An electric vehicle transmission (7) includes an input shaft (10), an output shaft (11), a first planetary gear set (P1), a second planetary gear set (P2), and a third planetary gear set (P3). The input shaft (10) is provided for coupling to an electric machine (6). A first shift element (A), a second shift element (B), and a third shift element (C) are provided at least functionally as well. Also disclosed is a drive system (4), a vehicle drive train (5), and an electric vehicle.

The present invention relates to a powertrain for a motor vehicle comprising a thermal engine (10), a variable-speed transmission device (14) including an engine epicyclic gear train (26) with a sun gear (36) carried by a hollow shaft (42) and a crown gear (56) carried by a hollow shaft (62) surrounding hollow shaft (42) of the sun gear, the sun gear and the crown gear are each connected to shaft (12) of thermal engine (10) by a controlled clutch (28 and 30) and to a fixed part (48) of the vehicle by a one-way clutch (32 and 34), and a track (126 and 128) for motion transmission to a drive axle (16). According to the invention, the powertrain comprises a controlled connection (132) between the two hollow shafts (42 and 62).

The invention relates to a shifting device for a motor vehicle transmission, comprising a first coupling component, a second coupling component rotatable about a transmission axis (A), an inner friction ring which has a conical surface on a radially outer face, an outer friction ring which has a conical surface on a radially inner face, and an intermediate friction ring which comprises a friction cone and is connected to the second coupling component for joint rotation with and for axial displacement with respect to the second coupling component, whilst the inner friction ring and the outer friction ring are connected to the first coupling component for joint rotation with and for axial displacement with respect to the first coupling component. The friction cone extends between the conical surfaces of the inner friction ring and outer friction ring, the coupling components being decoupled in the rotation direction in an axial starting position of the outer friction ring and being coupled in a frictional fit in the rotation direction in an axial frictional fit position of the outer friction ring. The intermediate friction ring has a C-shaped ring cross section extending peripherally in the circumferential direction, comprising a radially outer linear cone limb which forms the friction cone and comprises two substantially parallel conical friction surfaces, and comprising a radially inner linear axial limb which is integrally connected to the cone limb by a radial web.

A downsized power transmission unit having engagement devices. A first engagement device comprises a cylindrical first sleeve, and a second engagement device comprises a cylindrical second sleeve to which the first sleeve is inserted at least partially. First spline teeth and first dog teeth are formed on an inner circumferential surface of the first sleeve. Second spline teeth are formed on any one of an inner circumferential surface and an outer circumferential surface of the second sleeve, and second dog teeth are formed on the other one of the inner circumferential surface and the outer circumferential surface of the second sleeve.

An axle assembly having a gear reduction unit that is configured to operatively connect an electric motor to a drive pinion. The gear reduction unit includes at least two gear sets. At least one clutch is engageable to provide a torque path between the electric motor and the drive pinion.

An axle assembly having a gear reduction unit that is configured to operatively connect an electric motor to a drive pinion. The gear reduction unit includes at least two gear sets. A shift collar is rotatable with the drive pinion and moveable along the drive pinion to couple a gear set to the drive pinion.

An automatic transmission has a first clutch shaft that constantly connects first and fourth planetary gear sets, a second clutch shaft that constantly connects second and third planetary gear sets, and a third clutch shaft that constantly connects the third and first planetary gear sets. A drive shaft is constantly connected to the fourth planetary gear set; an output shaft is constantly connected to the third planetary gear set. The first planetary gear set is directly connected to two shift elements, the second planetary gear set is directly connected to four shift elements, the third planetary gear set is directly connected to two shift elements, the fourth planetary gear set is directly connected to four shift elements. The drive shaft is directly connected to only one shift element. The output shaft is directly connected to only one shift element.

A positive-locking shifting device of a transmission connects one element of a first planetary gear set to one element of a second planetary gear set in a first shifting position and connects an additional element of the second planetary gear set to a torque-proof element of the transmission in a second shifting position. A single element of the shifting device is axially displacable between the first and second shifting positions. A shiftable operative connection between the torque-proof element of the transmission and the additional element of the second planetary gear set disposed, at least in sections, axially between the first and second planetary gear sets. The shiftable operative connection between the torque-proof element of the transmission and the additional element of the second planetary gear set intersecting a shiftable operative connection between the one element of the first planetary gear set and the one element of the second planetary gear set.

A method for operating a vehicle drivetrain (1) includes decoupling, in the presence of a demand for realizing a sailing operating state of the vehicle drivetrain (1) during which a drive machine (2) is active and the power flow between the drive machine (2) and a drive output (3) is disconnected in a gearbox (4), the active drive machine (2) from the drive output (3) by opening of one of a plurality of shift elements (A to F) that is held in a closed operating state in order to realize the operating state present before the demand for decoupling of the active drive machine (2). The method also includes then actuating the plurality of shift elements (A to F) in a manner dependent on the present operating state profile of the vehicle drivetrain (1) and with the active drive machine (2) decoupled from the drive output (3).

A method for operating a vehicle drivetrain (1) having a drive machine (2), an output (3) and a gearbox (4) with the gearbox (4) arranged in power flow between the drive machine (2) and the output (3) includes opening, in the presence of a demand for activation of a sailing operating function of the vehicle drivetrain (1) and a simultaneously activated engine start-stop function, a positively engaging shift element (F) while the drive machine (2) is left both decoupled from the output (3) and shut down.