DE102023203100A1 - Motor vehicle transmission for an at least partially electrically powered motor vehicle - Google Patents

Abstract

The invention relates to a motor vehicle transmission (3), comprising a drive shaft (6), an output shaft (7) and a first planetary gear set (P1), a second planetary gear set (P2) and a third planetary gear set (P3), wherein the drive shaft (6) is provided for coupling to at least one drive machine. Furthermore, a first shifting element (A), a second shifting element (B) and a third shifting element (C) are provided, at least functionally. The invention further relates to a drive unit (1), an electrically drivable motor vehicle drive axle, a hybrid or electric vehicle and a method for operating a motor vehicle transmission.

Description

The invention relates to a motor vehicle transmission for an at least partially electrically driven motor vehicle, in particular for an electrically drivable motor vehicle drive axle, comprising a drive shaft, an output shaft and a first planetary gear set, a second planetary gear set and a third planetary gear set, wherein the drive shaft is provided for coupling to at least one drive machine, wherein the first planetary gear set, the second planetary gear set and the third planetary gear set each have a first element, a second element and a third element in the form of a sun gear, a planet carrier and a ring gear, wherein at least functionally a first switching element, a second switching element and a third switching element are provided, wherein the first element of the first planetary gear set is connected in a rotationally fixed manner to the drive shaft, whereas the second element of the first planetary gear set is connected in a rotationally fixed manner to the first element of the third planetary gear set, wherein the third element of the first planetary gear set and the first element of the second planetary gear set are connected in a rotationally fixed manner to one another, and wherein in the actuated state of the at least functionally provided third switching element, the third Element of the third planetary gear set. Furthermore, the invention relates to a drive unit for an at least partially electrically driven motor vehicle, an electrically drivable motor vehicle drive axle for an at least partially electrically driven motor vehicle, a hybrid or electric vehicle and a method for operating a motor vehicle transmission.

In the case of motor vehicles designed as electric and hybrid vehicles, a motor vehicle transmission is sometimes provided in a respective drive train between at least one electric machine and the drive wheels of the respective motor vehicle in order to be able to translate a drive movement of the at least one electric machine, in particular at a lower speed, to the drive wheels. In addition to single-speed transmissions, motor vehicle transmissions are also sometimes used in which two or more gears can be engaged.

From the EP 3 649 374 B1 A motor vehicle transmission is produced which is intended for use in an electric vehicle. In addition to a drive shaft and an output shaft, this motor vehicle transmission comprises three planetary gear sets, each of which is made up of elements in the form of a sun gear, a planet carrier and a ring gear. When the motor vehicle transmission is installed, the drive shaft serves to connect to an upstream electric machine. In addition, the motor vehicle transmission has three switching elements which are designed as force-locking switching elements and whose selective actuation can be used to create different power flow guides from the drive shaft via the planetary gear sets to the output shaft.

Based on the prior art described above, it is now the object of the present invention to provide an axially compact motor vehicle transmission by means of which at least one drive machine, in particular an electric machine, can be integrated in a suitable manner.

This object is achieved on the basis of the preamble of claim 1 in conjunction with its characterizing features. The dependent claims that follow thereon each reflect advantageous developments of the invention. A drive unit in which a motor vehicle transmission according to the invention is provided is also the subject of claims 14 and 15. Furthermore, claim 16 relates to an electrically drivable motor vehicle drive axle for an at least partially electrically driven motor vehicle, while claim 17 relates to a hybrid or electric vehicle. Finally, claims 18 to 20 each relate to a method for operating a motor vehicle transmission according to the invention.

According to the invention, a motor vehicle transmission comprises a drive shaft, an output shaft and a first planetary gear set, a second planetary gear set and a third planetary gear set. The drive shaft is provided for coupling to at least one drive machine. In addition, the first planetary gear set, the second planetary gear set and the third planetary gear set each have a first element, a second element and a third element in the form of a sun gear, a planet carrier and a ring gear. At least functionally, a first switching element, a second switching element and a third switching element are provided.

A respective "shaft", such as the drive shaft and the output shaft of the motor vehicle transmission according to the invention, is to be understood in the sense of the invention as a rotatable component of the motor vehicle transmission, via which a force flow can be guided between components. The respective shaft can connect these components axially or radially or even both axially and radially with each other when the force flow is guided. The respective shaft can also be present as an intermediate piece, via which a The respective component is connected purely radially, for example. Furthermore, depending on the course and connection to the components, the respective shaft can be designed as a solid shaft, as a hollow shaft or partly as a solid and partly as a hollow shaft. Alternatively or in addition to this, the respective shaft can be designed in one or more parts.

In the sense of the invention, "axial" means an orientation in the direction of a longitudinal center axis of the motor vehicle transmission, parallel to which the axes of rotation of shafts of the motor vehicle transmission and the elements of the planetary gear sets are also oriented. "Radial" is then to be understood as an orientation in the diameter direction of a respective component of the transmission, in particular a respective shaft or a respective element of the planetary gear sets.

The motor vehicle transmission according to the invention has a drive shaft which, in the motor vehicle transmission according to the invention, is provided for establishing a drive-side coupling to at least one drive machine, wherein the drive shaft preferably serves to couple to exactly one drive machine. For this purpose, the drive shaft is in particular equipped with a connection point at which a coupling of the drive shaft to the at least one drive machine can be formed. The connection of the at least one drive machine to the connection point of the drive shaft is in particular permanent in the installed state of the motor vehicle transmission, preferably when the drive machine is designed as an electric machine. Alternatively, however, an intermediate starting element, such as a hydrodynamic torque converter, a starting clutch, etc., can also be provided, via which the drive shaft can be or is coupled to the upstream drive machine at its connection point. This is particularly achieved when the drive machine is designed as an internal combustion engine.

The coupling between the at least one drive machine and the drive shaft is preferably in such a way that, in the installed state of the motor vehicle transmission and when the coupling is established, a fixed speed ratio always prevails between a speed of the drive shaft of the motor vehicle transmission and a speed of the drive machine. Thus, within the scope of the invention, at least one further transmission stage, such as a spur gear stage and/or a planetary stage, can be provided between the drive shaft and the drive machine, via which a pre-transmission of a rotary movement of the drive machine to the drive shaft can be represented. Preferably, however, the drive shaft serves as a rotationally fixed connection to the at least one drive machine.

The motor vehicle transmission is in particular a hybrid or electric vehicle transmission which is intended to be connected to the drive shaft with a drive machine in the form of an electric machine. A rotor of the electric machine can, as described above, be coupled to the drive shaft of the transmission via at least one intermediate gear stage. However, a rotor of the electric machine is particularly preferably connected to the drive shaft in a rotationally fixed manner in the installed state of the motor vehicle transmission according to the invention.

