Hybrid transmission with a compound planetary gear set; and motor vehicle

Abstract

A hybrid transmission (1) for a hybrid-powered motor vehicle (20), comprising an input shaft (3) that can be coupled to an internal combustion engine (2), an electric machine (4) designed to drive the motor vehicle (20), and a transmission device (7) that is inserted between the input shaft (3), a rotor (5) of the electric machine (4), and an output component (6), the transmission device (7) comprising two planetary gear sets (8, 9) and no more than four shift units (10, 11, 12, 13) provided for shifting a plurality of gears of the transmission device (7), characterized in that a planet carrier (18) of a first planetary gear set (8) is permanently rotationally connected both to the rotor (5) and to a sun gear (17) of a second planetary gear set (9), and a ring gear (14) of the first planetary gear set (8) is permanently connected to a ring gear (15) of the second planetary gear set (9).

Description

The invention relates to a hybrid transmission for a hybrid-driven motor vehicle, such as a car, truck, bus or another commercial vehicle, having an input shaft which can be coupled to an internal combustion engine, (exclusively) an electric machine which is designed for driving the motor vehicle, a transmission device which is used operatively between the input shaft, a rotor of the electric machine and an output component, wherein the transmission device has two planetary gear sets and not more than four shift units which are provided for shifting a plurality of gears of the transmission device. The invention also relates to a motor vehicle having this hybrid transmission.From the prior art, various embodiments of hybrid transmissions of the generic type have already been realized. For example, DE 10 2018 130 498 A1 discloses a hybrid transmission unit having two planetary gear sets and a plurality of shifting devices. The same applies to DE 10 2019 131 574 A1.Further prior art is disclosed by EP 2 146 855 B1, which describes a hybrid drive system for a vehicle, and by JP 6331058 B2, in which two electric machines are used. WO 2016 / 075336 A1 forms further generic prior art.However, it has been found as a disadvantage of the embodiments known from the prior art that the gear units to date frequently have a relatively complex structure. This entails increased manufacturing and assembly effort and an increased installation space requirement. Certain arrangements of the hybrid transmission relative to an internal combustion engine of the respective motor vehicle can therefore be implemented only with relative difficulty, if at all.It is therefore the object of the present invention to eliminate the disadvantages known from the prior art and in particular to provide a hybrid transmission which has a structure which is as simple as possible and is implemented in a compact manner, but at the same time is intended to enable a large number of different transmission ratio steps and operating modes.This is achieved according to the invention in that a (first) planet carrier of a first planetary gear set is connected both to the rotor and to a (second) sun gear of a second planetary gear set, and a (first) ring gear of the first planetary gear set is permanently connected to a (second) ring gear of the second planetary gear set.As a result, the design of the transmission device is kept as simple as possible, wherein the hybrid transmission overall enables sufficiently many operating modes and transmission ratio steps.Further advantageous embodiments are claimed with the dependent claims and are explained in more detail below.Accordingly, it is also advantageous if the input shaft can be coupled to a (first) sun gear of the first planetary gear set via a first shift unit. Further preferably, the first shift unit is designed as a clutch, for example as a friction clutch. As a result, a suitable transmission ratio can be selected from the internal combustion engine to the output component.In addition, it is advantageous if the input shaft can be coupled to the (first) ring gear of the first planetary gear set via a second shift unit. As a result, a suitable transmission ratio can also be selected from the internal combustion engine to the output component.The second shift unit is advantageously designed as a clutch that can be shifted independently of a direction of relative rotation of its first clutch component with respect to its second clutch component. As a result, the first switching unit can be controlled as independently as possible.Alternatively, it has also proven advantageous if the second shift unit is designed as a freewheel that can be shifted depending on the direction of relative rotation of the first clutch component with respect to the second clutch component. In a first direction of relative rotation of the two clutch components with respect to one another, the freewheel is blocked (closed) and in a second direction of relative rotation of the two clutch components opposite the first direction of relative rotation, the freewheel is unblocked (open). This realizes an even simpler clutch.The design is additionally simplified if the (first) sun gear of the first