Hybrid transmission device, drive train for a motor vehicle and hybrid motor vehicle with such a drive train

Abstract

Hybrid transmission device (DHT) for a motor vehicle, with - a first planetary gear set (PGS1), a second planetary gear set (PGS2) and a third planetary gear set (PGS3), wherein the respective planetary gear set (PGS1, PGS2, PGS3) has a sun gear (S1, S2, S3), a ring gear (H1, H2, H3), a planet carrier (PT1, PT2, PT3) and a planet gear (P1, P2, P3); - a first transmission drive element (AN1) which is connected in a rotationally fixed manner to the first planet carrier (PT1) and which can be coupled to a first drive motor (VKM) for power consumption; - a second drive machine (EMA) designed as an electric machine; - a second transmission drive element (AN2), by means of which a rotor (RA) of the second drive machine (EMA) and the first sun gear (S1) are connected to one another in a rotationally fixed manner; - a transmission output shaft (AB) which is connected in a rotationally fixed manner to the third planet carrier (PT3) and which can be coupled to a power transmission element (LÜE) of a drive train (AS) of the motor vehicle for power output; - switching elements (B04, B05, B07, K26, K35, K36, TK) which are adjustable between a locking position and a release position, three of which are designed as a respective clutch device (K26, K35, K36), by means of which elements of the hybrid transmission device (DHT) can be selectively reversibly connected to one another in a rotationally fixed manner to form different transmission gear stages (i) between the respective transmission input element (AN1, AN2) and the transmission output shaft (AB); - a shift drum (SW), by means of which the clutch devices (K26, K35, K36) can each be adjusted between the locked position and the released position by rotating the same, with a shift gate (SK) which has a plurality of individual gates (EK) into which the clutch devices (K26, K35, K36) engage, one of these individual gates (EK) being designed as a double shift gate (DSK) into which two of the clutch devices (K26, K35, K36) engage, whereby these two of the clutch devices (K26, K35, K36) can be adjusted simultaneously.

Description

The present invention relates to a hybrid transmission device, a drive train for a hybrid motor vehicle having a hybrid transmission device, and a hybrid motor vehicle having such a drive train.Conventional dedicated hybrid transmissions (DHTs) include an electric machine. As a result, in the hybrid transmissions, for example, at least one transmission gear stage is provided, in which both the internal combustion engine of the hybrid motor vehicle and the electric machine are involved, so that a torque-constant and variable-speed transmission ratio is provided by the hybrid transmission; the speed ratio is changed variably by means of rotational speed superposition by means of the electric drive machine. Such a transmission gear stage is referred to as ECVT (Electrically Continuous Variable Transmission). For example, a power-split starting mode is currently realized. In the development and / or further development of vehicle transmissions, there is a need to design the transmissions particularly efficiently, in particular with low friction, in order to reduce emissions from motor vehicles which are equipped with the transmission even further.A conventional hybrid transmission is disclosed, for example, in DE 10 2010 035 209 A1, wherein this hybrid transmission has three planetary gear sets and two electric drive machines, which are directly coupled via their respective rotors to elements of the planetary gear sets of the conventional hybrid transmission. Furthermore, DE 20 2016 103 022 U1 and DE 20 2016 102 495 U1 disclose a claw shifting element for a hybrid drive train with a power-distributing transmission. In order to set different transmission stages between each transmission input side and one transmission output side, the transmissions have a corresponding actuator system, by means of which shift elements (for example clutches etc.) of the transmission can be controlled. The actuator system is designed in such a way that each shift element can be actuated individually or separately from the other shift elements of the transmission, but is associated with considerable outlay; such an actuator system is complicated, requires a complicated electronic control, is mass-intensive and takes up particularly space. This is in contrast to the object of creating a particularly efficient transmission.It is the object of the invention to create a possibility for setting transmission gear stages of a hybrid transmission device by means of a particularly advantageous actuator system.This object is achieved by the subject matters of the independent claims. Further possible embodiments of the invention are disclosed in the dependent claims, the description and the figures.The hybrid transmission device according to the invention is a main transmission device of a hybrid motor vehicle, that is to say a dedicated hybrid transmission (DHT), the topology of which is set out below. By means of the hybrid transmission device, power summation of the electric drive machine and the internal combustion engine is made possible. For this purpose, the hybrid transmission device has three planetary gear sets, which each comprise a sun gear, a ring gear, a planetary carrier and a planetary gear set having at least one planetary gear. In particular, the hybrid transmission device has a housing in which elements / components of the hybrid transmission device are at least partially arranged. The operation of a planetary gear set, also called planetary gear set, is known to the person skilled in the art, and therefore is not presented in detail here. When an element of