Multi-speed hybrid transmission

Abstract

The multi-speed hybrid power transmission is provided with an internal combustion engine (3), a first motor (4) and a second motor (5), the internal combustion engine (3) is rotationally connected with the first motor (4) through a first transmission stage (6), and the second motor (5) is rotationally connected with a differential mechanism (33) through a second transmission stage (7) so as to drive an axle (35) of a motor vehicle (2). Wherein the internal combustion engine (3) is rotationally coupled to the differential (33) via a first transmission shaft (15), a second transmission shaft (16) and a third transmission stage (8) such that a rotational coupling between the first transmission shaft (15) and the second transmission shaft (16) can be selectively established by means of a first shiftable gear (12) or by means of a second shiftable gear (13), wherein a gearwheel (19) of the first transmission gear (12), a gearwheel (20) of the second transmission gear (13) and a gearwheel (25) of the first transmission stage (6) are arranged on the first transmission shaft (15).

Description

Technical Field

[0001] This utility model relates to a multi-speed hybrid transmission, which is particularly suitable for use in motor vehicles. Background Technology

[0002] CN 114 274 757 A provides a known multi-speed hybrid transmission in which the internal combustion engine can be decoupled via a friction clutch, also referred to in this paper as the K0 clutch. Utility Model Content

[0003] The purpose of this invention is to reduce the number of required components in such a multi-speed hybrid transmission to save manufacturing costs, and to provide a corresponding method for operating the multi-speed hybrid transmission.

[0004] According to this utility model, this objective is achieved by a multi-speed hybrid transmission having a series hybrid operation scheme for motor vehicles. The multi-speed hybrid transmission has an internal combustion engine, a first electric motor, and a second electric motor. The internal combustion engine is rotatably connected to the first electric motor via a first transmission stage. The second electric motor is rotatably connected to a differential via a second transmission stage to drive the axle of the motor vehicle. The internal combustion engine is rotatably connected to the differential via a first transmission shaft, a second transmission shaft, and a third transmission stage, so that a rotational connection between the first transmission shaft and the second transmission shaft can be selectively established by means of a switchable first transmission gear or by means of a switchable second transmission gear. The first transmission shaft is provided with a gear for the first transmission gear, a gear for the second transmission gear, and a gear for the first transmission stage.

[0005] Because the gears of the first transmission stage are also arranged on the first transmission shaft, the separate friction clutch / K0 clutch used to disengage the internal combustion engine can be eliminated.

[0006] Preferred embodiments of the multi-speed hybrid transmission according to the present invention are set forth in the dependent claims.

[0007] Preferably, the additional gears of the first gear and the second gear are arranged on the second transmission shaft. This achieves a particularly simple structure.

[0008] Advantageously, selective switching between the first and second gears is achieved via a first form-fit coupling, which also has an idle position in which the rotational connection between the first and second transmission shafts is not made via either the first or second gear. This cost-effective and space-saving form-fit coupling eliminates the need for a separate friction clutch / K0 clutch for disengaging the internal combustion engine.

[0009] Preferably, the first form-fit connector is arranged on the first transmission shaft or the second transmission shaft. This achieves a particularly simple structure.

[0010] Another advantage is the presence of a switchable third gear between the first and second transmission shafts. This third gear allows for rotatable connection between the first and second transmission shafts, and the switching of the third gear can be performed independently of the selective switching between the first and second gears. This results in a particularly simple structure for a multi-speed hybrid transmission with more than two gears, and also allows for the elimination of a separate parking lock when necessary.

[0011] Another advantage is that the gear for the third gear is located on the first transmission shaft, and the other gear for the third gear is located on the second transmission shaft. This results in a particularly simple structure for a multi-speed hybrid transmission with more than two gears.

[0012] Preferably, the switching of the third gear is performed via a second shape-fitting coupling, which also has an idle position in which the rotational connection between the first and second transmission shafts is not performed via the third gear. This achieves a particularly simple structure for a multi-speed hybrid transmission with more than two gears.

[0013] Advantageously, the second shape-fitting connector is arranged on either the first or second transmission shaft. This results in a particularly simple structure for a multi-speed hybrid transmission with more than two gears.

[0014] According to this utility model, the aforementioned objective is also achieved by a method of operating a multi-speed hybrid transmission with two gears, wherein in generator mode, the first shape-fitting connector is brought into its idle position so that the first motor is driven only by the internal combustion engine.

