Motor vehicle transmission for a motor vehicle that is at least partially electrically powered

Abstract

The invention relates to a motor vehicle transmission (3) comprising a drive shaft (4), an output element (5), a first planetary gear set (P1), and a second planetary gear set (P2), wherein the drive shaft (4) is provided for coupling with at least one drive motor. Furthermore, at least four switching elements (A, B, C, D) are provided for the representation of different power flow paths between the drive shaft (4) and the output element (5). Additionally, a coupling between the drive shaft and the first element of the first planetary gear set and / or the coupling between the output element (5) and a third element (E32) of the second planetary gear set (P2) and / or the coupling between a second element (E21) of the first planetary gear set (P1) and a second element (E22) of the second planetary gear set (P2) is provided via an intermediate spur gear stage (17, 20).

Description

[0001] The invention relates to a motor vehicle transmission for an at least partially electrically driven motor vehicle, comprising a drive shaft, an output element, as well as a first planetary gear set and a second planetary gear set, wherein the first planetary gear set and the second planetary gear set each have a first element, a second element, and a third element in the form of a sun gear, a planet carrier, and a ring gear, respectively, wherein the drive shaft is provided for coupling with at least one drive machine and is coupled to the first element of the first planetary gear set, wherein the output element is coupled to the third element of the second planetary gear set, the second element of which is coupled to the second element of the first planetary gear set, wherein at least functionally a first switching element is provided, in whose actuated state two of the elements of the first planetary gear set are rotationally fixed to each other,wherein, in addition, at least functionally, a second shifting element is provided, in whose actuated state the third element of the first planetary gear set is fixed, and wherein, furthermore, at least functionally, a third shifting element is provided, in whose actuated state the first element of the second planetary gear set is fixed. Furthermore, the invention 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, a hybrid or electric vehicle, and a method for operating a motor vehicle transmission.

[0002] In electric and hybrid vehicles, a motor vehicle transmission is sometimes provided in the respective drive train between at least one electric motor and the drive wheels of the respective motor vehicle, in order to be able to translate the drive movement of the at least one electric motor, particularly at low speed, to the drive wheels. In addition to single-gear transmissions, motor vehicle transmissions are also sometimes used in which two or more gears can be engaged.

[0003] DE 10 2021 004 159 B3 discloses a drive unit for an electric vehicle, which drive unit consists of an electric motor and a motor vehicle transmission. In addition to a drive shaft and a differential gear set, the motor vehicle transmission comprises two planetary gear sets, each composed of elements in the form of a sun gear, a planet carrier, and a ring gear. The first element of the first planetary gear set is non-rotatably connected to the drive shaft, which, within the drive unit, is also non-rotatably connected to a rotor of the electric motor.Furthermore, the first element of the first planetary gear set is also connected in a rotationally fixed manner to the first element of the second planetary gear set, the second element of which is, on the one hand, connected in a rotationally fixed manner to the second element of the first planetary gear set and, on the other hand, connected in a rotationally fixed manner to an output element which is in the form of a differential carrier of the differential gear set. The motor vehicle transmission also features three shifting elements, the selective actuation of which allows different gears to be shifted between the input shaft and the output element. One of the shifting elements locks the third element of the first planetary gear set, while another shifting element, when actuated, locks the third element of the second planetary gear set.When actuated, the remaining switching element ensures a rotationally fixed connection between the first element and the second element of the first planetary gear set, which results in a blocking of the first planetary gear set and, due to the coupling with the second planetary gear set, also a blocking of the second planetary gear set.

[0004] Based on the prior art described above, it is now the object of the present invention to provide a motor vehicle transmission via which a drive motor, and here preferably an electric motor, can be integrated with different gears, wherein the highest possible efficiency can be achieved in at least one of the gears.

[0005] This object is achieved based on the preamble of claim 1 in conjunction with its characterizing features. The dependent claims that follow thereon each represent advantageous developments of the invention. A drive unit in which a motor vehicle transmission according to the invention is provided is further the subject of claim 15. Furthermore, claim 16 relates to an electrically drivable motor vehicle drive axle for an at least partially electrically powered motor vehicle, while claim 17 relates to a hybrid or electric vehicle. Finally, claim 18 relates to a method for operating a motor vehicle transmission according to the invention.

[0006] According to the invention, a motor vehicle transmission comprises a drive shaft, an output element, and a first planetary gear set and a second planetary gear set. The first planetary gear set and the second planetary gear set each have a first element, a second element, and a third element in the form of a sun gear, a planet carrier, and a ring gear. Furthermore, the drive shaft is provided for coupling to at least one prime mover and is coupled to the first element of the first planetary gear set, wherein the output element is coupled to the third element of the second planetary gear set, the second element of which is coupled to the second element of the first planetary gear set.In addition, a first shifting element is provided, at least functionally, in whose actuated state two of the elements of the first planetary gear set are connected to one another in a rotationally fixed manner. A second shifting element is also provided, at least functionally, in whose actuated state the third element of the first planetary gear set is fixed. Furthermore, a third shifting element is also provided, at least functionally, in whose actuated state the first element of the second planetary gear set is fixed.

[0007] A respective "shaft", such as the drive shaft of the motor vehicle transmission according to the invention, is understood within the meaning of the invention to be a rotatable component of the motor vehicle transmission via which a force flow can be guided between components. The respective shaft can connect these components to one another axially or radially, or even both axially and radially, with force flow being guided. The respective shaft can also be in the form of an intermediate piece via which, for example, a purely radial connection is realized. Furthermore, the respective shaft can be designed as a solid shaft, a hollow shaft, or partly as a solid and partly as a hollow shaft, depending on its course and connection to the components.

[0008] Alternatively or additionally, the respective shaft can be designed in one or more parts.

[0009] The motor vehicle transmission according to the invention has a drive shaft which, in the motor vehicle transmission according to the invention, is provided for establishing a drive-side coupling to at least one drive motor, wherein the drive shaft preferably serves for coupling to exactly one drive motor. 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 motor can be formed. The connection of the at least one drive motor to the connection point of the drive shaft is particularly permanent when the motor vehicle transmission is installed, preferably when the drive motor is designed as an electric motor. Alternatively, however, an intermediate starting element, such as a hydrodynamic torque converter, a starting clutch, etc., can also be used., via which the drive shaft can be or is coupled to the upstream drive motor at its connection point. This is particularly achieved when the drive motor is designed as an internal combustion engine.

[0010] The coupling between the at least one drive motor and the drive shaft is preferably in such a way that, in the installed state of the motor vehicle transmission and when the coupling is established, a fixed speed ratio always prevails between a speed of the drive shaft of the motor vehicle transmission and a speed of the drive motor. Thus, within the scope of the invention, at least one further transmission stage, such as a spur gear stage and / or a planetary gear stage, can be provided between the drive shaft and the drive motor, via which a pre-transmission of a rotary movement of the drive motor to the drive shaft can be realized. However, the drive shaft preferably serves as a rotationally fixed connection to the at least one drive motor.

[0011] The motor vehicle transmission is, in particular, a hybrid or electric vehicle transmission, which is intended to be connected to a drive unit in the form of an electric motor at the drive shaft. A rotor of the electric motor can, as described above, be coupled to the drive shaft of the transmission via at least one intermediate gear ratio. However, a rotor of the electric motor is particularly preferably connected to the drive shaft in a rotationally fixed manner in the installed state of the motor vehicle transmission according to the invention.

[0012] In the motor vehicle transmission according to the invention, the output element is provided in particular for establishing an output-side coupling of the motor vehicle transmission to components which, when the motor vehicle transmission is installed, follow the motor vehicle transmission in the direction of power flow to the drive wheels of the respective motor vehicle. Accordingly, the motor vehicle transmission according to the invention is in particular a drive transmission via which a coupling of the at least one drive motor connected to the drive shaft can be established with drive wheels of the respective motor vehicle in order to transmit a drive movement generated via the drive motor to the drive wheels with different transmission ratios. Within the scope of the invention, the output element can be present as an output shaft or as an input element of a subsequent gear set.

[0013] The first planetary gear set and the second planetary gear set each consist of a first element, a second element and a third element, wherein one of these elements is designed as a sun gear, one element as a planet carrier and one element as a ring gear. Preferably, the individual planetary gear set is in the form of a minus planetary gear set, in which the respective planet carrier guides at least one planet gear in a rotatable manner, wherein the at least one planet gear is in tooth engagement with both the respective sun gear and the respective ring gear. In particular, a plurality of planet gears are rotatably guided in the respective planet carrier.