planetary gear set can be supported fixedly on the housing via a third shift unit designed as a brake.Accordingly, it is also expedient if the (first) ring gear of the first planetary gear set can be supported fixedly on the housing via a fourth switching unit designed as a brake.It is furthermore expedient if the first planetary gear set has two groups of planetary gears which are in toothed engagement with one another and are arranged radially nested with respect to one another. The two groups of planetary gears of the first planetary gear set are consequently mounted jointly on the (second) planetary carrier of the second planetary gear set. One group comprises a plurality of first planet gears and another group comprises a plurality of second planet gears, the first planet gears being arranged radially within and in meshing engagement with the second planet gears. The first planetary gears mesh with the (first) sun gear of the first planetary gear set and the second planetary gears mesh with the (first) ring gear of the first planetary gear set. As a result, the transmission device is implemented as skillful as possible for realizing as many different operating modes as possible.In order to realize a radially compact configuration, it has additionally proven to be advantageous if the rotor is arranged axially offset with respect to the first planetary gear set and the second planetary gear set.If the output component is permanently connected to a (second) planet carrier of the second planetary gear set, it is connected as directly as possible to the transmission device.If a total of (exclusively) three or (exclusively) four shift units are present in the hybrid transmission, a suitable compromise is obtained between a required number of components and efficient operation of the motor vehicle.A skillful compromise between a high efficiency and a simple design is also achieved in that the existing shift units are used and configured such that, overall, one gear or two different gears can be shifted between the input shaft and the output component in a purely electromotive operating mode (with the internal combustion engine decoupled) and two, three, four or five different gears can be shifted between the input shaft and the output component in a hybrid or purely internal combustion operating mode.In addition, the invention relates to a motor vehicle having a hybrid transmission according to the invention used on a drive axle according to at least one of the embodiments described above.In other words, a dedicated hybrid transmission is thus implemented with a compound planetary gearset (type 5). This hybrid transmission permits one or two electromotive gears (as forward gears and reverse gears), two purely internal combustion engine gears (forward gears) and two hybrid gears (forward gear; EVT) with a transmission ratio that can be adjusted by the electric machine (electric machine). The dedicated hybrid transmission includes two brakes (B 1 and B 2), two clutches (K 1 and K 2), two planetary gear sets (Simpson gear set), and an electric machine. Other configurations with only one clutch or one brake are also possible.The invention will now be explained in more detail below with reference to figures, in which context various exemplary embodiments are also shown.The following are shown: FIG. 1 shows a schematic longitudinal sectional illustration of a hybrid transmission according to the invention according to a first exemplary embodiment, wherein the more detailed structure of the hybrid transmission and its connection to an internal combustion engine can be easily seen, FIG. 2 shows a table for illustrating different shiftable operating modes of the hybrid transmission according to FIG. 1, FIG. 3 shows a schematic longitudinal sectional illustration of a hybrid transmission according to the invention according to a second exemplary embodiment, in which, in comparison with FIG. 1, a switching unit designed as a brake on a first sun gear of a first planetary gear set is dispensed with, such that the first sun gear cannot be connected to a housing, FIG. 4 shows a table for illustrating different shiftable operating modes of the hybrid transmission according to FIG. 3 , FIG. 5 shows a schematic longitudinal sectional illustration of a hybrid transmission according to the invention according to a third exemplary embodiment, in which, in comparison with FIG. 1, a switching unit designed as a brake on a first ring gear of the first planetary gear set is dispensed with and this first ring gear is permanently decoupled from the housing, FIG. 6 shows a table for illustrating different shiftable operating modes of the hybrid transmission according to FIG. 5, FIG. 7 shows a schematic longitudinal sectional illustration of a hybrid transmission according to the invention according to a fourth exemplary embodiment, in which, in comparison with FIG. 1, a switching unit, designed as a clutch, between an input shaft and the first sun gear of the first planetary gear set is dispensed with and this first sun gear is permanently decoupled from the input shaft, FIG. 8 shows a table for illustrating different shiftable operating modes of the hybrid transmission according to