DE102017127146B3 - Manual transmission and electric drive with a manual transmission - Google Patents

Abstract

The invention relates to a manual transmission for a drive train of a motor vehicle, comprising: a crown wheel arrangement (4) with a first crown wheel (19) which can be driven in rotation by a drive source about a rotation axis (B), a second crown wheel (20) which is coaxial with first crown gear (19) is rotatably arranged, a plurality of spur gears (22) which are in meshing engagement with the first crown gear (19) and the second crown gear (20), and a support member (23) on which the spur gears (22) are rotatably mounted and which is rotationally driven about the rotational axis (B) to transmit torque to a downstream drive unit (9); a first clutch (43) for selectively drivingly connecting the second crown gear (20) to a fixed member (17); and a second clutch (44) for selectively drivingly connecting two of the three links (19, 20, 23) of the crown gear assembly (4); wherein by corresponding switching of the first and second clutch (43, 44), a first transmission ratio (i1) and a second transmission ratio (i2) between the first crown gear (19) and the carrier element (23) is adjustable.

Description

The invention relates to a transmission for a motor vehicle drive train and an electric drive with such a transmission.

Manual transmissions are used for example in electric drives to drive an electric motor driven axle of the motor vehicle with different speed ranges can. In this case, a manual transmission usually comprises a drive shaft rotatably drivable, an output shaft and two shift stages. By appropriate design of torque transmitting members of the shift stages torque can be transmitted from the drive shaft to the output shaft with different gear ratios. The electric drive can serve as the sole drive for the motor vehicle or it can additionally be provided a main drive, such as an internal combustion engine. In this case, the electric drive and the internal combustion engine can individually or together superimposed drive the motor vehicle.

An electric drive usually includes an electric machine and a downstream reducer, which translates a rotary motion from fast to slow. From the reducer, the torque is transmitted to the drive train of the motor vehicle, for example, a downstream of the reducer in the torque flow differential gear. A differential gear can divide an introduced torque on two output shafts, which have a balancing effect with each other.

From the WO 2017/148501 A1 is a transmission for the drive train of a motor vehicle known. The transmission includes a drive shaft, an output shaft, a first shift stage, a second shift stage, and a clutch that is translatable into three clutch positions to selectively connect or decouple the input shaft and the output shaft selectively via the first shift stage or the second shift stage , as well as an actuator assembly for actuating the clutch.

From the DE 10 2015 217 521 A1 a drive device for an electric or hybrid vehicle is known. The drive device comprises a planetary gear which can be driven by an electric machine and a differential gear which is mounted downstream in the power path and by means of which two vehicle wheels of the motor vehicle can be driven. The planetary gear comprises a ring gear driven by the electric machine, a sun gear arranged coaxially therewith, and a plurality of planetary gears rotatably mounted on a planet carrier and in meshing engagement with the ring gear and sun gear. It is provided a switching device with which the sun gear can be selectively coupled to the ring gear or secured against rotation on a stationary component.

From the WO 2012/007 031 A1 An electric drive for a motor vehicle is known which comprises an electric motor and a gear unit. The transmission unit has a planetary gear and a differential gear, which are arranged coaxially with each other. It is a clutch provided, which can be converted into three switching positions, namely two different switching stages and an idle position.

From the WO 2017/157 479 A1 is an electric drive with an electric machine, a transmission unit and a dual clutch unit known. The dual-clutch unit comprises a clutch basket which can be driven in rotation by the transmission unit and two disk packs which can be actuated separately by means of respective actuators in order to transmit torque to a respective side shaft.

From the DE 10 2014 117 570 A1 An electric drive for driving a motor vehicle is known, which comprises an electric machine, a transmission gear and a differential gear. The transmission gear includes a crown gear which is connected to a drive pinion for driving the differential gear.

From the DE 10 2006 010 891 B3 is a double differential assembly with a first differential gear in the form of a Kronenraddifferentials and arranged within the first differential gear second differential gear known.

Known two-speed gearboxes for electric drives require a relatively large space and include many parts, so that a production and installation is relatively expensive. In addition, known two-speed gearboxes are limited in terms of the ratios to be achieved. Especially for 48V systems, a two-speed gearbox can improve system performance and CO 2 reduction.

The present invention has for its object to provide a transmission, in particular for an electric drive, which is compact and simple, and has the largest possible spread ratio. Next, the task is to propose an electric drive with such a transmission, which has a structurally simple structure and allows the largest possible translation into the slow.

The solution is a manual transmission for a drive train of a motor vehicle proposed, comprising: a crown gear assembly having a first crown gear, which is rotationally driven by a drive source about a rotation axis, a second crown gear, which is arranged coaxially with the first crown gear rotatably, a plurality of spur gears with the first crown gear and the second crown gear in Gear engagement are, and a support member on which the spur gears are rotatably mounted and which is rotatably driven about the rotational axis to transmit torque to a downstream drive unit; and further a first clutch for selectively drivingly connecting the second crown gear to a fixed member; a second clutch for selectively drivingly connecting one of the first crown gear, second crown gear and carrier member to another of the first crown gear, second crown gear and carrier member; wherein in the coupling mode of the first clutch and decoupling mode of the second clutch, a first gear ratio (i1) between the first crown gear and the carrier element is formed; and wherein in the decoupling mode of the first clutch and coupling mode of the second clutch, a second transmission ratio (i2) between the first crown gear and the carrier element is formed.