a planetary gear set is referred to in conjunction with an ordinal number word, it is an element of the planetary gear set referred to with the same ordinal number word.Furthermore, the hybrid transmission device has a first transmission drive element, which is designed, for example, as a first transmission drive shaft. The first transmission drive element is permanently connected in a rotationally fixed manner to the planet carrier of the first planetary gear set, i.e. to the first planet carrier. Furthermore, the first transmission drive element is permanently connected rotationally fixedly to the planet carrier of the second planetary gear set, that is to say to the second planet carrier, for example in that the first and the second planet carrier are permanently connected rotationally fixedly to one another. Furthermore, the first transmission drive element can be coupled to a first drive engine, in particular an internal combustion engine of the hybrid motor vehicle, for power consumption. This means that the first transmission drive element is connected to an output element, for example an output shaft of the internal combustion engine or of the first drive machine, when the hybrid transmission device is installed in the hybrid motor vehicle as intended.In general, "permanently rotationally fixedly connected" is understood here to mean that the elements involved are formed integrally with one another, for example, or are fastened to one another in some other way by force, form fit and / or material bonding.The hybrid transmission device further comprises a second drive machine ("electric motor") designed as an electric machine, the rotor of which is permanently connected in a rotationally fixed manner to a second transmission drive element of the hybrid transmission device. This second input element, which is a second transmission input shaft, for example, is, on the other hand, fixedly connected to the sun gear of the first planetary gear set, i.e., to the first sun gear. In other words, the rotor of the second drive machine and the first sun gear are connected to one another in a rotationally fixed manner by means of the second transmission drive element or the second transmission drive shaft.A so-called "final drive" is formed by a transmission output shaft of the hybrid transmission device, which means that the transmission output shaft forms a power output element of the hybrid transmission device. In this case, the transmission output shaft is permanently connected in a rotationally fixed manner to the planet carrier of the third planetary gear set-that is to say to the third planet carrier. A free end of the transmission output shaft or of the final drive is designed to be coupled to a power transmission element, which does not belong to the hybrid transmission device, of a drive train of the hybrid motor vehicle for power output. This is to be understood to mean that the hybrid transmission device is considered to be part of the drive train of the hybrid motor vehicle, provided that the hybrid transmission device is installed in the hybrid motor vehicle, wherein the output shaft is coupled or connected to the remaining drive train in a rotationally fixed manner.The drive train, in particular the hybrid transmission device, can have a third drive machine, which is designed as a further electric machine or as a further electric motor. In this respect, the hybrid transmission device can be coupled to this third drive machine, as a result of which power (rotational speed and torque) can then be introduced into the hybrid transmission device (for example in the installed position of the hybrid transmission device) by means of the third drive machine (for example via the output shaft or via another of the transmission elements) of the hybrid transmission device, wherein the power is provided by the third drive machine.In order to form different transmission gear stages or driving stages between the respective transmission drive element-for example the respective transmission drive shaft-and the transmission output shaft, the hybrid transmission device further has shift elements, by means of which elements of the hybrid transmission device (DHT) can be selectively connected to one another in a rotationally fixed manner. By "selectively rotationally fixedly connectable" is herein to be understood "non-destructively reversibly connectable or detachable". Accordingly, the shift elements can be switched-in particular individually or in groups in the same direction and / or in opposite directions-that is to say can be adjusted between a release position and a blocking position. Accordingly, by means of the switching elements, one element or a plurality of elements of a planetary gear set or one element or a plurality of elements from a group of at least two of the planetary gear sets is / are andan element or a plurality of elements of one or more of the other planetary gear sets,the transmission output shaft,the first transmission drive element,the second transmission drive element, and / ora housing of the hybrid transmission device,This is not so so because it is connected to each other in a rotationally fixed and non-destructive reversible manner, i.e. locked against relative rotation to each other, when the corresponding shift element is adjusted into the locked position. In contrast, the shift elements relative to the corresponding shift element are released for a relative rotation when the corresponding shift element is adjusted into the release position. As a result, a plurality of transmission gear stages (fixed gears) fixed in the speed ratio and a plurality of transmission gear stages (ECVT transmission gear stages) which are constant and variable in the torque ratio and can be adjusted depending on the