TRANSMISSION FOR A MOTOR VEHICLE DRIVE TRAIN, MOTOR VEHICLE DRIVE TRAIN AND METHOD FOR OPERATING THE TRANSMISSION

Abstract

A transmission (G) for a motor vehicle includes an electric machine (EM), a first input shaft (1), a second input shaft (5), an output shaft (2), three planetary gear sets (11, 12, 13), and at least four shift elements (SE1, SE2, SE3, SE4). Different gears are selectable by selectively actuating the at least four shift elements (SE1, SE2, SE3, SE4) and, in addition, in interaction with the electric machine (EM), different operating modes are implementable.

Claims

1.-14: (canceled)

15. A transmission (G) for a motor vehicle drive train of a motor vehicle, comprising: an electric machine (EM1); a first input shaft (1); a second input shaft (5); an output shaft (2); a first planetary gear set (11), a second planetary gear set (12), and a third planetary gear set (13), each of the first, second, and third planetary gear sets (11, 12, 13) respectively comprising a first element (11.1, 11.2, 11.3), a second element (12.1, 12.2, 12.3), and a third element (13.1, 13.2, 13.3); and a first shift element (SE1), a second shift element (SE2, SE2′, SE2″), a third shift element (SE3), and a fourth shift element (SE4), wherein a rotor (R1) of the electric machine (EM1) is connected to the second input shaft (5), wherein the first element (11.1) of the first planetary gear set (11) is connected to the second input shaft (5), wherein the second element (11.2) of the first planetary gear set (11) is connected to the first input shaft (1), wherein the third element (11.3) of the first planetary gear set (10) is connected to the first element (13.1) of the third planetary gear set (13), wherein the first element (12.1) of the second planetary gear set (12) is fixed at a rotationally fixed component (GG), wherein the third element (12.3) of the second planetary gear set (12) is connected to the second element (13.2) of the third planetary gear set (13), wherein the third element (13.3) of the third planetary gear set (13) is connected to the output shaft (2), wherein the first shift element (SE1) is arranged and configured for connecting the first input shaft (1) to the second element (13.2) of the third planetary gear set (13), wherein the second shift element (SE2, SE2′, SE2″) is arranged and configured for interlocking the first planetary gear set (11), wherein the third shift element (SE3) is arranged and configured for connecting the second element (12.2) of the second planetary gear set (12) to the output shaft (2) and wherein the fourth shift element (SE4) is arranged and configured for connecting the third element (11.3) of the first planetary gear set (11) to the second element (12.2) of the second planetary gear set (12).

16. The transmission (G) of claim 15, wherein: the second shift element (SE2) is configured for connecting the first element (11.1) of the first planetary gear set (11) to the second element (11.2) of the first planetary gear set (11); or the second shift element (SE2′) is configured for connecting the second element (11.2) of the first planetary gear set (11) to the third element (11.3) of the first planetary gear set (11); or the second shift element (SE2″) is configured for connecting the first element (11.1) of the first planetary gear set (11) to the third element (11.3) of the first planetary gear set (11).

17. The transmission (G) of claim 15, wherein, via selective actuation of the first, second, third, and fourth shift elements (SE1; SE2, SE2′, SE2″; SE3; SE4) between the first input shaft (1) and the output shaft (2): a first gear (V1) results by actuating the second shift element (SE2) and the third shift element (SE3); a second gear (V2) results by actuating the first shift element (SE1) and the third shift element (SE3); a third gear (V3) results by actuating the first shift element (SE1) and the fourth shift element (SE4); and a fourth gear (V4) results by actuating the second shift element (SE2) and the fourth shift element (SE4).

18. The transmission (G) of claim 15, wherein, via selective actuation of the first, second, third, and fourth shift elements (SE1; SE2, SE2′, SE2″; SE3; SE4) between the second input shaft (5) and the output shaft (2): a first gear (EV1) results by actuating the second shift element (SE2, SE2′, SE2″) and the third shift element (SE3); a second gear (EV2) results by actuating the first shift element (SE1) and the fourth shift element (SE4); a third gear (EV3) results by actuating the first shift element (SE1) and the third shift element (SE3); and a fourth gear (EV4) results by actuating the second shift element (SE2, SE2′, SE2″) and the fourth shift element (SE4).

