Motor vehicle transmission for an at least partially electrically powered motor vehicle

Abstract

The invention relates to a motor vehicle transmission (3), comprising an input 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 input shaft (6) is provided for coupling to at least one prime mover. Furthermore, a plurality of shift elements (A, B, C) are provided, at least functionally, to represent different power flow paths between the input shaft (6) and the output shaft (7) via the planetary gear sets (P1, P2, P3). Furthermore, a parking lock element (P) is provided, via which a parking lock function can be implemented.

Description

The invention relates to a motor vehicle transmission for an at least partially electrically driven motor vehicle, 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 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 respective sun gear, a respective planetary carrier and a respective ring gear, wherein the drive shaft is provided for coupling with at least one drive machine and is connected in a rotationally fixed manner to the first element of the first planetary gear set, wherein a plurality of shift elements are provided at least functionally, by the selective actuation of which different force flow guides from the drive shaft to the output shaft can be produced, wherein the second element of the third planetary gear set is connected in a rotationally fixed manner to the output shaft, wherein 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, wherein 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 second element of the second planetary gear set is fixed, wherein the third element of the third planetary gear set is fixed, and wherein the third element of the second planetary gear set is connected to one of the elements of the third planetary gear set in a rotationally fixed manner in the respectively actuated state of at least one of the at least functionally provided shift elements. The invention furthermore relates to a drive unit for an at least partially electrically driven motor vehicle, an electrically driven motor vehicle drive axle for an at least partially electrically driven motor vehicle, and a hybrid or electric vehicle.In motor vehicles designed as electric and hybrid vehicles, a motor vehicle transmission is provided in each case, in part, in a respective drive train between at least one electric machine and 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 into deceleration with respect to the drive wheels. In addition to single-speed transmissions, motor vehicle transmissions are also used in some cases, in which two or more gears can be shifted.DE 10 2021 211 713 A1 discloses a motor vehicle drive axle for an electric vehicle, wherein the motor vehicle drive axle comprises a drive unit which is composed of an electric machine and a motor vehicle transmission. In addition to an input shaft and an output shaft, the motor vehicle transmission comprises three planetary gear sets, which are each composed of elements in the form of a respective sun gear, a respective planetary carrier and a respective ring gear. Within the drive unit, a rotationally fixed connection to the upstream electric machine is produced on the drive shaft, while the output shaft is connected to a differential gearset which serves for distribution to output shafts of the motor vehicle drive axle. In addition, the motor vehicle transmission has a shifting device, by means of which the functions of a plurality of shifting elements are mapped and in the shifting positions of which different force flow guides can be realized from the drive shaft via the planetary gear sets to the output shaft.From document DE 10 2020 000 661 A1 an electric drive device for a motor vehicle is known, having a housing, having a first planetary gear set arranged in the housing, having a second planetary gear set arranged in the housing, having an electric machine, having an input shaft, having an output shaft, having a differential gear, having a side shaft and having a first shifting element which is provided for connecting a first ring gear to the housing in a rotationally fixed manner, wherein the rotor, the first planetary gear set, the second planetary gear set and the differential gear are arranged coaxially with respect to one another, and wherein the side shaft is arranged between the differential gear and a wheel of the motor vehicle and passes through the rotor. In one embodiment, a parking gear of a parking lock is axially disposed between the first planetary gear set and the second planetary gear set. In a second embodiment, a parking lock gear of a parking lock is connected to the differential housing in a rotationally fixed manner and is arranged on a side of the second planetary gear set facing away from the first planetary gear set.Proceeding from the prior art described above, it is now the object of the present invention to further develop a motor vehicle transmission described above in such a way that a parking lock function can be realized via a separate parking lock element independently of a switching state of shift elements, wherein in this case the intention is to realize a configuration of the parking lock element that is as compact as possible.This object is achieved on the basis of the preamble of claim 1 in conjunction with its characterizing features. The dependent claims which follow this represent advantageous further developments of the invention. A drive unit which has a motor vehicle transmission according to the invention is furthermore the subject matter of claim 9. Furthermore, claim 10 relates to an electrically drivable motor vehicle drive axle for an at least partially electrically driven motor vehicle, while claim 11 relates to a hybrid or electric vehicle.According to the invention, a motor vehicle transmission includes an input shaft, an output shaft, and a first planetary gear set, a second planetary gear set, and a third planetary gear set. In this case, 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 respective sun wheel, a respective planetary carrier and a respective ring gear. The drive shaft is provided for coupling to at least one drive machine and is connected in a rotationally fixed manner to the first element of the first planetary gear set. At least functionally, a plurality of shift elements are provided, by the selective actuation of which different force flow guides from the drive shaft to the output shaft can be represented. Furthermore, the second element of the third planetary gear set is connected to the output shaft in a rotationally fixed manner, whereas 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. In addition, 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. The second element of the second planetary gear set is fixed, wherein the third element of the third planetary gear set is also fixed. In addition, the third element of the second planetary gear set is connected in a rotationally fixed manner to one of the elements of the third planetary gear set in the respectively actuated state of at least one of the at least functionally provided shift elements.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 power flow guidance between components can be carried out. The respective shaft can connect these components to one another axially or radially or also both axially and radially when guiding the force flow. Thus, the respective shaft can also be present as an intermediate piece, by means of which, for example, a purely radial connection is realized. Furthermore, depending on the profile and connection to the components, the respective shaft can be designed as a solid shaft, as a hollow shaft or partly as a solid shaft and partly as a hollow shaft. Alternatively or additionally, the respective shaft can be embodied in one or more parts.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 the purpose of producing a drive-side coupling to at least one drive machine, wherein the drive shaft in this case preferably serves for the coupling to exactly one drive machine. For this purpose, the drive shaft is equipped, in particular, 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 carried out in particular permanently 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 at its connection point to the upstream drive machine. This is realized in particular when the drive engine is designed as an internal combustion engine.The coupling between the at least one drive machine and the drive shaft is preferably provided in such a way that in the installed state of the motor vehicle transmission and when the coupling is established between a rotational speed of the drive shaft of the motor vehicle transmission and a rotational speed of the drive machine, a fixed rotational speed ratio prevails at all times. 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 optionally be provided between the drive shaft and the drive machine, by means of which transmission stage a pretransmission of a rotational movement of the drive machine to the drive shaft can be provided. Preferably, however, the drive shaft serves for 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 provided to be connected at the drive shaft to a drive machine in the form of an electric machine. A rotor of the electric machine can be coupled to the drive shaft of the transmission via at least one intermediate transmission stage, as described above. Particularly preferably, however, a rotor of the electric machine is 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 provided in particular for the purpose of producing a coupling of the motor vehicle transmission on the output side to components which, in the installed state of the motor vehicle transmission, follow the motor vehicle transmission in the force flow direction to drive wheels of the respective motor vehicle. Accordingly, the motor vehicle transmission according to the invention is in particular a drive transmission, by means of which a coupling of the at least one drive machine connected to the drive shaft to drive wheels of the respective motor vehicle can be produced in order to translate a drive movement generated via the drive machine with different transmission ratios in each case to the drive wheels.Particularly preferably, the output shaft is coupled to an input element of a differential gearset, which drive-effectively connects the output shaft to two output shafts. In an advantageous manner, a distribution of a drive torque produced at the output shaft to the two output shafts can thereby be carried out, wherein a rotational speed compensation between the output shafts can also be implemented via the differential gearset. The differential gearset functions in particular as a transverse differential and is preferably designed in the manner of a bevel gear differential. Via the transverse differential thus formed, a distribution of a drive movement transmitted to the output shaft of the motor vehicle transmission is preferably carried out to the output shafts, which are preferably assigned to a motor vehicle drive axle. The differential gearset can, however, also have the function of a longitudinal differential, via which a distribution of a drive power to a plurality of drive axles can be carried out. As an alternative to an embodiment as a bevel gear differential, the differential gearset can also be designed as a planetary gear differential, as a spur gear differential, etc. within the scope of the invention.The input element to which the output shaft is coupled is preferably a differential cage of the differential gearset. When the differential gearset 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 realized in particular when the differential gearset functions as a longitudinal differential and the motor vehicle transmission is oriented in the direction of travel of the motor vehicle. When the motor vehicle transmission is installed in the direction of travel and the differential gearset is used as a transverse differential, in contrast, in particular the output shaft is coupled to the input element via a bevel drive. Such a bevel gear is also preferably used when the differential gearset is in the form of a longitudinal differential and the motor vehicle transmission is oriented transversely to the direction of travel.The