In the motor vehicle transmission according to the invention, the output shaft is particularly intended to establish an output-side coupling of the motor vehicle transmission to components which, in the installed state of the motor vehicle transmission, follow the motor vehicle transmission in the direction of power flow to drive wheels of the respective motor vehicle.

In the motor vehicle transmission according to the invention, the drive shaft and the output shaft are arranged in particular coaxially to one another, with the first planetary gear set, the second planetary gear set and the third planetary gear set also preferably being placed coaxially to the drive shaft and the output shaft. This makes it possible to achieve a particularly compact structure of the motor vehicle transmission in the radial direction.

The first planetary gear set, the second planetary gear set and the third planetary gear set are each made up of a first element, a second element and a third element, with one element of these elements being designed as a sun gear, one element as a planet carrier and one element as a ring gear. Preferably, the individual planetary gear set is a minus planetary gear set, in which the respective planet carrier guides at least one planetary gear in a rotatable manner, with the at least one planetary gear meshing with both the respective sun gear and the respective ring gear. When the individual planetary gear set is designed as a minus planetary gear set, the first element of the respective planetary gear set is the respective sun gear, the second element of the respective planetary gear set is the respective planet carrier and the third element of the respective planetary gear set is the respective ring gear. In particular, in the The respective planet carriers have several planetary gears which are rotatably mounted.

Alternatively, one or more of the planetary gear sets could also be designed as a plus planetary gear set. In this case, at least one pair of planetary gears is rotatably mounted in the respective planet carrier, of which one planetary gear is in mesh with the respective sun gear and one planetary gear is in mesh with the respective ring gear. In addition, the planetary gears of the at least one pair of planetary gears mesh with one another. In contrast to a design as a minus planetary gear set, the first element of the respective planetary gear set is preferably the respective sun gear, the second element of the respective planetary gear set is the respective ring gear and the third element of the respective planetary gear set is the respective planet carrier. In comparison to a design as a minus planetary gear set, a stationary gear ratio of the respective planetary gear set must also be increased by one. As already described above, however, the first planetary gear set, the second planetary gear set and the third planetary gear set are each preferably a minus planetary gear set.

The invention now includes the technical teaching that the first element of the first planetary gear set is connected to the drive shaft in a rotationally fixed manner, while the second element of the first planetary gear set and the first element of the third planetary gear set are connected to one another in a rotationally fixed manner. The third element of the first planetary gear set and the first element of the second planetary gear set are connected to one another in a rotationally fixed manner, wherein the third element of the third planetary gear set is fixed in the actuated state of the at least functionally provided third switching element. Furthermore, the second element of the second planetary gear set is fixed, while the second element of the third planetary gear set is connected to the output shaft in a rotationally fixed manner. In the actuated state of the at least functionally provided first switching element, the third element of the second planetary gear set is connected to the second element of the first planetary gear set and the first element of the third planetary gear set in a rotationally fixed manner, wherein the third element of the second planetary gear set is also connected to the output shaft in a rotationally fixed manner in the actuated state of the at least functionally provided second switching element.

Such a design of a motor vehicle transmission has the advantage that, through the couplings of the three planetary gear sets with one another according to the invention and by displaying the respectively actuated states of the at least functionally provided shifting elements, different gears can be realized, which are particularly suitable for the integration of a drive machine in the form of an electric machine. This can be realized in a compact manner and also with low manufacturing costs.

For the purposes of the invention, a "torsion-proof connection" of components of the transmission means that these components that are connected to one another in a rotationally fixed manner or are connected to one another in a rotationally fixed manner are rigidly connected to one another and thus always have the same rotational speed. The components that are connected to one another in a rotationally fixed manner or are connected to one another in a rotationally fixed manner can be present as separate components that are fastened to one another. Alternatively, components that are connected to one another in a rotationally fixed manner or are connected to one another in a rotationally fixed manner can also be designed as a single part and thus exist together as one component, whereby this is particularly the case when these components are arranged spatially close to one another.

In this case, the first element of the first planetary gear set and the drive shaft are permanently connected to one another in a rotationally fixed manner, so that the first element of the first planetary gear set and the drive shaft always rotate together. Furthermore, the second element of the first planetary gear set and the first element of the third planetary gear set are permanently connected to one another in a rotationally fixed manner and therefore always rotate together. The third element of the first planetary gear set and the first element of the second planetary gear set are also permanently connected to one another in a rotationally fixed manner and therefore always rotate together. In addition, there is a permanent, rotationally fixed connection between the second element of the third planetary gear set and the output shaft, so that the second element of the third planetary gear set and the output shaft always have the same speed. Furthermore, the second element of the second planetary gear set is permanently prevented from rotating, for which reason the second element of the second planetary gear set is constantly fixed.

Within the scope of the invention, a fixed state of a component of the motor vehicle transmission is achieved in particular by a rotationally fixed connection to a permanently fixed component, which can be a housing of the motor vehicle transmission, a part of the housing or a component permanently connected to it in a rotationally fixed manner. In the case of a permanently fixed state, the respective component could also be designed as one piece with the fixed component. In this case, the second element of the second planetary gear set can also be realized by a permanently fixed component.

The motor vehicle transmission according to the invention has at least a first shifting element, a second shifting element and a third shifting element, with the motor vehicle transmission according to the invention preferably having at least three shifting elements or exactly four shifting elements, at least in terms of function, the selective actuation of which can be used to represent different power flow guides from the drive shaft to the output shaft via the planetary gear sets. The fact that a respective shifting element is provided "at least functionally" means in the sense of the invention that at least the respective function of the respective shifting element is represented in the motor vehicle transmission according to the invention. The shifting elements can actually be physically present as a single shifting element or their function is represented by another component, such as a shifting device. A component that represents the function can then combine the function of two or more shifting elements in one device.

A representation of an actuated state of the at least functionally provided first shifting element results in a rotationally fixed connection being established between the third element of the second planetary gear set and the second element of the first planetary gear set as well as the first element of the third planetary gear set. If an actuated state of the at least functionally provided second shifting element is represented, the third element of the second planetary gear set and the output shaft are connected to one another in a rotationally fixed manner. When the actuated state of the at least functionally provided third shifting element is represented, the third element of the third planetary gear set is fixed and subsequently prevented from rotating.

In the motor vehicle transmission according to the invention, a first gear can be switched between the drive shaft and the output shaft by displaying simultaneously actuated states of the first shifting element and the third shifting element. Furthermore, a second gear is produced between the drive shaft and the output shaft by displaying simultaneously actuated states of the second shifting element and the third shifting element. In addition, a third gear could be realized in the motor vehicle transmission according to the invention by displaying simultaneously actuated states of the first shifting element and the second shifting element. In this way, three different gears can advantageously be switched between the drive shaft and the output shaft, which are suitable for the integration of a drive machine in the form of an electric machine if the stationary gear ratios of the planetary gear sets are selected appropriately.