[0015] According to this utility model, the aforementioned objective is also achieved by a method of operating a multi-speed hybrid transmission with three gears, wherein in generator mode, the first shape-fitting connector and the second shape-fitting connector are brought into their idle position so that the first motor is driven solely by the internal combustion engine. Attached Figure Description

[0016] The present invention will now be explained in detail with reference to the accompanying drawings and preferred embodiments. In the drawings:

[0017] Figure 1 A schematic diagram of a multi-speed hybrid transmission with a series hybrid operation scheme for a motor vehicle is shown. The multi-speed hybrid transmission includes an internal combustion engine, a first electric motor, and a second electric motor.

[0018] Figure 2It is shown that it is equipped with Figure 1 The diagram shows a vehicle with a multi-speed hybrid transmission. Detailed Implementation

[0019] exist Figure 1 and Figure 2 The diagram schematically illustrates one embodiment of a multi-speed hybrid transmission 1 having a series hybrid operation scheme for a motor vehicle 2, and a motor vehicle 2 equipped with the multi-speed hybrid transmission. In the following description, features not described as essential to the present invention should be understood as optional.

[0020] The multi-speed hybrid transmission 1 has an internal combustion engine 3, a first electric motor 4, and a second electric motor 5.

[0021] The internal combustion engine 3 has a crankshaft 31, which is connected to a first transmission shaft 15 via a torsional vibration damper 32. The first transmission shaft 15 extends in the axial direction A of the multi-speed hybrid transmission 1.

[0022] The torsional vibration damper 32 can be, for example, a dual-mass flywheel, whose input side is non-rotatably connected to the crankshaft 31, and whose output side is non-rotatably connected to the first transmission shaft 15. The torsional vibration damper 32 mitigates torsional vibrations caused by the firing order of the internal combustion engine 3 by means of spring elements.

[0023] The first transmission shaft 15 is rotatably connected to the first input shaft 10 via the first transmission stage 6. For this purpose, the gear 25 of the first transmission stage 6 is mounted on the first transmission shaft 15 in a way that prevents relative rotation, and the other gear 26 of the first transmission stage 6 that meshes with the gear 25 is also mounted on the first input shaft 10 in a way that prevents relative rotation.

[0024] The first motor 4 has a first stator 27 and a first rotor 28. The first input shaft 10 can be configured as a rotor shaft, but it can also be configured as a shaft separate from the structure of the first rotor 28. In the illustrated embodiment, the first motor 4 is configured as an inner rotor, that is, the first rotor 28 is rotatably arranged within the first stator 27 in the radial direction of the multi-speed hybrid transmission 1. However, the first motor 4 can also be configured as an outer rotor, for example.

[0025] Therefore, in general, the internal combustion engine 3 is rotatably connected to the first electric motor 4 via the first transmission stage 6.

[0026] In addition to gear 5 of the first transmission stage 6, gear 19 of the first gear position 12, gear 20 of the second gear position 13, and gear 21 of the third gear position 14 are arranged on the first transmission shaft 15. Gear 19 of the first gear position 12 meshes with another gear 22 of the first gear position 12, gear 20 of the second gear position 13 meshes with another gear 23 of the second gear position 13, and gear 21 of the third gear position 14 meshes with another gear 24 of the third gear position 14. The other gears 22 of the first gear position 12, 23 of the second gear position 13, and 24 of the third gear position 24 are arranged on the second transmission shaft 16. Here, the first gear position 12, the second gear position 13, and the third gear position 14 are configured as switchable gear positions.

[0027] In the illustrated embodiment, gear 19 of the first gear 12, gear 20 of the second gear 13, and gear 21 of the third gear 14 are arranged on the first transmission shaft 15 in a manner that prevents relative rotation. The other gears 22 of the first gear 12, 23 of the second gear 13, and 24 of the third gear 14 are arranged torsionally relative to the second transmission shaft 16. To enable switchable gears, a first form-fit connector 17 and a second form-fit connector 18 are also arranged on the second transmission shaft 16. For example, these form-fit connectors 17 and 18 can be configured as sliding sleeves, and may have corresponding synchronization devices if necessary.

[0028] The possible switching between the first gear 12 and the second gear 13 is selectively performed via the first form-fit connector 17. That is, the other gear 22 of the first gear 12 or the other gear 23 of the second gear 13 can be connected to the second transmission shaft 16 in a non-rotatable manner via the first form-fit connector 17, but not both of the other gears 22 and 23 are simultaneously connected to the second transmission shaft. Furthermore, the first form-fit connector 17 has an idle position in which the other gear 22 of the first gear 12 or the other gear 23 of the second gear 13 can be rotatably connected to the second transmission shaft 16. That is, the rotational connection between the first transmission shaft 15 and the second transmission 16 is not performed via either the first gear 12 or the gear 13.