first planetary gear set, the second planetary gear set and the third planetary gear set are each composed of a first element, a second element and a third element, wherein of these elements an element is configured as a sun gear, an element as a planetary carrier and an element as a ring gear. The individual planetary gear set is preferably present here as a minus planetary gear set, in which the respective planetary carrier guides at least one planetary gear rotatably mounted, wherein the at least one planetary gear is in mesh with both the respective sun gear and the respective ring gear. In an embodiment of the individual planetary gear set as a minus planetary gear set, the respective one first element of the respective planetary gear set is the respective sun gear, the respective one second element of the respective planetary gear set is the respective planetary carrier and the respective one third element of the respective planetary gear set is the respective ring gear. In particular, a plurality of planetary gears are rotatably mounted in the respective planetary carrier.Alternatively, one or more of the planetary gear sets could also be designed as a plus planetary gear set. In this case, in each case at least one planetary gear pair is rotatably mounted in the respective planetary carrier, of which planetary gears a planetary gear meshes with the respective sun gear and a 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 contrast to an embodiment as a minus planetary gear set, the respective first element of the respective planetary gear set is then preferably the respective sun gear, the respective second element of the respective planetary gear set is the respective ring gear and the respective third element of the respective planetary gear set is the respective planetary carrier. In comparison with an embodiment as a minus planetary gear set, a stationary transmission ratio of the respective planetary gear set is also to 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.In the motor vehicle transmission according to the invention, the drive shaft and the output shaft are arranged in particular coaxially with respect to one another, wherein, further preferably, the first planetary gear set, the second planetary gear set and the third planetary gear set are also respectively placed coaxially with respect to the drive shaft and the output shaft. This allows a particularly compact construction of the motor vehicle transmission in the radial direction to be realized.In the sense of the invention, "axially" means an orientation in the direction of a longitudinal central axis of the motor vehicle transmission, parallel to which axes of rotation of shafts of the motor vehicle transmission and of the elements of the planetary gear sets are also oriented. The term "radial" is then to be understood as meaning an orientation in the diameter direction of a respective component of the transmission, in particular of a respective shaft or of a respective element of the respective planetary gear set.In the motor vehicle transmission according to the invention, 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 accordingly always rotate jointly. The third element of the first planetary gear set and the first element of the second planetary gear set are permanently connected to one another in a rotationally fixed manner, as a result of which the third element of the first planetary gear set and the first element of the second planetary gear set also 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, as a result of which the second element of the third planetary gear set and the output shaft always have the same rotational speed. Furthermore, the second element of the second planetary gear set is permanently prevented from rotating, for which purpose the second element of the second planetary gear set is permanently fixed. Likewise, the third element of the third planetary gear set is also constantly stationary, in that the third element of the third planetary gear set is permanently fixed.A permanent "rotationally fixed" connection of components of the transmission is to be understood in the sense of the invention as meaning that these components which are permanently 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 therefore always have the same rotational speed. In this case, the components connected to one another in a rotationally fixed manner or connected to one another in a rotationally fixed manner can be present as separate components which are fastened to one another, for example via an intermediate shaft. Alternatively, components connected to one another in a rotationally fixed manner or connected to one another in a rotationally fixed manner can also be embodied in one piece and are thus present together as a component, wherein this is realized in particular when these components are arranged lying spatially close to one another.Within the scope of the invention, a fixed state of a component of the motor vehicle transmission is realized 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 thereto in a rotationally fixed manner. In this case, both the second element of the second planetary gear set and the third element of the third planetary gear set are each permanently connected to the permanently fixed component in a rotationally fixed manner, wherein in this case a single-piece embodiment would also be conceivable, if appropriate.The motor vehicle transmission according to the invention has a plurality of shift elements at least functionally for the purpose of providing different couplings of the drive shaft to the output shaft and thus for the purpose of shifting different transmission ratios between the drive shaft and the output shaft. The fact that a respective shift element is provided "at least functionally" means, within the meaning of the invention, that at least the respective function of the respective shift element is depicted in the motor vehicle transmission according to the invention. In this case, the respective switching element can actually be physically present in detail as an individual switching element or the function of the respective switching element is depicted by another component, such as a switching device, for example. A component which forms the function can then combine the function of two or more switching elements in one device.At least one of the at least functionally provided shift elements ensures in its respectively actuated state that the third element of the second planetary gear set is connected in a rotationally fixed manner to one of the elements of the third planetary gear set. In this respect, the third element of the second planetary gear set is, upon actuation of this at least one shift element, connected in a rotationally fixed manner to the first element of the third planetary gear set, to the second element of the third planetary gear set or to the third element of the third planetary gear set. For the representation of the latter case, the third element of the second planetary gear set can also be connected to the permanently fixed component, to which the third element of the third planetary gear set is also continuously connected in a rotationally fixed manner. Specifically, the third element of the third planetary gear set can be connected to a permanently fixed housing part, while the third element of the second planetary gear set, upon actuation of the at least one shift element, is connected to another permanently fixed housing part in a rotationally fixed manner and thus ultimately also the rotationally fixed connection to the third element of the third planetary gear set is established. In the motor vehicle transmission according to the invention, a plurality of shift elements provided at least functionally can also bring about different engagements of the third element of the second planetary gear set upon respective actuation, wherein, however, at least one of the shift elements must ensure such a rotationally fixed connection upon actuation.In the context of the invention, a fixing of a component of the motor vehicle transmission via an at least functionally provided shifting element or a rotationally fixed connection between components of the motor vehicle transmission via an at least functionally provided shifting element means that the component in question is not permanently fixed or the components are not permanently coupled to one another, but a fixing or a rotationally fixed connection is only carried out by representing an actuated state of the at least functionally provided, intermediate shifting element. In this case, an actuated state of the at least functionally provided shift element in the sense of the invention means that a closed state of the respective shift element is represented and the rotational movements of the components directly coupled thereto are subsequently adapted to one another. If at least the function of a form-locking shift element is depicted, the components directly connected to one another in a rotationally fixed manner via this will run at the same speed, while in the case of the mapping at least the function of a force-locking shift element, even after the representation of an actuated state, the same speed difference between the components can exist. This wanted or also unwanted state is nevertheless referred to within the scope of the invention as a rotationally fixed connection of the respective components via the at least functionally provided shifting element.The invention now comprises the technical teaching that a parking lock element is additionally provided which, in an actuated state, directly fixes the second element of the first planetary gear set and the first element of the third planetary gear set. In other words, the motor vehicle transmission according to the invention therefore has a parking lock element which, when actuated, directly fixes the second element of the first planetary gear set and the first element of the third planetary gear set together and thus prevents it from rotating.Such a configuration of a motor vehicle transmission has the advantage that, in the motor vehicle transmission according to the invention, a parking lock function can be realized independently of a switching state of the at least functionally provided shift elements. This is because the joint locking of the second element of the first planetary gear set and the first element of the third planetary gear set results in a locking of the third planetary gear set overall due to the permanently locked state of the third element of the third planetary gear set. As a result, the output shaft is then also prevented from rotating, since the output shaft is continuously connected in a rotationally fixed manner to the second element of the second planetary gear set. Due to the connection to the second element of the first planetary gear set and the first element of the third planetary gear set, the parking lock element does not fix the output shaft directly, but via the intermediate third planetary gear set, so that the third planetary gear set functions as a constant ratio with respect to the parking lock element. As a result, a lower torque is to be supported on the parking lock element upon actuation in comparison with a direct connection to the output shaft, as a result of which the parking lock element can be dimensioned smaller. This also allows the manufacturing complexity of the motor vehicle transmission according to the invention to be reduced.According to the invention, the parking lock element, in its actuated state, directly fixes the second element of the first planetary gear set and the first element of the third planetary gear set. For this direct locking, the parking lock element is connected on a first locking element side in a rotationally fixed manner to the second element of the first planetary gear set and to the first element of the third planetary gear set and is connected on a second locking element side in a rotationally fixed manner to the permanently fixed component of the transmission. In the actuated state, the two blocking element sides are then connected to one another in a rotationally fixed manner and therefore the second element of the first planetary gear set and the first element of the third planetary gear