34) is convertible to respective output torques different from the input torque, a first gear housing (46) in which the translations (38a-d) are received, and an output shaft (60) via which the respective output torque of the main gearbox (34) can be provided, and with an additional gear (36), which an input shaft (68) drivable by the output shaft (60) and a second transmission case (70) adapted to receive transmission elements (76a-c) of the auxiliary transmission (36) and connected to the first transmission case (46);

characterized in that

the input shaft (68) via at least one constant velocity joint (92) rotatably connected to the output shaft (60) is connected.

Transmission device (10) according to claim 1,

characterized in that

the input shaft (68) is connected non-rotatably to the output shaft (60) exclusively via the at least one constant-velocity joint (92).

Transmission device (10) according to claim 1 or 2,

characterized in that

a first joint part (102) of the constant velocity joint (92) rotationally fixed to the output shaft (60) and a rotatably connected to the first joint part (102) and relative to the first joint part (102) pivotable second joint part (104) of the constant velocity joint (92) rotatably is connected to the input shaft (68).

Transmission device (10) according to claim 3,

characterized in that

the first joint part (102) is formed integrally with the output shaft (60) and / or the second joint part (104) is formed integrally with the input shaft (68).

5. Transmission device (10) according to one of the preceding claims, characterized in that

the Gieichlaufgelenk (92) has at least one sliding joint (98, 100).

6. Transmission device (10) according to one of the preceding claims, characterized in that

the Gieichlaufgelenk (92) as a multiple joint, in particular as a double joint, is formed and at least two joints (98, 100).

7. transmission device (10) according to claim 6,

characterized in that

one of the joints (98, 100) is designed as a fixed joint. 8. transmission device (10) according to claim 6 or 7,

characterized in that

one of the joints (98, 100) is designed as a sliding joint.

9. transmission device (10) according to one of the preceding claims, characterized in that

the Gieichlaufgelenk (92) at least partially, in particular at least predominantly or completely, in one of the transmission housing (46, 70) is received. 10. Transmission device (10) according to claim 9,

characterized in that:

- The Gieichlaufgelenk (92) in an oil chamber (66, 88) of a transmission housing (46, 70) is received, or

- The Gieichlaufgelenk (92) is received in a lubricating space, which of an oil chamber (66, 88) of a transmission housing

(46, 70) separated and at least partially filled with a lubricant.

1 1. Transmission device (10) according to claim 9 or 10,

characterized in that

respective end portions (124, 126) of the input shaft (68) and the output shaft (60) and the kingpin joint (92) are received in the same gear housing (46, 70).

12. Gear device (10) according to one of the preceding claims, characterized in that

the input shaft (68) in the axial direction of the output shaft (60) at least predominantly connects to the output shaft (60).

13. Transmission device (10) according to one of the preceding claims, characterized in that

in a transmission of the respective output torque from the output shaft (60) via the constant velocity joint (92) to the input shaft (68) caused by a translation stage conversion of the output torque is omitted.

14. Transmission device (10) according to one of the preceding claims, characterized in that

the output shaft (60) is rotatable about a first rotation axis (62) and the input shaft (68) is rotatable about a second rotation axis (72) relative to the transmission casings (46, 70), the rotation axes (62, 72) being oblique ,

15. Motor vehicle, with at least one transmission device (10) according to one of the preceding claims.