FIG. 7, FIG. 9 shows a schematic longitudinal sectional illustration of a hybrid transmission according to the invention according to a fifth exemplary embodiment, in which, in comparison with FIG. 7, that shift unit which is used between the input shaft and the first ring gear of the first planetary gear set and acts as a freewheel, FIG. 10 shows a table for illustrating different shiftable operating modes of the hybrid transmission according to FIG. 9, FIG. 11 shows a schematic longitudinal sectional illustration of a hybrid transmission according to the invention according to a sixth exemplary embodiment, in which, in comparison with FIG. 1, a switching unit designed as a clutch between the input shaft and the first ring gear of the first planetary gear set is dispensed with and this first ring gear is permanently decoupled from the input shaft, FIG. 12 shows a table for illustrating different shiftable operating modes of the hybrid transmission according to FIG. 11, and FIG. 13 shows a plan view of a schematically illustrated motor vehicle having a hybrid transmission according to the first exemplary embodiment.The figures are merely schematic in nature and serve exclusively for understanding the invention. The same elements are provided with the same reference numerals. Furthermore, it should be pointed out that the different features of the various exemplary embodiments can in principle be freely combined with one another.FIGS. 1 to 12 illustrate a total of six different exemplary embodiments of the hybrid transmission 1 according to the invention, wherein the structure described below with respect to the first exemplary embodiment applies to all exemplary embodiments to the greatest extent. In the following, therefore, for brevity with respect to the other, second to sixth embodiments, only the differences from and between the first embodiment will be described.FIG. 13 illustrates a preferred field of application of the hybrid transmission 1 according to the invention. The hybrid transmission 1 is used on a drive axle 24 of a motor vehicle 20. The drive axle 24 is designed as a front axle in FIG. 13, but can also be designed as a rear axle in further embodiments. In particular, the hybrid transmission 1 is preferably used together with an internal combustion engine 2 / internal combustion engine used in the transverse direction of the motor vehicle 20. The hybrid transmission 1 therefore serves together with the internal combustion engine 2 to drive a hybrid motor vehicle 20 / hybrid motor vehicle.It should also be noted that the directional specifications axial / axial direction, radial / radial direction and circumferential direction used below are to be understood as meaning directions which can be seen with respect to a central axis of rotation 23 of the hybrid transmission 1. Axial is therefore to be understood as meaning a direction along this axis of rotation 23, radial is to be understood as meaning a direction perpendicular to this axis of rotation 23, and circumferential direction is to be understood as meaning a direction along a circular line which runs coaxially with respect to the axis of rotation 23.FIG. 1 shows the structure of the hybrid transmission 1 according to the invention according to the first exemplary embodiment. It becomes clear here that the internal combustion engine 2 is connected in a rotationally fixed manner with its crankshaft 25 (with the interposition of a damper 30) to an input shaft 3 of the hybrid transmission 1 in an operating state of the motor vehicle 20. The input shaft 3 directly forms an input of a transmission device 7 of the hybrid transmission 1 and of the hybrid transmission 1.In addition to the transmission device 7, the hybrid transmission 1 has an electric machine 4, which serves to drive the motor vehicle 20 in a purely electric motor operating mode or hybrid operating mode. It can be seen that only one electric machine 4 is present. In this embodiment, the electric machine 4 is arranged axially next to the transmission device 7 / two planetary gear sets 8, 9 of the transmission device 7, as explained in more detail below.In this connection, it should be pointed out that even if the electric machine 4 is arranged coaxially to the central axis of rotation 23 in this embodiment, it is also arranged axially parallel to the axis of rotation 23 in further embodiments according to the invention and is further preferably connected to the transmission device 7 via a chain or a spur gear.The transmission device 7 is again implemented as a planetary transmission with a Simpson set. The transmission device 7 has two planetary gear sets 8, 9 arranged axially next to one another. A first planetary gear set 8 is that planetary gear set which is arranged axially closer to the internal combustion engine 2 (with its axial center) than a further, second planetary gear set 9.The first planetary gear set 8 has a first sun gear 16, a first ring gear 14, a plurality of first and second planetary gears 26, 27 and a first planetary carrier 18 rotatably supporting these first and second planetary gears 26, 27. A plurality of first planetary gears 26 distributed in the circumferential direction are in mesh with the