shift position of the shift elements between the drive shafts and the output shaft are provided by means of the hybrid transmission device. In the ECVT transmission gear stages, the rotational speeds are continuously changed by means of rotational speed superposition-depending on the adjustable rotational speeds of the two drive engines-so that, at constant torque, different power flows are established at the two transmission drive elements at the output shaft, whereby a constant torque is produced at the output shaft. At least three of the shift elements are designed as respective clutch devices. In other words, the hybrid transmission device has at least three clutch devices which are formed separately from one another and are formed by three of the shift elements.As an actuator system or as part of an actuator system for shifting the shift elements, the hybrid transmission device additionally has a shift drum, by means of which the shift elements, in particular the at least three clutch devices, can be adjusted between the release position and the locked position while rotating the same. In this respect, the actuator system, in particular the shift drum, is designed to drive the shift elements mechanically, electrically and / or hydraulically during operation of the hybrid transmission device, with the result that the shift elements are adjusted between the shift positions on account of this driving. For this purpose, the shift drum has a shift gate which has a plurality of individual gates. At least one of these individual slotted guides is designed as a double shift slotted guide. The shift elements, in particular clutch devices, engage directly or indirectly in the individual slotted guides (for example via an actuating element such as a shift fork), so that the shift elements can be actuated by means of the shift drum or by means of the shift slot. Since the clutch devices engage in the shift gate, at least two of the clutch devices engage in the double shift gate, wherein the remaining clutch device(s) each engage(t / s) in one of the other individual gates solo. As a result, the two clutch devices, which engage with one another or jointly and in particular at the same engagement point or via a common actuating element in the double shift gate, can be adjusted simultaneously with one another.This results in an actuator system for adjusting the shift elements-i.e. for setting or engaging the transmission gear stages of the hybrid transmission device-which is advantageously of particularly simple construction and requires, in particular, little complicated control. This is because at least the shift positions of the clutch devices engaging with one another in the double shift gate are linked to one another. As a result, the actuator system is also particularly compact or space-efficient, as a result of which packaging problems are taken into account to a particular extent.A development of the hybrid transmission device provides that the respective shifting element is designed as a form-fit shifting element. In particular, all shifting elements of the hybrid transmission device are designed as form-fit shifting elements. In other words, the hybrid transmission device can be designed free of frictionally acting shift elements. However, it is equally conceivable for only some of the shift elements to be designed as positive-locking shift elements. A shift element acting in a positive-locking manner is particularly low in friction compared to a shift element acting in a frictional manner and can consequently be operated in an energy-efficient manner. Furthermore, such a shifting element, by means of which a form fit can be formed between one element of the hybrid transmission device and another element of the hybrid transmission device, can be made smaller or lighter than a frictional engagement shifting element for transmitting a given power measure. Furthermore, a complicated and mass-intensive (hydraulic and / or electronic) control for confirming the form-locking switching elements can be dispensed with, since the form-locking switching elements need only be adjustable into two different switching positions. This is because the form-locking switching elements need only be adjusted between two discrete switching positions, namely between a release position and a blocking position. In this respect, the hybrid transmission device is designed to be particularly mass-efficient, as a result of which the hybrid motor vehicle equipped with the hybrid transmission device can be operated in a particularly fuel-efficient or energy-efficient and / or low-emission manner.According to a further embodiment of the hybrid transmission device, the first ring gear together with the second sun gear connected thereto in a rotationally fixed manner and the third sun gear can be selectively connected to one another in a rotationally fixed manner by means of a first of the clutch devices. By means of a second of the clutch devices, the second ring gear and the third sun gear can be selectively connected to one another in a rotationally fixed manner. In this case, these two shift elements or the first clutch device and the second clutch device engage jointly in the dual shift gate. In this way, the shift rollers are particularly compact and consequently mass-efficient, since a common individual gate-namely the dual shift gate-extends for controlling or actuating the first clutch device and the second clutch device.In a further embodiment of the hybrid transmission device, it is provided that one of the shift elements is designed as a first brake device, by means of which the first ring gear together with the second sun gear connected thereto in a rotationally fixed manner and the housing hybrid transmission device which can be selectively