In the context of the invention, an arrangement of an at least functionally provided switching element between two components means that these components are not permanently coupled to one another, but rather that a coupling is only made by displaying an actuated state of the at least functionally provided, intermediate switching element. In this case, an actuated state of the at least functionally provided switching element within the meaning of the invention means that the switching element in question is transferred to a closed state and subsequently adjusts the rotational movements of the components directly coupled to it. If at least the function of a positive switching element is depicted, the components directly connected to one another in a rotationally fixed manner will run at the same speed, while in the case of a depiction of at least the function of a non-positive switching element, speed differences between the components can exist even after displaying an actuated state of the same. This intended or unwanted state is nevertheless referred to in the context of the invention as a rotationally fixed connection of the respective components via the at least functionally provided switching element.

Particularly preferably, in the motor vehicle transmission according to the invention, in addition to switching the different gears, a neutral switching can also be implemented by not showing an actuated state for any of the at least functionally provided switching elements. As a result, the drive shaft is decoupled from the output shaft, which also means a decoupling of the at least one drive machine connected to the drive shaft.

According to one embodiment, a fourth shifting element is also provided, at least functionally, in the actuated state of which two of the elements of the third planetary gear set are connected to one another in a rotationally fixed manner. In this case, the motor vehicle transmission according to the invention therefore has, at least functionally, a first shifting element, a second shifting element, a third shifting element and a fourth shifting element. When the actuated state of the at least functionally provided fourth shifting element is shown, a blocking of the third planetary gear set is caused by two of the elements of the third planetary gear set being connected to one another in a rotationally fixed manner. In concrete terms, the first element and the second element of the third planetary gear set, the first element and the third element of the third planetary gear set or the second element and the third element of the third planetary gear set must be connected to one another in a rotationally fixed manner. This is because this results in a block revolution of the third planetary gear set.

Within the scope of the aforementioned embodiment, a third gear of the motor vehicle transmission can also be implemented by representing simultaneously actuated states of the second shifting element and the fourth shifting element or simultaneously actuated states of the first shifting element and the fourth shifting element. This is an alternative to a simultaneous actuation of the first shifting element and the second shifting element, in which a block revolution of the third planetary gear set is also caused due to the rotationally fixed connection of both the first element of the third planetary gear set and the second element of the third planetary gear set with the third element of the second planetary gear set.

In a further development of the aforementioned embodiment, the third switching element and the fourth switching element are formed by a common switching device which has a coupling element. The coupling element can be positioned in a first switching position and in a second switching position, wherein the coupling element in the first switching position functionally represents an actuated state of the third switching element and fixes the third element of the third planetary gear set. In the second switching position, the coupling element functionally represents an actuated state of the fourth switching element and connects the third element of the third planetary gear set in a rotationally fixed manner to one of the remaining elements of the third planetary gear set. In this case, the function of the third switching element and the fourth switching element is represented by a switching device, which enables a particularly compact arrangement. In addition, an actuating actuator can be provided for actuating the two switching elements, via which the coupling element can be positioned in the different switching positions. Preferably, the coupling element can still be positioned in a neutral position between the switching positions, in which none of the actuated states of the third switching element and the fourth switching element switching elements are shown.

In a further development of the aforementioned embodiment, the coupling element of the switching device is guided in a rotationally fixed manner and can be moved axially between the two switching positions on a first toothing, which is rotationally fixedly connected to the third element of the third planetary gear set. In the first switching position, the coupling element of the switching device engages in a second toothing, which is fixed. In the second switching position, however, the coupling element of the switching device comes into mesh with a third toothing, which is rotationally fixedly connected to the first element or the second element of the third planetary gear set. In particular, the coupling element of the switching device is designed as a sliding sleeve, with the toothings preferably being designed as claw toothings, so that the function of unsynchronized claw switching elements is reproduced via the switching device.

According to one possible embodiment of the invention, the first switching element and the second switching element are formed by a common switching device which has a coupling element. The coupling element can be positioned in a first switching position and in a second switching position, wherein the coupling element in the first switching position functionally represents an actuated state of the first switching element and connects the third element of the second planetary gear set in a rotationally fixed manner to the second element of the first planetary gear set and the first element of the third planetary gear set. In contrast, the coupling element in the second switching position functionally represents an actuated state of the second switching element and connects the third element of the second planetary gear set in a rotationally fixed manner to the output shaft. This allows the function of the first switching element and the second switching element to be represented by a switching device and thus in a compact manner. In order to represent the actuated states, only one common actuating mechanism is required, via which the coupling element can be positioned in the different switching positions. However, in this case, the third gear of the motor vehicle transmission cannot be represented by the simultaneous display of actuated states of the first switching element and the second switching element, since simultaneous actuation is no longer possible when the two switching elements are combined to form the switching device. Preferably, the coupling element can still be positioned in a neutral position between the switching positions, in which neither of the actuated states of the first switching element and the second switching element is shown.

In a further development of the aforementioned design option, the switching device is designed in particular in such a way that the coupling element of the switching device is guided in a rotationally fixed manner and axially displaceable between the two switching positions on a first toothing which is rotationally fixed to the third element of the second planetary gear set. In the first switching position, the coupling element then engages in a second toothing, which is connected in a rotationally fixed manner to the second element of the first planetary gear set and the first element of the third planetary gear set. When transferred to the second switching position, the coupling element comes into mesh with a third toothing, which is connected in a rotationally fixed manner to the output shaft. The coupling element of the switching device is designed in particular as a sliding sleeve, with the toothing preferably being designed as claw toothing, so that the function of unsynchronized claw switching elements is reproduced via the switching device.

In the motor vehicle transmission according to the invention, both a switching device forming the first switching element and the second switching element and a switching device forming the third switching element and the fourth switching element are particularly preferably implemented. Each switching device can be assigned its own actuating mechanism or a common switching drum can be provided in order to actuate the coupling elements of the switching devices.

As an alternative to combining them into a switching device, the respective switching element could also be present as an individual switching element. The respective individual switching element could be designed as a positive switching element, for example as an unsynchronized claw switching element or as a locking synchronization, whereby an alternative design of the respective individual switching element as a non-positive switching element and in particular as a multi-disk switching element is also possible. In the case of the first switching element and the second switching element, a design as individual switching elements is mandatory if the third gear of the motor vehicle transmission is to be able to be shifted by simultaneously operating the first switching element and the second switching element.