An advantage is that the gearbox is technically simple due to the crown gear arrangement, very compact builds and allows large gear ratios. By means of the clutches can be realized two gears with different gear ratios and optionally a neutral position when both clutches are open. The first clutch is configured to support a torque input to the crown gear assembly as needed. The second clutch is configured to adjust or vary a degree of freedom of the crown gear assembly. That is, by means of the second clutch, two of the three members of the crown gear assembly can be drivingly interconnected or separated as needed. According to one possible embodiment, a first gear ratio, which is present when the first clutch is closed and the second clutch is open, are between 1.8 and 2.2. A second gear ratio applied when the first clutch is opened and the second clutch is closed may be one.

In the context of the present disclosure, selectively connected drive connection is intended to encompass conceptually that the respective first or second crown wheel can be coupled to and decoupled from the respective drive component to be connected and / or that the respective crown gear is connected to the respective drive component to be connected variable torque transmission can be connected. The latter option implies that also any intermediate position between a closed position in which the full torque is transmitted, and an open position in which no torque is transmitted, is adjustable. Such a variable torque transmission can be realized for example with a controllable friction clutch. A pure on / off clutch can be realized for example with a positive or overrunning clutch.

The diameters of the two crown wheels can be designed in the context of technically reasonable limits to the requirements of the gearbox with respect to the desired ratio for the first or second gear. In this case, a first possibility lies in the fact that the first crown gear and the second crown gear have the same average gear radius. Hereby, the first gear ratio (first gear) would be two and the second gear ratio (second gear) one. Alternatively, the first and second crown gears may have different average gear diameters. In particular, the toothing diameters may deviate upwards and downwards by up to 10%, that is, the diameter of the second crown wheel may be between 0.9 and 1.1 times the diameter of the first crown wheel. This results depending on the specific diameter, a first gear ratio for the crown gear, which can be between 1.8 and 2.2.

According to one embodiment, the first crown gear is rotatably driven by a driving gear connected thereto. For a compact arrangement, the crown gear assembly may be integrated with the drive gear. The drive gear may for example be arranged coaxially to the downstream drive unit, or it may be fixedly connected to an intermediate shaft which is offset from the axis of rotation of the downstream drive unit.

The first clutch is designed to non-rotatably connect the first crown wheel with a stationary component or to support a torque introduced into the crown wheel. In this case, the realizable by means of the first clutch rotationally fixed connection or support between crown gear and stationary component can be directly or indirectly via one or more intermediate elements, for example via a hollow shaft which is supportable or supported in rotation with respect to the stationary component. The stationary component may be any component with which the crown gear can be rotatably connected or at which a torque can be supported, for example a housing part of the gearbox or a component firmly connected therewith.

The second clutch is configured to couple or decouple a member of the crown gear arrangement, that is to say first crown gear, second crown gear or carrier element, at least indirectly with another of the said members of the crown gear arrangement. In the fully closed state of the second clutch relative rotational movement between the members of the crown gear assembly is prevented, so that all members of the crown gear, that is, first crown gear, second crown gear and support member en bloc rotate about the axis of rotation. For the specific embodiment or arrangement there are three possibilities, firstly that the coupling between the two crown gears is effectively arranged, secondly, that the coupling between the first crown gear and the carrier element is effectively arranged and, thirdly, that the coupling between the second crown gear and the carrier element is effectively arranged. If a load switchability is to be given, the second clutch is preferably designed as a friction clutch. It is understood, however, that other forms of coupling are conceivable, such as a form-locking coupling.

The first clutch and the second clutch may be configured as a clutch unit, for example in the form of a clutch assembly. The clutch assembly is convertible by means of an actuator in three switching positions, a first in which the first clutch is actuated, a second in which the second clutch is actuated, and a third, in which both clutches are open. Alternatively, the clutches can also be separately controlled or spatially separated from each other. Depending on the technical requirements, the first and / or second clutches can each be designed as an overrunning clutch, form-locking clutch, synchro clutch or friction clutch.

For a distribution of outgoing from the gearbox rotational movement on two side shafts different configurations are possible.

According to a first possibility, the drive unit of the crown wheel drive driven drive unit may be designed as a differential gear that divides an initiated rotational movement of a differential input part to two differential output parts. The two output parts of the differential gear have a balancing effect among each other, that is, the one turns faster, the other turns accordingly slower, and vice versa. For a compact design, the crown gear can be arranged coaxially to the differential gear, wherein the support member of the crown gear assembly is connected to the differential input part to rotate together with this about a rotation axis. In particular, it may be provided that the crown gear assembly is arranged coaxially outside and with axial overlap to the differential gear, so that an axially particularly compact design is achieved. It is understood, however, that the crown gear assembly can also be arranged axially adjacent to the differential gear.