set are also fixed to the permanently fixed component.According to one embodiment, at least functionally, a shift element is provided, in the actuated state of which the third element of the second planetary gear set 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.Alternatively or additionally, at least functionally, a shifting element is provided, in the actuated state of which the third element of the second planetary gear set is connected to the output shaft in a rotationally fixed manner.Further alternatively or additionally, at least one shift element is provided in a functional manner, in the actuated state of which two of the elements of the second planetary gear set are connected to one another in a rotationally fixed manner, as a result of which the second planetary gear set is locked. This shift element can, upon actuation, specifically establish a rotationally fixed connection between the first element and the second element of the second planetary gear set, between the first element and the third element of the second planetary gear set, or between the second element and the third element of the second planetary gear set. Since the second element of the second planetary gear set is permanently fixed, a rotationally fixed connection of two of the elements of the second planetary gear set and thus the blocking of the second planetary gear set upon actuation of this shift element can also be achieved by fixing, in addition to the second element of the second planetary gear set, another element of the second planetary gear set.Further alternatively or additionally, at least one shift element is provided in a functional manner, in the actuated state of which the third element of the first planetary gear set and the first element of the second planetary gear set are connected to the output shaft in a rotationally fixed manner.In the motor vehicle transmission according to the invention, a plurality of the above-described shift elements are provided at least functionally in order to be able to shift different transmission ratios as gears between the drive shaft and the output shaft by selective representation of the actuated states of the respective shift elements. In principle, in the motor vehicle transmission according to the invention, any desired combination of the shift elements described above can be realized. Particularly preferably, in the motor vehicle transmission according to the invention, at least some of the shift elements are then formed by a shift device, wherein any remaining part of the shift elements or even all shift elements can be configured as individual shift elements. In this case, a respective individual shift element can be designed in particular as a form-locking shift element and in this case particularly preferably as an unsynchronized claw shift element. Alternatively, however, an embodiment as locking synchronizations or as force-locking shift elements and in this case preferably as multi-disk shift elements is also possible.According to a first advantageous variant, the motor vehicle transmission has the shift element, in the actuated state of which the third element of the second planetary gear set 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, the shift element, in the actuated state of which the third element of the second planetary gear set is connected in a rotationally fixed manner to the output shaft, and the shift element, in the actuated state of which two of the elements of the second planetary gear set are connected in a rotationally fixed manner to one another. Thus, in this case, the motor vehicle transmission has at least functionally three shift elements, wherein thereby in an advantageous manner three different transmission ratios can then also be realized between the drive shaft and the output shaft, for which purpose in each case one actuated state of in each case one of the shift elements is represented.In a development of this first variant, the switching elements are then formed in particular by a common switching device which has a coupling element. This coupling element can be positioned in each case in a first shift position, in a second shift position and in a third shift position, wherein the coupling element in the first shift position 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 the second shift position, the coupling element connects the third element of the second planetary gear set to the output shaft in a rotationally fixed manner, wherein the coupling element connects two of the elements of the second planetary gear set to one another in a rotationally fixed manner in the third shift position.In this case, the function of the three shift elements is thus depicted by a shift device, which enables a particularly compact arrangement. In addition, an actuator system can be provided for actuating the shift elements, by means of which actuator system the coupling element can be positioned in the respective different shift positions. Preferably, the coupling element can be positioned between the shift positions in intermediate neutral positions in which none of the actuated states of the shift elements is shown.Preferably, the coupling element of the shifting device is guided in the shifting positions and in the case of displacements between the shifting positions in a rotationally fixed and axially displaceable manner on a first toothing which is connected in a rotationally fixed manner to the third element of the second planetary gear set. In this case, the coupling element of the shifting device, in the first shifting position, includes a second toothing which is connected in a rotationally fixed manner to the second element of the first planetary gear set and to the first element of the third planetary gear set. In contrast, in the second switching position, the coupling element of the switching device engages with a third toothing which is connected to the output shaft in a rotationally fixed manner. In the third shift position, the coupling element then engages in a fourth toothing which is permanently fixed or which is connected in a rotationally fixed manner to the first element of the second planetary gear set. In particular, the coupling element of the shifting device is designed as a sliding sleeve, wherein the tooth arrangements are further preferably designed as claw tooth arrangements, so that the function of unsynchronized claw shifting elements is depicted via the shifting device. Within the scope of the first variant of the invention, however, only two of the switching elements could also be formed by a switching device and the remaining switching element could be designed as an individual switching element.According to an alternative, second variant of the invention, the shift element in the actuated state of which the third element of the second planetary gear set 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, and the shift element in the actuated state of which the third element of the second planetary gear set is connected in a rotationally fixed manner to the output shaft, and the shift element in the actuated state of which 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 the output shaft, are provided in the motor vehicle transmission. In this case, too, the motor vehicle transmission thus has three shift elements at least in terms of its function, so that, by selective representation of actuated states of these shift elements, three different transmission ratios can also be shifted between the drive shaft and the output shaft.In particular, the three shift elements in the second variant of the invention are formed by a common shift device which has a coupling element, wherein the coupling element can be positioned in each case in a first shift position, in a second shift position and in a third shift position. In the first shift position, the coupling element 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 to the first element of the third planetary gear set, whereas in the second shift position the coupling element connects the third element of the second planetary gear set in a rotationally fixed manner to the output shaft. In the third shift position, the coupling element connects the third element of the first planetary gear set and the first element of the second planetary gear set to the output shaft in a rotationally fixed manner. This allows a particularly compact design of the transmission, since the function of the three shift elements can be depicted by a shift device. Furthermore, this makes it possible to use a common actuating actuator system, by means of which the coupling element can be positioned in the respectively different switching positions. Preferably, the coupling element can be positioned between the shift positions in intermediate neutral positions in which none of the actuated states of the shift elements is shown.In the present case, the coupling element of the shifting device is preferably guided in a rotationally fixed and axially displaceable manner in the first shifting position, in the second shifting position and in the event of displacements between the first shifting position and the second shifting position on a first toothing which is connected in a rotationally fixed manner to the third element of the second planetary gear set. In the first shift 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 to the first element of the third planetary gear set. When displaced into the second switching position, the coupling element of the switching device comes into toothed engagement with a third toothing which is connected to the output shaft in a rotationally fixed manner. Starting from the displacement from the second shift position in the direction of the third shift position and in the third shift position, the coupling element is then guided on the third toothing in a rotationally fixed and axially displaceable manner, wherein in the third shift position, moreover, a tooth engagement into a fourth toothing takes place, which is connected in a rotationally fixed manner to the third element of the first planetary gear set and the first element of the second planetary gear set.In this case, the coupling element of the shifting device is particularly preferably designed as a sliding sleeve, wherein the toothings are further preferably designed as claw toothings, so that the function of unsynchronized claw shifting elements is depicted via the shifting device. However, in the second variant of the invention, just two of the switching elements could just as well be formed by a switching device and the remaining switching element could be embodied as an individual switching element.According to a third conceivable variant of the invention, in the motor vehicle transmission according to the invention, at least from the functional point of view, only two shift elements are provided, namely, on the one hand, the shift element, in the actuated state of which 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, and, on the other hand, the shift element, in the actuated state of which two of the elements of the second planetary gear set are connected to one another in a rotationally fixed manner. This has the advantage that in the motor vehicle transmission two different transmission ratios can be shifted between the drive shaft and the output shaft by representing either the actuated state of one shift element or the actuated state of the other shift element.In the third variant of the invention, the two shift elements can be combined to form a shift device which has a coupling element, wherein the coupling element can be positioned in a first shift position and in a second shift position, respectively. The coupling element then connects the third element of the second planetary gear set in the first shift position in a rotationally fixed manner to the second element of the first planetary gear set and to the first element of the third planetary gear set, wherein the coupling element connects two of the elements of the second planetary gear set in a rotationally fixed manner to one another in the second shift position. The function of the two shift elements can thereby be represented in a compact manner, which also results in a compact construction of the motor vehicle transmission according to the invention. In