[0029] In the illustrated embodiment, possible switching of the third gear 14 is achieved via a second form-fit connector 18, which allows the additional gear 24 of the third gear 14 to be non-rotatably connected to the second transmission shaft 16. The second form-fit connector 18 also has an idle position in which rotational connection between the first transmission shaft 15 and the second transmission shaft 16 is not made via the third gear 14.

[0030] Although in the illustrated embodiment two switchable form-fit connectors 17, 18 are provided on the second transmission shaft 16, it is also possible to provide a switchable first form-fit connector 17, a switchable second form-fit connector 18, or both switchable form-fit connectors 17, 18 on the first transmission shaft 15. Accordingly, gears 19, 20, 21 are configured to rotate relative to the first transmission shaft 15 and are switchable with respect to the first transmission shaft 15 via form-fit connectors 17, 18, and the additional gears 22, 23, 24 are configured to not rotate relative to the second transmission shaft 16. This configuration advantageously reduces the moment of inertia of the first transmission shaft 15 when the form-fit connectors 17, 18 are open.

[0031] In general, the rotational connection between the first transmission shaft 15 and the second transmission shaft 16 can be selectively established by means of a switchable first gear 12 or a switchable second gear 13, wherein the first transmission shaft 15 is provided with a gear 19 for the first gear 12, a gear 20 for the second gear 13, and a gear 25 for the first transmission stage 6. Specifically, no separate friction clutch is provided between the gear 25 of the first transmission stage 6 and the gears 19, 20, and 21 of the transmission gears 12, 13, and 14 that are closely connected in the axial direction A; that is, the first transmission shaft 15 is either not disengaged by a friction clutch / K0 clutch or can be disengaged in this region. Furthermore, a switchable third gear 14 is provided between the first transmission shaft 15 and the second transmission shaft 16, by means of which the first transmission shaft 15 and the second transmission shaft 16 can be rotationally connected, wherein the switching of the third gear 14 can be performed independently of the selective switching between the first gear 12 and the second gear 13.

[0032] The second transmission shaft 16 is rotatably connected to the differential 33 via the third transmission stage 8. For this purpose, a gear that cannot rotate relative to the second transmission shaft 16 is arranged on the second transmission shaft 16, but meshes with another gear that cannot rotate relative to the differential 33. Output shafts 36 are arranged on both sides of the differential 33, through which the drive wheels of the vehicle 2 can be driven. The output shafts 36 and the drive wheels form the driven axle 35 of the vehicle 2.

[0033] As in Figure 2 As shown, the entire multi-speed hybrid transmission 1 is mounted together with the internal combustion engine 3 in a front transverse configuration, that is, arranged transversely to the longitudinal axis of the vehicle 2 between the front wheels 37. Here, the output shaft 36 exits from the differential 33 and is driven to the front wheels 37 to achieve front-wheel drive. In the illustrated embodiment, the vehicle 2 also has undriven rear wheels 38. Rear-wheel drive can also be achieved, for example, by means of the multi-speed hybrid transmission 1.

[0034] The multi-speed hybrid transmission 1 also has the aforementioned second motor 5. The second motor 5 is rotatably connected to the intermediate shaft 34 via the second input shaft 11 and via the second transmission stage 7, and the intermediate shaft is rotatably connected to the differential 33 via the fourth transmission stage 9.

[0035] The second motor 5 has a second stator 29 and a second rotor 30. The second input shaft 11 can be configured as a rotor shaft, but it can also be configured as a shaft separate from the structure of the second rotor 30. In the illustrated embodiment, the second motor 5 is configured as an inner rotor, that is, the second rotor 30 is rotatably arranged within the second stator 29 in the radial direction of the multi-speed hybrid transmission 1. However, the second motor 5 can also be configured as an outer rotor, for example.

[0036] In general, the second motor 5 is rotatably connected to the differential 33 to drive the axle 35 of the vehicle 2.