According to a second possibility, the drive unit of the crown wheel drive driven drive unit may be a double clutch unit which divides an initiated rotary motion from a coupling input part to two coupling output parts. The dual clutch unit allows variable torque distribution to the two output shafts connected to it. Depending on the driving condition, the torque on the inside or outside of the curve wheel can be set individually, which leads to improved driving dynamics and driving stability overall. This control principle is also referred to as active torque distribution or "torque vectoring". The crown gear arrangement can in particular be arranged offset parallel to the double clutch unit, that is to say that the crown wheels and the carrier element are rotatably arranged on a rotation axis parallel to the axis of rotation of the dual clutch unit. For torque transmission from the crown gear on the dual clutch unit can be provided in particular an intermediate shaft which is rotatably connected to the support member of the crown gear and which rotatably drives the Kupplungseingangsteil, for example via a gear pair. The second crown gear may be rotatably connected to a support shaft which extends through a longitudinal bore of the intermediate shaft, wherein the support shaft by means of the first clutch selectively against the stationary component rotatably coupled and can be decoupled from the stationary component. In this embodiment, a compact design can be realized in particular in that the first clutch is designed as a one-way clutch, which supports the support shaft in a first rotational direction relative to the stationary component in rotation and releases in an opposite second direction of rotation relative to the stationary component, so that the Support shaft can rotate freely. The overrunning clutch can be designed in particular lockable.

The solution of the above object is further in an electric drive for a motor vehicle, comprising: an electric machine for driving the motor vehicle; a downstream of the electric machine in the power path manual transmission; a downstream of the transmission in the power path power split unit which is configured to initiate a rotational movement initiated by the transmission to two output parts for Driving a respective page wave split; wherein the gearbox is designed according to at least one of the above embodiments, wherein the first crown gear of the gearbox is drivingly connected to the electric machine and the carrier element of the gearbox with an input part of the power split unit.

The electrical machine of the electric drive converts energy and can work as a motor or generator. During engine operation, the electric machine converts electrical energy into mechanical energy, so that a drive train of the motor vehicle can be driven. In generator mode, the electric machine converts mechanical energy into electrical energy, which can then be stored in a battery.

In the power path between the electric machine and the crown gear arrangement, a reduction gear can be interposed, which translates a rotational movement introduced by the electric machine into the slow.

• 1 schematisch einen Elektroantrieb mit einem erfindungsgemäßen Schaltgetriebe in einer ersten Ausführungsform;
• 2 die Kronenradanordnung der Schaltgetriebeeinheit aus 1 als Detail im Längsschnitt;
• 3 schematisch einen Elektroantrieb mit einem erfindungsgemäßen Schaltgetriebe in einer zweiten Ausführungsform;
• 4 schematisch einen Elektroantrieb mit einem erfindungsgemäßen Schaltgetriebe in einer dritten Ausführungsform;
• 5 schematisch einen Elektroantrieb mit einem erfindungsgemäßen Schaltgetriebe in einer vierten Ausführungsform;
• 6 schematisch einen Elektroantrieb mit einem erfindungsgemäßen Schaltgetriebe in einer weiteren Ausführungsform; und
• 7 schematisch einen Elektroantrieb mit einem erfindungsgemäßen Schaltgetriebe in einer weiteren Ausführungsform.

Preferred embodiments will be explained below with reference to the drawing figures. Herein shows

• 1 schematically an electric drive with a transmission according to the invention in a first embodiment;
• 2 the crown gear assembly of the transmission unit 1 as a detail in longitudinal section;
• 3 schematically an electric drive with a transmission according to the invention in a second embodiment;
• 4 schematically an electric drive with a transmission according to the invention in a third embodiment;
• 5 schematically an electric drive with a transmission according to the invention in a fourth embodiment;
• 6 schematically an electric drive with a transmission according to the invention in a further embodiment; and
• 7 schematically an electric drive with a transmission according to the invention in a further embodiment.

The 1 and 2 , which will be described together below, show a transmission according to the invention 8th in a first embodiment. It shows 1 the manual transmission 8th as part of an electric drive 2 with other components.

The electric drive 2 includes an electric machine 3 that have an optional reduction gear 7 the manual transmission 8th rotates driving, and one the manual transmission 8th downstream power split unit 9 , The reducer 7 is designed to translate a rotary movement from fast to slow. The manual transmission 8th is designed as a two-speed transmission and allows power transmission to the power split unit 9 with two different gear ratios. The power split unit 9 is designed in the present embodiment as a differential gear, one of the manual transmission 8th initiated torque on two output shafts 5 . 6 transfers. The manual transmission 8th and the differential gear 9 are arranged coaxially with each other. The electric motor 3 and the differential gear 9 are arranged at a distance offset from one another.

The reducer 7 is in the present embodiment in the form of a two-stage spur gear, without being limited thereto. The spur gear comprises a first spur gear with a first gear 10 and a second gear 11 and a second spur gear with a third gear 12 and a fourth gear 13 , The second and the third gear 11 . 12 are about an intermediate wave 18 rotatably connected to each other, the bearing means in a stationary housing 17 is rotatably mounted. The gear 13 is rotatable with a housing 14 connected to this around the axis of rotation B to turn around. The housing 14 is about storage resources 15 . 16 in the stationary housing 17 rotatably mounted. The first gear 10 has a much smaller diameter or a smaller number of teeth than the diameter or the number of teeth of the second gear 11 , so that a translation is generated in the slow. This also applies to the second gear pairing 12 . 13 , Overall, thanks to this reducer 7 a translation into slow can be realized by up to ten or more.

The manual transmission 8th includes a crown wheel assembly 4 and a clutch assembly 42 for setting various switching states of the crown gear 4 , The crown wheel arrangement 4 includes a first crown wheel 19 that with the rotating drivable housing 14 rotatably connected, a second crown wheel 20 , coaxial with the first crown wheel 19 is rotatably arranged, a plurality of spur gears 22 that with the first crown wheel 19 and the second crown wheel 20 in meshing engagement, and a support member 23 on which the spur gears 22 are rotatably mounted. The carrier element 23 is presently designed in the form of a pin, without being limited to the same time as the input part for the downstream differential gear 9 serves.