[0014] Alternatively, one or both planetary gear sets could also be designed as positive planetary gear sets. In this case, at least one pair of planetary gears is rotatably mounted in the respective planetary carrier, with one planetary gear meshing with the respective sun gear and one planetary gear meshing with the respective ring gear. Furthermore, the planetary gears of the at least one planetary gear pair mesh with one another. As already described above, however, the first planetary gear set and the second planetary gear set are preferably each negative planetary gear sets.

[0015] For the purposes of the invention, "axial" refers to an orientation in the direction of a longitudinal center axis of the motor vehicle transmission, parallel to which the rotational axes of the shafts of the motor vehicle transmission and the elements of the planetary gear sets are also oriented. "Radial" then refers to an orientation in the diameter direction of a respective component of the transmission, in particular a respective shaft or a respective element of the respective planetary gear set.

[0016] The invention now includes the technical teaching that, at least functionally, a fourth shifting element is provided, in whose actuated state two of the elements of the second planetary gear set are connected to one another in a rotationally fixed manner. Furthermore, the coupling between the input shaft and the first element of the first planetary gear set and / or the coupling between the output element and the third element of the second planetary gear set and / or the coupling between the second element of the first planetary gear set and the second element of the second planetary gear set is each effected via an intermediate spur gear stage.

[0017] In the motor vehicle transmission according to the invention, the input shaft and the first element of the first planetary gear set are permanently coupled to one another, such that the input shaft and the first element of the first planetary gear set cannot rotate independently of one another. Furthermore, there is also a permanent coupling between the output element and the third element of the second planetary gear set, which means that independent rotation is also not possible for the output element and the third element of the second planetary gear set. Likewise, the second element of the first planetary gear set and the second element of the second planetary gear set are permanently coupled to one another, such that the second element of the first planetary gear set and the second element of the second planetary gear set cannot rotate independently of one another.

[0018] For the purposes of the invention, a "coupling" of components of the motor vehicle transmission means that these coupled components cannot rotate independently of one another, but rather that the speeds of the coupled components are in a fixed speed ratio to one another. At least one of the aforementioned couplings is implemented via an intermediate spur gear stage, so that with this coupling the coupled components are not connected to one another in a rotationally fixed manner, but are coupled to one another via an intermediate transmission stage in the form of a spur gear stage each. As a result, a transmission of a rotary movement between the components coupled to one another is also implemented via each intermediate spur gear stage, thus defining the speed ratio between the coupled components. In addition, the components coupled via this stage are then arranged with an axial offset to one another.Preferably, several of the aforementioned couplings are each realized via an intermediate spur gear stage. Very particularly preferably, exactly two of the aforementioned couplings are each realized via an intermediate spur gear stage.

[0019] A coupling that is not implemented via an intermediate spur gear stage, on the other hand, is in particular present as a rotationally fixed connection between the components that are coupled to one another. Within the scope of the invention, a “rotationally fixed” connection of components of the gearbox within the meaning of the invention is to be understood as meaning that these components that are constantly connected to one another in a rotationally fixed manner or are in contact with one another in a rotationally fixed manner are rigidly connected to one another and therefore always have the same speed. The components that are connected to one another in a rotationally fixed manner or are in contact with one another in a rotationally fixed manner can be separate components that are fastened to one another, for example via an intermediate shaft. Alternatively, components that are connected to one another in a rotationally fixed manner or are in contact with one another in a rotationally fixed manner canComponents that are connected to one another in a rotationally fixed manner can also be designed in one piece and thus exist together as a single component, whereby this is particularly the case when these components are arranged spatially close to one another.

[0020] The motor vehicle transmission according to the invention further comprises, at least functionally, a first shifting element, a second shifting element, a third shifting element, and a fourth shifting element. An actuated state of the at least functionally provided first shifting element results in a rotationally fixed connection between two elements of the first planetary gear set, so that the first planetary gear set subsequently locks and thus causes its block orbit. Specifically, the first element and the second element of the first planetary gear set, or the first element and the third element of the first planetary gear set, or the second element and the third element of the first planetary gear set, can be rotationally fixedly connected to one another in the actuated state of the at least functionally provided first shifting element.

[0021] If, however, an actuated state of the at least functionally provided second shifting element is represented, the third element of the first planetary gear set is locked and subsequently prevented from rotating. The first element of the second planetary gear set can also be locked and thus its rotating movement prevented by realizing an actuated state of the at least functionally provided third shifting element.

[0022] To achieve locking and thus block orbit of the second planetary gear set, an actuated state of the at least functionally provided fourth shifting element is represented, whereupon two of the elements of the second planetary gear set are connected to one another in a rotationally fixed manner. Thus, in the actuated state of the at least functionally provided fourth shifting element, the first element and the second element of the second planetary gear set, the first element and the third element of the second planetary gear set, or the second element and the third element of the second planetary gear set can be connected to one another in a rotationally fixed manner.

[0023] Such a design of a motor vehicle transmission has the advantage that different gear ratios can be implemented as gears between the input shaft and the output element via the at least functionally provided shifting elements. Low losses of the motor vehicle transmission can be achieved in one of these gears by operating both planetary gear sets in block circulation, with a gear ratio between the input shaft and the output element then being implemented via the at least one provided spur gear stage. As a result, the motor vehicle transmission according to the invention is particularly suitable for integrating a drive machine in the form of an electric machine. By combining the two planetary gear sets with the at least one spur gear stage providing the respective coupling, a compact design of the motor vehicle transmission can also be achieved.

[0024] In the motor vehicle transmission according to the invention, preferably three different gear ratios can be switched between the input shaft and the output element via the four at least functionally provided switching elements. A first gear ratio between the input shaft and the output element is thus produced by only representing the actuated states of the second switching element and the third switching element. Thus, in this first gear ratio, the second planetary gear set is blocked, while the first planetary gear set functions as a stationary transmission. To switch a second gear ratio between the input shaft and the output element, however, only the actuated states of the first switching element and the third switching element need be represented, whereupon both planetary gear sets are in block circulation simultaneously.To subsequently switch a third gear ratio between the input shaft and the output element, only the first and fourth shifting elements need to be actuated. This causes the first planetary gear set to rotate in a single block, while the second planetary gear set operates as a stationary gear.

[0025] One of the two planetary gear sets, particularly in the locked state of its lockable element, has a stationary transmission ratio in which a drive movement is slowed down from a drive shaft-side connection of this planetary gear set to a connection of this planetary gear set on the output element side. As a result, this planetary gear set can be used to engage the drive motor coupled to the motor vehicle transmission with a slow transmission ratio when the element is locked. The other planetary gear set is then preferably designed such that in the locked state of its lockable element, a stationary transmission ratio is formed in which a drive movement is fastened down from a drive shaft-side connection of this other planetary gear set to a connection of this other planetary gear set on the output element side.This means that a drive movement can be translated into speed via the other planetary gear set when its element is locked.

[0026] Advantageously, switching between successive gear ratios can be achieved by changing the switching states of two of the at least functionally provided switching elements. For this purpose, the actuated state is maintained for one switching element involved in both the current gear and the new gear to be shifted, while the actuation of the other switching element is terminated and the actuated state is subsequently brought about for the other switching element involved in the new gear to be shifted.

[0027] Very particularly preferably, in the motor vehicle transmission according to the invention, exactly four shifting elements are present, at least functionally, for shifting different gear ratios between the drive shaft and the output element, although within the scope of the invention, further shifting elements that are provided at least functionally can also be provided for shifting further gear ratios. The fact that a respective shifting element is provided "at least functionally" means, within the meaning of the invention, that at least the respective function of the respective shifting element is represented in the motor vehicle transmission according to the invention. In this case, the respective shifting element can actually be physically present as a single shifting element, or the function of the respective shifting element is represented by another component, such as a switching device.A component that maps the function can then combine the function of two switching elements in one device.

[0028] A respective fixed state of a component of the motor vehicle transmission is realized in the sense of the invention 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.

[0029] Within the scope of the invention, securing 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 secured or the components are not permanently coupled to one another, but rather securing or a rotationally fixed connection is only achieved by displaying an actuated state of the at least functionally provided, intermediate shifting element. In this case, an actuated state of the at least functionally provided shifting element within the meaning of the invention means that a closed state of the shifting element in question is displayed and, as a result, the components directly connected to it are aligned with one another in terms of their rotational movements.If at least the function of a positive-locking switching element is depicted, the components directly connected to one another in a rotationally fixed manner will run at the same speed. Whereas, if at least the function of a non-positive switching element is depicted, speed differences between the components may exist even after the actuated state of the switching element is depicted. This intended or unintended 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 switching element.