According to one embodiment of the invention, the output shaft is coupled to a differential gear set, which couples the output shaft to two output shafts. The differential gear set functions in particular as a transverse differential and is preferably designed in the manner of a bevel gear differential. The transverse differential thus formed is preferably used to distribute a drive movement transmitted to the output shaft of the motor vehicle transmission to the output shafts, which are preferably assigned to a motor vehicle drive axle. The differential gear set can, however, also have the function of a longitudinal differential, via which a drive power can be distributed to several drive axles. In addition, the differential gear set can also be designed as a planetary gear differential, a spur gear differential, etc. within the scope of the invention.

In particular, the output shaft is coupled to an input element, which is preferably a differential cage of the differential gear set. When the differential gear set is used as a transverse differential and the motor vehicle transmission is installed transversely to a direction of travel of the associated motor vehicle, the output shaft is then preferably connected to the input element in a rotationally fixed manner. This is also achieved in particular when the differential gear set functions as a longitudinal differential and the motor vehicle transmission is aligned in the direction of travel of the motor vehicle. When the motor vehicle transmission is installed in the direction of travel and the differential gear set is used as a transverse differential, the output shaft is coupled to the input element via a bevel drive. Such a bevel drive is also preferably used when the differential gear set is intended as a longitudinal differential and the motor vehicle transmission is aligned transversely to the direction of travel.

According to one embodiment of the invention, the planetary gear sets are arranged axially in a sequence of first planetary gear set, second planetary gear set and third planetary gear set following a connection point of the drive shaft, which serves to couple the drive shaft to the drive engine. This makes it possible to achieve a suitable structure of the motor vehicle transmission according to the invention.

Alternatively, one possible embodiment of the invention is that the first planetary gear set is arranged axially at least overlapping the second planetary gear set and is placed radially inward of the second planetary gear set. In this case, “axially at least overlapping” means that at least part of the first planetary gear set is axially in one plane with at least part of the second planetary gear set. Preferably, the first planetary gear set and the second planetary gear set overlap axially predominantly or even completely, whereby the first planetary gear set and the second planetary gear set are axially at least predominantly placed in a common plane. In combination with the radially inward arrangement of the first planetary gear set, a nested arrangement of the two planetary gear sets can be realized and thus an axially short design can be realized. The first planetary gear set and the second planetary gear set are then axially between a connection point of the drive shaft, which the head peltung of the drive shaft with the at least one drive machine, and the third planetary gear set. In a further development of this design option, the third element of the first planetary gear set and the first element of the second planetary gear set can also be designed as one piece.

Preferably, the at least functionally provided first shifting element and the at least functionally provided second shifting element are placed axially between the second planetary gear set and the third planetary gear set, whereas the at least functionally provided third shifting element is arranged axially on a side of the third planetary gear set facing away from the second planetary gear set. If the first shifting element and the second shifting element are formed by a common shifting device, this shifting device is arranged axially between the second planetary gear set and the third planetary gear set and is preferably placed radially surrounding the second planetary gear set.

In a further development of the aforementioned variant, if at least a fourth switching element is provided for functional purposes, this at least functionally provided fourth switching element is placed axially between the second planetary gear set and the third planetary gear set or is arranged axially on a side of the third planetary gear set facing away from the second planetary gear set. If the third switching element and the fourth switching element are formed by a switching device, this switching device is particularly preferably arranged on a side of the third planetary gear set facing away from the second planetary gear set and is placed radially surrounding the third planetary gear set.

The invention also relates to a drive unit which, in addition to an electric machine, has a motor vehicle transmission according to one or more of the variants described above. A rotor of the electric machine is coupled to the drive shaft of the motor vehicle transmission. Within the scope of the invention, the electric machine can be operated in particular as a generator on the one hand and as an electric motor on the other. This makes it possible to create a drive unit which is suitable for use in a motor vehicle in the form of an electric or hybrid vehicle.

The electric machine can be connected in a rotationally fixed manner to the drive shaft of the motor vehicle transmission, with the electric machine then being arranged coaxially to the drive shaft. As a result, the drive shaft and the rotor of the electric machine run at the same speed during operation. Alternatively, it is also conceivable that the rotor of the electric machine is connected in a rotationally fixed manner to an intermediate shaft of the motor vehicle transmission, which is coupled to the drive shaft via at least one gear ratio, so that the electric machine may then be axially offset from the drive shaft. Depending on the design of the at least one gear ratio, a coaxial arrangement of the electric machine to the drive shaft is also possible.

A drive unit designed according to one of the aforementioned variants is in particular part of an electrically driven motor vehicle drive axle, which is intended for use in an electric or hybrid vehicle. The motor vehicle transmission preferably has a differential gear set which is coupled to the output shaft and couples the output shaft to output shafts. Each of the output shafts is assigned to a drive wheel of the motor vehicle drive axle.

Within the scope of the invention, an aforementioned motor vehicle drive axle is provided in a hybrid or electric vehicle, which can be a passenger car or a commercial vehicle. A commercial vehicle can be an at least partially electrically powered van or a light to medium-weight bus or truck.

• 1 eine schematische Ansicht einer Antriebseinheit gemäß einer Ausführungsform der Erfindung;
• 2 ein beispielhaftes Schaltschema eines Kraftfahrzeuggetriebes der Antriebseinheit aus 1
• 3 eine schematische Darstellung einer Antriebseinheit gemäß einer weiteren Ausgestaltungsmöglichkeit der Erfindung;
• 4 ein beispielhaftes Schaltschema eines Kraftfahrzeuggetriebes der Antriebseinheit aus 3;
• 5 und 6 schematische Ansichten je einer Antriebseinheit gemäß jeweils einer weiteren Ausführungsform der Erfindung;
• 7 ein beispielhaftes Schaltschema eines Kraftfahrzeuggetriebes der Antriebseinheit aus 5 oder 6; und
• 8 eine schematische Ansicht eines Elektrofahrzeugs entsprechend einer bevorzugten Ausführungsform der Erfindung.

An advantageous embodiment of the invention, which is explained below, is shown in the drawings. It shows:

• 1 a schematic view of a drive unit according to an embodiment of the invention;
• 2 an exemplary circuit diagram of a motor vehicle transmission of the drive unit from 1
• 3 a schematic representation of a drive unit according to a further embodiment of the invention;
• 4 an exemplary circuit diagram of a motor vehicle transmission of the drive unit from 3 ;
• 5 and 6 schematic views of a drive unit according to a further embodiment of the invention;
• 7 an exemplary circuit diagram of a motor vehicle transmission of the drive unit from 5 or 6 ; and
• 8 a schematic view of an electric vehicle according to a preferred embodiment of the invention.