The coupling arrangement 42 includes a first clutch 43 for drivingly connecting the second crown wheel 20 with the stationary component 17 , as well as a second clutch 44 for drivingly connecting the first crown wheel 19 with the second crown wheel 20 , First and second clutch 43 . 44 form a coupling unit with which three switch positions can be realized.

In the first switching position, the first clutch 43 closed, leaving one in the second crown wheel 20 over the spur wheels 22 initiated torque at the stationary housing 17 is supported. In this switching position, which also serves as the coupling mode of the first clutch 43 can be designated, stands the second crown wheel 20 still, leaving the support element 23 with respect to the first crown wheel 19 half speed around the axis of rotation B rotates. The gear ratio between input part 19 and output part 23 is two accordingly.

In the second switching position, the first clutch 43 opened and the second clutch 44 is closed, leaving the first crown wheel 19 over the rotating drivable housing 14 indirectly to the second crown wheel 20 is rotatably coupled. This can be a sleeve approach 40 on the rotating drivable housing 14 be provided, with a coupling input part 39 the second clutch 44 connected is. In this second switching position, which also serves as the coupling mode of the second clutch 44 can be designated rotate the rotatably driven housing 14 , the first crown wheel 19 , the second crown wheel 20 , the spur wheel carrier 23 and the associated input part of the differential gear 9 together around the axis of rotation B , It therefore finds no translation through the crown gear assembly 4 instead, that is the gear ratio between the drive wheel 13 and input part of the differential gear 9 is one.

In the third shift position, both clutches 43 . 44 open, leaving the second crown wheel 20 is freely rotatable, both with respect to the first crown wheel 19 as well as with respect to the fixed component 17 , In this switching position, which can also be referred to as a disconnect mode, there is no torque transmission between the side shafts 5 . 6 and the electric motor 3 instead of. This is necessary, for example, if the motor vehicle has to be towed in the event of a breakdown.

For actuating the two clutches 43 . 44 is an actuator 41 provided, which is shown here schematically. The actuator 41 can be designed arbitrarily, for example in the form of a hydraulic, pneumatic, electromechanical or electromagnetic actuator. In the present case, the actuator acts on a sliding sleeve 51 that when actuated by the actuator 41 in a first direction to close the first clutch 43 and upon actuation in a second direction to close the second clutch 44 can be moved. In a neutral position, the shift sleeve is disengaged with both clutch parts. The actuator 41 can be controlled via a central control unit (not shown) as needed.

Further details of the crown wheel assembly 4 or the differential gear 9 arise from 2 , It can be seen that the crown gear arrangement 4 and the differential gear 9 within the rotating drivable housing 14 are arranged or recorded in this. The first crown wheel 19 is on a side wall 32 of the rotating drivable housing 14 arranged, or designed in one piece with this, without being limited thereto. The second crown wheel 20 is fixed with a hollow shaft 24 connected, or designed in one piece with this. The second crown wheel 20 or the hollow shaft 24 are about a thrust bearing 33 and a radial bearing 34 in the rotating drivable housing 14 around the axis of rotation B rotatably mounted.

These are two spur gears 22 provided, each on the support element 23 by means of appropriate bearings 35 around a carrier axis C rotatably mounted and over thrust washers 36 axially supported against this. For this purpose, the support element 23 , which is designed as a pin in the present embodiment, at a first end a support surface 37 and at the opposite end a groove into which a locking ring 38 intervenes. The carrier element 23 forms the input part of the differential gear 9 , The differential gear 9 includes a differential carrier 26 , which together with the carrier element connected thereto 23 around the axis of rotation B rotates, several differential wheels 27 that in the differential carrier 26 on the carrier axis C are rotatably mounted and together with the carrier element 23 around the axis of rotation B revolve, as well as two side shaft gears 28 . 29 , each coaxial with the axis of rotation B rotatably mounted and with the differential wheels 27 are in meshing engagement. The differential carrier 26 is about first bearing means against the side wall 32 mounted axially and radially and via second bearing means relative to the hollow shaft 24 stored axially and radially. In the carrier element 23 initiated torque is transmitted through the differential gears 27 on the two sideshaft gears 28 . 29 transmitted, with a balancing effect between the two side gears 28 . 29 consists. The side shaft wheels 28 . 29 are in turn for transmitting torque rotatably with the associated output shafts 5 . 6 connected, which transmit the torque introduced to the wheels of the motor vehicle.

In the present embodiment, the two crown wheels 19 . 20 designed the same, that is, they have the same mean tooth radius or the same number of teeth. It follows that the first gear ratio between the rotatably driven housing 14 and the carrier element 23 one is (first gear) while the second gear ratio (second gear) is two.

3 shows an inventive transmission 2 in a second embodiment. This corresponds largely to those according to the 1 and 2 , so that reference is made to the above description in terms of similarities. The same or corresponding details are provided with the same reference numerals as in the 1 and 2 ,

The only difference is that the two crown wheels 19 . 20 in the embodiment according to 3 are designed differently. It can be seen that the first crown wheel 19 has a larger average tooth radius and correspondingly a larger number of teeth than the second crown gear 20 , It follows that the first gear ratio (first gear) is correspondingly greater than two, for example up to 2.2. The second gear ratio between the rotatably driven housing 14 and the carrier element 23 is one, as in the above embodiment. It is also possible a reverse configuration, in which the first crown wheel 19 a smaller average gearing radius and correspondingly a smaller number of teeth than the second crown gear 20 , From this it would follow correspondingly that the first transmission ratio is correspondingly smaller than two, for example between 2.0 and 1.8.