connected to one another in a rotationally fixed manner. In particular, the first brake device is designed as one of the form-fit switching elements. By means of the first brake device, in operation of the hybrid transmission device, i.e. for example during driving operation of the hybrid motor vehicle, the first ring gear can be locked in relation to the housing together with the second sun gear connected thereto in a rotationally fixed manner and possibly at least one further element / component of the hybrid transmission device connected thereto in a rotationally fixed manner. Since the first brake device is designed as a form-fit switching element, it can be produced in a particularly mass-efficient and space-efficient manner. In this case, a braking process for braking the first ring gear or the second sun gear can be carried out by means of the second drive machine and / or the third drive machine (in each case in generator operation), with the result that the first braking device, after braking has taken place, can form the positive connection between the housing and the first ring gear and the second sun gear.For this purpose, the first brake device can engage in one of the individual slotted guides, so that the first brake device can be actuated while the shift drum rotates or can be adjusted between the release position and the locking position. In an alternative embodiment, the hybrid transmission device has a first actuating means, different from the shift drum, for separately actuating the first brake device. This means that the first brake device can be switched between the blocking position and the release position by means of the shift drum or by means of the first actuating means.According to a further development of the hybrid transmission device and in conjunction with the first brake device, it is provided that said first brake device is designed as a parking lock element. For this purpose, it is provided in particular that the first brake device and the shift drum or the first actuating means are designed to be so stable that they meet predefined mechanical strength requirements for a parking lock functionality; for example, a respective material and / or production method of elements of the first brake device and of elements of the actuator system for shifting the first brake device is selected in such a way that a torque which is forwarded to the first brake device via wheels of the hybrid motor vehicle and via further power transmission elements of the remaining drive train can be absorbed as intended, which torque can occur as expected in a parking mode of the hybrid motor vehicle. Furthermore, it is then provided that the first brake device is not unintentionally moved into the blocking position as soon as the first ring gear has reached and / or exceeded a minimum rotational speed.According to a development of the hybrid transmission device, one of the shift elements is designed as a second brake device. By means of the second brake device, the third ring gear and the housing of the hybrid transmission device can be selectively connected to one another in a rotationally fixed manner. In particular, the second brake device is designed as one of the form-fit switching elements. For example, during operation of the hybrid transmission device or during the driving operation of the hybrid motor vehicle, the third ring gear and possibly at least one further element / component of the hybrid transmission device connected thereto in a rotationally fixed manner can be locked with respect to the housing by means of the second brake device. In this case, a braking process for braking the third ring gear can be carried out by means of the second drive machine and / or the third drive machine (in each case in generator operation), with the result that the second braking device can form the form fit between the housing and the third ring gear after braking has taken place. Because the second brake device is designed as one of the positive locking switching elements, an advantage is obtained with regard to an advantageously low mass and with regard to an advantageously small installation space of the second brake device.For this purpose, the second brake device can engage in one of the individual slotted guides, in particular in a different position than the first brake device, so that the second brake device can be actuated while the shift drum rotates or can be adjusted between the release position and the locking position. In an alternative embodiment, the hybrid transmission device has a second actuating means, different from the shift drum, for separately actuating the second brake device. This means that the second brake device can be switched between the blocking position and the release position by means of the shift drum or by means of the second actuating means.Furthermore, a further alternative with regard to actuating the second brake device is proposed, wherein the second brake device is designed as an automatic freewheel between the third ring gear and the housing. This means that, by means of the second braking device, an overrun clutch is formed between the third ring gear and the housing, which overrun clutch releases rotation of the third ring gear in a first rotational direction and blocks rotation of the third ring gear in a second rotational direction opposite the first rotational direction. The mode of operation of a freewheel, which is also called a overrunning clutch, is known to the person skilled in the art, and therefore is not recited in detail here. It is advantageous in the case of the second brake device designed as a freewheel that it is particularly simple with regard to a construction and furthermore--since the freewheel automatically locks or releases as a result of its