[0030] According to one embodiment of the invention, the first element of the first planetary gear set is the sun gear of the first planetary gear set, whereas the second element of the first planetary gear set is the planet carrier of the first planetary gear set when the first planetary gear set is designed as a minus planetary gear set, and the third element of the first planetary gear set is the ring gear of the first planetary gear set when the first planetary gear set is designed as a minus planetary gear set. If, however, the first planetary gear set is designed as a plus planetary gear set, the second element of the first planetary gear set is the ring gear and the third element of the first planetary gear set is the planet carrier. This is particularly achieved when the first planetary gear set is designed with a stationary gear ratio, in which a gear ratio to slow down is achieved when the third element of the first planetary gear set is in the locked state.

[0031] As an alternative to the aforementioned embodiment, the third element of the first planetary gear set is the sun gear of the first planetary gear set, whereas the second element of the first planetary gear set is the ring gear of the first planetary gear set when the first planetary gear set is designed as a negative planetary gear set, and the first element of the first planetary gear set is the planet carrier of the first planetary gear set when the first planetary gear set is designed as a negative planetary gear set. When the first planetary gear set is designed as a positive planetary gear set, however, the second element of the first planetary gear set is in the form of a planet carrier and the first element of the first planetary gear set is in the form of a ring gear. This variant is particularly implemented when the first planetary gear set, when the third element of the first planetary gear set is in the locked state, serves to speed up the transmission.

[0032] Alternatively, the third element of the first planetary gear set is the sun gear of the first planetary gear set, whereas the second element of the first planetary gear set is the planet carrier of the first planetary gear set when the first planetary gear set is designed as a negative planetary gear set, and the ring gear of the first planetary gear set when the first planetary gear set is designed as a positive planetary gear set. The first element of the first planetary gear set is the ring gear of the first planetary gear set when the first planetary gear set is designed as a negative planetary gear set, and the planet carrier of the first planetary gear set when the first planetary gear set is designed as a positive planetary gear set. This variant can be implemented if the first planetary gear set, with the third element in the locked state, serves to reduce the gear ratio, thereby allowing a smaller gear step to be achieved.

[0033] According to one possible embodiment of the invention, the first element of the second planetary gear set is the sun gear of the second planetary gear set, whereas the second element of the second planetary gear set is the planet carrier of the second planetary gear set when the second planetary gear set is designed as a negative planetary gear set, and the third element of the second planetary gear set is the ring gear of the second planetary gear set when the second planetary gear set is designed as a negative planetary gear set. If, on the other hand, the second planetary gear set is designed as a positive planetary gear set, the second element of the second planetary gear set is the ring gear and the third element of the second planetary gear set is the planet carrier of the second planetary gear set. This possible embodiment is particularly realized when the second planetary gear set serves for a high-speed transmission when the first element of the second planetary gear set is in the locked state.

[0034] As an alternative to the aforementioned design option, the second element of the second planetary gear set is the sun gear of the second planetary gear set, whereas the third element of the second planetary gear set is the planet carrier of the second planetary gear set when the second planetary gear set is designed as a negative planetary gear set, and the first element of the second planetary gear set is the ring gear of the second planetary gear set when it is designed as a negative planetary gear set. However, when the second planetary gear set is designed as a positive planetary gear set, the third element of the second planetary gear set is then in the form of a ring gear and the first element of the second planetary gear set is the planet carrier. This alternative variant is preferably implemented when the second planetary gear set, in terms of its stationary gear ratio, is intended for a gear ratio into the low gear when the first element is in the fixed state.

[0035] As a further alternative to the two aforementioned variants, the third element of the second planetary gear set is the sun gear of the second planetary gear set, whereas the second element of the second planetary gear set is the planet carrier of the second planetary gear set when the second planetary gear set is designed as a negative planetary gear set, and the ring gear of the second planetary gear set when the second planetary gear set is designed as a positive planetary gear set. And the first element of the second planetary gear set is the ring gear of the second planetary gear set when the second planetary gear set is designed as a negative planetary gear set, and the planet carrier of the second planetary gear set when the second planetary gear set is designed as a positive planetary gear set. This embodiment is particularly implemented when the second planetary gear set serves to increase the speed, whereby an even higher stationary increase the speed is then possible.

[0036] In a further development of one of the aforementioned variants, a first spur gear stage and a second spur gear stage are provided. The first spur gear stage has a first spur gear and a second spur gear, of which the first spur gear is connected in a rotationally fixed manner to the second element of the first planetary gear set and meshes with the second spur gear, which is connected in a rotationally fixed manner to the second element of the second planetary gear set. In addition, the second spur gear stage has a third spur gear and a fourth spur gear, of which the third spur gear is connected in a rotationally fixed manner to the third element of the second planetary gear set and meshes with the fourth spur gear, which is connected in a rotationally fixed manner to the output element. In this case, two spur gear stages are provided, one of which establishes the coupling between the two planetary gear sets, while the other spur gear stage couples the second planetary gear set to the output element.

[0037] Alternatively, a first spur gear stage and a second spur gear stage are provided, wherein the first spur gear stage has a first spur gear and a second spur gear, of which the first spur gear is connected in a rotationally fixed manner to the input shaft and meshes with the second spur gear, which is connected in a rotationally fixed manner to the first element of the first planetary gear set. Furthermore, the second spur gear stage has a third spur gear and a fourth spur gear, of which the third spur gear is connected in a rotationally fixed manner to the second element of the first planetary gear set and meshes with the fourth spur gear, which is connected in a rotationally fixed manner to the second element of the second planetary gear set. Thus, the first spur gear stage couples the input shaft to the first planetary gear set, while the second spur gear stage establishes a coupling between the planetary gear sets.

[0038] According to one embodiment of the invention, the first shifting element and the second shifting element are formed by a common shifting device which has a coupling element. The coupling element can be positioned in a first shifting position and in a second shifting position, wherein the coupling element in the first shifting position functionally represents an actuated state of the first shifting element and connects two of the elements of the first planetary gear set to one another in a rotationally fixed manner. In the second shifting position, the coupling element then functionally represents an actuated state of the second shifting element and fixes the third element of the first planetary gear set. This allows the function of the first shifting element and the second shifting element to be represented by one shifting device and thus in a compact manner.Furthermore, to represent the actuated states, only one common actuating mechanism is required, via which the coupling element can be positioned in the respective different switching positions. Preferably, the coupling element can also be positioned in an intermediate neutral position between the switching positions, in which neither an actuated state of the first switching element nor an actuated state of the second switching element is represented. Within the scope of the invention, a "switching position" or a "neutral position" can be an axial adjustment range within which the coupling element is to be positioned in order to realize the respective switching position or the respective neutral position.

[0039] The aforementioned switching device is designed in particular such that the coupling element, in the two switching positions and during axial displacement between the two switching positions, is guided in a rotationally fixed and axially displaceable manner on a first toothing which is rotationally fixedly connected to the third element of the first planetary gear set. In the first switching position, the coupling element then also engages in a second toothing which is rotationally fixedly connected to the first element or the second element of the first planetary gear set, wherein the coupling element, in the second switching position, engages in a third toothing which is fixed. The third toothing is preferably designed on a permanently fixed component, such as a transmission housing, a part of a transmission housing or a component connected thereto in a rotationally fixed manner.

[0040] The coupling element of the switching device is in particular in the form of a sliding sleeve. The coupling element preferably has one or more coupling teeth, on which the axial, rotationally fixed guidance on the first toothing takes place and / or the respective engagement with the second and third toothing can be carried out. The teeth are preferably designed as claw teeth, so that the function of unsynchronized claw switching elements is reproduced via the switching device. Alternatively, the first switching element and the second switching element could also be in the form of individual switching elements, wherein the switching elements in this case are designed in particular as form-fitting switching elements and in this case particularly preferably as unsynchronized claw switching elements.Alternatively, individual switching elements could also be designed as locking synchronizations or as force-locking switching elements, in particular in the form of lamella switching elements.