addition, a common actuating actuator can thereby be used to represent the actuated states of the two shift elements. In the shifting device, in addition to the two shift positions, a neutral position can preferably be represented in which neither the actuated state of the one shift element nor the actuated state of the other shift element is realized.In the aforementioned shifting device, the coupling element is preferably guided between the shifting positions and in each case in the shifting positions in a rotationally fixed and axially displaceable manner on a first toothing which is connected in a rotationally fixed manner to the third element of the second planetary gear set. Furthermore, the coupling element of the shifting device in the first shifting position includes 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. In contrast, in the second shift position, the coupling element of the shifting device comes into toothed engagement with a third toothing which is permanently fixed or which is connected in a rotationally fixed manner to the first element of the second planetary gear set. Particularly preferably, the coupling element of the shifting device is designed as a sliding sleeve, wherein the tooth arrangements are further preferably designed as claw tooth arrangements, so that the function of unsynchronized claw shifting elements is depicted via the shifting device.In a fourth variant of the motor vehicle transmission according to the invention, the shift element is provided on the one hand, in the actuated state of which the third element of the second planetary gear set 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, and on the other hand, the shift element is present, in the actuated state of which the third element of the second planetary gear set is connected in a rotationally fixed manner to the output shaft. Thus, in this case, the motor vehicle transmission has at least functionally two shift elements, so that two different transmission ratios can then also be shifted between the drive shaft and the output shaft.In particular, in the fourth variant of the invention, the switching elements are also formed by a common switching device which has a coupling element, wherein the coupling element can be positioned in each case in a first switching position and in a second switching position. In this case, the coupling element, in the first shift position, 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 to the first element of the third planetary gear set, whereas, in the second shift position, the coupling element connects the third element of the second planetary gear set in a rotationally fixed manner to the output shaft. As a result, the function of the two shift elements can be represented via a shifting device, as a result of which, on the one hand, a compact construction of the motor vehicle transmission is possible and, on the other hand, a common actuating actuator can be used for representing the actuated states of the two shift elements. In addition to the two shift positions, the coupling element can also preferably be positioned in a neutral position in which none of the actuated states is realized.In this case, the coupling element of the aforementioned shifting device is very particularly preferably guided in the individual shifting position and in the event of displacements between the shifting positions in a rotationally fixed and axially displaceable manner on a first toothing which is connected in a rotationally fixed manner to the third element of the second planetary gear set. In the first shift position of the coupling element, a tooth engagement into a second toothing then takes place, 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. In contrast, in the second shift position, the coupling element of the shifting device includes a third toothing which is connected to the output shaft in a rotationally fixed manner. Particularly preferably, the coupling element of the shifting device is designed as a sliding sleeve, wherein the toothings are further preferably designed as claw toothings. Thus, the function of unsynchronized claw shifting elements is depicted via the shifting device.A fifth variant of a motor vehicle transmission according to the invention is that, on the one hand, a shift element is provided, in the actuated state of which the third element of the second planetary gear set is connected to the output shaft in a rotationally fixed manner, and, on the other hand, a shift element is provided, in the actuated state of which two of the elements of the second planetary gear set are connected to one another in a rotationally fixed manner. This realizes a further variant of a motor vehicle transmission in which two transmission ratios can be shifted between the drive shaft and the output shaft.In this case, the switching elements are then formed in particular by a common switching device which has a coupling element. This coupling element can be positioned in each case in a first shift position and in a second shift position, wherein the coupling element, in the first shift position, connects the third element of the second planetary gear set to the output shaft in a rotationally fixed manner, while the coupling element, in the second shift position, connects two of the elements of the second planetary gear set to one another in a rotationally fixed manner. This allows a compact design of the transmission, since the function of the two shift elements can be depicted by a shift device. Furthermore, this makes it possible to use a common actuating actuator system, by means of which the coupling element can be positioned in the two different switching positions. Preferably, the coupling element can be positioned between the shift positions in an intermediate neutral position in which none of the actuated states of the shift elements is shown.In this case, the coupling element is very particularly preferably guided in the individual shift position and in the case of displacements between the shift positions in a rotationally fixed and axially displaceable manner on a first toothing which is connected in a rotationally fixed manner to the third element of the second planetary gear set. Furthermore, in the first switching position, the coupling element of the switching device includes a second toothing which is connected to the output shaft in a rotationally fixed manner. In contrast, in the second shift position, the coupling element of the shifting device comes into toothed engagement with a third toothing which is permanently fixed or which is connected in a rotationally fixed manner to the first element of the second planetary gear set. Particularly preferably, the coupling element of the shifting device is designed as a sliding sleeve, wherein the tooth arrangements are further preferably designed as claw tooth arrangements, so that the function of unsynchronized claw shifting elements is depicted via the shifting device.Finally, a sixth variant of a motor vehicle transmission is also conceivable within the scope of the invention, in which at least functionally two shift elements are provided, wherein in the actuated state of the one shift element the third element of the second planetary gear set is connected to the output shaft in a rotationally fixed manner, whereas in the actuated state of the other shift element the third element of the first planetary gear set and the first element of the second planetary gear set are connected to the output shaft in a rotationally fixed manner. As a result, the motor vehicle transmission in this variant has at least functionally two shift elements, so that two different transmission ratios between the drive shaft and the output shaft can then be represented again.In particular, in the sixth variant of the invention, the switching elements are also formed by a common switching device which has a coupling element, wherein the coupling element can be positioned in each case in a first switching position and in a second switching position. In the first shift position, the coupling element connects the third element of the second planetary gear set to the output shaft in a rotationally fixed manner, whereas the coupling element connects the third element of the first planetary gear set and the first element of the second planetary gear set to the output shaft in a rotationally fixed manner in the second shift position. As a result, the function of the two shift elements can be represented via a shifting device, as a result of which, on the one hand, a compact construction of the motor vehicle transmission is possible and, on the other hand, a common actuating actuator can be used for representing the actuated states of the two shift elements. In addition to the two shift positions, the coupling element can also preferably be positioned in a neutral position in which none of the actuated states is realized.Very particularly preferably, the coupling element of the aforementioned shifting device is guided between the shifting positions and in the individual shifting position in each case in a rotationally fixed and axially displaceable manner on a first toothing which is connected in a rotationally fixed manner to the output shaft. In the first shift position of the coupling element, a tooth engagement into a second toothing then takes place, which is connected to the third element of the second planetary gear set in a rotationally fixed manner. In contrast, in the second shift position, the coupling element of the shifting device includes a third toothing which is connected in a rotationally fixed manner to the third element of the first planetary gear set and the first element of the second planetary gear set. Particularly preferably, the coupling element of the shifting device is designed as a sliding sleeve, wherein the toothings are further preferably designed as claw toothings. Thus, the function of unsynchronized claw shifting elements is depicted via the shifting device.According to one embodiment of the invention, the planetary gear sets are arranged axially following a connection point of the drive shaft, at which connection point the drive shaft is to be coupled to the at least one drive machine, in an order of first planetary gear set, second planetary gear set and third planetary gear set. This makes it possible to achieve a suitable construction of the motor vehicle transmission according to the invention.In a development of the aforementioned embodiment, the parking lock element can then be arranged axially on a side of the first planetary gear set facing the connection point or placed axially on a side of the connection point facing away from the first planetary gear set or arranged axially overlapping with and radially surrounding the first planetary gear set or placed axially between the second planetary gear set and the third planetary gear set. This allows a suitable arrangement of the parking lock element, wherein a compact design is possible, in particular in the case of the axially covering and radially surrounding arrangement with respect to the first planetary gear set, on account of the nested structure.Alternatively, however, it would also be conceivable in principle within the scope of the invention to place the second planetary gear set axially at least covering the first planetary gear set and to arrange it radially surrounding the first planetary gear set. In this case, the first planetary gear set and the second planetary gear set are then arranged axially between a connection point, at which the coupling of the drive shaft to the at least one drive machine is to be produced, and the third planetary gear set. By "axially at least covering" is meant that at least a portion of the second planetary gear set lies axially in a plane with at least a portion of the first planetary gear set. Preferably, the first planetary gear set and the second planetary gear set cover in this case axially predominantly or even completely, as a result of which the first planetary gear set and the second planetary gear set are then axially at least predominantly placed in a common plane. In combination with the radially surrounding arrangement of the second planetary gear set, an nested arrangement of the two planetary gear sets can be realized thereby and an axially short design can thus be realized. Alternatively or additionally, the third element of the first planetary gear set and the first element of the second planetary gear set could also be configured in one piece.In a development of the aforementioned variant, the parking lock element is arranged axially on a side of the first planetary gear set and of the second planetary gear set facing the connection point or a side of the first planetary gear set facing the third planetary gear set. This enables a suitable arrangement of the parking lock member.According to one possible embodiment of the invention, the parking lock element is designed as a positively locking brake element, as a result of which no drag losses or virtually no drag losses occur in an open state of the parking lock element and, in addition, a simple construction of the parking lock element is possible. Alternatively, the parking lock element can also be designed as a force-locking brake element and in this case in particular as a friction-locking brake element, whereby actuation in any angular position of the parking lock element is possible without problems and, in addition, release under load can also be easily implemented. The parking lock element is preferably open (normally open) in the absence of actuation, so that no actuation energy is then necessary. Actuation energy is then necessary for closing, wherein a locking mechanism can be provided in order to hold a closed state of the parking lock element and then not to have to supply any further energy.