19. The transmission of claim 15, wherein: a first electrodynamic mode (EDA1) results by actuating the third shift element (SE3); a second electrodynamic mode (EDA2) results by actuating the first shift element (SE1); and a third electrodynamic mode (EDA3) results by actuating the fourth shift element (SE4).

20. The transmission (G) of claim 15, further comprising a fifth shift element (SE0) arranged and configured for connecting the first input shaft (1) to an internal combustion engine of the motor vehicle drive train.

21. The transmission (G) of claim 15, wherein one or more of the first, second, third, and fourth shift elements (SE1, SE2, SE3, SE4) is implemented as a form-locking shift element.

22. The transmission (G) of claim 15, wherein the first, second, and third planetary gear sets (11, 12, 13) are minus planetary gear sets, the respective first element (11.1, 12.1, 13.1) is a respective sun gear, the respective second element (11.2, 12.2, 13.2) is a respective planet carrier, and the respective third element (11.3, 12.3, 13.3) is a respective ring gear.

23. The transmission (G) of claim 15, wherein: the first shift element (SE1) and the second shift element (SE2) are combined to form a shift element pair (SP1) with an associated actuating element; and via the actuating element, either the first shift element (SE1) or the second shift element (SE2) is actuatable from a neutral position.

24. The transmission (G) of claim 15, wherein: the third shift element (SE3) and the fourth shift element (SE4) are combined to form a shift element pair (SP1) with an associated actuating element; and via the actuating element, either the third shift element (SE3) or the fourth shift element (SE4) is actuatable from a neutral position.

25. The transmission (G) of claim 15, wherein the rotor (R1) of the electric machine (EM) is rotationally fixed to the second input shaft (5) or is connected to the second input shaft (5) via at least one gear stage.

26. A motor vehicle drive train for a hybrid or electric vehicle, comprising the transmission (G) of claim 15.

27. A method for operating the transmission (G) of claim 15, wherein only the second shift element (SE2) is engaged in order to implement a charging operation or a starting operation.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0081] Advantageous embodiments of the invention, which are explained in the following, are represented in the drawings, in which:

[0082] FIG. 1 shows a diagrammatic view of a motor vehicle having a motor vehicle drive train;

[0083] FIGS. 2 to 4 each show a diagrammatic view of a transmission of the type that can be utilized in the motor vehicle drive train from FIG. 1;

[0084] FIGS. 5 to 7 each show an exemplary gear shift matrix of the transmissions from FIGS. 2 to 4;

[0085] FIGS. 8 to 10 each show a diagrammatic view of a transmission of the type that can likewise be utilized in the motor vehicle drive train from FIG. 1;

[0086] FIGS. 11 to 13 each show a diagrammatic view of a transmission of the type that can likewise be utilized in the motor vehicle drive train from FIG. 1;

[0087] FIGS. 14, 15 each show an exemplary gear shift matrix of the transmissions from FIGS. 11 to 13; and

[0088] FIGS. 16 to 18 each show a diagrammatic view of a transmission of the type that can likewise be utilized in the motor vehicle drive train from FIG. 1.

DETAILED DESCRIPTION

[0089] Reference will now be made to embodiments of the invention, one or more examples of which are shown in the drawings. Each embodiment is provided by way of explanation of the invention, and not as a limitation of the invention. For example, features illustrated or described as part of one embodiment can be combined with another embodiment to yield still another embodiment. It is intended that the present invention include these and other modifications and variations to the embodiments described herein.