first sun gear 16. A plurality of second planetary gears 27 distributed in the circumferential direction are in toothed engagement with the first ring gear 14. The group of first planetary gears 26 is arranged radially inside and axially at the same height as the group of second planetary gears 27. The second planetary gear set 9 is consequently implemented as a double planetary gear set.The second planetary gear set 9 has a second sun gear 17, a second planetary carrier 19 has a plurality of third planetary gears 28, which are distributed in the circumferential direction and are in mesh with the second sun gear 17, a second planetary carrier 19 rotatably supporting these third planetary gears 28, and a second ring gear 15, which is in mesh with the third planetary gears 28.It can furthermore be seen that the first ring gear 14 is permanently connected to the second ring gear 15.In addition, the first planetary carrier 18 and the second sun gear 17 are permanently connected to one another. A rotor 5 of the electric machine 4 is furthermore permanently connected via a coupling shaft 21 to the first planetary carrier 18 and thus also to the second sun wheel 17. The coupling shaft 21 is mounted in a housing 29 of the hybrid transmission 1 and protrudes into the transmission device 7. Furthermore, a stator 31 of the electric machine 4 is accommodated in the housing 29 of the hybrid transmission 1 radially outside the rotor 5. The electric machine 4 is thus arranged with its rotor 5 coaxial to the axis of rotation 23.It should also be noted that the second planet carrier 19 is permanently and directly connected to an output component 6 forming an output of the transmission device 7 and thus of the hybrid transmission 1. The output component 6 is preferably formed directly by the first planetary carrier 18.In this embodiment, the first sun gear 16 is mounted in a freely rotatable manner and can be selectively supported on the housing 29 by means of a (third) shifting unit 12 described below or can be connected to the input shaft 3 by means of a (first) shifting unit 10 described below.In order to implement the different operating modes of the hybrid transmission 1 / of the motor vehicle 20, four different shift units 10, 11, 12, 13 are present in this first exemplary embodiment.Two shift units (first shift unit 10 and second shift unit 11) are realized as clutches and are thus operatively inserted between two rotationally drivable / rotatable components. The two shift units 10, 11 realized as clutches are each preferably realized as friction clutches.A first shift unit 10 (also identified as K 1 in the figures) is operatively inserted between the input shaft 3 and the first sun gear 16. In an activated state (closed position) of the first shift unit 10, the input shaft 3 is consequently connected to the first sun gear 16 in a rotationally fixed manner, whereas in an inactive state (open position) of the first shift unit 10, the input shaft 3 is rotationally decoupled from the first sun gear 16.A second shift unit 11 (also identified as K2 in the figures) is operatively inserted between the input shaft 3 and the first ring gear 14 (and thus also the second ring gear 15). In an activated state (closed position) of the second shift unit 11, the input shaft 3 is accordingly connected to the first ring gear 14 in a rotationally fixed manner; in an inactive state (open position) of the second shift unit 11, the input shaft 3 is rotatably decoupled from the first ring gear 14.Two further switching units (third switching unit 12 and fourth switching unit 13) are implemented as a brake. The two shift units 12, 13 realized as brakes consequently serve for selectively fixing / supporting a component of the transmission device 7 with respect to the housing 29.A third shift unit 12 (also denoted as B 1 in the figures) is operatively interposed between the first sun gear 16 and the housing 29. Consequently, in an activated state (closed position) of the third shift unit 12, the first sun gear 16 is supported relative to the housing 29; in an inactive state (open position) of the third shift unit 12, the first sun gear 16 is freely rotatable relative to the housing 29.A fourth switching unit 13 (also identified as B2 in the figures) is operatively inserted between the first ring gear 14 (and thus also the second ring gear 15) and the housing 29. In an activated state (closed position) of the fourth switching unit 13, the first ring gear 14 is supported relative to the housing 29; in an inactive state (open position) of the fourth switching unit 13, the first ring gear 14 is freely rotatable relative to the housing 29.In conjunction with FIG. 2, different operating modes are then shown, as can be realized by actuating the individual shift units 10, 11, 12, 13 of the hybrid transmission 1 according to FIG. 1.In order to implement two different gears / transmission stages (EM 1 and EM 2) between the electric machine 4 (also identified as EM in the figures) and the output component 6 in a purely electromotive operating mode (internal combustion engine 2 / ICE is decoupled or switched off), either the third shift unit 12 or the fourth shift unit 13 is in its activated state. The