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 on the one hand as a generator and on the other hand as an electric motor. As a result, a drive unit can be created 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, wherein the electric machine is then arranged coaxially to the drive shaft. As a result, the drive shaft and the rotor of the electric machine run under the same rotational speed during operation. Alternatively, however, it is also conceivable for the rotor of the electric machine to be connected in a rotationally fixed manner to an intermediate shaft of the motor vehicle transmission, which intermediate shaft is coupled to the drive shaft via at least one transmission stage, with the result that the electric machine is then optionally offset from the axis of the drive shaft. Depending on the design of the at least one transmission stage, however, a coaxial arrangement of the electric machine with respect 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 drivable motor vehicle drive axle, which is provided for use in an electric or hybrid vehicle. The motor vehicle transmission preferably has a differential gearset 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.An aforementioned motor vehicle drive axle is provided in the context of the invention in the case of a hybrid or electric vehicle, which can be a passenger car or a commercial vehicle. A commercial vehicle can be present here as an at least partially electrically driven transporter or a light to medium-weight bus or truck.Advantageous embodiments of the invention, which are explained below, are illustrated in the drawings. The following are shown: FIG. 1 is a schematic view of a drive unit; FIG. 2 shows a schematic view of a drive unit; FIG. 3 is a schematic view of a drive unit; FIG. 4 is a schematic view of a drive unit according to an embodiment of the invention; FIG. 5 is an exemplary schematic diagram of motor vehicle transmissions of the drive units from FIGS. 1 to 4; FIG. 6 shows a schematic illustration of a drive unit FIG. 7 shows an exemplary shift pattern of a motor vehicle transmission of the drive unit from FIG. 6 ; FIGS. 8 and 9 each show a schematic view of a drive unit; FIG. 10 shows an exemplary shift pattern of motor vehicle transmissions of the drive units from FIGS. 8 and 9 ; FIG. 11 is a schematic view of a drive unit; FIG. 12 shows a schematic view of a drive unit according to a further possible embodiment of the invention; FIG. 13 shows an exemplary shift pattern of motor vehicle transmissions of the drive units from FIGS. 11 and 12 ; FIG. 14 shows a schematic illustration of a drive unit; FIG. 15 shows an exemplary shift pattern of a motor vehicle transmission of the drive unit from FIG. 14 ; FIG. 16 shows a schematic illustration of a drive unit; FIG. 17 is an exemplary shift pattern of a motor vehicle transmission of the drive unit from FIG. 16 ; and FIG. 18 is a schematic view of an electric vehicle according to a preferred embodiment of the invention.FIG. 1 shows a schematic view of a drive unit 1. This drive unit 1 is composed of an electric machine 2 and a motor vehicle transmission 3, which is designed according to one possible embodiment of the invention. The electric machine 2 is formed in a manner known in principle to the person skilled in the art by a stator 4 and a rotor 5, wherein the electric machine 2 can be operated on the one hand as a generator and on the other hand as an electric motor.In addition to an input shaft 6 and an output shaft 7, the motor vehicle transmission 3 has three planetary gear sets P 1, P 2 and P 3, each of which is composed of a first element E 11 or E 12 or E 13, a second element E 21 or E 22 or E 23 and a third element E 31 or E 32 or E 33. In this case, the respective first element E 11 or E 12 or E 13 of the respective planetary gear set P 1 or P 2 or P 3 is a respective sun gear, while the respective second element E 21 or E 22 or E 23 of the respective planetary gear set P 1 or P 2 or P 3 is designed as a respective planetary carrier. In addition, the respective third element E 31 or E 32 or E 33 of the respective planetary gear set P 1 or P 2 or P 3 is present as a respective ring gear of the respective planetary gear set P 1 or P 2 or P 3.In the respective planet carrier of the respective planetary gear set P 1 or P 2 or P 3, respectively, at least one respective planetary gear is rotatably mounted, which is in meshing engagement both with the respective sun gear and with the respective ring gear of the respective planetary gear set P 1 or P 2 or P 3. In this respect, the planetary gear sets P 1, P 2 and P 3 are embodied here as minus planetary gear sets. However, within the scope of the invention, an embodiment of one or more of the planetary gear sets P 1 to P 3 as a plus planetary gear set is also possible, for which purpose, in comparison with the respective embodiment as a minus planetary gear set, the respective second element E 21 or E 22 or E 23 is to be formed by the respective ring gear and the respective third element E 31 or E 32 or E 33 is to be formed by the respective planetary carrier. Furthermore, a stationary transmission ratio when the respective planetary gear set is designed as a plus planetary gear set is to be increased by one compared to a design as a minus planetary gear set. In a plus planetary set, at least one planetary gear pair is rotatably mounted in the respective planetary carrier, of which planetary gears a planetary gear meshes with the respective sun gear and a 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 E 11 of the first planetary gear set P 1 is connected in a rotationally fixed manner to the drive shaft 6, which is additionally connected in a rotationally fixed manner to the rotor 5 of the electric machine 2 at a connection point 8. In this respect, the first element E 11 of the first planetary gear set P 1 and the rotor 5 are also connected to one another in a rotationally fixed manner via the drive shaft 6, as a result of which the first element E 11 and the rotor 5 always rotate at the same rotational speed. Within the scope of the invention, the drive shaft 6 can be configured in one piece with the rotor 5 of the electric machine 2 and / or with the first element E 11 of the first planetary gear set P 1.The second element E 21 of the first planetary gear set P 1 is permanently connected in a rotationally fixed manner to the first element E 13 of the third planetary gear set P 3, so that these two elements E 21 and E 13 also continuously run at the same rotational speed. This connection is established via a shaft 9, wherein the shaft 9 could be embodied in one piece with the second element E 21 of the first planetary gear set P 1 and / or with the first element E 13 of the third planetary gear set P 3. Furthermore, the third element E 31 of the first planetary gear set P 1 and the first element E 12 of the second planetary gear set P 2 are continuously connected to one another in a rotationally fixed manner, wherein the rotationally fixed connection is produced via a shaft 10 which could be formed integrally with the third element E 31 of the first planetary gear set P 1 and / or with the first element E 12 of the second planetary gear set P 2.As can also be seen in FIG. 1, the second element E 22 of the second planetary gear set P 2 is fixed to a permanently fixed component 11 and is thus permanently prevented from rotating. The fixed component 11 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. In this case, the third element E 33 of the third planetary gear set P 3 is also permanently fixed to the fixed component 11, as a result of which the third element E 33 is also permanently prevented from rotating. The second element E 23 of the third planetary gear set P 3, on the other hand, is connected in a rotationally fixed manner to the output shaft 7 of the motor vehicle transmission 3, whereby the second element E 23 of the third planetary gear set P 3 permanently rotates together with the output shaft 7. In this case, the second element E 23 of the third planetary gear set P 3 and the output shaft 7 could also be configured in one piece. Finally, the third element E 32 of the second planetary gear set P 2 is also connected in a rotationally fixed manner to a shaft 12 which could be configured in one piece with the third element E 32 of the second planetary gear set P 2.In addition to the second element E 23 of the third planetary gear set P 3, the output shaft 7 is also permanently connected in a rotationally fixed manner to a differential carrier 13 of a differential gear set 14. This differential gearset 14 is designed as a differential bevel gear, which, in a manner known in principle to the skilled person, distributes a drive torque introduced into the differential cage 13 via the output shaft 7 to two output shafts 15 and 16. In this case, the differential gearset 14 enables rotational speed differences between the output shafts 15 and 16 in a manner known in principle to the person skilled in the art.Furthermore, the motor vehicle transmission 3 has a shifting device 17, in which a coupling element 18 in the form of a sliding sleeve is provided. The coupling element 18 is guided radially on the outside in a rotationally fixed and axially displaceable manner on a toothing 19 which is connected in a rotationally fixed manner to the shaft 12 and thus also to the third element E 32 of the second planetary gear set P 2. Axial displacements of the coupling element 17 on the toothing 19 can be carried out via an adjusting actuator-not shown in detail here-which is preferably designed as an electromechanical adjusting actuator.The coupling element 18 can be moved via the actuator between three different switching positions in which, in addition to the tooth engagement in the toothing 19, in each case a further tooth engagement of the coupling element 18 in each case into an associated toothing 20 or 21 or 22 is carried out. The toothing 20 is connected in a rotationally fixed manner to the shaft 9 and thus to the second element E 21 of the first planetary gear set P 1 and to the first element E 13 of the third planetary gear set P 3, while the toothing 21 is connected in a rotationally fixed manner to the output shaft 7. In addition, the toothing 22 is connected in a rotationally fixed manner to the permanently fixed component 11 and is thus constantly stationary.The switching device 17 represents the function of three switching elements A, B and C, the respective actuated state of which the switching device 17 represents in each case one of its switching states. Thus, an actuated state of the shift element A is realized in a first shift position of the coupling element 18, in which the coupling element 18 engages