4 shows an inventive transmission 2 in a further embodiment. This corresponds largely to those according to 3 , so that reference is made to the above description in terms of similarities. The same or corresponding details are provided with the same reference numerals as in the 1 to 3 ,

The only difference lies in the design of the clutch assembly 42 , which in the present embodiment according to 4 two controllable friction clutches 43 . 44 includes. The first friction clutch 43 is in the power path between the second crown gear 20 and the stationary housing 17 arranged. The second friction clutch 44 is in the power path between the first crown gear 19 , or the associated housing 14 , and the second crown wheel 20 arranged.

The friction clutches 43 . 44 allow variable torque transmission between the respective coupling parts, which can be adjusted as needed. This allows in particular a circuit under load. The two friction clutches 43 . 44 are preferably designed in the form of Reiblamellenkupplungen, each one composed of outer plates and inner plates disc pack 45 . 46 include. The two friction clutches 43 . 44 are coaxially arranged one inside the other. This makes it possible that together with the second crown wheel 20 rotating coupling part 21 the disk carrier for both clutches, that is, both for the inner disk of the first friction clutch 43 as well as for the outer disks of the second friction clutch 44 forms.

For actuating the first friction clutch 43 is a first actuator 49 provided, which is shown here schematically by a piston. For actuating the second friction clutch 44 is a second actuator 50 provided, which is also shown schematically by a piston. The two actuators 49 . 50 can be designed arbitrarily, for example in the form of a hydraulic, pneumatic, electro-mechanical or electromagnetic actuator. The two actuators 49 . 50 are controlled via a central control unit (not shown) as needed. By using two friction clutches 43 . 44 and two separate actuators 49 . 50 can the two friction clutches 43 . 44 individually or independently of each other. The torque to be transmitted may vary depending on the closed position of the respective friction clutch 43 . 44 between a closed position in which the full torque is transmitted, and an open position in which no torque is transmitted at all, are variably set.

5 shows an electric drive 2 in a modified embodiment with a transmission according to the invention 8th , The electric drive 2 corresponds largely to the in 4 illustrated embodiment, and the transmission 8th is identical to the one in 4 shown manual transmission, so that reference is made to the above description in view of the similarities. The same or corresponding details are provided with the same reference numerals as in the 1 to 4 ,

The only difference lies in the design of the reducer 7 , which in the present embodiment according to 5 designed in the form of a traction mechanism drive. The traction drive comprises one of the electric motor 3 drivable drive wheel 10 , one with the rotatable housing 14 connected output gear 13 and an endless traction device 25 , the torque from the drive wheel 10 on the output gear 13 transfers. It can be seen that the output gear 13 has a much larger diameter than the drive wheel 10 , so that here too a translation takes place slowly. The traction mechanism can have, for example, a belt or a chain as traction means.

6 shows an inventive transmission 8th in a further embodiment in an electric drive 2 , This corresponds in terms of design and operation in large parts of those according to 4 , so that reference is made to the above description in terms of similarities. The same or corresponding details are provided with the same reference numerals as in the 1 to 5 ,

It is an electric machine 3 , one of the electric machine 3 in the power path downstream Reduzierstufe 7 that with the reducer 7 drive-connected manual transmission 8th as well as one of the manual transmission 8th Rotating drivable power split unit 9 recognizable. The power split unit 9 is presently designed as a double clutch unit with two separately controllable friction clutches 52 . 53 , each from an associated actuator 54 . 55 are operable.

The electric drive 2 is configured to drive a drive axle of a motor vehicle as the sole drive of this drive axle. Another drive axle of the motor vehicle can be driven by a further drive unit with a separate drive source, for example an internal combustion engine. However, no mechanical drive connection is provided between the two drive systems. Incidentally, this may also apply to those in the 1 to 5 Electric drives shown apply.

The electric machine 3 comprises a stator and a rotor rotatable therefor, which is a motor shaft when the electric machine is energized 56 rotating drives. The rotational movement of the motor shaft 56 is via the downstream transmission in the power path 8th on the double clutch unit 9 transfer. The electric machine 3 is powered by a battery (not shown) with electrical power. The electric machine 3 can operate in motor mode, converting electrical energy into mechanical energy to drive the drive axle, or in generator mode, conversely, converting mechanical energy into electrical energy, which can then be stored in the battery. The electric drive 2 further includes a housing assembly 57 in which the electric machine 3 , the reduction stage 7 , the manual transmission 8th and the dual clutch unit 9 are arranged.

The reduction stage 7 translates one from the motor shaft 56 initiated rotational movement from fast to slow. Thus, the rotational speed of the input part is 14 of the gearbox 8th only a fraction of the rotational speed of the motor shaft 56 the electric machine 3 , The double clutch unit 9 Shares the introduced torque on the two side shafts (not shown), which are used to drive an associated vehicle wheel. The motor shaft 56 is designed as a hollow shaft and by means of bearings 58 . 58 ' in the case 57 around a rotation axis A rotatably mounted. A drive wheel 10 (first gear) is rotationally fixed to the drive shaft 56 connected, in particular designed in one piece with this. A driven wheel 13 (second gear) is rotationally fixed to the input part 14 of the gearbox 8th connected, which is designed as a rotationally drivable housing.