[0041] Alternatively, but preferably in addition to the aforementioned embodiment, the third shifting element and the fourth shifting element are formed by a common shifting device which has a coupling element. This coupling element can be positioned in a first shifting position and in a second shifting position, wherein the coupling element in the first shifting position functionally represents an actuated state of the third shifting element and fixes the first element of the second planetary gear set, while the coupling element in the second shifting position functionally represents an actuated state of the fourth shifting element and connects two of the elements of the second planetary gear set to one another in a rotationally fixed manner. This allows a compact design to be realized by implementing the functions of the third shifting element and the fourth shifting element by a common shifting device.Accordingly, only one actuating actuator needs to be provided to represent the actuated states of the two switching elements, via which the coupling element can be positioned in the different switching positions. In particular, the coupling element can be positioned in an intermediate neutral position between the switching positions, in which neither the third switching element nor the fourth switching element is actuated. Here, too, a "switching position" or a "neutral position" within the scope of the invention can be an axial adjustment range within which the coupling element is to be positioned in order to realize the respective switching position or the respective neutral position.

[0042] Preferably, the coupling element of the aforementioned switching device is guided in a rotationally fixed and axially displaceable manner on a first toothing in the two switching positions and during axial displacement between the two switching positions, wherein this first toothing is connected in a rotationally fixed manner to the first element of the second planetary gear set. In the first switching position, the coupling element then engages in a second toothing which is fixed, wherein the second toothing can be configured on a permanently fixed component, such as a transmission housing, a part of a transmission housing or a component connected thereto in a rotationally fixed manner. Upon movement into the second switching position, the coupling element comes into tooth engagement with a third toothing which is permanently connected in a rotationally fixed manner to the second element or the third element of the second planetary gear set.

[0043] The coupling element is preferably designed as a sliding sleeve. In particular, the coupling element also has one or more coupling teeth, on which the axial, rotationally fixed guidance on the first toothing takes place and / or the respective engagement with the second and third toothing can be carried out. The teeth of the switching device are preferably designed as claw teeth, so that the functions of the third switching element and the fourth switching element are represented via the switching device as unsynchronized claw switching elements. Alternatively, the third switching element and the fourth switching element could also be present as individual switching elements, wherein the switching elements in this case are designed in particular as positive-locking switching elements and here particularly preferably as unsynchronized claw switching elements.However, a design as locking synchronizers or as force-locking switching elements, in particular as multi-plate switching elements, is also possible.

[0044] Most preferably, both aforementioned switching devices are implemented together in the motor vehicle transmission according to the invention.

[0045] According to one possible embodiment of the invention, the output element is an input element of a differential gear set, via which a drive-effective coupling to two output shafts is established. In this way, a drive torque generated at the output element can advantageously be distributed between the two output shafts, wherein a speed compensation between the output shafts can also be achieved via the differential gear set. In this case, the differential gear set 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 drive movement transmitted to the output element of the motor vehicle transmission is preferably distributed to the output shafts, which are more preferably assigned to a motor vehicle drive axle.However, the differential gear set can also function as a longitudinal differential, via which drive power can be distributed across multiple drive axles. As an alternative to a bevel gear differential, the differential gear set can also be designed, within the scope of the invention, as a planetary gear differential, a spur gear differential, etc. The input element, which simultaneously forms the output element, is preferably a differential cage of the differential gear set.

[0046] The invention also relates to a drive unit which, in addition to at least one electric machine, has a motor vehicle transmission according to one or more of the variants described above. In this case, a rotor of each of the at least one electric machine is coupled to the drive shaft of the motor vehicle transmission. The at least one electric machine can, within the scope of the invention, be operated in particular on the one hand as a generator and on the other hand as an electric motor. This makes it possible to create a drive unit which is suitable for use in a motor vehicle in the form of an electric or hybrid vehicle. In this case, it is particularly preferable for the drive unit to provide exactly one electric machine in addition to the motor vehicle transmission.

[0047] The at least one electric machine is preferably connected in a rotationally fixed manner to the drive shaft of the motor vehicle transmission, wherein the at least one electric machine is then arranged coaxially to the drive shaft. As a result, the drive shaft and the respective rotor of the at least one electric machine run at the same speed during operation. Alternatively, it is also conceivable for the respective rotor of the at least one electric machine to be connected in a rotationally fixed manner to an intermediate shaft of the motor vehicle transmission, which is coupled to the drive shaft via at least one gear ratio, so that the at least one electric machine is then possibly axially offset from the drive shaft. Depending on the design of the at least one gear ratio, a coaxial arrangement of the at least one electric machine to the drive shaft is also possible.

[0048] A drive unit designed according to one of the aforementioned variants is, in particular, part of an electrically driven motor vehicle drive axle, which is provided for an electric or hybrid vehicle. The motor vehicle transmission preferably has a differential gear set coupled to the output element and thereby coupling the output element to output shafts. Each of the output shafts is assigned to a drive wheel of the motor vehicle drive axle.

[0049] Within the scope of the invention, the aforementioned motor vehicle drive axle is provided in a hybrid or electric vehicle, which may be a passenger car or a commercial vehicle. A commercial vehicle may be an at least partially electrically powered van or a light, medium, or heavy bus or truck.

[0050] Advantageous embodiments of the invention, which are explained below, are illustrated in the drawings. They show: Fig. 1 to 4 each show a schematic view of a drive unit according to an embodiment of the invention; Fig. 5 an exemplary circuit diagram of motor vehicle transmissions of the drive units from the Fig. 1 to 4; Fig. 6 a schematic representation of a drive unit according to a further embodiment of the invention; Fig. 7 an exemplary circuit diagram of a motor vehicle transmission of the drive unit from Fig. 6; and Fig. 8 is a schematic view of an electric vehicle according to a preferred embodiment of the invention.

[0051] Out of Fig. Figure 1 shows a schematic view of a drive unit 1 designed according to one embodiment of the invention. This drive unit 1 consists 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 shown only schematically here, wherein the electric machine 2 has a stator and a rotor in a manner known in principle to those skilled in the art and can also be operated both as a generator and as an electric motor.

[0052] The motor vehicle transmission 3 has, in addition to an input shaft 4 and an output element 5, two planetary gear sets P1 and P2, each composed of a first element E11 or E12, a second element E21 or E22, and a third element E31 or E32. The respective first element E11 or E12 of the respective planetary gear set P1 or P2 is a respective sun gear 6 or 7, while the respective second element E21 or E22 of the respective planetary gear set P1 or P2 is designed as a respective planet carrier 8 or 9. In addition, the respective third element E31 or E32 of the respective planetary gear set P1 or P2 is a respective ring gear 10 or 11 of the respective planetary gear set P1 or P2.

[0053] In the respective planet carrier 8 or 9 of the respective planetary gear set P1 or P2, several planetary gears 12 or 13 are rotatably mounted, each of which meshes with both the respective sun gear 6 or 7 and the respective ring gear 10 or 11 of the respective planetary gear set P1 or P2. In this respect, the planetary gear sets P1 and P2 are designed as negative planetary gear sets.

[0054] In this case, the first element E11 of the first planetary gear set P1 is rotationally fixedly connected to the drive shaft 4, which is also rotationally fixedly connected to the rotor of the electric machine 2 at a connection point 14. In this respect, the first element E11 of the first planetary gear set P1 and the rotor are also rotationally fixedly connected to one another via the drive shaft 4, whereby the first element E11 and the rotor of the electric machine 2 always rotate at the same speed. Within the scope of the invention, the drive shaft 4 can be designed as a single piece with the rotor of the electric machine 2 and / or with the first element E11 of the first planetary gear set P1.

[0055] The second element E21 of the first planetary gear set P1 is non-rotatably connected to a shaft 15, which runs coaxially with the drive shaft 4 and non-rotatably connects the second element E21 of the first planetary gear set P1 to a spur gear 16 of a spur gear stage 17 of the motor vehicle transmission 3. Within the spur gear stage 17, the spur gear 16 meshes with a spur gear 18, which is non-rotatably connected to the second element E22 of the second planetary gear set P2. Accordingly, the second planetary gear set P2 is arranged axially offset from the electric motor 2, the drive shaft 4, and also the first planetary gear set P1.

[0056] In the second planetary gear set P2, the third element E32 is connected in a rotationally fixed manner to a spur gear 19 of a spur gear stage 20, this rotationally fixed connection being established via a shaft 21. The spur gear stage 20 is arranged axially substantially overlapping the first planetary gear set P1 and, in addition to the spur gear 19, also comprises a spur gear 22 which meshes with the spur gear 19 and is connected in a rotationally fixed manner to the output element 5. The output element 5 and the spur gear 22 can be designed as a single piece, in that the output element 5 is provided on an outer circumference with a toothing forming the spur gear 22.