in the toothing 20 and thus connects the shaft 12 to the shaft 9 in a rotationally fixed manner. This accordingly also results in a rotationally fixed connection of the third element E 32 of the second planetary gear set P 2 with the second element E 21 of the first planetary gear set P 1 and the first element E 13 of the third planetary gear set P 3.From the first shift position, the coupling element 18 can be moved via the actuator into a first neutral position, in which no coupling of the shaft 12 is carried out via the coupling element 18. As a result, the drive shaft 6 is then also decoupled from the output shaft 7, which also results in decoupling of the electric machine 2.In addition to a transfer of the coupling element 18 into the first switching position, the coupling element 18 can also be moved from the first neutral position into a second switching position in which the tooth engagement of the coupling element 18 with the toothing 21 takes place. As a result, the coupling element 18 connects the shaft 12 to the output shaft 7 in a rotationally fixed manner, as a result of which an actuated state of the shift element B is represented.From the second shift position, the coupling element 18 can be transferred on the one hand into the first neutral position and on the other hand into a second neutral position, in which the coupling element 18, as already in the first neutral position, is only in toothed engagement with the toothing 19. Thus, the drive shaft 6 is decoupled from the output shaft 7 even in the second neutral position.When placed in the second neutral position, the coupling element 18 can be displaced into the second shift position on the one hand, wherein a displacement into a third shift position can also be carried out on the other hand, in which the actuated state of the shift element C is represented. In this third shift position, the coupling element 18 then comes into toothed engagement with the toothing 22, which results in the shaft 12 and thus also the third element E 32 of the second planetary gear set P 2 being fixed. Due to the permanently fixed state of the second element E 22 of the second planetary gear set P 2, the second planetary gear set P 2 is then locked and overall fixed, whereby a coupling of the drive shaft 6 with the output shaft 7 is carried out via the planetary gear sets P 1 and P 3.Furthermore, the motor vehicle transmission 3 also has a parking lock element P, in the actuated state of which a parking lock function is represented, in which the output shaft 7 and therefore also drive wheels coupled to the output shafts 15 and 16 are fixed. The parking lock element P is designed in the present case as a form-fitting brake element and is present in particular as a claw brake.As a special feature, upon actuation, the parking lock element P directly fixes the shaft 9 and thus the second element E 21 of the first planetary gear set P 1 and the first element E 13 of the third planetary gear set P 3 on the permanently fixed component 11, which results in a fixing of the output shaft 7 due to the permanently fixed state of the third element E 33 of the third planetary gear set P 3. Due to the intermediate connection of the third planetary gear set P 3, however, a lower torque is to be supported via the parking lock element P during this locking, so that this can be made more compact.In the present case, the electric machine 2 is placed coaxially with the motor vehicle transmission 3, in which the input shaft 6, the planetary gear sets P 1 to P 3, the output shaft 7, the output shafts 15 and 16, the differential gear set 14 and also the shafts 9, 10 and 12 are arranged coaxially with respect to one another. Axially following the connection of the drive shaft 6 to the rotor 5 of the electric machine 2 at its connection point 8, the planetary gear sets P 1 to P 3 are then arranged in the sequence of the first planetary gear set P 1, the second planetary gear set P 2 and, finally, the third planetary gear set P 3. The shifting device 17 is placed axially partially between the second planetary gear set P 2 and the third planetary gear set P 3 and axially partially axially overlapping with the third planetary gear set P 3, wherein the shifting device 17 is arranged radially surrounding the planetary gear sets P 1 to P 3. While the output shafts 15 and 16 are designed as solid shafts, the drive shaft 6, the output shaft 7 and the shafts 9, 10 and 12 are each present as hollow shafts. The parking lock element P is provided axially between the connection point 8 of the drive shaft 6 and the first planetary gear set P 1, wherein the parking lock element P is connected in a rotationally fixed manner on the side of the shaft 9 to the second element E 21 forming the planetary carrier of the first planetary gear set P 1.Furthermore, FIG. 2 shows a schematic illustration of a drive unit 23, which corresponds substantially to the drive unit 1 from FIG. 1. However, it is different here that in a motor vehicle transmission 24 of the drive unit 23, the parking lock element P is now placed axially on a side of the connection point 8 of the drive shaft 6 which is remote from the planetary gear sets P 1, P 2 and P 3. In this case, the parking lock element P is now arranged axially overlapping with and radially on the inside of the electric machine 2. For this placement of the parking lock element P, the shaft 9 is extended axially into the corresponding region in comparison with the variant according to FIG. 1, for which purpose the shaft 9 then also runs radially between the output shaft 15 and the drive shaft 6. Otherwise, the design option according to FIG. 2 corresponds to the variant according to FIG. 1, so that reference is made to the one described for this purpose.FIG. 3 shows a schematic view of a drive unit 25, likewise largely corresponding to the drive unit 1 from FIG. 1. The drive unit 25 differs from the drive unit 1 from FIG. 1 in that, in the case of a motor vehicle transmission 26 of the drive unit 25, the parking lock element P is now designed as a force-locking brake element. In this case, the parking lock element P is present in particular as a frictional brake element, wherein the parking lock element P is in this case opened (normally opened) in particular in an unactuated state, as a result of which no actuating energy is necessary for a representation of the open state. For holding the actuated and thus closed state, a locking mechanism can additionally be provided, so that no further actuation energy is required for the holding. Otherwise, the embodiment according to FIG. 3 corresponds to the variant according to FIG. 1, so that reference is made to the description thereof.Furthermore, FIG. 4 shows a schematic illustration of a drive unit 27 which is designed according to one possible embodiment of the invention. The drive unit 27 corresponds to the greatest possible extent to the preceding variant according to FIG. 3, wherein, in contrast to the drive unit 25 from FIG. 3, the parking lock element P in a motor vehicle transmission 28 of the drive unit 27 is arranged axially overlapping with and radially surrounding the first planetary gear set P 1. Due to the thus nested arrangement of the parking lock element P with the first planetary gear set P 1, an axial structural length of the motor vehicle transmission 28 is reduced. Otherwise, the design option according to FIG. 4 corresponds to the variant according to FIG. 3, so that reference is made to the one described for this purpose.FIG. 5 shows an exemplary shift pattern of the motor vehicle transmissions 3, 24, 26 and 28 according to FIGS. 1 to 4. As can be seen from the exemplary shift pattern, in the motor vehicle transmissions 3, 24, 26 and 28, a total of three different transmission ratios in the form of gears V 1, V 2 and V 3 can be shifted between the drive shaft 6 and the output shaft 7. In the columns of the shift pattern, an X is marked in each case, in which the shift elements A, B and C formed by the shift device 17 are to be represented in the individual gear in each case actuated state.As can be seen in FIG. 5, a first gear V 1 is shifted between the input shaft 6 and the output shaft 7 by illustrating the actuated state of the shift element A in the shifting device 17. For shifting a second gear V 2, the operated state of the shift element B is then to be realized in the shifting device 17. Finally, a third gear V 3 is obtained between the input shaft 6 and the output shaft 7 by illustrating the actuated state of the shift element C.Furthermore, FIG. 6 shows a schematic view of a drive unit 29. this drive unit 29 corresponds to the greatest possible extent to the variant according to FIG. 1, with the difference that in a motor vehicle transmission 30 of the drive unit 29, a shifting device 31 is now provided, by means of which the function of a shifting element D is now additionally realized in addition to the functions of the shifting elements A and B.The shifting device 31 has a coupling element 32 in the form of a sliding sleeve, which represents the actuated state of the shifting element A in a first shifting position shown in FIG. 6 and, for this purpose, encloses a toothing 33 on the one hand and a toothing 34 on the other hand. The toothing 33 is connected in a rotationally fixed manner to the shaft 12 and thus also to the third element E 32 of the second planetary gear set P 2, while the toothing 34 is connected in a rotationally fixed manner to the shaft 9. Thus, in the first shift position, a rotationally fixed connection of the second element E 21 of the first planetary gear set P 1 and the first element E 13 of the third planetary gear set P 3 with the third element E 32 of the second planetary gear set P 2 is established via the coupling element 32.From the first shift position, the coupling element 32 can be displaced, with rotationally fixed, axially displaceable guidance on the toothing 33, into a first neutral position, in which none of the actuated states of the shift elements A, B and D is shown and the output shaft 7 is thus decoupled from the drive shaft 6. In addition to a return movement into the first switching position, the coupling element 32 can then be moved further into a second switching position, wherein this also takes place under guidance on the toothing 33. In the second shift position, the actuated state of the shift element B is then illustrated in that, in addition to the tooth engagement with the toothing 33, the coupling element 32 in the second shift position also engages with a toothing 35 which is connected to the output shaft 7 in a rotationally fixed manner. As a result, the third element E 32 of the second planetary gear set P 2 is then connected to the output shaft 7 in a rotationally fixed manner via the coupling element 32 in the second switching position of the coupling element 32.On the one hand, the coupling element 32 can be moved from the second switching position into the first neutral position, wherein, on the other hand, however, a movement into a second neutral position can also be carried out. During this movement into the second neutral position, the coupling element 32 is then guided on the toothing 35 in a rotationally fixed and axially displaceable manner and is also in toothed engagement only with the toothing 35 in the second neutral position, so that neither of the actuated states of the shift elements A, B and D is again illustrated and thus the drive shaft 6 is decoupled from the output shaft 7. Apart from a return movement into the second switching position, the coupling element 32 can then be transferred, with further guidance on the toothing 35, into a third switching position, in which the actuated state of the switching element D is illustrated. In the third shift position, the coupling element 32 then additionally engages with the tooth meshing with the toothing 35 in a toothing 36 which is connected in a rotationally fixed manner to the shaft 10 and thus also to the third element E 31 of the first planetary gear set P 1 and to the first element E 12 of the second planetary gear set P 2. Accordingly, in the third shift position of the coupling element 32, a rotationally fixed connection is established between the third element E 31 of the first planetary gear set P 1 and the