The manual transmission 8th is in terms of structure and operation as in the embodiments according to the 1 to 5 designed, to the description of which reference is made. There are a crown wheel arrangement 4 , a first clutch 43 and a second clutch 44 for setting various switching states of the crown gear 4 intended. In the present embodiment, the two clutches are 43 . 44 spatially separated from each other. The crown wheel arrangement 4 includes a first crown wheel 19 that with the rotating drivable housing 14 rotatably connected and serves as an input part, a second crown wheel 20 , coaxial with the first crown wheel 19 is rotatably arranged, a plurality of spur gears 22 that with the first crown wheel 19 and the second crown wheel 20 in meshing engagement, and a support member 23 on which the spur gears 22 are rotatably mounted. The carrier element 23 has a hub that rotates with an intermediate shaft 58 is connected, and from the hub radially outwardly extending pins, on each of which an associated spur gear 22 is rotatably mounted. The intermediate shaft 58 drives over a gear pairing 59 . 60 the clutch basket 26 the double clutch unit 9 at.

The second crown wheel 20 is with a support shaft 62 rotatably connected, extending through a longitudinal bore of the intermediate shaft 58 extends. The support shaft 62 is by means of the first clutch 43 selectively to a housing part 17 rotatably coupled or decoupled from this. The first clutch 43 is designed in this embodiment as a particular lockable one-way clutch, which is the support shaft 62 in a first direction of rotation relative to the housing part 17 rotatably supported and in an opposite second Direction of rotation with respect to the housing part 17 releases, leaving the support shaft 62 can rotate freely.

The second clutch 44 is in the power path between the first crown gear 19 and the carrier element 23 arranged to selectively couple or separate the two said elements. Present is the clutch 44 designed as a friction clutch, so that a gear shift from the first to the second gear under load is possible. Specifically, it is provided that a first coupling part 39 , are rotatably mounted on the first lamellae, with the rotationally drivable housing 14 is firmly connected, or is designed in one piece with this. The second coupling part 74 is with the intermediate shaft 58 rotatably connected, in turn, with the carrier element 23 rotatably connected. By this configuration, by closing the second clutch 44 the first crown wheel 19 for transmitting torque with the carrier element 23 be connected, said components, the first crown wheel 19 , Carrier element 23 and second crown wheel 20 in fully closed state of the clutch 44 en bloc around the axis of rotation B circulate.

For actuating the friction clutch 44 is an actuator 41 provided, which is controllable by means of a control unit (not shown), so that the transmissible torque from the disk pack is variably adjustable. The actuator 41 In the present case, it is designed as a hydraulic actuator, without being limited thereto, and comprises a hydraulic piston 75 , the outside of the rotating drivable housing 14 is received axially movable in a stationary housing part adjacent thereto. The piston 75 acts with a power transmission element 76 together to apply an axial force to the disk pack of the clutch 44 transferred to. The power transmission element 76 rotates together with the rotatable housing 14 and is opposite the ring piston 75 by means of a thrust bearing 78 rotatably mounted. The power transmission element 76 has a disc-shaped base body, of which several actuators 77 extend in the axial direction. The actuators 77 extend through openings in the rotatable housing 14 through and act axially on the disk set to the clutch 44 close.

A first shift position of the gearbox 8th is by opening the second clutch 44 realized. In this switching position, the three links ( 19 . 20 . 23 ) of the crown wheel assembly 4 rotate freely against each other, one in a first direction of rotation of the first crown wheel 19 initiated torque on the second crown wheel 20 causes a torque in the opposite second direction of rotation. Here is the one-way clutch 43 designed so that in the second direction of rotation on the second crown wheel 20 acting torque through the support shaft 62 on the housing 17 is supported in the sense of rotation. In this switching position, which also serves as the coupling mode of the first clutch 43 can be designated, stands the second crown wheel 20 correspondingly silent, so that the carrier element 23 with respect to the first crown wheel 19 half speed around the axis of rotation B rotates. The gear ratio between input part 19 and output part 23 is two accordingly.

A second shift position of the gearbox 8th is by closing the second clutch 44 realized. This is the first crown wheel 19 over the coupling part 74 and the intermediate shaft 58 indirectly to the carrier element connected thereto 23 coupled for transmitting torque. In this second switching position, which also serves as the coupling mode of the second clutch 44 can be designated rotate the rotatably driven housing 14 , the first crown wheel 19 , the second crown wheel 20 , the carrier element 23 and the herewith rotatably connected intermediate shaft 58 together around the axis of rotation B , It therefore finds no translation through the crown gear assembly 4 instead, that is the gear ratio of the gearbox 8th is one.

By opening both couplings 43 . 44 a neutral position can be set so that all three elements ( 19 . 20 . 23 ) of the crown wheel assembly 4 can rotate freely against each other. In this switching position, which can also be referred to as a disconnect mode, there is no torque transmission between the dual clutch unit 9 and the electric motor 3 instead of.