[0090] FIG. 1 shows a diagrammatic view of a motor vehicle drive train of a hybrid vehicle, wherein, in the motor vehicle drive train, an internal combustion engine VM is connected to a transmission G via an intermediate torsional vibration damper (not represented). Connected downstream from the transmission G, on the output end thereof, is a differential gear (not represented), via which a drive power is distributed to driving wheels DW of a drive axle of the motor vehicle. The transmission G and the torsional vibration damper are arranged in a common housing of the transmission G, into which the differential gear can then also be integrated. As is also apparent in FIG. 1, the internal combustion engine VM and the transmission G are aligned transversely to a direction of travel of the motor vehicle. The hybrid vehicle optionally includes a drive on the rear axle, including an electric machine and a transmission.

[0091] FIG. 2 shows a schematic of the transmission G according to a first example embodiment of the invention. As is apparent, the transmission G includes a gear set RS and an electric machine EM, which are both arranged in the housing of the transmission G. The gear set includes three planetary gear sets 11, 12, and 13, wherein each of the three planetary gear sets includes a first element 11.1, 12.1, and 13.1, respectively, a second element 11.2, 12.2, and 13.2, respectively, and a third element 11.3, 12.3, and 13.3, respectively. The particular first element is formed, in each case, by a sun gear of the particular planetary gear set, while the particular second element of the particular planetary gear set is present as a planet carrier and the particular third element of the particular planetary gear set is present as a ring gear.

[0092] In the present case, the first planetary gear set 11, the second planetary gear set 12, and the third planetary gear set 13 are each present as a negative or minus planetary gear set. The particular planet carrier thereof guides at least one planet gear in a rotatably mounted manner; the planet gear is meshed with the particular radially internal sun gear as well as with the particular radially surrounding ring gear. It is particularly preferred, however, when multiple planet gears are provided in the first planetary gear set 11, in the second planetary gear set 12, and also in the third planetary gear set 13.

[0093] As is apparent in FIG. 2, the transmission G includes a total of four shift elements in the form of a first shift element SE1, a second shift element SE2, a third shift element SE3, and a fourth shift element SE4. The shift elements SE1, SE2, SE3, and SE4 are each designed as form-locking shift elements and are preferably present as constant-mesh shift elements. In addition, the shift elements SE1, SE2, SE3, and SE4 are each designed as clutches.

[0094] The first element 11.1 of the first planetary gear set 11 is permanently connected to the second input shaft 5. The second input shaft 5 is rotationally fixed to a rotor R of the electric machine EM, the stator S of which is permanently fixed at the rotationally fixed component GG. The second element 11.2 of the first planetary gear set 11 is connected to the first input shaft 1. The third element 11.3 of the first planetary gear set 11 is connected via a shaft 6 to the first element 13.1 of the third planetary gear set 13. The first element 12.1 of the second planetary gear set 12 is permanently fixed via a component 0 at a rotationally fixed component GG, which is preferably the transmission housing of the transmission G or a portion of this transmission housing. Therefore, the first element 12.1 of the second planetary gear set 12 is permanently prevented from making a turning motion. The third element 12.3 of the second planetary gear set 12 is connected via a shaft 4 to the second element 13.2 of the third planetary gear set 13. The third element 13.3 of the third planetary gear set 13 is connected to the output shaft 2. The second element 12.2 includes a shaft 3.

[0095] The first shift element (SE1) can connect the first input shaft (1) to the second element (13.2) of the third planetary gear set (13). In other words, if the first shift element SE1 has been actuated, the input shaft 1 is then connected to the shaft 4.

[0096] The second shift element (SE2) can interlock the first planetary gear set (11). According to the example embodiment from FIG. 2, this takes place by the first element 11.1 being connected to the second element 11.2 of the first planetary gear set 11. In other words, if the second shift element SE2 has been actuated, the first input shaft 1 is then connected to the second input shaft 5.

[0097] The third shift element SE3 can connect the second element 12.2 of the second planetary gear set 12 to the output shaft 2. In other words, if the third shift element SE3 has been actuated, the output shaft 2 is then connected to the shaft 3.