operating principle--does not require any external control. This again takes into account the idea of a hybrid transmission device of particularly simple design and particularly efficient and / or low-complexity operation.Depending on the number of shift elements with which the hybrid transmission device is equipped, a plurality of possible transmission gear stages results; in particular, more than thirteen transmission gear stages are conceivable. In a development of the hybrid transmission device, twelve predetermined transmission gear stages can be set, which can be set by a corresponding shift position of the shift elements according to a predetermined or predetermined transmission shift matrix. In particular, the transmission shift matrix allows four transmission gear stages (fixed gears) fixed in the speed ratio, two parking lock stages, three transmission gear stages (ECVT transmission gear stages) which are constant in the torque ratio and variable in the speed ratio, two serial transmission gear stages and two neutral stages to be predefined or predefined.In a development of the hybrid transmission device, one of the shift elements is designed as a separating clutch device, by means of which the first transmission drive element and the first drive machine can be selectively coupled in a rotationally fixed manner, as a result of which at least one further transmission gear stage, for example a thirteenth transmission gear stage, can be adjusted in accordance with the predeterminable transmission shift matrix. The separating clutch can be designed as a frictionally acting clutch. It is furthermore conceivable for the separating clutch to be actuated or driven independently of the shift drum.In particular, the transmission gear stages specified according to the transmission shift matrix, i.e., for example, the thirteen above-mentioned transmission gear stages, can be set successively in the hybrid transmission device according to a predeterminable shift sequence.According to a further embodiment of the hybrid transmission device, it is provided that in each transmission gear stage predefined according to the transmission shift matrix, at least one of the two clutch devices is adjusted into its locked position. In other words, according to the transmission shift matrix, no transmission gear stage is provided in the hybrid transmission device, in which both-i.e. both first and second clutch devices-are simultaneously arranged in the respective release position. In other words, in each of the transmission gear stages specified according to the transmission shift matrix, the first clutch device or the second clutch device or the first and the second clutch device is in the respective locking position. In this way, for adjusting the first and the second clutch device into the positions required for the transmission shift matrix, an actuating element is sufficient which can be adjusted into exactly three positions. This is because a fourth shift position for the pair of first and second clutch devices, in which both clutch devices are simultaneously arranged in the release position, can be omitted.In this context and as provided in a further development of the hybrid transmission device, in the case of a last of the transmission gear stages according to the shift sequence and in the case of a first of the transmission gear stages according to the shift sequence, a respective shift position of the two clutch devices engaging in the dual shift gate is the same. Thus, the last of the transmission gear stages according to the shift sequence can be, for example, a neutral stage of the hybrid transmission device and the first of the transmission gear stages can be an ECVT transmission gear stage. Thus, if the final transmission gear stage represents a source gear and the first transmission gear stage represents a target gear to be shifted from the source gear, the pair of first and second clutch devices need not be shifted to shift to the target gear, i.e., the first transmission gear stage. This further enhances the advantage of particularly simple control of the hybrid transmission device. Furthermore, the advantage results that the double shift gate is formed along an outer circumferential direction as an endless or closed individual gate. In other words, a shift drum that can be rotated through 360° is made possible.In the hybrid transmission device, in a further embodiment, as an alternative or in addition to the first and / or the second clutch device, a third clutch device is provided, which is formed by one of the shift elements. By means of the third clutch device, the second ring gear and the transmission output shaft can be selectively connected to one another in a rotationally fixed manner together with the third planetary carrier permanently connected thereto in a rotationally fixed manner. In this respect, during operation of the hybrid transmission device and with the third clutch device adjusted into the locked position, the second ring gear, the third planetary carrier and the transmission output shaft have the same rotational speed. In particular, it is provided that the first, the second and / or the third clutch device are / is each designed as a form-fit switching element. This results in advantages analogous to those of the first brake device and / or the second brake device, namely that the respective clutch device can be designed to be particularly light and particularly compact. This results in an advantageously particularly low mass of the hybrid transmission device and consequently in the particularly fuel- or energy-efficient and / or low-emission driving operation of the hybrid motor vehicle.The hybrid transmission device can further comprise a third brake device, by means of which the first sun wheel