Out of 1 shows a schematic view of a drive unit 1, which is designed according to an embodiment of the invention. This drive unit 1 is composed of an electric machine 2 and a motor vehicle transmission 3, which is designed according to a possible embodiment of the invention. The electric machine 2 is formed in a manner known in principle to those skilled in the art by a stator 4 and a rotor 5, whereby the electric machine 2 can be operated as a generator on the one hand and as an electric motor on the other.

In addition to a drive shaft 6 and an output shaft 7, the motor vehicle transmission 3 has three planetary gear sets P1, P2 and P3, each of which is composed of a first element E11 or E12 or E13, a second element E21 or E22 or E23, and a third element E31 or E32 or E33. The respective first element E11 or E12 or E13 of the respective planetary gear set P1 or P2 or P3 is a respective sun gear, while the respective second element E21 or E22 or E23 of the respective planetary gear set P1 or P2 or P3 is designed as a respective planet carrier. In addition, the respective third element E31 or E32 or E33 of the respective planetary gear set P1 or P2 or P3 is a respective ring gear of the respective planetary gear set P1 or P2 or P3.

In the respective planet carrier of the respective planetary gear set P1 or P2 or P3, at least one planetary gear is rotatably mounted, which meshes with both the respective sun gear and the respective ring gear of the respective planetary gear set P1 or P2 or P3. In this respect, the planetary gear sets P1, P2 and P3 are designed as minus planetary sets. Within the scope of the invention, however, a design of one or more of the planetary gear sets P1 to P3 as a plus planetary set is also possible, for which, in comparison to the respective design as a minus planetary set, the respective second element E21 or E22 or E23 is to be formed by the respective ring gear and the respective third element E31 or E32 or E33 is to be formed by the respective planet carrier. Furthermore, a stationary transmission ratio is to be increased by one when the respective planetary gear set is designed as a plus planetary set compared to a design as a minus planetary set. In a plus planetary gear set, at least one pair of planetary gears is rotatably mounted in the respective planet carrier, of which one planetary gear meshes with the respective sun gear and one planetary gear meshes with the respective ring gear. In addition, the planetary gears of the at least one pair of planetary gears mesh with one another.

In the present case, the first element E11 of the first planetary gear set P1 is connected in a rotationally fixed manner to the drive shaft 6, which is also connected in a rotationally fixed manner to the rotor 5 of the electric machine 2. In this respect, the first element E11 of the first planetary gear set P1 and the rotor 5 are also connected in a rotationally fixed manner to one another via the drive shaft 6, whereby the first element E11 and the rotor 5 always rotate at the same speed. Within the scope of the invention, the drive shaft 6 can be designed as one piece with the rotor 5 of the electric machine 2 and/or with the first element E11 of the first planetary gear set P1.

The second element E21 of the first planetary gear set P1 is permanently connected in a rotationally fixed manner to the first element E13 of the third planetary gear set P3, so that these two elements E21 and E13 also constantly run at the same speed. This connection is made via a shaft 8, whereby the shaft 8 could be designed as one piece with the second element E21 of the first planetary gear set P1 and/or with the first element E13 of the third planetary gear set P3.

Furthermore, the third element E31 of the first planetary gear set P1 and the first element E12 of the second planetary gear set P2 are constantly connected to one another in a rotationally fixed manner, wherein the rotationally fixed connection is realized via a shaft 9, which could be formed integrally with the third element E31 of the first planetary gear set P1 and/or with the first element E12 of the second planetary gear set P2.

As also in 1 As can be seen, the second element E22 of the second planetary gear set P2 is fixed to a permanently fixed component 10 and is thus permanently prevented from rotating. The fixed component 10 is preferably a transmission housing of the motor vehicle transmission 3, a part of such a transmission housing or a component connected thereto in a rotationally fixed manner. The second element E23 of the third planetary gear set P3, on the other hand, is connected in a rotationally fixed manner to the output shaft 7 of the motor vehicle transmission 3, as a result of which the second element E23 of the third planetary gear set P3 permanently rotates together with the output shaft 7. The second element E23 of the third planetary gear set P3 and the output shaft 7 could also be designed as a single piece. The third element E32 of the second planetary gear set P2 is connected in a rotationally fixed manner to a shaft 11, which is present as a short shaft piece and which can be designed as a single piece with the third element E32 of the second planetary gear set P2. In addition, a shaft 12 is provided, which is connected in a rotationally fixed manner to the third element E33 of the third planetary gear set. zes P3 and can also be present as a short shaft piece and can be formed in one piece with the third element E33 of the third planetary gear set P3.

In addition to the second element E23 of the third planetary gear set P3, the output shaft 7 is also permanently connected in a rotationally fixed manner to a differential cage 13 of a differential gear set 14. This differential gear set 14 is designed as a bevel gear differential, which divides a drive torque introduced into the differential cage 13 via the output shaft 7 between two output shafts 15 and 16 in a manner known in principle to those skilled in the art. The differential gear set 14 enables speed differences between the output shafts 15 and 16.

Furthermore, the motor vehicle transmission 3 has two switching devices 17 and 18. The switching device 17 has a coupling element 19 in the form of a sliding sleeve, which is guided in a rotationally fixed and axially displaceable manner on a toothing 20, which is designed on the shaft 11 and is thus rotationally fixedly connected to the third element E32 of the second planetary gear set P2. Axial displacements of the coupling element 17 on the toothing 20 of the shaft 11 can be carried out via a positioning actuator - not shown here - which is preferably designed as an electromechanical positioning actuator.

The coupling element 19 can be moved via the actuator between two different switching positions, in each of which a tooth engagement of the coupling element 19 is carried out in an associated toothing 21 or 22. The toothing 21 is connected in a rotationally fixed manner to the shaft 8 and via this also to the second element E21 of the first planetary gear set P1 and the first element E13 of the third planetary gear set P3, while the toothing 22 is connected in a rotationally fixed manner to the output shaft 7.

The switching device 17 represents the function of two switching elements A and B, the respective actuated state of which is represented by the switching device 17 in each of its switching states. An actuated state of the switching element A is thus realized in a first switching position of the coupling element 17, in which the coupling element 19 engages in the toothing 21 and thus connects the shaft 11 to the shaft 8 in a rotationally fixed manner. This accordingly also results in a rotationally fixed connection of the third element E32 of the second planetary gear set P2 to the shaft 8 and thus to the second element E21 of the first planetary gear set P1 and the first element E13 of the third planetary gear set P3.

From the first switching position, the coupling element 19 can be moved via the actuator into a neutral position in which the shaft 11 is not coupled via the coupling element 19. In addition to transferring the coupling element 19 into the first switching position, the coupling element 19 can also be moved from the neutral position into a second switching position in which the coupling element 19 meshes with the teeth 22. The coupling element 19 thereby connects the shaft 11 and thus also the third element E32 of the second planetary gear set P2 to the output shaft 7 in a rotationally fixed manner, whereby an actuated state of the switching element B is thereby represented.