[0057] In the present case, the output element 5 forms an input element of a differential gear set 23 in the form of a differential cage 24 of the differential gear set 23. The differential gear set 23 of the motor vehicle transmission 3 is designed as a bevel gear differential, which, in a manner known in principle to those skilled in the art, divides a drive torque introduced into the output element 5 and thus into the differential cage 24 between two output shafts 25 and 26. In this case, the differential gear set 23 enables speed differences between the output shafts 25 and 26 in a manner known in principle to those skilled in the art. In the present case, the differential gear set 23 is arranged axially offset and axially overlapping with the electric machine 2.

[0058] Furthermore, the motor vehicle transmission 3 includes two shifting devices 27 and 28. The shifting device 27 implements the function of two shifting elements A and B, for which purpose the shifting device 27 is equipped with a coupling element 29 in the form of a sliding sleeve. The coupling element 29 is guided radially and axially displaceably on a toothing 30, which is connected in a rotationally fixed manner to the third element E31 of the first planetary gear set P1. Axial displacements of the coupling element 29 on the toothing 30 can be performed via an actuating actuator (not shown in detail here), which is preferably designed as an electromechanical actuating actuator. The shifting device 27 is positioned axially on a side of the first planetary gear set P1 facing away from the electric machine 2.

[0059] The coupling element 29 can be moved via the actuating actuator between two different switching positions, in which, in addition to the tooth engagement with the toothing 30, a further tooth engagement of the coupling element 29 with a respective associated toothing 31 or 32 is performed. The toothing 31 is connected in a rotationally fixed manner to the shaft 15 and thus to the second element E21 of the first planetary gear set P1, while the toothing 32 is connected in a rotationally fixed manner to a permanently fixed component 33. The permanently fixed component 33 can be a transmission housing of the motor vehicle transmission 3, a part of the transmission housing, or a component connected in a rotationally fixed manner thereto.

[0060] In a first, in Fig. The switching position shown in Figure 1 represents an actuated state of the switching element A, in which the coupling element 29 engages the toothing 31 and thus connects the third element E31 of the first planetary gear set P1 in a rotationally fixed manner to the shaft 15 and thus also to the second element E21 of the first planetary gear set P1. This accordingly results in the first planetary gear set P1 being blocked and thus in its block orbit. From the first switching position, the coupling element 29 can be moved via the actuating actuator into a neutral position in which the third element E31 of the first planetary gear set P1 is not coupled via the coupling element 29. As a result, the drive shaft 6 is then also decoupled from the shaft 15.

[0061] In addition to transferring the coupling element 29 into the first switching position, the coupling element 29 can also be moved from the neutral position into a second switching position, in which, in addition to the tooth engagement of the coupling element 29 with the toothing 30, the coupling element 29 also engages the toothing 32. As a result, the coupling element 29 connects the third element E31 of the first planetary gear set P1 in a rotationally fixed manner to the permanently fixed component 33, which results in the third element E31 of the first planetary gear set P1 being fixed and means an actuated state of the switching element B.

[0062] The switching device 28 also has a coupling element 34 in the form of a sliding sleeve, wherein the coupling element 34 is guided in a rotationally fixed and axially displaceable manner on a toothing 35 which is rotationally fixedly connected to the first element E12 of the second planetary gear set P2. From a neutral position, in which the coupling element 34 is only in meshing engagement with the toothing 35, the coupling element 34 can be moved axially into a first, in Fig. 1, in which the coupling element 34 engages in a toothing 36 that is connected in a rotationally fixed manner to the second element E22 of the second planetary gear set P2. As a result, the first element E12 of the second planetary gear set P2 is connected in a rotationally fixed manner to the second element E22 of the second planetary gear set P2, resulting in the blocking of the second planetary gear set P2 and thus its block rotation. This depicts an actuated state of a switching element C.

[0063] On the other hand, the coupling element 34 can also be axially moved from the neutral position via the associated actuator into a second switching position, in which the coupling element 34 engages with a toothing 37. The toothing 37 is connected in a rotationally fixed manner to the permanently fixed component 33 and is thus also permanently fixed. Thus, in the second switching position of the coupling element 34, the first element E12 of the second planetary gear set P2 is fixed, thereby representing an actuated state of a switching element D. In this respect, the switching device 28 implements the functions of the two switching elements C and D.

[0064] When the third element E31 is locked (shift element A is actuated), the first planetary gear set P1 provides a slow transmission from the input shaft 4 to the shaft 15. Conversely, when the first element E12 of the second planetary gear set P2 is locked (shift element D is actuated), the second planetary gear set P2 provides a fast transmission from the second element E22 of the second planetary gear set P2 to the shaft 21.

[0065] Fig. 2 shows a schematic representation of a drive unit 38, which is designed according to a further embodiment of the invention and essentially according to the previous variant Fig. 1. In contrast to the drive unit 1 from Fig. 1, in a motor vehicle transmission 39 of the drive unit 38, the switching device 27 is now arranged on a side of the first planetary gear set P1 axially facing the electric machine 2 in order to represent the actuated state of the switching element A in the first switching position in that the coupling element 29 of the switching device 27, in addition to the toothing 30, also engages in a toothing 40 which is connected in a rotationally fixed manner to the drive shaft 4 and thus also to the first element E11 of the first planetary gear set P1.

[0066] Due to the resulting non-rotatable connection of the third element E31 with the first element E11 of the first planetary gear set P1, the first planetary gear set P1 becomes blocked again. Otherwise, the design option according to Fig. 2 of the variant Fig. 1, so that reference is made to what has been described in this regard.

[0067] Furthermore, Fig. 3 shows a schematic view of a drive unit 41, which is designed according to a further embodiment of the invention and largely corresponds to the previous variant Fig. 2. The drive unit 41 differs from the drive unit 38 of Fig. 2 in that, in a motor vehicle transmission 42 of the drive unit 41, the third element E32 of the second planetary gear set P2 is now formed by the sun gear 7, which is then also rotationally fixedly connected to the spur gear 19 of the spur gear stage 20 via the shaft 21. As before, the second element E22 of the second planetary gear set P2 is formed by the planet carrier 9, while the first element E12 of the second planetary gear set P2 is now in the form of the ring gear 11.

[0068] The first element E12 is connected in a rotationally fixed manner to a toothing 43, on which a coupling element 44 of a switching device 45 is guided radially surrounding in a rotationally fixed manner and axially displaceably. In accordance with the variant according to Fig. 2 shows the function of the two switching elements C and D. Thus, the coupling element 44 comprises in a first, in Fig. 3, into a toothing 46 which is connected in a rotationally fixed manner to the shaft 21 and thus also to the third element E32 of the second planetary gear set P2. Thus, in the first switching position, there is a rotationally fixed connection between the first element E12 of the second planetary gear set P2 and the third element E32 of the second planetary gear set P2, thus resulting in a blocking of the second planetary gear set P2. This represents an actuated state of the switching element C.

[0069] From the first switching position, the coupling element 44 can, on the one hand, be transferred into a neutral position in which there is only a tooth engagement of the coupling element 44 with the toothing 43. From the neutral position, a further transfer can then be made into a second switching position in which the coupling element 44, in addition to the tooth engagement with the toothing 43, also engages with a toothing 47. The toothing 47 is connected in a rotationally fixed manner to the permanently fixed component 33 and is thus also permanently fixed. Thus, in the second switching position of the coupling element 44, the first element E12 of the second planetary gear set P2 is fixed, thus representing an actuated state of the switching element D.

[0070] The switching device 45 is arranged axially between the second planetary gear set P2 and the spur gear stage 20. Otherwise, the embodiment according to Fig. 3 according to the variant Fig. 2, so that reference is made to what has been described in this regard.

[0071] In addition, Fig. 4 shows a schematic representation of a drive unit 48 according to a further embodiment of the invention. This drive unit 48 essentially corresponds to the drive unit 41 of Fig. 3, with the difference that in a motor vehicle transmission 49 of the drive unit 48, the first element E11 of the first planetary gear set P1 is now formed by the ring gear 10, which is then also connected in a rotationally fixed manner to the drive shaft 4. Furthermore, the sun gear 6 forms the third element E31 of the first planetary gear set P1, while the second element E21 of the first planetary gear set P1 is still in the form of the planet carrier 8.