together with the stator of the second drive machine permanently connected thereto in a rotationally fixed manner and the housing can be selectively connected to one another in a rotationally fixed manner. In this case, it is provided in particular that the third brake device interacts with a further individual link of the shift drum, that is to say engages in the corresponding individual link. This results in three further fixed gears for the hybrid transmission device in conjunction with the transmission shift matrix, for example, so that sixteen transmission gear stages can be set in the hybrid transmission device according to the transmission shift matrix. A respective rotational speed ratio of these three fixed gears (which can be adjusted on the basis of the third brake device) corresponds, according to the transmission shift matrix and according to the corresponding shift sequence, to a torque ratio of the ECVT transmission gear stage preceding according to the shift sequence.The invention further relates to methods for shifting the hybrid transmission device configured according to the above description. For this purpose, the hybrid transmission device has means for carrying out the respective method. If features, advantages and advantageous embodiments of the hybrid transmission device according to the invention are presented in the course of the description of the methods, these should be regarded as equal and vice versa.This results in a first method or a first shift sequence for the operation of the hybrid transmission device, wherein the first and the second brake device and the third clutch device each engage solo in a respective individual gate of the shift drum or shift gate. More precisely, the first brake device engages in a first individual gate, the second brake direction engages in a second individual gate different or delimited from the first individual gate, and the third clutch device engages in a third individual gate different or delimited from the first and from the second individual gate. The shift drum also has a fourth individual gate, which is designed as the double shift gate, in which the first clutch device and the second clutch device engage jointly. The shift drum thus has, for example, exactly four shift tracks or individual slotted guides, by means of which at least five of the shift elements are shifted according to the shift sequence.Moreover, a further method or a second shift sequence is proposed, wherein the first brake device is not shifted by means of the shift drum, but rather by means of the first actuating means independently of the shift drum or shift gate. In this case, the shift drum has one less shift track, i.e. one less individual gate. Accordingly, the shift drum or shift gate has three individual gates in the configuration of the hybrid transmission device assigned to the second shift sequence.In yet another method or a third shifting sequence, the second brake device is not shifted by means of the shift drum, but by means of the second actuating means independently of the shift drum or shift gate. Accordingly, the shift drum or shift gate has three individual gates in the configuration of the hybrid transmission device assigned to the third shift sequence when the first brake device is shifted by means of the shift drum. In contrast, the shift drum has two individual slotted guides if the first brake device and the second brake device are both switched independently of the shift drum by their respective actuating means.The invention further relates to a drive train for a hybrid motor vehicle. Features, advantages and advantageous configurations of the hybrid transmission device according to the invention are to be regarded as features, advantages and advantageous configurations of the drive train according to the invention and vice versa. The drive train has a hybrid transmission device designed according to the above description and an internal combustion engine as the first drive engine.In a further development, the drive train comprises a first motor vehicle drive axle and a second motor vehicle drive axle. One of the motor vehicle drive axles, for example the first motor vehicle drive axle, and the transmission output shaft are connected to one another for power transmission. Furthermore, the drive train has a further drive machine, namely the third drive machine, which is designed as an electric machine. It is to be understood that the second drive machine and the third drive machine are formed separately from one another and are integrated separately from one another, for example at different points, in the drive train.A rotor of the third drive machine is selectively connectable or connected in a rotationally fixed manner directly to the transmission output shaft. In this case, the drive engines in cooperation with the hybrid transmission device act on a common one of the motor vehicle drive axles, i.e., for example, only on a front axle or only on a rear axle of the hybrid motor vehicle.Alternatively, the drive train can be an all-wheel drive train. Here, the rotor of the third drive machine and that of the motor vehicle drive axles are connected to one another for power transmission, on which the first and the second drive machine do not act for power transmission. For example, the first drive machine or internal combustion engine together with the hybrid transmission device is assigned to a front axle of the hybrid motor vehicle, so that wheels of the hybrid motor vehicle mounted on the front axle can be driven by means of the first drive machine and via the hybrid transmission device. The third drive machine is then assigned to the rear axle of the hybrid motor vehicle, with the result that the wheels of the hybrid motor vehicle mounted on the rear