first element E 12 of the second planetary gear set P 2 with the output shaft 7. Otherwise, the embodiment according to FIG. 6 corresponds to the variant according to FIG. 1, so that reference is made to the description thereof.FIG. 7 shows an exemplary shift pattern of the motor vehicle transmission 30 according to FIG. 6. As can be seen here, three different transmission ratios in the form of gears V 1, V 2 and V 4 can also be shifted in the motor vehicle transmission 30, in that corresponding shift positions of the coupling element 32 are realized in the shifting device 31. In a manner analogous to the shift pattern according to FIG. 5, the actuated state of the shift element A is shown for the shift of the gear V 1 and the actuated state of the shift element B is shown for the shift of the gear V 2. In order to shift the further gear V 4, the shifting device 31 then has to realize the actuated state of the shifting element D.In addition, FIG. 8 shows a schematic illustration of a drive unit 37. the drive unit 37 corresponds here substantially to the drive unit 1 from FIG. 1, wherein, in contrast to the variant according to FIG. 1, in the case of a motor vehicle transmission 38 of the drive unit 37, a shifting device 39 is now provided, by means of which only the function of two shifting elements A and C is depicted. The shifting device 39 comprises a coupling element 40 in the form of a sliding sleeve, wherein the coupling element 40 is guided on a toothing 41 in a rotationally fixed and axially displaceable manner, which toothing is connected in a rotationally fixed manner to the shaft 12 and thus to the third element E 32 of the second planetary gear set P 2. In the motor vehicle transmission 38, the shaft 12 is also designed as a radial connecting piece.From a neutral position shown in FIG. 8, the coupling element 40 can be axially displaced into a first switching position, in which the coupling element 40 also engages into a toothing 42 in addition to the tooth engagement in the toothing 41. The toothing 42 is connected in a rotationally fixed manner to the shaft 9 and thus also to the second element E 21 of the first planetary gear set P 1 and to the first element E 13 of the third planetary gear set P 3. Accordingly, in the first shift position of the coupling element 40, a rotationally fixed connection of the third element E 32 of the second planetary gear set P 2 with the second element E 21 of the first planetary gear set P 1 and the first element E 13 of the third planetary gear set P 3 is established, wherein this means an actuated state of the shift element A.On the other hand, the coupling element 40 can be transferred from the neutral position axially into a second shift position, in which an actuated state of the shift element C is shown and the coupling element 40 engages in a toothing 43 in the existing rotationally fixed guidance on the toothing 41. The toothing 43 is connected in a rotationally fixed manner to the permanently fixed component 11 so that in the second shift position of the coupling element 40 the third element E 32 of the second planetary gear set P 2 is fixed and thus ultimately also the third element E 32 is connected in a rotationally fixed manner to the second element E 22 of the second planetary gear set P 2. This results in the second planetary gear set P 2 being stopped. The shifting device 39 is arranged axially overlapping with the second planetary gear set P 2 and radially surrounding it.As a further difference compared to the variant according to FIG. 1, the parking lock element P in the motor vehicle transmission 38 is incorporated in the region of the first element E 13 of the third planetary gear set P 3 and, upon actuation, again fixes the shaft 9 directly to the permanently fixed component 11. The parking lock element P is arranged here axially partially between the second planetary gear set P 2 and P 3 and partially overlapping with the third planetary gear set P 3, wherein the parking lock element P is placed here radially surrounding the planetary gear sets P 2 and P 3. Otherwise, the embodiment according to FIG. 8 corresponds to the variant according to FIG. 1, so that reference is made to the description thereof.FIG. 9 shows a schematic view of a further drive unit 44, which corresponds here substantially to the preceding variant according to FIG. 8. The drive unit 44 differs from the variant according to FIG. 8 in that, in a motor vehicle transmission 45, the first planetary gear set P 1 and the second planetary gear set P 2 are now arranged in a nested arrangement, in that the second planetary gear set P 2 is placed axially overlapping with the first planetary gear set P 1 and is provided radially surrounding the first planetary gear set P 1. Due to the thus spatially dense arrangement, the third element E 31 of the first planetary gear set P 1 and the first element E 12 of the second planetary gear set P 2 can be embodied in one piece in this case, in that a common component forms the toothing of the third element E 31 of the first planetary gear set P 1 radially on the inside and the toothing of the first element E 12 of the second planetary gear set P 2 radially on the outside.Due to the changed arrangement of the planetary gear sets P 1 and P 2, a differently designed shifting device 46 is also provided in the motor vehicle transmission 45. This shifting device 46 is located radially at the level of the second planetary gear set P 2 and axially between the second planetary gear set P 2 and the third planetary gear set P 3, wherein the shifting device 46 has a coupling element 47, which is guided radially on the outside in a rotationally fixed and axially displaceable manner on a toothing 48. This toothing 48 is connected in a rotationally fixed manner to the shaft 12 and thus also to the third element E 32 of the second planetary gear set P 2. For this purpose, the shaft 12 has an axial course in the direction of the third planetary gear set P 3 in comparison with the variant according to FIG. 8 and is guided radially inward.From a neutral position shown in FIG. 9, the coupling element 47 can be moved, on the one hand, into a first switching position, in which the coupling element engages in the toothing 42. Since the toothing 42 is connected to the shaft 9 and the coupling element 47 is rotationally fixedly guided on the toothing 48, this enclosing results in a rotationally fixedly connected connection of the shaft 12 to the shaft 9 and thus also of the third element E 32 of the second planetary gear set P 2 to the second element E 21 of the first planetary gear set P 1 and the first element E 13 of the third planetary gear set P 3. This represents the actuated state of the shift element A.On the other hand, the coupling element 47 can be moved into a second switching position representing the actuated state of the switching element C. In this second switching position, the coupling element 47 meshes with a toothing 49 which is connected to the shaft 10 in a rotationally fixed manner. Accordingly, in the second shift position, a rotationally fixed connection of the shaft 12 to the shaft 10 is brought about, which also results in a rotationally fixed connection of the third element E 32 of the second planetary gear set P 2 to the first element E 12 of the second planetary gear set P 2 and thus results in a blocking of the second planetary gear set P 2. Due to the permanently fixed state of the second element E 22 of the second planetary gear set P 2, the second planetary gear set P 2 is thereby fixed overall. Otherwise, the embodiment according to FIG. 9 corresponds to the variant according to FIG. 8, so that reference is made to the description thereof.FIG. 10 shows an exemplary shift pattern of the motor vehicle transmissions 38 and 45 according to FIGS. 8 and 9. In the motor vehicle transmissions 38 and 45, two transmission ratios can be shifted between the drive shaft 6 and the output shaft 7 in the form of the gears V 1 and V 3. As can be understood from the exemplary shift pattern, gear V 1 is shifted by representing the actuated state of shift element A at shift device 39 or 46, the actuated state of shift element C being represented at shift device 39 or 46 for a shift of gear V 3.Furthermore, FIG. 11 shows a schematic illustration of a drive unit 50, which is designed in accordance with a further embodiment and corresponds to the greatest possible extent to the drive unit 1 from FIG. 1. However, as a difference from the variant according to FIG. 1, the function of a shift element C is now not depicted in a motor vehicle transmission 51, in that a shift device 52 can only implement the functions of the shift elements A and B. A coupling element 53 of the switching device 52 is guided radially on the outside on the toothing 19, which is connected to the shaft 12 in a rotationally fixed manner. Analogously to the variant according to FIG. 1, the coupling element 53 can depict the actuated state of the shift element A in a first shift position by meshing with the toothing 20 and can realize the actuated state of the shift element B in a second shift position by meshing with the toothing 21. In addition, the coupling element 53 can be positioned between the first switching position and the second switching position in a neutral position. Moreover, in the case of the switching device 52, however, no further positions of the coupling element 53 can then be realized. Otherwise, the embodiment according to FIG. 11 corresponds to the variant according to FIG. 1, so that reference is made to the description thereof.A further possible embodiment of a drive unit 54 according to the invention is evident from FIG. 12, wherein this possible embodiment corresponds substantially to the preceding variant according to FIG. 11. The only difference is that in a motor vehicle transmission 55 of the drive unit 54, the parking lock element P is now not arranged axially between the connection point 8 of the drive shaft 6 and the first planetary gear set P 1, but is placed axially overlapping with and radially surrounding the first planetary gear set P 1. This allows a nested arrangement of the parking lock element P with the first planetary gear set P 1, so that an axial structural length of the motor vehicle transmission 55 can be reduced. Moreover, the design option according to FIG. 12 corresponds to the variant according to FIG. 11, so that reference is made to the one described for this purpose.FIG. 13 shows an exemplary shift pattern of the motor vehicle transmissions 51 and 55 according to FIGS. 11 and 12. As can be seen here, in the motor vehicle transmissions 51 and 55, two transmission ratios can be shifted in each case between the drive shaft 6 and the output shaft 7 in the form of the gears V 1 and V 2. While the gear V 1 is shifted in this case in a manner analogous to the preceding variants by representing the actuated state of the shift element A in the shift device 52, the actuated state of the shift element B is to be represented in the shift device 52 for a shift of the gear V 2.FIG. 14 shows a schematic illustration of a drive unit 56 according to a further embodiment. The drive unit 56 corresponds to the greatest possible extent to the drive unit 1 from FIG. 1, wherein the drive unit 56 differs from the variant according to FIG. 1 in that a shifting device 57 of a motor vehicle transmission 58 of the drive unit 56 now only implements the function of the shifting elements B and C, while a function of the shifting element A is omitted. Thus, in the shifting device 57, a coupling element 59 which is guided radially on the outside on the toothing 19 in a rotationally fixed and axially displaceable manner can be positioned in each case only in a first shifting position, in a second shifting position and an intermediate neutral position. In the first switching position, the coupling element 59 then additionally comes into toothed engagement with the toothing 21 and thus connects the output shaft 7 to the shaft 12 in a rotationally fixed manner, on which the toothing 19 is configured. In a manner analogous to the variant according to FIG. 1, the actuated state of the shift element B is thereby illustrated. As a result, as can be seen with reference to an exemplary shift pattern of the motor vehicle