first and second switching units 10, 11 are always in their inactive state. These two gears can be implemented both as forward gears (EM 1 and EM 2) and reverse gears (EM-R 1 and EM-R 2) by the corresponding drive of the electric machine 4 (FIG. 2 ).Between the internal combustion engine 2 (also identified as ICE in the figures) and the output component 6, four further forward gears (ICE 1, ICE 2, ICE 3, ICE 4) can additionally be shifted.In a purely internal combustion engine operating mode, in which the electric machine 4 does not contribute to the drive of the output component 6 and is used, for example, as a generator (Gen), the first switching unit 10 and the second switching unit 11 are switched in their activated state or in their inactive state according to FIG. 2. The third switching unit 12 and the fourth switching unit 13 are always in their inactive state. As a result, the two gears identified by ICE 1, ICE 2 can be shifted. The two gears ICE 3, ICE 4 can also be implemented in a hybrid operating mode, electric machine 4 being shifted as a drive machine (Mot).It can be seen from FIG. 2 that in the gear ICE 1, the first shift unit 10 is in the activated state, while the second, third and fourth shift units 11, 12, 13 are in the inactive state. In the gear ICE 2, the second shift unit 11 is in the activated state, while the first, third and fourth shift units 10, 12, 13 are in the inactive state. In the gear ICE 3, the first and second shift units 10, 11 are in the activated state, while the third and fourth shift units 12, 13 are in the inactive state. In the gear ICE 4, the second shift unit 11 and the third shift unit 12 are in the activated state, while the first and fourth shift units 10, 13 are in the inactive state.In a further reverse gear ICE reverse, the motor vehicle 20 can in turn be driven selectively exclusively by the internal combustion engine 2 or in combination by the internal combustion engine 2 and the electric machine 4. To implement this gear ICE-reverse, the first and fourth shift units 10, 13 are in the activated state, while the second and third shift units 11, 12 are in the inactive state.Furthermore, it should be noted that a boost operation and a recuperation operation can be implemented at least in the gear ICE 3, the gear ICE 4 and the reverse gear ICE-reverse. A load point shift of the internal combustion engine 2 can be implemented in all gears of the purely internal combustion engine operating mode and the hybrid operating mode.In the second exemplary embodiment of FIGS. 3 and 4, the third switching unit 12 is omitted in comparison with the first exemplary embodiment. Accordingly, a reduced number of shiftable gears results. In comparison with the first exemplary embodiment, only one gear (a forward gear EM 1 and a reverse gear EM-R 1) can be implemented in the purely electromotive operating mode. Gear ICE 4 is also omitted in the purely internal combustion engine or hybrid operating mode.In the third exemplary embodiment of FIGS. 5 and 6, the fourth switching unit 13 is omitted in comparison with the first exemplary embodiment. Accordingly, a reduced number of shiftable gears results. In comparison with the first exemplary embodiment, only one gear (a forward gear EM 2 and a reverse gear EM-R 2) can be implemented in the purely electromotive operating mode. The reverse gear ICE reverse is also omitted.With the fourth exemplary embodiment according to FIGS. 7 and 8, the first switching unit 10 is omitted in comparison with FIG. 1. Accordingly, a reduced number of shiftable gears results. In comparison with the first exemplary embodiment, the gears ICE 1, ICE 3 and ICE-reverse in the purely internal combustion engine or the hybrid operating mode are dispensed with.In conjunction with FIGS. 9 and 10, the fifth exemplary embodiment is illustrated, which reveals that the second switching unit 11 can also be implemented in another manner. In this embodiment, the second switching unit 11 is designed as a freewheel. The second shift unit 11 is therefore no longer independent of the direction of rotation, but can be shifted as a function of a relative direction of rotation between a first clutch component 22 a(on the input shaft 3 side) and a second clutch component 22 b(on the first ring gear 14 side). In a first relative rotational direction of the two clutch components 22 a, 22 b, the second switching unit 11 automatically assumes its activated state (L) and in a second relative rotational direction opposite this first relative rotational direction assumes its inactive state (UL). The other construction is the same as that of the fourth embodiment.In the sixth exemplary embodiment of FIGS. 11 and 12, the second switching unit 11 is omitted in comparison with FIG. 1. In comparison with the first exemplary embodiment, the gears ICE 2, ICE 3 and ICE 4 in the purely internal combustion engine or the hybrid operating mode are dispensed with.In other words, according to the invention, a dedicated hybrid transmission 1 is proposed, which comprises the following elements: two planetary gear sets 8, 9, four shift elements (two brakes and two clutches in the form of the first to fourth shift units 12, 13, 14, 15) and an