The switching device 18 reproduces the function of two further switching elements C and D and has a coupling element 23, which is also designed as a shift sleeve. The coupling element 23 is guided on the shaft 12 in a rotationally fixed and axially displaceable manner, for which purpose an associated toothing 24 is formed on the side of the shaft 12. The coupling element 23 can be positioned in a first switching position, in a second switching position and in an intermediate neutral position via an actuator (not shown here), with the coupling element in the first switching position engaging in a toothing 25 which is rotationally fixed to the fixed component 10 and is therefore permanently fixed. This has the result that the shaft 12 and thus also the third element E33 of the third planetary gear set P3 is fixed. This corresponds to an actuated state of the switching element C.

If the coupling element 23 is transferred from the first switching position to the intermediate neutral position, the shaft 12 is not coupled via the coupling element 23 of the switching device 18. From the neutral position, the coupling element 23 can be transferred back to the first switching position and also moved to the second switching position in which the coupling element 23 meshes with a toothing 26 which is connected in a rotationally fixed manner to the output shaft 7. Accordingly, the shaft 12 and thus also the third element E33 of the third planetary gear set P3 are connected in a rotationally fixed manner to the shaft 7 in the second switching position of the coupling element 23, which corresponds to an actuated state of the switching element D.

In the present case, the electric machine 2 is placed coaxially to the motor vehicle transmission 3, in which the drive shaft 6, the planetary gear sets P1 to P3, the output shaft 7, the output shafts 15 and 16, the differential gear set 14 and also the shafts 8, 9, 11 and 12 are arranged coaxially to one another. are. Following the connection of the drive shaft 6 to the rotor 5 of the electric machine 2, the planetary gear sets P1 to P3 are then arranged in the order of first planetary gear set P1, second planetary gear set P2 and finally third planetary gear set P3. The switching device 17 is placed axially between the second planetary gear set P2 and the third planetary gear set P3 and is preferably located radially surrounding the second planetary gear set P2. The switching device 18, on the other hand, is provided axially on a side of the third planetary gear set P3 facing away from the second planetary gear set P2, the switching device 18 axially overlapping the differential gear set 14. Furthermore, the switching device 18 is arranged radially surrounding the third planetary gear set P3 and also the differential gear set 14.

Out of 2 An exemplary shift diagram of the motor vehicle transmission 3 is given 1 In this context, 2 It can be seen that a first gear G1, a second gear G2 and a third gear can be switched in a variant G3 and in a variant G3'. In the table from 2 is marked with an X in each case, which actuated states of the switching elements A, B, C and D are to be represented by the switching devices 17 and 18. The first gear G1 between the drive shaft 6 and the output shaft 7 is produced by the switching device 17 representing the actuated state of the switching element A and, at the same time, the actuated state of the switching element C in the switching device 18.

In contrast, for shifting the second gear G2, the actuated state of the shifting element B is to be represented in the shifting device 17, while the actuated state of the shifting element C is still realized in the shifting device 18. To represent the third gear in the first variant G3, the actuated state of the shifting element B is maintained in the shifting device 17, while the shifting device 18 changes from an actuated state of the shifting element C to an actuated state of the shifting element D. The third gear can also be shifted in a second variant G3' by displaying the actuated state of the shifting element A in the shifting device 17 and the actuated state of the shifting element D in the shifting device 18.

For successive shifting of gears G1 to G3, a switchover between the two associated shift positions must be carried out in one of the shifting devices 17 and 18. Synchronization of speeds is particularly preferably supported by the electric machine 2. In addition, the neutral positions can also be represented in both shifting devices 17 and 18, whereby the electric machine 2 is decoupled from the output shaft 7 within the drive unit 1.

Furthermore, 3 a schematic representation of a drive unit 27, which is designed according to a further embodiment of the invention and essentially corresponds to the drive unit 1 of 1 corresponds. What is different here, however, is that in a motor vehicle transmission 28 of the drive unit 27, the first planetary gear set P1 and the second planetary gear set P2 are arranged axially overlapping one another, with the first planetary gear set P1 being positioned radially inside the second planetary gear set P2. In particular, the first planetary gear set P1 and the second planetary gear set P2 lie essentially in one plane. Preferably, the third element E31 of the first planetary gear set P1 and the first element E12 of the second planetary gear set P2 are designed as one piece with the intermediate shaft 9, which is designed as a short and essentially radially extending connecting piece. Accordingly, the first planetary gear set P1 and the second planetary gear set P2 now lie axially between the electric machine 2 and the third planetary gear set P3.

On the other hand, the switching elements A and B are not formed by a switching device, but are present as individual switching elements. The switching elements A and B are each designed as positive switching elements in the form of unsynchronized claw switching elements. Otherwise, the drive unit 27 corresponds to the drive unit 1 from 1 , so that reference is made to what has been described here. However, the motor vehicle transmission 28 of the drive unit 27 could also be modified in such a way that the switching elements A and B are arranged in an analogous manner to the variant according to 1 formed by the switching device 17.

4 shows an exemplary circuit diagram of the motor vehicle transmission 28 from 3 , whereby this circuit diagram largely corresponds to the circuit diagram from 2 which corresponds to the motor vehicle transmission 3 from 1 is assigned. Thus, a first gear G1, a second gear G2 and the variants G3 and G3' of a third gear can also be switched in the motor vehicle transmission 28, with the difference that the actuated states of the switching elements A and B are now each carried out by corresponding actuations of the individual switching elements A and B. In addition, a further variant G3" of the third gear can be switched in the motor vehicle transmission 28 by actuating the switching elements A and B simultaneously, since this is also possible due to the rotationally fixed connection of the first element E13 with the second element E23 of the third planetary gear set P3 results in a blocking of the third planetary gear set P3. Otherwise, with regard to the switching of the gears and also a neutral switching of the motor vehicle transmission 28, the 2 Described reference is made.

Out of 5 shows a schematic view of a drive unit 29 according to a further embodiment of the invention. This drive unit 29 also corresponds essentially to the drive unit 1 from 1 , whereby the drive unit 29 differs from the drive unit 1 in that in a motor vehicle transmission 30 of the drive unit 29 the switching elements A, B and C are not formed by switching devices, but are present as individual switching elements. The individual switching element A or B or C is preferably designed as a positive switching element and in particular as an unsynchronized claw switching element. As a further difference, the shaft 12 can now not be connected in a rotationally fixed manner to the output shaft 7 in order to cause the third planetary gear set P3 to lock, but can only be fixed to the fixed component 10 via the switching element C. The switching element C is arranged axially on a side of the third planetary gear set P3 facing away from the second planetary gear set P2, whereby the switching element is placed axially overlapping the differential gear set 14 and radially surrounding the third planetary gear set P3. Otherwise, the drive unit 29 corresponds to the drive unit 1 from 1 , so that reference is made to what has been described here.