[0072] As a further difference, the motor vehicle transmission 49 now features a shifting device 50 whose coupling element 51 is guided in a rotationally fixed and axially displaceable manner on a toothing 52 which is rotationally fixedly connected to the third element E31 of the first planetary gear set P1. The shifting device 50 again replicates the function of the shifting elements A and B. In a first switching position of the coupling element 51, the coupling element 51 then engages radially outwardly in a toothing 53 which is rotationally fixedly connected to the shaft 15 and thus also to the second element E21 of the first planetary gear set P1. As a result, the second element E21 and the third element E31 of the first planetary gear set P1 are rotationally fixedly connected to one another via the coupling element 51, which results in the first planetary gear set P1 being locked and means that the shifting element A is actuated.

[0073] From the first switching position, the coupling element 51 can be transferred into a neutral position in which the coupling element 51 is only in mesh with the toothing 52. In addition to a return to the first switching position, the coupling element 51 can then also be moved into a second switching position, which Fig. 4 and in which the coupling element 51, in addition to meshing with the toothing 52, also engages with a toothing 54. The toothing 54 is connected in a rotationally fixed manner to the permanently fixed component 33, so that the engagement of the coupling element 51 in the toothing 54 results in a rotationally fixed connection of the third element E31 of the first planetary gear set P1 with the permanently fixed component 33. Thus, the third element E31 of the first planetary gear set P1 is fixed and the actuated state of the switching element B is shown. In contrast to the variant according to Fig. 3, the switching device 50 is provided axially between the first planetary gear set P1 and the spur gear stage 17. Otherwise, the embodiment according to Fig. 4 of the variant Fig. 3, so that reference is made to what has been described in this regard.

[0074] Fig. 5 shows an exemplary shift diagram of the motor vehicle transmissions 3, 39, 42 and 49 from the Fig. 1 to 4. As can be seen from the exemplary shift diagram, a total of three different transmission ratios in the form of gears G1, G2, and G3 can be engaged in motor vehicle transmissions 3, 39, 42, and 49. In the columns of the shift diagram, an X indicates which actuated states of the shift elements A, B, C, and D formed by the shift devices 27 and 28, 27 and 45, and 50 and 45 are to be represented in the individual gear.

[0075] As in Fig. 5, a first gear G1 is engaged between the input shaft 6 and the output element 5 by representing the actuated state of the shift element B in the shifting device 27 or 50 and the actuated state of the shift element C in the shifting device 28 or 45. As a result, a gear ratio from the input shaft 4 to the shaft 15 is slowed down via the first planetary gear set P1, with further gear ratio only being achieved via the spur gear stages 17 and 20, since the second planetary gear set P2 is in block circulation.

[0076] To shift a second gear G2, in addition to representing an actuated state of the shifting element C, the actuated state of the shifting element A must also be realized in the shifting device 27 or 50, so that to shift between the first gear G1 and the second gear G2, the shifting device 27 or 50 must be switched from one shift position to the other. In the second gear G2, both planetary gear sets P1 and P2 are then in block circulation, so that a transmission ratio of a transmission from the input shaft 4 to the output element 5 is defined solely by the spur gear stages 17 and 20.

[0077] Finally, a third gear G3 is created between the input shaft 6 and the output element 5, in that the switching device 27 or 50 represents an actuated state of the switching element A and, at the same time, the switching device 28 or 45 represents an actuated state of the switching element D. In this respect, to change between the second gear G2 and the third gear G3, a switch must be made between the switching positions of the switching device 28 or 45. While the first planetary gear set P1 connects the input shaft 4 in a rotationally fixed manner to the shaft 15 in the block circuit, from which a transmission is then carried out via the spur gear stage 17 to the second planetary gear set P2, the second planetary gear set P2 then carries out a transmission up to the shaft 21. The shaft 21 is then coupled to the output element 5 via the spur gear stage 20.

[0078] In addition, Fig. 6 a schematic representation of a drive unit 55, which is designed according to a further embodiment of the invention and largely corresponds to the variant according to Fig. 1. In contrast to the variant according to Fig. 1, the drive shaft 4 of a motor vehicle transmission 56 of the drive unit 55 is connected in a rotationally fixed manner to a spur gear 57 of a spur gear stage 58, wherein the spur gear 57 within the spur gear stage 58 meshes with a spur gear 59, which is rotationally fixedly connected to a first element E11' of a first planetary gear set P1' of the motor vehicle transmission 56. The first element E11' of the first planetary gear set P1' is formed by the planet carrier 9. In addition to the first element E11', the first planetary gear set P1' also comprises a second element E21' in the form of the ring gear 11 and a third element E31' in the form of the sun gear 7. In this respect, the first planetary gear set P1' of the motor vehicle transmission 56 corresponds to the second planetary gear set P2 of the motor vehicle transmission 3 from Fig. 1, whereby the first planetary gear set P1' also performs a transmission ratio when operating as a stationary gear by locking the third element E31'.

[0079] Due to the design of the first planetary gear set P1' with the sun gear 7, the planet carrier 9 and the ring gear 11, the switching device 28 is assigned to the first planetary gear set P1', via which, analogously to the variant according to Fig. 1 the function of the switching elements C and D can be represented. In contrast to the variant according to Fig. 1, however, the coupling element 34 of the switching device 28, when the actuated state of the switching element C is shown, connects the third element E31' and the first element E11' of the first planetary gear set P1' in a rotationally fixed manner, which results in a block revolution of the first planetary gear set P1'. To show the actuated state of the switching element D, the third element E31' of the first planetary gear set P1' can be fixed to the permanently fixed component 33 via the coupling element 34. Otherwise, the design of the switching device 28 corresponds to that of Fig. 1 Described.

[0080] The second element E21' of the first planetary gear set P1' is rotationally fixedly connected to a shaft 60, via which the second element E21' is rotationally fixedly connected to a spur gear 61 of a spur gear stage 62. In addition to the spur gear 61, the spur gear stage 62 also has a spur gear 63, which meshes with the spur gear 61 and is also rotationally fixedly connected to a shaft 64. The shaft 64 connects the spur gear 63 rotationally fixedly to a second element E22' of a second planetary gear set P2' of the motor vehicle transmission 56. The second element E22' is formed by the sun gear 6, with a first element E12' of the second planetary gear set P2' then also formed by the ring gear 10 and a third element E32' of the second planetary gear set P2' being formed by the planet carrier 8. As a result, the second planetary gear set P2' of the motor vehicle transmission 56 corresponds to the first planetary gear set P1 of the motor vehicle transmission 3 from Fig. 1, so that when the second planetary gear set P2' is operated as a stationary gear, a slow transmission is achieved by locking the first element E12'. This can be done in a similar way to the variant according to Fig. 1 can be realized via a switching device 27 by representing an actuated state of the switching element B, for which purpose a coupling element 29 of the switching device 27 connects the first element E12' in a rotationally fixed manner to the permanently fixed component 33. The switching device 27 can also realize the actuated state of the switching element A in that the coupling element 29 connects the first element E12' in a rotationally fixed manner to the second element E22' and thereby causes a block revolution of the second planetary gear set P2'.

[0081] The third element E32' of the second planetary gear set P2' is connected in a rotationally fixed manner to the output element 5. While the electric machine 2 is arranged axially overlapping with the differential gear set 23, the second planetary gear set P2' and also the spur gear stage 62, the first planetary gear set P1' and the spur gear stage 58 are arranged axially next to the electric machine 2. Otherwise, the embodiment according to Fig. 6 of the variant Fig. 1, so that reference is made to what has been described in this regard.

[0082] In addition, Fig. 7 an exemplary shift diagram of the motor vehicle transmission 56 according to Fig. 6. In the motor vehicle transmission 56, a total of three different transmission ratios in the form of gears G1', G2' and G3' can also be switched, wherein in the columns of the shift diagram, it is marked with an X which actuated states of the shift elements A, B, C and D formed by the shift devices 27 and 28 are to be represented in the individual gear.

[0083] In this case, a first gear G1' is switched between the input shaft 6 and the output element 5 by representing the actuated state of the switching element B in the switching device 27 and the actuated state of the switching element C in the switching device 28. As a result, the input shaft 4 is coupled to the shaft 64 via the spur gear stage 58, the first planetary gear set P1' located in block circulation and the spur gear stage 62, from which a slow transmission takes place via the second planetary gear set P2' to the output element 5.

[0084] To shift a second gear G2', in addition to representing an actuated state of the shifting element C, the actuated state of the shifting element A must also be realized in the shifting device 27, so that to shift between the first gear G1' and the second gear G2', the shifting device 27 must be switched from one shift position to the other. In the second gear G2', both planetary gear sets P1' and P2' are then each in block circulation, so that a transmission ratio of a transmission from the input shaft 4 to the output element 5 is defined solely by the spur gear stages 58 and 62.