[0037] Preferably, if it is possible to obtain from Figure 1 As seen, the second motor 5 is constructed to be larger and more powerful than the first motor 4. Because the multi-speed hybrid transmission 1 is designed for series hybrid operation, it is recommended that the first motor 4 operate in generator mode, driven by an internal combustion engine operating within its optimal speed / torque range, and that the current generated by the first motor be temporarily stored in a battery (not shown). Advantageously, this eliminates the need for a separate friction clutch / K0 clutch to disconnect the internal combustion engine 3 from the differential 33 or the transmission. In series hybrid operation, the second motor operates in electric motor mode to drive the vehicle 2, where it is powered by a battery (not shown).

[0038] The various operating modes of the aforementioned multi-speed hybrid transmission 1 are explained below:

[0039] a)still

[0040] The parking lock (not shown) of the multi-speed hybrid transmission 1 is engaged. The two form-fitting couplings 17 and 18 are in their idle position. The first motor 4, the second motor 5, and the internal combustion engine 3 are deactivated.

[0041] Alternatively, the parking lock in the multi-speed hybrid transmission 1 can be removed and this function can be achieved by tensioning the transmission, i.e., by using the first shape-fitting coupling 17 with another gear 22 of the first gear position 12. Figure 1 The shape of the gear 17 (left side) is connected to the other gear 23 of the second gear shift position 13 via the first shape-fitting connector 17. Figure 1 The shape fits the right side of the middle gear) and in each of the above cases, the shape fits the second shape fit connector 18 and the other gear 24 of the third gear position 18 simultaneously.

[0042] However, the following operating mode b) cannot be presented when the parking lock in the multi-speed hybrid transmission 1 is removed.

[0043] b) Parking and charging

[0044] The parking lock (not shown) of the multi-speed hybrid transmission 1 is engaged. The two form-fitting couplings 17 and 18 are in their idle position.

[0045] This enables the internal combustion engine 3 to drive the first motor 4 in generator mode via the first transmission stage 6 when the vehicle 2 is stationary, thereby charging the battery of the vehicle 2. The second motor 5 is deactivated.

[0046] There is no need to set up and disconnect a separate friction clutch / K0 clutch to separate the internal combustion engine 3 from the differential 33 or from the transmission.

[0047] c) Pure electric operation

[0048] The vehicle 2 is driven by the second motor 5 in pure electric operation in electric motor mode, which drives the vehicle 2 at least via the second transmission stage 7 and, in the illustrated embodiment, via the fourth transmission stage 9 connected thereto, in a manner acting on the differential 33.

[0049] The parking lock is now open. The two form-fitting couplings 17 and 18 are in their idle position. The first motor 4 and the internal combustion engine 3 are deactivated.

[0050] d) Energy recovery during pure electric operation

[0051] Recovery during pure electric operation is achieved via a second motor 5 in generator mode. In the illustrated embodiment, the second motor is driven from the differential 33 via a fourth drive stage 9 and a second drive stage 7 connected thereto to charge the battery.

[0052] The parking lock is now open. The two form-fitting couplings 17 and 18 are in their idle position. The first motor 4 and the internal combustion engine 3 are deactivated.

[0053] e) Energy recovery during internal combustion engine operation

[0054] Energy recovery during internal combustion engine operation is achieved by a second motor 5 in generator mode, which is driven by a differential 33 via a fourth drive stage 9 and a second drive stage 7 connected thereto to charge the battery.

[0055] Furthermore, in generator mode, the first motor similarly recovers energy from the internal combustion engine by switching between three gears (12, 13, and 14), while the second motor charges the battery. The parking lock is then engaged.

[0056] f) Serial operation

[0057] The two form-fitting connectors 17 and 18 are in their idle positions. The internal combustion engine 3 drives the first motor 4 in generator mode via the first transmission stage 6, thereby charging the battery of the vehicle 2. Therefore, in the generator mode of the first motor 4, the first form-fitting connector 17 and the second form-fitting connector 18 are in their idle positions, so that the first motor 4 is driven only by the internal combustion engine 3.

[0058] The second motor 5 is in motor mode, and drives the vehicle 2 at least via the second transmission stage 7 and, in the illustrated embodiment, via the fourth transmission stage 9 connected thereto, in a manner acting on the differential 33. The parking lock is opened.

[0059] g) Parallel operation / boost in first gear

[0060] Switching to the first gear 12 via a first form-fitting connector 17 in a form-fitting connection manner, wherein the first form-fitting connector 17 is preferably configured as a sliding sleeve (reference). Figure 1 Move to the left. Thus, the internal combustion engine 3 can drive the motor vehicle 2 via the first gear 12 and, in the illustrated embodiment, via the third transmission stage 8 connected thereto, in a manner acting on the differential 33.