In addition, 6 a schematic representation of a drive unit 31, which is designed according to a further embodiment of the invention. The drive unit 31 largely corresponds to the drive unit 29 from 5 , in contrast to the drive unit 29 made of 5 and in an analogous manner to the variant from 3 Now, in a motor vehicle transmission 32 of the drive unit 31, the first planetary gear set P1 and the second planetary gear set P2 are arranged axially overlapping one another. The first planetary gear set P1 is located radially inward of the second planetary gear set P2. Preferably, the first planetary gear set P1 and the second planetary gear set P2 are arranged essentially in one plane, wherein the third element E31 of the first planetary gear set P1 and the first element E12 of the second planetary gear set P2 are further preferably designed as one piece with the intermediate shaft 9, which is designed as a short and essentially radially extending connecting piece. As a result, the first planetary gear set P1 and the second planetary gear set P2 are now located axially between the electric machine 2 and the third planetary gear set P3. Otherwise, the drive unit 31 corresponds to 6 the previous variant 5 , so that reference is made to what has been described here.

Out of 7 An exemplary shifting diagram of the motor vehicle transmissions 30 and 32 of the 5 and 6 The circuit diagram is largely based on the circuit diagram from 2 Here, too, a first gear G1 and a second gear G2 can be switched in an analogous manner, although now an actuated state of the respective individual switching element A, B or C must be ensured. Furthermore, a third gear can now only be implemented in the G3" variant by operating the individual shifting elements A and B simultaneously and thus causing the third planetary gear set P3 to lock. For successive shifting of the gears G1 to G3", one of the individual shifting elements A or B or C must be transferred to an unactuated state and then another individual shifting element B or C or A must be transferred to an actuated state, so that successive changes between the gears G1 to G3" are therefore carried out by changing the actuation states of two shifting elements each. Particularly preferably, during the individual change, synchronization of speeds is supported by the electric machine 2. In addition, by displaying the unactuated states of all individual shifting elements A, B and C, a neutral shift of the respective motor vehicle transmission 30 or 32 can also be displayed and thus a decoupling of the electric machine 2 from the output shaft 7 can be implemented.

Finally, 8 a schematic view of an electric vehicle 33, which can in particular be an electric commercial vehicle, such as a transporter. In addition to a steerable, non-driven vehicle axle 34, the electric vehicle 33 also has a motor vehicle drive axle 35 with drive wheels 36 and 37. Part of the motor vehicle drive axle 35 is also a drive unit 38, which in this case corresponds to one of the variants according to the 1 , 3 , 5 and 6 The drive wheel 36 is connected to the output shaft 15 of the drive unit 38, while the drive wheel 37 is connected to the output shaft 16 of the drive unit 38.

While the vehicle axle 34 is a front axle of the electric vehicle 33, the motor vehicle drive axle 35 is a rear axle of the electric vehicle 33. However, as an alternative or in addition to the motor vehicle drive axle 34, the vehicle axle 35 be designed as a driven axle with, if necessary, an analogous structure of a drive unit.

By means of the design according to the invention, a compact motor vehicle transmission with suitable gear ratios for the integration of an electric machine can be realized.

reference sign

1

drive unit

2

electric machine

3

automotive transmissions

4

stator

5

rotor

6

drive shaft

7

output shaft

8

Wave

9

Wave

10

fixed component

11

Wave

12

Wave

13

differential cage

14

differential gear set

15

output shaft

16

output shaft

17

switching device

18

switching device

19

coupling element

20

gearing

21

gearing

22

gearing

23

coupling element

24

gearing

25

gearing

26

gearing

27

drive unit

28

automotive transmissions

29

drive unit

30

automotive transmissions

31

drive unit

32

automotive transmissions

33

electric vehicle

34

vehicle axle

35

motor vehicle drive axle

36

drive wheel

37

drive wheel

38

drive unit

P1

First planetary gear set

P2

second planetary gear set

P3

third planetary gear set

E11

First element first planetary gear set

E21

Second element first planetary gear set

E31

Third element first planetary gear set

E12

First element of the second planetary gear set

E22

Second element second planetary gear set

E32

Third element second planetary gear set

E13

First element of the third planetary gear set

E23

Second element third planetary gear set

E33

Third element third planetary gear set

A

switching element

B

switching element

C

switching element

D

switching element

G1

first course

G2

second gear

G3

third gear

G3'

third gear

G3"

third gear

QUOTES INCLUDED IN THE DESCRIPTION

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

Cited patent literature

• EP 3649374 B1 [0003]

Claims (20)