The intermediate shaft 58 is over camp 61 . 61 ' . 61 " around the first axis of rotation A parallel second axis of rotation B in the case 57 rotatably mounted. The intermediate shaft 58 is on its input side with the carrier element 23 rotatably connected and includes on its output side a driven wheel 59 , the rotation with the intermediate shaft 58 connected, in particular is designed in one piece with this. The driven wheel 59 combs with the ring gear 60 for driving the dual clutch unit 9 , The ring wheel 60 is fixed to the entrance part 26 the double clutch unit 9 connected and may for example be designed in one piece with this. The driven wheel 59 the transmission shaft 58 and the ringwheel 60 of the coupling input part have helical teeth.

The double clutch unit 9 indicates one of the gear shaft 58 rotationally driven clutch basket 26 as an input part and two coupling hubs 63 . 64 as a coupling output parts, on each of which a disk pack 65 . 66 Torque from the clutch basket 22 on the respective clutch hub 63 . 64 is transferable. The plate packs 65 . 66 each with the clutch basket 26 non-rotatable and axially movable outer disks as well as with the respective clutch hub 63 . 64 rotatably and axially movable inner plates, which are arranged axially alternately. The two clutches 52 . 53 are in terms of their structure, in particular their geometric dimensions such as hub outer diameter, hub inner diameter, diameter of the outer and inner plates, the same design. The first clutch hub 63 is drivingly connected to a first output shaft (not shown) and the second clutch hub 64 with a second output shaft. It is envisaged that the first drive shaft through the hollow shaft 56 the electric machine 3 extends through. The double clutch unit 9 is coaxial to the electric machine 3 arranged. The clutch basket 26 is by means of two clutch bearings 67 . 67 ' in the case 57 coaxial with the axis of rotation A the motor shaft 56 rotatably mounted.

The clutch basket 26 comprises a cylinder portion and two hereby connected and this laterally limiting lid portions. The lid portions each have an integrally molded sleeve approach for receiving the respective associated clutch bearing 67 . 67 ' with which the clutch basket 26 in the case 57 is rotatably mounted.

Each of the two clutches 6 . 7 is from an associated actuator 68 . 69 individually operable. For this are the two actuators 68 . 69 independently controllable by means of a control unit (not shown), so that one of the first plate pack 65 on the first clutch hub 63 transferable first torque and one of the second disc pack 66 on the second clutch hub 64 transmissible second torque are independently adjustable. The two actuators 68 . 69 are the same in construction and operation, and therefore both will be described below together. The two actuators 68 . 69 are each outside the clutch basket 26 arranged and axially supported on a respective housing part in opposite axial directions. Per clutch 52 . 53 is a power transmission element 70 . 71 is provided to a generated by the actuator axial force on the clutch basket 26 arranged associated plate pack 65 . 66 transferred to. The transmission links 70 . 71 comprise a disc-shaped base body, projecting from the plurality of cams in the axial direction. The two cover sections of the clutch basket 26 each have a plurality of circumferentially distributed axial passage openings through which cams of the associated power transmission member 70 . 71 extend through. The transmission links 70 . 71 are rotationally fixed to the clutch basket via the cam engaging in the openings of the cover parts 26 connected so they share this with the axis of rotation A rotate. The cams each act on one in the clutch basket 26 arranged pressure plate, which the force on the respective disk set 65 . 66 transfers. Axially inside are the disk packs 65 . 66 each with a support plate 72 against the clutch basket 26 axially supported.

The actuators 68 . 69 are herein designed as hydraulically operable actuators, it being understood that other forms of actuators such as electromotive or electromagnetic actuators are also possible. To reset the actuators 68 . 69 can be provided not shown return springs.

7 shows an inventive transmission 8th in a further embodiment in an electric drive 2 , The manual transmission 8th or the electric drive 2 comply as far as possible in terms of design and operation of that according to 6 , so that reference is made to the above description in terms of similarities. The same or corresponding details are provided with the same reference numerals as in 6 or the 1 to 5 ,

The only difference is the arrangement of the second clutch 44 , which in the present embodiment according to 7 directly in the power path between the rotating driven housing 14 and the carrier element 23 is arranged.

Here is the coupling input part 39 , are rotatably mounted on the first lamellae, with the rotationally drivable housing 14 firmly connected, or designed in one piece with this. The coupling output part 74 is non-rotatable with the carrier element 23 rotatably connected. By closing the second clutch 44 becomes the first crown wheel 19 that with the case 14 is connected, for transmitting torque with the carrier element 23 connected. The actuator for actuating the second clutch is constructed as in the embodiment described above.

LIST OF REFERENCE NUMBERS

2

electric drive

3

electric machine

4

Kronenradanordnung

5

output shaft

6

output shaft

7

reducer

8th

manual transmission

9

Drive unit / power split unit

10

first gear

11

second gear

12

third gear

13

fourth gear

14

casing

15

bearing means

16

bearing means

17

stationary housing

18

intermediate shaft

19

first crown wheel

20

second crown wheel

21

coupling part

22

spur gear

23

support element

24

hollow shaft

25

belt

26

differential carrier

27

differential gear

28

sideshaft

29

sideshaft

31

bearing means

32

sidewall

33

thrust

34

radial bearings

35

camp

36

thrust washer

37

support surface

38

circlip

39

Clutch input part

40

hollow shaft

41

actuator

42

clutch assembly

43

first clutch

44

second clutch

45

disk pack

46

disk pack

47

Clutch input part

48

Clutch output part

49

actuator

50

actuator

51

shift sleeve

52

friction clutch

53

friction clutch

54

actuator

55

actuator

56

motor shaft

57

casing

58

intermediate shaft

59

gear

60

gear

61, 61 ', 61 "

camp

62

support shaft

63

clutch

64

clutch

65

disk pack

66

disk pack

67

camp

68

actuator

69

actuator

70

Power transmission member

71

Power transmission member

72

cam

73

cam

74

coupling part

75

piston

76

Power transmission member

77

actuator

78

thrust

A

axis

B

axis

C

axis

Claims (16)