[0098] The fourth shift element SE4 can connect the third element 11.3 of the first planetary gear set 11 to the second element 12.2 of the second planetary gear set 12. In other words, if the fourth shift element SE4 has been actuated, the shaft 3 is then connected to the shaft 6.

[0099] The first input shaft 1 as well as the output shaft 2 each have a mounting interface, wherein the mounting interface of the input shaft 1 in the motor vehicle drive train from FIG. 1 is utilized for a connection to the internal combustion engine VM. The mounting interface of the output shaft 2 is utilized for a connection to the downstream differential gear. The mounting interface of the first input shaft 1 is formed at one axial end of the transmission G, wherein the mounting interface of the output shaft 2 is situated at the axially opposite end. In addition, the first input shaft 1, the second input shaft 5, and the output shaft 2 are arranged coaxially to each other.

[0100] The planetary gear sets 11, 12, and 13 are also situated coaxially to the input shafts 1, 5 and to the output shaft 2, wherein the planetary gear sets 11, 12, and 13 are arranged in the sequence first planetary gear set 11, second planetary gear set 12, and third planetary gear set 13 axially following the mounting interface of the first input shaft 1. Likewise, the electric machine EM is also located coaxially to the planetary gear sets 11, 12, and 13 and, thus, also to the input shafts 1 and 5 as well as to the output shaft 2, wherein the electric machine EM is located axially on a side of the first planetary gear set 11 facing away from the second planetary gear set 12.

[0101] As is also apparent from FIG. 2, the first shift element SE1 and the second shift element SE2 are arranged axially between the first planetary gear set P1 and the second planetary gear set P2, wherein the first shift element SE1 is located axially between the second planetary gear set 12 and the second shift element SE2. The first shift element SE1 and the second shift element SE2 are situated axially directly next to each other and radially at the same level and are combined to form a shift element pair SP1 by way of a common actuating element being associated with the first shift element SE1 and the second shift element SE2. By means of the common actuating element, the first shift element SE1, on the one hand, and the second shift element SE2, on the other hand, can be actuated from a neutral position.

[0102] The third shift element SE3 is arranged axially between the first planetary gear set 11 and the second planetary gear set 12. The fourth shift element SE4 is arranged axially between the second planetary gear set 12 and the third planetary gear set 13. The third shift element SE3 and the fourth shift element SE4 are located radially at the same level and have a common actuating element, via which the third shift element SE3, on the one hand, and the fourth shift element SE4, on the other hand, can be actuated from a neutral position. Therefore, the third shift element SE3 and the fourth shift element SE4 are combined to form a shift element pair SP2.

[0103] FIG. 3 shows a diagrammatic view of a transmission G according to a second example design option of the invention, which can likewise be utilized in the motor vehicle drive train from FIG. 1. This example design option of FIG. 3 largely corresponds to the preceding example embodiment from FIG. 2, with the difference that the second shift element SE2′ brings about the interlock of the first planetary gear set 11 by connecting the second element 11.2 and the third element 11.3. An actuation of the second shift element SE2′ therefore results in a rotationally fixed connection of the second element 11.2 and the third element 11.3 of the first planetary gear set 11. This example embodiment, therefore, is an interlock variant. Otherwise, the example embodiment according to FIG. 3 corresponds to the example embodiment according to FIG. 2, and therefore reference is made to the description thereof in this regard.

[0104] FIG. 4 shows a diagrammatic view of a transmission G according to a third example design option of the invention, which can likewise be utilized in the motor vehicle drive train from FIG. 1. This design option of FIG. 4 largely corresponds to the preceding example embodiment from FIG. 2, with the difference that the second shift element SE2″ brings about the interlock of the first planetary gear set 11 by connecting the second element 11.1 and the third element 11.3. An actuation of the second shift element SE2″ therefore results in a rotationally fixed connection of the first element 11.1 and the third element 11.3 of the first planetary gear set 11. This example embodiment, therefore, is one further interlock example variant. Otherwise, the example embodiment according to FIG. 4 corresponds to the example embodiment according to FIG. 2, and therefore reference is made to the description thereof.