transmission 58 from FIG. 15, the gear V 2 is shifted as a transmission ratio between the input shaft 6 and the output shaft 7.While in the intermediate neutral position shown in FIG. 14 a decoupling of the output shaft 7 from the drive shaft 6 is realized, in the second shift position the actuated state of the shift element C is realized analogously to the variant according to FIG. 1 in that the coupling element 59 engages in the toothing 22 when it is guided on the toothing 19. This then also results in a shift of the gear V 3 as a transmission ratio between the input shaft 6 and output shaft 7 (cf. FIG. 15 ). The embodiment according to FIG. 14 also corresponds to the variant according to FIG. 1, so that reference is made to the description thereof.In addition, FIG. 16 also shows a schematic view of a drive unit 60 which is designed according to a further embodiment of the invention and again corresponds substantially to the variant according to FIG. 1. It is different from the drive unit 1 from FIG. 1 in this case that in a motor vehicle transmission 61 of the drive unit 60 a shifting device 62 is now provided, by means of which on the one hand the function of the shifting element B and on the other hand the function of a shifting element D is depicted. The shifting device 62 has a coupling element 63 which is designed as a sliding sleeve and is guided on a toothing 64 in a rotationally fixed and axially displaceable manner. The toothing 64 is connected in a rotationally fixed manner to the output shaft 7. From a neutral position shown in FIG. 16, the coupling element 63 can be moved on the toothing 64 on the one hand to a first shift position in which the actuated state of the shift element B is realized and the coupling element 63 additionally comes into toothed engagement with a toothing 65 in addition to the toothing 64. The toothing 65 is connected in a rotationally fixed manner to the shaft 12 and thus also to the third element E 32 of the second planetary gear set P 2, so that in the first shift position a rotationally fixed connection of the third element E 32 of the second planetary gear set P 2 to the output shaft 7 is realized. The shaft 12 is designed as a radial shaft piece.On the other hand, the coupling element 63 can also be transferred from the neutral position into a second switching position, in which the coupling element 63 engages both in the toothing 64 and in a toothing 66. The latter is connected to the shaft 10 in a rotationally fixed manner, as a result of which, in the second shift position and thus in the actuated state of the shift element D, a rotationally fixed connection of the output shaft 7 is produced to the third element E 31 of the first planetary gear set P 1 and to the first element E 12 of the second planetary gear set P 2. As can be seen on the basis of an exemplary shift pattern of the motor vehicle transmission 61 from FIG. 17, two different transmission ratios between the drive shaft 6 and the output shaft 7 in the form of the gears V 2 and V 4 can thus be shifted via the two shift positions by either the actuated state of the shift element B or the actuated state of the shift element D being realized in the shift device 62. Otherwise, the embodiment according to FIG. 16 corresponds to the variant according to FIG. 1, so that reference is made to the description thereof.In the aforementioned variants, a respective embodiment of the parking lock element P as a form-fit brake element can be replaced as desired by an embodiment as a force-fit brake element and vice versa.Finally, FIG. 18 shows a schematic view of an electric vehicle 67, which can be, in particular, an electric utility vehicle, such as a transporter. In addition to a steerable, non-driven vehicle axle 68, the electric vehicle 67 also has a motor vehicle drive axle 69 with drive wheels 70 and 71. The drive gear 70 is connected to the output shaft 15 of the drive unit 72, while the drive gear 71 is connected to the output shaft 16 of the drive unit 72.While the vehicle axle 68 is a front axle of the electric vehicle 67, the motor vehicle drive axle 69 is a rear axle of the electric vehicle 67, but alternatively or additionally to the motor vehicle drive axle 69, the vehicle axle 68 could also be designed as a driven axle with an optionally analogous design of a drive unit.By means of the embodiments according to the invention, a parking lock function in a motor vehicle transmission can be implemented in a suitable manner.Reference numerals denote reference numerals1 Drive unit 2 Electric machine 3 Motor vehicle transmission 4 Stator 5 Rotor 6 Drive shaft 7 Output shaft 8 Connection point 9 Shaft 10 Shaft 11 Fixed component 12 Shaft 13 Differential cage 14 Differential gearset 15 Output shaft 16 Output shaft 17 Switching device 18 Coupling element 19 Toothing 20 Toothing 21 Toothing 22 Toothing 23 Drive unit 24 Motor vehicle transmission 25 Drive unit 26 Motor vehicle transmission 27 Drive unit 28 Motor vehicle transmission 29 Drive unit 30 Motor vehicle transmission 31 Switching device 32 Coupling element 33 Toothing 34 Toothing 35 Toothing 36 Toothing 37 Drive unit 38 Motor vehicle transmission 39 Switching device 40 Coupling element 41 Toothing 42 Toothing 43 Toothing 44 Drive unit 45 Motor vehicle transmission 46 Switching device 47 Coupling element 48 Toothing 49 Toothing 50 Drive unit 51 Motor vehicle transmission 52 Switching device 53 Coupling element 54 Drive unit 55 Motor vehicle transmission 56 Drive unit 57 Switching device 58 Motor vehicle transmission 59 Coupling element 60 Drive unit 61 Motor vehicle transmission 62 Shifting device 63 Coupling element 64 Toothing 65 Toothing 66 Toothing 67 Electric vehicle 68 Vehicle axle 69 Motor vehicle drive axle 70 Drive wheel 71 Drive wheel 72 Drive unit P 1 First planetary gear set P 2 Second planetary gear set P 3 Third planetary gear set E 11 First element First planetary gear set E 21 Second element First planetary gear set E 31 Third element First planetary gear set E 12 First element Second planetary gear set E 22 Second element Second planetary gear set E 32 Third element Second planetary gear set E 13 First element Third planetary gear set E 23 Second element Third planetary gear set E 33 Third element Third planetary gear set A Shifting element B Shifting element C Shifting element D Shifting element P Parking lock element V 1 Gear V 2 Gear V 3 Gear V 4 Gear

Claims

Motor vehicle transmission (28; 55) for an at least partially electrically driven motor vehicle, comprising an input 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 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) in the form of a respective sun wheel, a second element (E21, E22, E23) in the form of a respective planetary carrier and a third element (E31, E32, E33) in the form of a respective ring wheel, wherein the drive shaft (6) is provided for coupling to at least one drive machine and is connected in a rotationally fixed manner to the first element (E11) of the first planetary gear set (P1), - wherein at least functionally a plurality of shift elements (A, B, C) are provided, by the selective actuation of which different force flow guides from the drive shaft (6) to the output shaft (7) can be produced, - wherein the second element (E23) of the third planetary gear set (P3) is connected in a rotationally fixed manner to the output shaft (7), - wherein the second element (E21) of the first planetary gear set (P1) and the first element (E13) of the third planetary gear set (P3) are connected in a rotationally fixed manner to one another, - 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, - wherein the second element (E22) of the second planetary gear set (P2) is fixed, - wherein the third element (E33) of the third planetary gear set (P3) is fixed, - and wherein the third element (E32) of the second planetary gear set (P2) is connected in a rotationally fixed manner to one of the elements (E13, E23, E33) of the third planetary gear set (P3) in the respectively actuated state of at least one (A, B, C) of the at least functionally provided shift elements (A, B, C), characterized - in that a parking lock element (P) is additionally provided, which, in an actuated state, directly fixes the second element (E21) of the first planetary gear set (P1) and the first element (E13) of the third planetary gear set (P3), wherein the parking lock element (P) is arranged nested with the first planetary gear set (P1), wherein the parking lock element (P) is arranged axially covering and radially surrounding the first planetary gear set (P1).Motor vehicle transmission (28; 55) according to Claim 1, characterized in that a shift element (A) is provided at least functionally, in the actuated state of which 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 to the first element (E13) of the third planetary gear set (P3).Motor vehicle transmission (28; 55) according to Claim 1 or 2, characterized in that a shift element (B) is provided at least functionally, in the actuated state of which the third element (E32) of the second planetary gear set (P2) is connected to the output shaft (7) in a rotationally fixed manner.Motor vehicle transmission (28) according to one of Claims 1 to 3, characterized in that a shift element (C) is provided at least functionally, the actuation of which results in the third element (E32) of the second planetary gear set (P2) being locked, the second planetary gear set (P2) being locked on account of the permanently locked state of the second element (E22) of the second planetary gear set (P2).Motor vehicle transmission (28) according to one of the preceding claims, characterized in that the shift elements (A, B, C) are formed by a common shift device (17) which has a coupling element (18), wherein the coupling element (18) can be positioned in each case in a first shift position, in a second shift position and in a third shift position, wherein the coupling element (18), in the first shift position, 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 to the first element (E13) of the third planetary gear set (P3), wherein, in the second shift position, the coupling element (18) connects the third element (E32) of the second planetary gear set (P2) in a rotationally fixed manner to the output shaft (7), and wherein the coupling element (18) results in the third shift position in the third element (E32) of the second planetary gear set (P2) being fixed.Motor vehicle transmission (55) according to Claims 1, 2 or 3, characterized in that the shift elements (A, B) are formed by a common shift device (52) which has a coupling element (53), wherein the coupling element (53) can be positioned in each case in a first shift position and in a second shift position, wherein the coupling element (53), in the first shift position, 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 to the first element (E13) of the third planetary gear set (P3), and wherein, in the second shift position, the coupling element (53) 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 (28; 55) according to one of the preceding claims, characterized in that the planetary gear sets (P1, P2, P3) are arranged axially following a connection point (8), at which the coupling of the drive shaft (6) to the at least one drive machine is to be produced, in an order of first planetary gear set (P1), second planetary gear set (P2) and third planetary gear set (P3).Motor vehicle transmission (28; 55) according to one of the preceding claims, characterized in that the parking lock element (P) is designed as a positively locking or as a non-positively locking brake element.Drive unit (27; 54) for an at least partially electrically driven motor vehicle, comprising an electric machine (2) and a motor vehicle transmission (28; 55) according to one or more of Claims 1 to 8, wherein a rotor (5) of the electric machine (2) is coupled to the drive shaft (6) of the motor vehicle transmission (28; 55).Electrically drivable motor vehicle drive axle (69) for an at least partially electrically driven motor vehicle, comprising a drive unit (27; 54) according to Claim 9.Hybrid or electric vehicle (67) comprising a drive unit (27; 54) according to claim 9 or a motor vehicle drive axle (69) according to claim 10.

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