axle can be driven by means of the third drive machine. In this way, an all-wheel drive train is created which is particularly simple with regard to its structure. Nevertheless, the third drive machine can provide power to the hybrid transmission device via a floor covering on which the hybrid motor vehicle is placed via its wheels, as required, by means of a motor operation or a generator operation of the third drive machine.Moreover, the invention relates to a hybrid motor vehicle which is equipped with a drive train embodied according to the preceding description. Features, advantages and advantageous configurations of the hybrid transmission device according to the invention and / or of the drive train according to the invention are to be regarded as features, advantages and advantageous configurations of the hybrid motor vehicle according to the invention and vice versa.The invention further relates to an actuator system for adjusting shift elements of the hybrid transmission device. In this case, the shift elements are adjustable between the blocking position and the release position, and at least three of the shift elements are designed as a respective clutch device. By means of the shift elements, elements of the hybrid transmission device for forming different transmission gear stages between the respective transmission drive element and the transmission output shaft can be selectively connected to one another in a reversibly rotationally fixed manner. The actuator system further comprises the shift drum, by means of which the clutch devices can be adjusted between the blocking position and the release position in each case while rotating the same. For this purpose, the shift drum comprises the shift gate, which has a plurality of individual gates, in which the clutch devices engage. One of these individual slide-in members is designed as the double shift slide-in member, into which two of the clutch devices engage, whereby these two of the clutch devices can be simultaneously adjusted.Further features of the invention can be derived from the claims, the figures and the description of the figures. The features and combinations of features mentioned above in the description and the features and combinations of features shown below in the description of the figures and / or in the figures alone can be used not only in the respectively specified combination but also in other combinations or alone without departing from the scope of the invention.The drawing shows in: FIG. 1 shows a topology of a hybrid transmission device; FIG. 2 shows a shift matrix according to which shift elements of the hybrid transmission device can be adjusted between a respective release position and a respective locking position in order to form different transmission ratios; FIG. 3 shows a schematic view of an actuator system, by means of which clutch devices of the hybrid transmission device can be adjusted, wherein a shift drum of the actuator system is coupled to a drive unit of the actuator system; FIG. 4 shows a schematic view of the actuator system, with an alternative configuration of the drive unit; and FIG. 5 shows a schematic view of the actuator system, with yet another alternative configuration of the drive unit.In the figures, identical and functionally identical elements are provided with the same reference numerals. In the following, a hybrid transmission device DHT, an actuator system for adjusting shift elements B 04, B 05, B 07, K 26, K 35, K 36, TK of the hybrid transmission device DHT, a drive train AS and a hybrid motor vehicle (not illustrated) are explained in common description.The hybrid transmission device DHT is shown as part of a drive train AS according to FIG. 1 in the ready-to-use state, wherein for this purpose a first drive engine VKM is connected to a first transmission drive element AN 1, which in the present case is designed as an internal combustion engine. In this case, it is provided in particular that the hybrid transmission device DHT and the first drive machine VKM are arranged axially parallel to one another. This means that a crankshaft of the first drive machine and a rotational symmetry axis RSA of the hybrid transmission device DHT are arranged diverging but parallel to one another.Furthermore, a housing 0 of the hybrid transmission device DHT is shown, which housing further transmission elements of the hybrid transmission device DHT. The housing 0 is likewise a transmission element of the hybrid transmission device DHT. A rotor RA of a second drive machine EMA, in the present case a first electric machine or a first electric motor, is firmly fixed to the housing 0. A stator SA of the second drive machine EMA is connected in a rotationally fixed manner to a second transmission drive element AN 2 or at least partially forms the latter. Furthermore, FIG. 1 shows an optional, third drive machine EMB, in the present case a second electric machine or a second electric motor, the stator SB of which is fixed to the housing 0 and the rotor RB of which is coupled or couplable in a rotationally fixed manner to a transmission output shaft AB and / or at least one other of the transmission elements of the hybrid transmission device DHT.The hybrid transmission device DHT comprises in the present case a first, a second and a third planetary gearset PGS 1, PGS 2, PGS 3, each of which has a sun gear S 1, S 2, S 3, a ring gear H 1, H 2, H 3, a planet carrier PT 1, PT 2, PT 3 and at least one planet gear P 1, P 2, P 3. In this case, the respective planetary gear P 1, P 2, P 3 is rotatably mounted on the corresponding planetary carrier PT 1, PT 2, PT 3.In the present example, the hybrid transmission device DHT has shift elements B 04, B 05, B 07, K 35, K 36, K 26, TK as further transmission elements, which are