[0105] FIG. 5 shows an exemplary gear shift matrix for the transmissions G from FIGS. 2 through 4 in table form. As is apparent, a total of five gears, which differ in terms of the transmission ratio, can be implemented between the first input shaft 1 and the output shaft 2, wherein, in the columns of the gear shift matrix, an X indicates which of the shift elements SE1 through SE4 is engaged in which of the gears.

[0106] A first gear V1 between the first input shaft 1 and the output shaft 2 is engaged by actuating the second shift element SE2 and the third shift element SE3. A second gear V2 between the first input shaft 1 and the output shaft 2 is engaged by actuating the third shift element SE3 and the first shift element SE1. A third gear V3 between the first input shaft 1 and the output shaft 2 is engaged by actuating the fourth shift element SE4 and the first shift element SE1. A fourth gear V4 between the first input shaft 1 and the output shaft 2 is engaged by actuating the fourth shift element SE4 and the second shift element SE2. In addition, an additional gear ZV1 is engaged by actuating the first shift element SE1 and the second shift element SE2. This additional gear ZV1 is possible only for the case in which the first shift element SE1 and the second shift element SE2 are not combined to form the shift element pair SP1.

[0107] Although the shift elements SE1 through SE4 are each designed as form-locking shift elements, a shift between the first gear V1 and the second gear V2, between the second gear V2 and the third gear V3, and between the third gear V3 and the fourth gear V4 can each be carried out under load.

[0108] The reason therefor is that [0109] The third shift element SE3 remains engaged from the first gear V1 into the second gear V2, [0110] the first shift element SE1 remains engaged from the second gear V2 into the third gear V3, and [0111] the fourth shift element SE4 remains engaged from the third gear V3 into the fourth gear V4.

[0112] The gear shift is carried out electrodynamically by the electric machine.

[0113] This is to be illustrated in greater detail using the example of the gear shift from the first gear V1 into the second gear V2: [0114] 1 In the starting gear V1, the second shift element SE2 and the third shift element SE3 are engaged. The first input shaft 1 is connected to the internal combustion engine VM. [0115] 2. The torques of the internal combustion engine VM and of the electric machine EM are set such that, on the one hand, the desired output torque is provided and, on the other hand, the second shift element SE2, which is to be disengaged, becomes load-free. [0116] 3. The second shift element SE2 is disengaged. [0117] 4. The torques of the internal combustion engine VM and of the electric machine EM are set such that, on the one hand, the desired output torque is provided and, on the other hand, the rotational speed of the internal combustion engine decreases. [0118] 5. When the shift element SE1, which is to be engaged, is synchronized, it is engaged. As a result, the second gear V2 for the internal combustion engine VM is mechanically engaged. [0119] 6. The V3-V4 gear shift takes place, in principle, similarly to the V1-V2 gear shift. Downshifts are carried out similarly to upshifts but in the reverse sequence.

[0120] For the sake of clarity, only one of the three example variants of the second shift element is represented in the gear shift matrix, namely “SE2.” In this context, “SE2” represents all three interlock example variants of the second shift element.

[0121] FIG. 6 shows one further exemplary gear shift matrix for the transmissions G from FIGS. 2 through 4 in table form. As is apparent, a total of five gears, which differ in terms of the transmission ratio, can be implemented between the second input shaft 5, which is connected to the electric machine, and the output shaft 2, wherein, in the columns of the gear shift matrix, an X indicates which of the shift elements SE1 through SE4 is engaged in which of the gears.