Gearbox for a drive train of a motor vehicle, comprising: a crown wheel arrangement (4) with a first crown wheel (19) which is rotationally driven by a drive source about a rotation axis (B), a second crown wheel (20) coaxial with the first crown gear (19 ) is rotatably arranged, a plurality of spur gears (22) which are in meshing engagement with the first crown gear (19) and the second crown gear (20), and a support member (23) on which the spur gears (22) are rotatably mounted and which is rotatably driven about the rotation axis (B) to transmit torque to a downstream drive unit (9); a first clutch (43) for selectively drivingly connecting the second crown gear (20) to a fixed member (17); a second clutch (44) for selectively driving one of the first crown gear (19), second crown gear (20), and support member (23) with another one of the first crown gear (19), second crown gear (20) and support member (23); wherein in the coupling mode of the first clutch (43) and decoupling mode of the second clutch (44), a first transmission ratio (i1) between the first crown gear (19) and the carrier element (23) is formed, and wherein in the decoupling mode of the first coupling (43) and coupling mode of the second clutch (44) a second transmission ratio (i2) between the first crown gear (19) and the carrier element (23) is formed. After manual transmission Claim 1 , characterized in that the first gear ratio (i1) is between 1.8 and 2.2 and / or that the second gear ratio (i2) is one. After manual transmission Claim 1 or 2 , characterized in that the first crown gear (19) and the second crown gear (20) have the same mean tooth radius. Manual transmission according to one of Claims 1 to 2 , characterized in that the first crown wheel (19) and the second crown wheel (20) have a different mean toothing diameter. Manual transmission according to one of Claims 1 to 4 , characterized in that the drive unit (9) driven by the carrier element (23) of the crown wheel arrangement (4) is a differential gear which divides an introduced rotational movement from a differential input part to two differential output parts (28, 29). After manual transmission Claim 5 , characterized in that the crown gear assembly (4) is arranged coaxially with the differential gear, wherein the carrier part (23) of the crown gear assembly (4) is connected to the differential input part to rotate together with this about the rotation axis (B). Manual transmission according to one of Claims 1 to 6 , characterized in that the first clutch (43) and the second clutch (44) are designed as positive coupling units (42) and are controllable by means of a common actuator (41), or that the first clutch (43) and the second clutch ( 44) are designed as frictional coupling unit (42). Manual transmission according to one of Claims 1 to 7 , characterized in that the first crown gear (19) of a driving gear connected thereto (13) is rotationally driven, wherein the crown wheel assembly (4) in the drive gear (13) is integrated. Manual transmission according to one of Claims 1 to 8th , Characterized in that driven by the carrier element (23) of the Kronenradanordnung (4) drive unit (9) is a double-clutch unit, which divides an initiated rotary movement of a clutch input member (26) on two clutch output parts (63, 64). After manual transmission Claim 9 , characterized in that the crown gear assembly (4) is arranged offset parallel to the double clutch unit (9), wherein the carrier part (23) of the crown wheel assembly (4) with an intermediate shaft (58) is rotatably connected, which rotatably drives the clutch input member (26). After manual transmission Claim 9 or 10 characterized in that the second crown gear (20) is rotatably connected to a support shaft (62) extending through a longitudinal bore of the intermediate shaft (58), the support shaft (62) being selectively fixed to the stationary one by means of the first clutch (43) Component (17) rotatably coupled and from the stationary component (17) can be decoupled. After manual transmission Claim 11 , characterized in that the first clutch (43) is a one-way clutch, which supports the support shaft (62) in a first rotational direction relative to the stationary component and in an opposite second direction of rotation relative to the stationary component (17) releases, so that the support shaft ( 62) can rotate freely, wherein the overrunning clutch is in particular lockable. Manual transmission according to one of Claims 10 to 12 characterized in that the second clutch (44) is configured to selectively driveably couple or decouple the first crown gear (19) at least indirectly with the carrier member (23). Manual transmission according to one of Claims 1 to 13 , characterized in that the second clutch (44) is designed as a friction disk clutch. Electric drive for a motor vehicle, comprising: an electric machine (3) for driving the motor vehicle, a manual transmission (8) downstream of the electric machine (3) in the power path, a power split unit (9) downstream of the manual transmission (8) in the power path, which is designed to switch one from the manual transmission (8 ) divided rotary movement on two output parts (28, 29, 63, 64) for driving a respective side shaft (5, 6), characterized in that the transmission (8) according to one of Claims 1 to 14 is formed, wherein the first crown gear (19) of the gearbox (8) with the electric machine (3) is drive-connected and the carrier element (23) of the gearbox (2) with an input part of the power split unit (9). Electric drive after Claim 15 , characterized in that in the power path between the electric machine (3) and the crown wheel assembly (4) a reduction gear (7) is interposed, which translates a of the electric machine (3) initiated rotary motion to slow.

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