[0085] In addition, a third gear G3' is created between the input shaft 6 and the output element 5 by representing an actuated state of the switching element A in the switching device 27 and, at the same time, an actuated state of the switching element D in the switching device 28. Thus, to change between the second gear G2' and the third gear G3', a switch must be made between the switching positions of the switching device 28. This then results in the first planetary gear set P1', following a transmission of a drive movement from the input shaft 4 via the spur gear stage 58, performing a transmission up to the spur gear stage 62, via which a further transmission takes place on the shaft 64. The shaft 64 is then connected in a rotationally fixed manner to the output element 5 via the second planetary gear set P2' located in block circulation.

[0086] Finally, Fig.8 shows a schematic view of an electric vehicle 65, which can in particular be an electric commercial vehicle, such as a pickup truck. In addition to a steerable, non-driven vehicle axle 66, the electric vehicle 65 also has a motor vehicle drive axle 67 with drive wheels 68 and 69. Part of the motor vehicle drive axle 67 is also the drive unit 70, which corresponds to one of the drive units 1, 38, 41, 48, and 55. The drive wheel 68 is connected in a rotationally fixed manner to the output shaft 25 of the drive unit 70, while the drive wheel 69 is connected in a rotationally fixed manner to the output shaft 26 of the drive unit 70.

[0087] While the vehicle axle 66 is a front axle of the electric vehicle 65, the motor vehicle drive axle 67 is a rear axle of the electric vehicle 65. However, alternatively or in addition to the motor vehicle drive axle 67, the vehicle axle 66 could also be designed as a driven axle with, if necessary, an analogous structure of a drive unit.

[0088] By means of the embodiments according to the invention, a motor vehicle transmission can be realized by means of which a drive machine, and preferably an electric machine with different gears, can be integrated, wherein a high degree of efficiency is realized in at least one of the gears. Reference symbol 1 drive unit 2 electric machine 3 Motor vehicle transmissions 4 drive shaft 5 Output element 6 Sun gear 7 Sun gear 8 planet carriers 9 planet carriers 10 ring gear 11 Ring gear 12 planetary gears 13 planetary gears 14 Junction 15 Wave 16 Spur gear 17 Spur gear stage 18 Spur gear 19 Spur gear 20 spur gear stage 21 Wave 22 Spur gear 23 Differential gear set 24 Differential cage 25 Output shaft 26 Output shaft 27 Switching device 28 Switching device 29 Coupling element 30 gearing 31 Gearing 32 gearing 33 permanently fixed component 34 coupling element 35 Gearing 36 gearing 37 Gearing 38 drive unit 39 motor vehicle transmissions 40 gearing 41 Drive unit 42 motor vehicle transmissions 43 Gearing 44 coupling element 45 Switching device 46 Gearing 47 Gearing 48 drive unit 49 motor vehicle transmissions 50 switching device 51 coupling element 52 Gearing 53 Gearing 54 Gearing 55 drive unit 56 automotive transmissions 57 Spur gear 58 spur gear stage 59 Spur gear 60 wave 61 Spur gear 62 spur gear stage 63 Spur gear 64 Wave 65 electric vehicles 66 vehicle axle 67 Motor vehicle drive axle 68 drive wheel 69 Drive wheel 70 drive unit P1 First planetary gear set P2 Second planetary gear set E11 First element of the first planetary gear set E21 Second element of the first planetary gear set E31 Third element first planetary gear set E12 First element of second planetary gear set E22 Second element of second planetary gear set E32 Third element second planetary gear set P1' First planetary gear set P2' Second planetary gear set E11' First element of the first planetary gear set E21' Second element of the first planetary gear set E31' Third element first planetary gear set E12' First element of second planetary gear set E22' Second element of the second planetary gear set E32' Third element second planetary gear set A switching element B switching element C switching element D switching element G1 Gang G2 Gear G3 Gear G1' Gang G2' Gang G3' Gang QUOTES CONTAINED IN THE DESCRIPTION

[0000] This list of documents submitted by the applicant was generated automatically and is included solely for the convenience of the reader. This list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions. Cited patent literature

[0000] DE 10 2021 004 159 B3

[0003]