[0122] A first gear EV1 between the second input shaft 5 and the output shaft 2 is engaged by actuating the second shift element SE2 and the third shift element SE3. A second gear EV2 between the second input shaft 5 and the output shaft 2 is engaged by actuating the fourth shift element SE4 and the first shift element SE1. A third gear EV3 between the second input shaft 5 and the output shaft 2 is engaged by actuating the third shift element SE3 and the first shift element SE1. A fourth gear EV4 between the second input shaft 5 and the output shaft 2 is engaged by actuating the fourth shift element SE4 and the second shift element SE2. In addition, an additional gear ZEV1 is engaged by actuating the first shift element SE1 and the second shift element SE2. This additional gear ZEV1 is possible only for the case in which the first shift element SE1 and the second shift element SE2 are not combined to form the shift element pair SP1. The five aforementioned gears are possible under purely electric motor power. The internal combustion engine can be decoupled.

[0123] Since the electric machine EM is not located on the first input shaft 1, the electric gears from FIG. 6 do not always correspond to the mechanical gears from FIG. 5. Only for the case in which the second shift element SE2 is engaged do the electric gears correspond to the mechanical gears in terms of their ratio, i.e., in the first gear, in the fourth gear, and in the additional gear. The second gear V2 differs from the second gear EV2. In addition, the third gear V3 differs from the third gear EV3.

[0124] The first gear, the fourth gear, and the additional gear can therefore be driven in a hybrid manner, i.e., by incorporating the internal combustion engine VM as well as the electric machine EM.

[0125] Moreover, a charging function or a start function can be implemented by actuating the second shift element SE2. This is the case because, in the engaged condition of the second shift element SE2, the second input shaft 5 is directly coupled to the first input shaft 1 in a rotationally fixed manner and, thus, also to the internal combustion engine VM. Simultaneously, however, there is no frictional connection to the output shaft 2. When the electric machine EM is operated as a generator, an electric accumulator can be charged via the internal combustion engine VM. When the electric machine EM is operated as an electric motor, a start of the internal combustion engine VM can be implemented via the electric machine EM.

[0126] Three EDA states are represented in FIG. 7. A first electrodynamic mode EDA1 results by actuating the third shift element SE3. A second electrodynamic mode EDA2 results by actuating the first shift element SE1. A third electrodynamic mode EDA3 results by actuating the fourth shift element SE4. In each of the EDA modes, the vehicle can pull away from rest when the internal combustion engine is connected.

[0127] FIG. 8 shows a schematic of a transmission G according to a further example embodiment of the invention, of the type which can likewise be utilized in the motor vehicle drive train from FIG. 1. This example embodiment of FIG. 8 essentially corresponds to the example variant according to FIG. 2, wherein, in contrast thereto, a transmission gearing in the form of a fourth planetary gear set 14 is now provided. The fourth planetary gear set 14 includes a first element 14.1, a second element 14.2, and a third element 14.3. The first element 14.1 is present as a sun gear, the second element 14.2 is present as a planet carrier, and the third element 14.3 is present as a ring gear. The first element 14.1 is fixed at the transmission housing GG. The second element 14.2 is connected to the first element 11.1 of the first planetary gear set 11. The third element 14.3 is connected to the rotor R of the electric machine. The fourth planetary gear set is arranged, practically as a transmission gearing, between the electric machine and the first planetary gear set in order to transmit the rotational speed of the electric machine. In this way, the rotational speed and the torque of the electric machine can be even better adapted to the transmission.

[0128] The example embodiments described above each show a transmission G, in which the electric machine is arranged coaxially to the input shafts and to the output shaft. FIGS. 9 and 10 show example embodiments of the invention having an axially parallel arrangement according to example aspects of the invention.

[0129] In FIG. 9, the electric machine EM is not located coaxially to the gear set of the transmission G, but rather is arranged axially offset. A connection takes place via a spur gear stage 15, which includes a first spur gear 15.1 and a second spur gear 15.2. The first spur gear 15.1 is connected to the second input shaft 5 in a rotationally fixed manner. The spur gear 15.1 then meshes with the spur gear 15.2 which is located on an input shaft of the electric machine EM in a rotationally fixed manner, which establishes, within the electric machine EM, the connection to the rotor (not represented further in this case) of the electric machine EM.