Motor vehicle transmission (3; 28; 30; 32) for an at least partially electrically driven motor vehicle, in particular for an electrically driven motor vehicle drive axle (35), comprising a drive shaft (6), an output shaft (7) and a first planetary gear set (P1), a second planetary gear set (P2) and a third planetary gear set (P3), wherein the drive shaft (6) is provided for coupling to at least one drive machine, wherein the first planetary gear set (P1), the second planetary gear set (P2) and the third planetary gear set (P3) each have a first element (E11, E12, E13), a second element (E21, E22, E23) and a third element (E31, E32, E33) in the form of a sun gear, a planet carrier and a ring gear, wherein at least functionally a first switching element (A), a second switching element (B) and a third switching element (C) are provided, wherein the first element (E11) of the first planetary gear set (P1) is connected to the drive shaft (6) in a rotationally fixed manner, whereas the second element (E21) of the first planetary gear set (P1) is connected to the first element (E13) of the third planetary gear set (P3) in a rotationally fixed manner, wherein the third element (E31) of the first planetary gear set (P1) and the first element (E12) of the second planetary gear set (P2) are connected to one another in a rotationally fixed manner, and wherein in the actuated state of the at least functionally provided third switching element (C), the third element (E33) of the third planetary gear set (P3) is fixed, characterized in that - the second element (E22) of the second planetary gear set (P2) is fixed, - that the second element (E23) of the third planetary gear set (P3) and the output shaft are connected to one another in a rotationally fixed manner, - that in the actuated state of the at least functionally provided first switching element (A), the third element (E32) of the second planetary gear set (P2) is connected in a rotationally fixed manner to the second element (E21) of the first planetary gear set (P1) and the first element (E13) of the third planetary gear set (P3), - and that in the actuated state of the at least functionally provided second switching element (B), the third element (E32) of the second planetary gear set (P2) is connected in a rotationally fixed manner to the output shaft (7). Motor vehicle transmission (3; 28) according to claim 1 , characterized in that furthermore at least functionally a fourth switching element (D) is provided, in the actuated state of which two of the elements (E13, E23, E33) of the third planetary gear set (P3) are connected to one another in a rotationally fixed manner. Motor vehicle transmission (3; 28) according to claim 2 , characterized in that the third switching element (C) and the fourth switching element (D) are formed by a common switching device (18) which has a coupling element (23), wherein the coupling element (23) can be positioned in a first switching position and in a second switching position, wherein the coupling element (23) in the first switching position functionally represents an actuated state of the third switching element (C) and fixes the third element (E33) of the third planetary gear set (P3), and wherein the coupling element (23) in the second switching position functionally represents an actuated state of the fourth switching element (D) and connects the third element (E33) of the third planetary gear set (P3) in a rotationally fixed manner to one of the remaining elements (E13, E23) of the third planetary gear set (P3). Motor vehicle transmission (3; 28) according to claim 3 , characterized in that the coupling element (23) of the switching device (18) is guided in a rotationally fixed manner and axially displaceable between the two switching positions on a first toothing (24) which is rotationally fixedly connected to the third element (E33) of the third planetary gear set (P3), wherein the coupling element (23) of the switching device (18) in the first switching position engages in a second toothing (25) which is fixed, whereas the coupling element (23) of the switching device (18) in the second switching position comes into tooth engagement with a third toothing (26) which is rotationally fixedly connected to the first element or the second element (E23) of the third planetary gear set (P3). Motor vehicle transmission (3) according to one of the preceding claims, characterized in that the first shifting element (A) and the second shifting element (B) are formed by a common shifting device (17) which has a coupling element (19), wherein the coupling element (19) can be positioned in a first shifting position and in a second shifting position, wherein the coupling element (19) in the first shifting position functionally represents an actuated state of the first shifting element (A) and connects the third element (E32) of the second planetary gear set (P2) in a rotationally fixed manner to the second element (E21) of the first planetary gear set (P1) and the first element (E13) of the third planetary gear set (P3), and wherein the coupling element (19) in the second shifting position functionally represents an actuated state of the second shifting element (B) and connects the third element (E32) of the second planetary gear set (P2) in a rotationally fixed manner to the output shaft (7). Motor vehicle transmission (3) according to claim 5 , characterized in that the coupling element element (19) of the switching device (17) is guided in a rotationally fixed manner and axially displaceable between the two switching positions on a first toothing (20) which is rotationally fixedly connected to the third element (E32) of the second planetary gear set (P2), wherein the coupling element (19) of the switching device (17) in the first switching position engages in a second toothing (21) which is rotationally fixedly connected to the second element (E21) of the first planetary gear set (P1) and the first element (E13) of the third planetary gear set (P3), whereas the coupling element (19) of the switching device (17) in the second switching position comes into tooth engagement with a third toothing (22) which is rotationally fixedly connected to the output shaft (7). Motor vehicle transmission (28; 30; 32) according to one of the preceding claims, characterized in that the respective switching element (A, B; A, B, C) is designed as a single switching element. Motor vehicle transmission (3; 28; 30; 32) according to one of the preceding claims, characterized in that the output shaft (7) is coupled to a differential gear set (14) which couples the output shaft (7) to two output shafts (15, 16). Motor vehicle transmission (3; 30) according to one of the preceding claims, characterized in that the planetary gear sets (P1, P2, P3) are arranged axially in a sequence of first planetary gear set (P1), second planetary gear set (P2) and third planetary gear set (P3) following a connection point of the drive shaft (6), which serves to couple the drive shaft (6) to the at least one drive machine. Motor vehicle transmission (28; 32) according to one of the Claims 1 until 8 , characterized in that the first planetary gear set (P1) is arranged axially at least overlapping with the second planetary gear set (P2) and is placed radially inward of the second planetary gear set (P2), wherein the first planetary gear set (P1) and the second planetary gear set (P2) are arranged axially between a connection point of the drive shaft (6), which serves to couple the drive shaft (6) to the at least one drive machine, and the third planetary gear set (P3). Motor vehicle transmission (28; 32) according to claim 10 , characterized in that the third element (E31) of the first planetary gear set (P1) and the first element (E12) of the second planetary gear set (P2) are designed in one piece. Motor vehicle transmission (3; 28; 30; 32) according to one of the Claims 9 until 11 , characterized in that the at least functionally provided first switching element (A) and the at least functionally provided second switching element (B) are placed axially between the second planetary gear set (P2) and the third planetary gear set (P3), whereas the at least functionally provided third switching element (C) is arranged axially on a side of the third planetary gear set (P3) facing away from the second planetary gear set (P2). Motor vehicle transmission (3; 28) according to claim 12 and after claim 2 , characterized in that the at least functionally provided fourth switching element (D) is placed axially between the second planetary gear set and the third planetary gear set or is arranged axially on a side of the third planetary gear set (P3) facing away from the second planetary gear set (P2). Drive unit (1; 27; 29; 31; 38) for an at least partially electrically driven motor vehicle, comprising an electric machine (2) and a motor vehicle transmission (3; 28; 30; 32) according to one or more of the Claims 1 until 13 , wherein a rotor (5) of the electric machine (2) is coupled to the drive shaft (6) of the motor vehicle transmission (3; 28; 30; 32). Drive unit (1; 27; 29; 31; 38) according to claim 14 , characterized in that the rotor (5) is arranged coaxially to the drive shaft (6) and is connected to the drive shaft (5) in a rotationally fixed manner. Electrically driven motor vehicle drive axle (35) for an at least partially electrically driven motor vehicle, comprising a drive unit (1; 27; 29; 31; 38) according to claim 14 or 15 . Hybrid or electric vehicle (33), comprising a drive unit (1; 27; 29; 31; 38) according to claim 14 or 15 or a motor vehicle drive axle (35) according to claim 16 . Method for operating a motor vehicle transmission (3; 28; 30; 32) according to one of the Claims 1 until 13 , - wherein a first gear (G1) is switched between the drive shaft (6) and the output shaft (7) by simultaneously representing actuated states of the first switching element (A) and the third switching element (C), - and wherein a second gear (G2) is switched between the drive shaft (6) and the output shaft (7) by simultaneously representing actuated states of the second switching element (B) and the third switching element (C). procedure according to claim 18 , characterized in that a third gear (G3") is switched between the drive shaft (6) and the output shaft (7) by simultaneously representing actuated states of the first switching element (A) and the second switching element (B). procedure according to claim 18 or 19 and for operating a motor vehicle transmission (3; 28) according to claim 2 , characterized in that a third gear (G3; G3`) is switched between the drive shaft (6) and the output shaft (7) by simultaneously actuated states of the second switching element (B) and the fourth switching element (D) or simultaneously actuated states of the first switching element (A) and the fourth switching element (D).

Images