electric machine 4.These elements of the dedicated hybrid transmission 1 perform the following functions: two EVT modes; two ICE forward gears; two EM gears that can be used forward and backward; standby charging; boosting and recuperation in the ICE gears. In addition, no ICE disconnect clutch is required, since K 1 and K 2 fulfil this function. The electric machine 4 can be arranged coaxially or axially parallel (with chain or spur gear). Consistent possibilities of simplified designs may be offered by removing one or more clutches K 1, K 2, B 1, B 2.The main features are thus: two planetary gear sets (8, 9), each planetary gear set 8, 9 comprising a sun gear (16, 17), a planet carrier (18, 19) and a ring gear (14, 15). The first planetary gear set 8 comprises two stages of planet gears (first planet gears 26 and second planet gears 27); the second planetary gear set 9 comprises one stage of planet gears (third planet gears 28). There are two permanent connections between the two planetary gear sets 8, 9, through the connection between the second sun gear 17 and the first planetary carrier 18 and through the connection between the first ring gear 14 and the second ring gear 15. The clutch K 1 (first shift unit 10) enables the connection between the internal combustion engine 2 and the first sun gear 16. the clutch K 2 (second shift unit 11) enables the connection between the internal combustion engine 2 and the first ring gear 14. the brake B 1 (third shift unit 12) enables the locking of the first sun gear 16. the brake B 2 (fourth shift unit 13) enables the locking of the first ring gear 14 and the second ring gear 15.List of reference characters1 Hybrid transmission 2 Internal combustion engine 3 Input shaft 4 Electric machine 5 Rotor 6 Output component 7 Transmission device 8 First planetary gear set 9 Second planetary gear set 10 First shift unit 11 Second shift unit 12 Third shift unit 13 Fourth shift unit 14 First ring gear 15 Second ring gear 16 First sun gear 17 Second sun gear 18 First planetary carrier 19 Second planetary carrier 20 Motor vehicle 21 Coupling shaft 22 aFirst clutch component 22 bSecond clutch component 23 Axis of rotation 24 Drive axle 25 Crankshaft 26 First planetary gear 27 Second planetary gear 28 Third planetary gear 29 Housing 30 Damper 31 Stator

Claims

Hybrid transmission (1) for a hybrid-driven motor vehicle (20), having an input shaft (3) which can be coupled to an internal combustion engine (2), an electric machine (4) which is designed for driving the motor vehicle (20), a transmission device (7) which is operatively inserted between the input shaft (3), a rotor (5) of the electric machine (4) and an output constituent (6), wherein the transmission device (7) has two planetary gear sets (8, 9) and not more than four shift units (10, 11, 12, 13) which are provided for shifting a plurality of gears of the transmission device (7), characterized in that a planetary carrier (18) of a first planetary gear set (8) is permanently rotatably connected both to the rotor (5) and to a sun gear (17) of a second planetary gear set (9), and a ring gear (14) of the first planetary gear set (8) is permanently connected to a ring gear (15) of the second planetary gear set (9).Hybrid transmission (1) according to Claim 1, characterized in that the input shaft (3) can be coupled to a sun wheel (16) of the first planetary gear set (8) via a first shift unit (10).Hybrid transmission (1) according to Claim 1 or 2, characterized in that the input shaft (3) can be coupled to the ring gear (14) of the first planetary gear set (8) via a second shift unit (11).Hybrid transmission (1) according to Claim 3, characterized in that the second shift unit (11) is designed as a clutch which can be shifted independently of a direction of relative rotation of its first clutch component (22a) with respect to its second clutch component (22b), or as a freewheel which can be shifted as a function of this direction of relative rotation.Hybrid transmission (1) according to one of Claims 1 to 4, characterized in that the sun wheel (16) of the first planetary gear set (8) can be supported fixedly on the housing via a third switching unit (12) designed as a brake.Hybrid transmission (1) according to one of Claims 1 to 5, characterized in that the ring gear (14) of the first planetary gear set (8) can be supported fixedly on the housing via a fourth switching unit (13) designed as a brake.Hybrid transmission (1) according to one of Claims 1 to 6, characterized in that the rotor (5) is arranged axially offset with respect to the first planetary gear set (8) and the second planetary gear set (9).Hybrid transmission (1) according to one of Claims 1 to 7, characterized in that the first planetary gear set (8) has two groups of planetary gears (26, 27) which are in toothed engagement with one another and are arranged radially nested with one another.Hybrid transmission (1) according to one of Claims 1 to 8, characterized in that a total of three or four shift units (10, 11, 12, 13) are present.Motor vehicle (20) having a hybrid transmission (1) according to one of Claims 1 to 9 which is used on a drive axle (24).

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