[0130] In the case of the example modification according to FIG. 10 as well, the electric machine EM is located axially offset with respect to the particular gear set RS of the particular transmission G. In contrast to the preceding example variant according to FIG. 9, a connection is not established in this case via a spur gear stage 15, however, but rather via a flexible traction drive mechanism 16. This flexible traction drive mechanism 16 can be configured as a belt drive or also a chain drive. The flexible traction drive mechanism 16 is then connected to the second input shaft 5 on the side of the gear set. Via the flexible traction drive mechanism 16, a coupling to an input shaft of the electric machine EM is then established, which, in turn, establishes a connection to the rotor of the electric machine, within the electric machine EM.

[0131] FIGS. 11 through 13 each show a schematic of a transmission G according to a further example embodiment of the invention, of the type which can likewise be utilized in the motor vehicle drive train from FIG. 1. The example embodiment according to FIG. 11 essentially corresponds to the example variant according to FIG. 2. The example embodiment according to FIG. 12 essentially correspond to the variant according to FIG. 3. The example embodiment according to FIG. 13 essentially correspond to the example variant according to FIG. 4. The general difference lies in a fifth shift element SE0, which is also known as a clutch K0, which is arranged between the first input shaft 1 and the internal combustion engine (not represented). Therefore, when the fifth shift element SE0 is disengaged, driving under purely electric motor power is possible. In addition, an engine start is possible, a flywheel start, when the fifth shift element SE5 is engaged. Otherwise, the example embodiment according to FIGS. 11, 12, and 13 correspond to the example embodiment according to FIGS. 2, 3, and 4, respectively, and therefore reference is made to the descriptions thereof in this regard.

[0132] FIG. 14 shows an exemplary gear shift matrix for the transmissions G from FIGS. 11 through 13 in table form. As is apparent, a total of five electric gears, which differ in terms of the transmission ratio, can be implemented between the second input shaft 5 and the output shaft 2, wherein, in the columns of the gear shift matrix, an X indicates which of the shift elements SE1 through SE4 and SE0 is engaged in which of the gears. The difference from the gear shift matrix according to FIG. 6 lies solely in the fifth shift element SE0, which can decouple the internal combustion engine from the first input shaft 1. The fifth shift element SE0 must be disengaged in order to implement the electric gears. Otherwise, the gear shift matrix according to FIG. 14 corresponds to the gear shift matrix according to FIG. 6, and therefore reference is made to the description thereof in this regard.

[0133] FIG. 15 shows an exemplary gear shift matrix for the transmissions G from FIGS. 11 through 13 in table form. As is apparent, a total of five internal combustion engine gears, which differ in terms of the transmission ratio, can be implemented between the first input shaft 1 and the output shaft 2, wherein, in the columns of the gear shift matrix, an X indicates which of the shift elements SE1 through SE4 and SE0 is engaged in which of the gears.

[0134] The difference from the gear shift matrix according to FIG. 5 lies solely in the fifth shift element SE0, which can decouple the internal combustion engine VM from the first input shaft 1. The fifth shift element SE0 must be engaged in order to implement the internal combustion engine gears. Otherwise, the gear shift matrix according to FIG. 15 corresponds to the gear shift matrix according to FIG. 5, and therefore reference is made to the description thereof in this regard.

[0135] FIG. 16 shows a schematic of a transmission G according to a further example embodiment of the invention, of the type which can likewise be utilized in the motor vehicle drive train from FIG. 1. The example embodiment according to FIG. 16 essentially corresponds to the example variant according to FIG. 2, wherein, by contrast, a differential is connected downstream from the transmission. The differential is therefore connected to the output shaft 2. Starting from the differential 16, two shafts Ab1 and Ab2 are provided, which drive the wheels of the motor vehicle. If this is coaxially connected, it is preferred when one of the two output shafts, as a solid shaft, is guided through the gear set. Otherwise, the example embodiment according to FIG. 16 corresponds to the example embodiment according to FIG. 2, and therefore reference is made to the description thereof in this regard.