[0061] Depending on the required power, the first motor 4 and / or the second motor 5 can respectively support the internal combustion engine driving the motor vehicle 2 in electric motor mode.

[0062] The second-shape coupling 18 is in its idle position. The parking lock is open.

[0063] h) Parallel operation / boost in second gear

[0064] Switching to the second gear 13 via a first form-fitting connector 17 in a form-fitting connection manner, wherein the first form-fitting connector 17 is preferably configured as a sliding sleeve (reference). Figure 1Move to the right. Thus, the internal combustion engine 3 can drive the motor vehicle 2 via the second gear 13 and, in the illustrated embodiment, via the third transmission stage 8 connected thereto, in a manner acting on the differential 33.

[0065] Depending on the required power, the first motor 4 and / or the second motor 5 can respectively support the internal combustion engine driving the motor vehicle 2 in electric motor mode.

[0066] The second-shape coupling 18 is in its idle position. The parking lock is open.

[0067] i) Parallel operation / boost in third gear

[0068] Switching to the third gear 14 via a form-fitting connection using a second form-fitting connector 18, wherein the second form-fitting connector 18 is preferably configured as a sliding sleeve (reference provided). Figure 1 Move to the right. Thus, the internal combustion engine 3 can drive the motor vehicle 2 via the third gear 14 and, in the illustrated embodiment, via the third transmission stage 8 connected thereto, in a manner acting on the differential 33.

[0069] Depending on the required power, the first motor 4 and / or the second motor 5 can respectively support the internal combustion engine driving the motor vehicle 2 in electric motor mode.

[0070] The first-shape coupling 17 is in its idle position. The parking lock is open.

[0071] j) Reversing operation

[0072] The multi-speed hybrid transmission 1 reverses in a purely electric manner by causing the second motor 5 in electric motor mode to rotate in the opposite direction. The second motor drives the motor vehicle 2 at least via the second transmission stage 7 and, in the illustrated embodiment, via the fourth transmission stage 9 connected thereto, in a manner acting on the differential 33.

[0073] The parking lock is now open. The two form-fitting couplings 17 and 18 are in their idle position. The first motor 4 and the internal combustion engine 3 are deactivated.

[0074] Although a three-speed hybrid transmission has been shown and explained in the foregoing embodiments, the multi-speed hybrid transmission 1 can also be configured as a two-speed hybrid transmission. In this case, the third gear 14 and its meshing gears 21, 24, as well as the second form-fitting coupling 18, are eliminated.

[0075] Therefore, in the generator mode of the two-speed hybrid transmission, only the first shape-fitting connector 17 is brought into its idle position, so that the first motor 4 is driven only by the internal combustion engine 3.

[0076] The foregoing embodiments generally relate to a multi-speed hybrid transmission 1 having a scheme for series hybrid operation of a motor vehicle 2. The multi-speed hybrid transmission has an internal combustion engine 3, a first motor 4, and a second motor 5, wherein the internal combustion engine 3 is rotatably connected to the first motor 4 via a first transmission stage 6, wherein the second motor 5 is rotatably connected to a differential 33 via a second transmission stage 7 to drive the axle 35 of the motor vehicle 2, wherein the internal combustion engine 3 is rotatably connected to the differential via a first transmission shaft 15, a second transmission shaft 16, and a third transmission stage 8, such that a rotatable connection between the first transmission shaft 15 and the second transmission shaft 16 can be selectively established by means of a switchable first transmission gear 12 or by means of a switchable second transmission gear 13, wherein a gear 19 for the first transmission gear 12, a gear 20 for the second transmission gear 13, and a gear 25 for the first transmission stage 6 are arranged on the first transmission shaft 15.

[0077] The method of operating a multi-speed hybrid transmission 1 is also disclosed, wherein in generator mode, the first shape-fitting connector 17 is brought into its idle position, so that the first motor 4 is driven only by the internal combustion engine 3. The method of operating a multi-speed hybrid transmission is also disclosed, wherein in generator mode, the first shape-fitting connector 17 and the second shape-fitting connector 18 are brought into their idle positions, so that the first motor 4 is driven only by the internal combustion engine 3.