Claims

[1] Motor vehicle transmission (3; 39; 42; 49; 56) for an at least partially electrically driven motor vehicle, comprising a drive shaft (4), an output element (5) and a first planetary gear set (P1; P1') and a second planetary gear set (P2; P2'), wherein the first planetary gear set (P1; P1') and the second planetary gear set (P2; P2') each have a first element (E11, E12; E11', E12'), a second element (E21, E22; E21', E22') and a third element (E31, E32; E31', E32') in the form of a sun gear (6, 7), a planet carrier (8, 9) and a ring gear (10, 11), wherein the drive shaft (4) is provided for coupling to at least one drive machine and is connected to the first element (E11; E11') of the first planetary gear set (P1; P1'), wherein the output element (5) is coupled to the third element (E32; E32') of the second planetary gear set (P2; P2'), the second element (E22; E22') of which is coupled to the second element (E21;E21') of the first planetary gear set (P1; P1'), wherein at least functionally a first shifting element (A; C) is provided, in the actuated state of which two of the elements (E11, E21, E31; E11', E21', E31') of the first planetary gear set (P1; P1') are connected to one another in a rotationally fixed manner, wherein in addition at least functionally a second shifting element (B; D) is provided, in the actuated state of which the third element (E31; E31') of the first planetary gear set (P1; P1') is fixed, and wherein further at least functionally a third shifting element (D; B) is provided, in the actuated state of which the first element (E12; E12') of the second planetary gear set (P2; P2') is fixed, ; characterized by , - that at least functionally a fourth switching element (C; A) is provided, in the actuated state of which two of the elements (E12, E22, E32; E12', E22', E32') of the second planetary gear set (P2; P2') are connected to one another in a rotationally fixed manner, - and that the coupling between the input shaft (4) and the first element (E11') of the first planetary gear set (P1') and / or the coupling between the output element (5) and the third element (E32) of the second planetary gear set (P2) and / or the coupling between the second element (E21; E21') of the first planetary gear set (P1; P1') and the second element (E22; E22') of the second planetary gear set (P2; P2') is carried out via an intermediate spur gear stage (17, 20; 58, 62). [2] Motor vehicle transmission (3; 39; 42) according to claim 1, characterized bythat the first element (E11) of the first planetary gear set (P1) is the sun gear (6) of the first planetary gear set (P1), whereas the second element (E21) of the first planetary gear set (P1) is the planet carrier (8) of the first planetary gear set (P1) when the first planetary gear set (P1) is designed as a minus planetary gear set and the ring gear of the first planetary gear set when the first planetary gear set is designed as a plus planetary gear set, and wherein the third element (E31) of the first planetary gear set (P1) is the ring gear (10) of the first planetary gear set (P1) when the first planetary gear set (P1) is designed as a minus planetary gear set and the planet carrier of the first planetary gear set when the first planetary gear set is designed as a plus planetary gear set. [3] Motor vehicle transmission (56) according to claim 1, characterized bythat the third element (E31') of the first planetary gear set (P1') is the sun gear (7) of the first planetary gear set (P1'), whereas the second element (E21') of the first planetary gear set (P1') is the ring gear (11) of the first planetary gear set (P1') when the first planetary gear set (P1') is designed as a minus planetary gear set and the planet carrier of the first planetary gear set when the first planetary gear set is designed as a plus planetary gear set, and wherein the first element (E11') of the first planetary gear set (P1') is the planet carrier (9) of the first planetary gear set (P1') when the first planetary gear set (P1') is designed as a minus planetary gear set and the ring gear of the first planetary gear set when the first planetary gear set is designed as a plus planetary gear set. [4] Motor vehicle transmission (49) according to claim 1, characterized bythat the third element (E31) of the first planetary gear set (P1) is the sun gear (6) of the first planetary gear set (P1), whereas the second element (E21) of the first planetary gear set (P1) is the planet carrier (8) of the first planetary gear set (P1) when the first planetary gear set (P1) is designed as a minus planetary gear set and the ring gear of the first planetary gear set when the first planetary gear set is designed as a plus planetary gear set, and wherein the first element (E11) of the first planetary gear set (P1) is the ring gear (10) of the first planetary gear set (P1) when the first planetary gear set (P1) is designed as a minus planetary gear set and the planet carrier of the first planetary gear set when the first planetary gear set is designed as a plus planetary gear set. [5] Motor vehicle transmission (3; 39) according to one of claims 1 to 4, characterized bythat the first element (E12) of the second planetary gear set (P2) is the sun gear (7) of the second planetary gear set (P2), whereas the second element (E22) of the second planetary gear set (P2) is the planet carrier (9) of the second planetary gear set (P2) when the second planetary gear set (P2) is designed as a minus planetary gear set and the ring gear of the second planetary gear set when the second planetary gear set is designed as a plus planetary gear set, and wherein the third element (E32) of the second planetary gear set (P2) is the ring gear (11) of the second planetary gear set (P2) when the second planetary gear set (P2) is designed as a minus planetary gear set and the planet carrier of the second planetary gear set when the second planetary gear set is designed as a plus planetary gear set. [6] Motor vehicle transmission (56) according to one of claims 1 to 4, characterized bythat the second element (E22') of the second planetary gear set (P2') is the sun gear (6) of the second planetary gear set (P2'), whereas the third element (E32') of the second planetary gear set (P2') is the planet carrier (8) of the second planetary gear set (P2') when the second planetary gear set (P2') is designed as a minus planetary gear set and the ring gear of the second planetary gear set when the second planetary gear set is designed as a plus planetary gear set, and wherein the first element (E12') of the second planetary gear set (P2') is the ring gear (10) of the second planetary gear set (P2') when the second planetary gear set (P2') is designed as a minus planetary gear set and the planet carrier of the second planetary gear set when the second planetary gear set is designed as a plus planetary gear set. [7] Motor vehicle transmission (42; 49) according to one of claims 1 to 4, characterized bythat the third element (E32) of the second planetary gear set (P2) is the sun gear (7) of the second planetary gear set (P2), whereas the second element (E22) of the second planetary gear set (P2) is the planet carrier (9) of the second planetary gear set (P2) when the second planetary gear set (P2) is designed as a minus planetary gear set and the ring gear of the second planetary gear set when the second planetary gear set is designed as a plus planetary gear set, and wherein the first element (E12) of the second planetary gear set (P2) is the ring gear (11) of the second planetary gear set (P2) when the second planetary gear set (P2) is designed as a minus planetary gear set and the planet carrier of the second planetary gear set when the second planetary gear set is designed as a plus planetary gear set. [8] Motor vehicle transmission (3; 39; 42; 49) according to one of the preceding claims, characterized byin that a first spur gear stage (17) and a second spur gear stage (20) are provided, wherein the first spur gear stage (17) has a first spur gear (16) and a second spur gear (18), of which the first spur gear (16) is connected in a rotationally fixed manner to the second element (E21) of the first planetary gear set (P1) and is in tooth engagement with the second spur gear (18), which is connected in a rotationally fixed manner to the second element (E22) of the second planetary gear set (P2), and wherein the second spur gear stage (20) has a third spur gear (19) and a fourth spur gear (22), of which the third spur gear (19) is connected in a rotationally fixed manner to the third element (E32) of the second planetary gear set (P2) and meshes with the fourth spur gear (22), which is connected in a rotationally fixed manner to the output element (5). [9] Motor vehicle transmission (56) according to one of claims 1 to 7, characterized byin that a first spur gear stage (58) and a second spur gear stage (62) are provided, wherein the first spur gear stage (58) has a first spur gear (57) and a second spur gear (59), of which the first spur gear (57) is connected in a rotationally fixed manner to the drive shaft (4) and is in tooth engagement with the second spur gear (59), which is connected in a rotationally fixed manner to the first element (E11') of the first planetary gear set (P1'), and wherein the second spur gear stage (62) has a third spur gear (61) and a fourth spur gear (63), of which the third spur gear (61) is connected in a rotationally fixed manner to the second element (E21') of the first planetary gear set (P1') and meshes with the fourth spur gear (63), which is connected in a rotationally fixed manner to the second element (E22') of the second planetary gear set (P2'). [10] Motor vehicle transmission (3; 39; 42; 49; 56) according to one of the preceding claims, characterized bythat the first switching element (A; C) and the second switching element (B; D) are formed by a common switching device (27; 50; 28) which has a coupling element (29; 51; 34), wherein the coupling element (29; 51; 34) can be positioned in a first switching position and in a second switching position, wherein the coupling element (29; 51; 34) in the first switching position represents the actuated state of the first switching element (A; C) and connects two of the elements (E11, E21, E31; E11', E21', E31') of the first planetary gear set (P1; P1') to one another in a rotationally fixed manner, and wherein the coupling element (29; 51; 34) in the second switching position represents the actuated state of the second switching element (B; D) and the third element (E31; E31') of the first planetary gear set (P1; P1'). [11] Motor vehicle transmission (3; 39; 42; 49; 56) according to claim 10, characterized byin that the coupling element (29; 51; 34) is guided in a rotationally fixed and axially displaceable manner in the two switching positions and during an axial displacement between the two switching positions on a first toothing (30; 52; 35) which is rotationally fixedly connected to the third element (E31; E31') of the first planetary gear set (P1; P1'), wherein the coupling element (29; 51; 34) in the first switching position also engages in a second toothing (31; 53; 36) which is rotationally fixedly connected to the first element (E11; E11') or the second element (E21) of the first planetary gear set (P1; P1'), and wherein the coupling element (29; 51; 34) in the second switching position engages in a third toothing (32; 54; 37) which is fixed. [12] Motor vehicle transmission (3; 39; 42; 49; 56) according to one of the preceding claims, characterized bythat the third shifting element (D; B) and the fourth shifting element (C; A) are formed by a common shifting device (28; 45; 27) which has a coupling element (34; 44; 29), wherein the coupling element (34; 44; 29) can be positioned in a first shifting position and in a second shifting position, wherein the coupling element (34; 44; 29) in the first shifting position maps the actuated state of the third shifting element (D; B) and fixes the first element (E12; E12') of the second planetary gear set (P2; P2'), and wherein the coupling element (34; 44; 29) in the second shifting position maps the actuated state of the fourth shifting element (C; A) and two of the elements (E12, E22, E32; E12', E22', E32') of the second planetary gear set (P2; P2') are connected to each other in a rotationally fixed manner. [13] Motor vehicle transmission (3; 39; 42; 49; 56) according to claim 12, characterized byin that the coupling element (34; 44; 29) is guided in a rotationally fixed and axially displaceable manner in the two switching positions and during an axial displacement between the two switching positions on a first toothing (35; 43; 30) which is connected in a rotationally fixed manner to the first element (E12; E12') of the second planetary gear set (P2; P2'), wherein the coupling element (34; 44; 29) in the first switching position also engages in a second toothing (37; 47; 32) which is fixed, and wherein the coupling element (34; 44; 29) in the second switching position engages in a third toothing (36; 43; 31) which is connected in a rotationally fixed manner to the second element (E22; E22') or the third element of the second planetary gear set (P2; P2'). [14] Motor vehicle transmission (3; 39; 42; 49; 56) according to one of the preceding claims, characterized bythat the output element (5) is an input element of a differential gear set (23), via which a drive-effective coupling to two output shafts (25, 26) is established. [15] Drive unit (1; 38; 41; 48; 55) for an at least partially electrically driven motor vehicle, comprising an electric machine (2) and a motor vehicle transmission (3; 39; 42; 49; 56) according to one or more of claims 1 to 14, wherein a rotor of the electric machine (2) is coupled to the drive shaft (4) of the motor vehicle transmission (3; 39; 42; 49; 56). [16] Electrically driven motor vehicle drive axle (67) for an at least partially electrically driven motor vehicle, comprising a drive unit (70) according to claim 15. [17] Hybrid or electric vehicle (65) comprising a drive unit (1; 38; 41; 48; 55) according to claim 15 or a motor vehicle drive axle (67) according to claim 16. [18] Method for operating a motor vehicle transmission (3; 39; 42; 49; 56) according to one or more of claims 1 to 14, - wherein a first transmission ratio (G1; G3') is switched between the drive shaft (4) and the output element (5) by only representing actuated states of the second switching element (B; D) and the third switching element (C; A), - wherein a second transmission ratio (G2; G2') is switched between the drive shaft (4) and the output element (5) by only representing actuated states of the first switching element (A) and the third switching element (C), - and wherein a third transmission ratio (G3; G1') is switched between the drive shaft (4) and the output element (5) by only representing actuated states of the first switching element (A) and the fourth switching element (D).

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