[0136] FIG. 17 shows a schematic of a transmission G according to a further example embodiment of the invention, of the type which can likewise be utilized in the motor vehicle drive train from FIG. 1. The example embodiment according to FIG. 17 essentially corresponds to the example variant according to FIG. 16, wherein, by contrast, a transmission gearing 17 is provided, which is arranged between the output shaft 2 and the differential D. Therefore, a higher ratio can be provided. The transmission gearing 17 is designed in the shape of a planetary gear set and includes a first element 17.1, which is connected to the output shaft 2, a second element 17.2, which is connected to the differential D, and a third element 17.3, which is fixed at the transmission housing GG. Otherwise, the example embodiment according to FIG. 17 corresponds to the example embodiment according to FIGS. 16 and 2, and therefore reference is made to the description thereof in this regard.

[0137] Finally, FIG. 18 shows, by way of example, a schematic of a motor vehicle drive train, which includes a transmission G from FIG. 17, an internal combustion engine VM, a damper 18, a clutch K0 (cf. FIGS. 11-13), and a flexible traction drive mechanism 19. A drive train of this type is suitable, in particular, for front-mounted transverse installation.

[0138] Modifications and variations can be made to the embodiments illustrated or described herein without departing from the scope and spirit of the invention as set forth in the appended claims. In the claims, reference characters corresponding to elements recited in the detailed description and the drawings may be recited. Such reference characters are enclosed within parentheses and are provided as an aid for reference to example embodiments described in the detailed description and the drawings. Such reference characters are provided for convenience only and have no effect on the scope of the claims. In particular, such reference characters are not intended to limit the claims to the particular example embodiments described in the detailed description and the drawings.

REFERENCE CHARACTERS

[0139] G transmission [0140] GG rotationally fixed component [0141] 1 first input shaft [0142] 2 output shaft [0143] 3 shaft [0144] 4 shaft [0145] 5 second input shaft [0146] 6 shaft [0147] 11 first planetary gear set [0148] 11.1 first element of the first planetary gear set [0149] 11.2 second element of the first planetary gear set [0150] 11.3 third element of the first planetary gear set [0151] 12 second planetary gear set [0152] 12.1 first element of the second planetary gear set [0153] 12.2 second element of the second planetary gear set [0154] 12.3 third element of the second planetary gear set [0155] 13 third planetary gear set [0156] 13.1 first element of the third planetary gear set [0157] 13.2 second element of the third planetary gear set [0158] 13.3 third element of the third planetary gear set [0159] 14 fourth planetary gear set [0160] 14.1 first element of the fourth planetary gear set [0161] 14.2 second element of the fourth planetary gear set [0162] 14.3 third element of the fourth planetary gear set [0163] 15 spur gear stage [0164] 15.1 spur gear [0165] 15.2 spur gear [0166] 16 flexible traction drive mechanism [0167] 17 fifth planetary gear set [0168] 17.1 first element of the fifth planetary gear set [0169] 17.2 second element of the fifth planetary gear set [0170] 17.3 third element of the fifth planetary gear set [0171] 18 torsional vibration damper [0172] 19 flexible traction drive mechanism [0173] SE1 first shift element [0174] SE2/2′/2″ second shift element [0175] SE3 third shift element [0176] SE4 fourth shift element [0177] SE5 fifth shift element, K0 [0178] SP1 shift element pair [0179] SP2 shift element pair [0180] V1 first gear [0181] V2 second gear [0182] V3 third gear [0183] V4 fourth gear [0184] ZV1 additional, fifth gear [0185] E1 first gear [0186] E2 second gear [0187] E3 third gear [0188] E4 fourth gear [0189] ZEV1 additional, fifth gear [0190] EM electric machine [0191] S stator [0192] R rotor [0193] SRS spur gear stage [0194] SR1 spur gear [0195] SR2 spur gear [0196] D differential gear [0197] DW driving wheels [0198] VM internal combustion engine