[0078] List of reference numerals

[0079] 1. Multi-speed hybrid transmission

[0080] 2 Motor vehicles

[0081] 3. Internal Combustion Engine

[0082] 4 First motor

[0083] 5 Second motor

[0084] 6 First transmission stage

[0085] 7 Second transmission stage

[0086] 8 Third transmission stage

[0087] 9. Fourth transmission stage

[0088] 10 First Input Axis

[0089] 11 Second Input Axis

[0090] 12 First gear

[0091] 13 Second gear

[0092] 14 Third gear

[0093] 15 First Gearbox Shaft

[0094] 16 Second gearbox shaft

[0095] 17 First Shape Fitting Connector

[0096] 18 Second Shape Fitting Connector

[0097] 19. First gear

[0098] 20. Second gear

[0099] 21. Gear of the third gear shift

[0100] 22 The other gear in the first gear shift

[0101] 23 The other gear in the second gear shift

[0102] 24. The other gear in the third gear shift.

[0103] 25 Gears of the first transmission stage

[0104] 26. Other gears in the first transmission stage

[0105] 27 First stator

[0106] 28 First Rotor

[0107] 29 Second stator

[0108] 30 Second Rotor

[0109] 31 Crankshaft

[0110] 32 Torsional vibration damper

[0111] 33 Differential

[0112] 34 Intermediate Shaft

[0113] 35 Driven axles

[0114] 36 Output shaft

[0115] 37 Front Wheel

[0116] 38 rear wheels

[0117] Axial direction

Claims

1. A multi-speed hybrid transmission (1) having a series hybrid operation scheme for a motor vehicle (2), the multi-speed hybrid transmission having an internal combustion engine (3), a first electric motor (4), and a second electric motor (5), wherein, The internal combustion engine (3) is rotatably connected to the first motor (4) via a first transmission stage (6), wherein the second motor (5) is rotatably connected to the differential (33) via a second transmission stage (7) to drive the axle (35) of the motor vehicle (2), wherein the internal combustion engine (3) is rotatably connected to the differential (33) via a first transmission shaft (15), a second transmission shaft (16) and a third transmission stage (8), such that a rotatable connection between the first transmission shaft (15) and the second transmission shaft (16) can be selectively established by means of a switchable first transmission gear (12) or by means of a switchable second transmission gear (13), wherein a gear (19) of the first transmission gear (12), a gear (20) of the second transmission gear (13) and a gear (25) of the first transmission stage (6) are arranged on the first transmission shaft (15).

2. The multi-speed hybrid transmission (1) according to claim 1, wherein, The other gear (22) of the first gear position (12) and the other gear (23) of the second gear position (13) are arranged on the second transmission shaft (16).

3. The multi-speed hybrid transmission (1) according to claim 2, wherein, Selective switching between the first gear position (12) and the second gear position (13) is performed by a first form-fit connector (17), which also has an idle position in which the rotational connection between the first gear shaft (15) and the second gear shaft (16) is performed without passing through the first gear position (12) or the second gear position (13).

4. The multi-speed hybrid transmission (1) according to claim 3, wherein, The first shape-fitting connector (17) is arranged on the first transmission shaft (15) or the second transmission shaft (16).

5. The multi-speed hybrid transmission (1) according to claim 4, wherein, A switchable third gear position (14) is provided between the first transmission shaft (15) and the second transmission shaft (16). The first transmission shaft (15) and the second transmission shaft (16) can be rotatably connected by the third gear position. The switching of the third gear position (14) can be performed independently of the selective switching between the first gear position (12) and the second gear position (13).

6. The multi-speed hybrid transmission (1) according to claim 5, wherein, The gear (21) of the third gear (14) is arranged on the first transmission shaft (15), and the other gear (24) of the third gear (14) is arranged on the second transmission shaft (16).

7. The multi-speed hybrid transmission (1) according to claim 5 or 6, wherein, The switching of the third gear (14) is performed through the second shape-fitting connector (18), which also has an idle position in which the first transmission shaft (15) and the second transmission shaft (16) are not rotated through the third gear (14).

8. The multi-speed hybrid transmission (1) according to claim 7, wherein, The second shape-fitting connector (18) is arranged on the first transmission shaft (15) or the second transmission shaft (16).

9. The multi-speed hybrid transmission (1) according to claim 7, wherein, In generator mode, the first shape-fitting connector (17) is brought into its idle position so that the first motor (4) is driven only by the internal combustion engine (3).

10. The multi-speed hybrid transmission (1) according to claim 9, wherein, In generator mode, the first shape-fit connector (17) and the second shape-fit connector (18) are brought into their idle position so that the first motor (4) is driven only by the internal combustion engine.

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