each designed as a form-fit shift element. The respective shift element B 04, B 05, B 07, K 35, K 36, K 26 TK is adjustable between a release position and a blocking position. In the respective locking position, a positive connection is closed by means of the corresponding shift element B 04, B 05, B 07, K 35, K 36, K 26, TK between two transmission elements 0, 2, 3, 4, 5, 6, 7, between which the corresponding shift element B 04, B 05, B 07, K 35, K 36, K 26, TK acts. In contrast, the two transmission elements which are assigned to the corresponding shift element B 04, B 05, B 07, K 35, K 36, K 26, TK are released relative to one another when the corresponding shift element B 04, B 05, B 07, K 35, K 36, K 26, TK is adjusted into the release position. For reasons of clarity, the symbol 0 designates the housing, the symbol 2 the transmission output shaft AB or the third planetary carrier PT 3, the symbol 3 the third sun gear S 3, the symbol 4 the third ring gear H 3, the symbol 5 the first ring gear H 1, the symbol 6 the second ring gear H 2 and the symbol 7 the first sun gear S 1.A transmission element group comprising the first planetary carrier PT 1 and the second planetary carrier PT 2 can be selectively connected in a rotationally fixed manner to the first drive element AN 1 via one of the shift elements B 04, B 05, B 07, K 35, K 36, K 26, TK, namely via the separating clutch device TK. Thus, when the separating clutch device TK is adjusted and held in its locked position, an output element of the first drive machine VKM and the transmission element group comprising the first planetary carrier PT 1 and the second planetary carrier PT 2 are connected to one another in a rotationally fixed manner, so that the first planetary carrier PT 1 can then be driven by means of the first drive machine VKM and vice versa. At the same time, when the separating clutch device TK is arranged in the locked position, the second planetary carrier PT2 can be driven by means of the first drive machine VKM and vice versa.A further one of the shift elements or form-fit shift elements B 04, B 05, B 07, K 35, K 36, K 26, TK is designed as a first brake device B 05, by means of which the first ring gear H 1 and the housing 0 can be selectively connected to one another in a rotationally fixed manner. A further one of the shift elements or form-fit shift elements B 04, B 05, B 07, K 35, K 36, K 26, TK is designed as a second brake device B 04, by means of which the third ring gear H 3 and the housing 0 can be selectively connected to one another in a rotationally fixed manner. A third brake device B 07 is formed by a further one of the shift elements or form-fit shift elements B 04, B 05, B 07, K 35, K 36, K 26, TK, wherein a transmission element group comprising the rotor RA and the first sun gear S 1 and the housing 0 can be selectively connected to one another in a rotationally fixed manner or locked against relative rotation by means of the third brake device B 07. A first clutch device K 35 is formed by a further one of the shift elements or form-fit shift elements B 04, B 05, B 07, K 35, K 36, K 26, TK, by means of which the third sun gear S 3 and a transmission element group comprising the first ring gear H 1 and the second sun gear S 2 permanently connected thereto in a rotationally fixed manner can be selectively connected to one another in a rotationally fixed manner. A second clutch device K 36 is formed by another of the shift elements or form-fit shift elements B 04, B 05, B 07, K 35, K 36, K 26, TK, wherein the third sun gear S 3 and the second ring gear H 2 can be selectively connected to one another in a rotationally fixed manner by means of the second clutch device K 36. Furthermore, the hybrid transmission device DHT in the present case has a third clutch device K 26 formed by a further one of the shift elements or form-fit shift elements B 04, B 05, B 07, K 35, K 36, K 26, TK, by means of which a transmission element group comprising the transmission output shaft AB and the third planetary carrier PT 3 permanently connected thereto in a rotationally fixed manner and the second ring gear H 2 can be selectively connected to one another in a rotationally fixed manner.In the hybrid transmission device DHT, therefore, in the present case they are each permanently connected to one another in a rotationally fixed manner, for example formed integrally with one another or fastened to one another in a rotationally fixed manner in another way by means of force, form fit and / or material bonding (see transmission topology drawing in FIG. 1 ):the first sun gear S1 and the rotor RA;the first ring gear H1 and the second sun gear S2;the third planet carrier PT3 and the transmission output shaft AB.In this case, a rotationally rigid connecting shaft can be provided between these and the previously mentioned permanently rotationally fixedly connected transmission elements.On the transmission output side, that is to say via the transmission output shaft AB, the hybrid transmission device DHT is connected to a further element of the drive train AS, for example to a power transmission element LUE of the drive train, for power output and / or power consumption.In FIG. 1, the first drive engine VKM' and the first drive element AN1' according to a development of the hybrid transmission device DHT are drawn in at an alternative flange-connection point. In this case, the first drive element AN1' can be formed by the first planetary carrier and in particular between the second drive machine EMA and the first brake device B05. For example, the first drive element AN1' can be designed as a drive spur gear ring which is attached on the outer circumferential side to the first planetary carrier PT1 in a rotationally fixed manner. As a result, the hybrid transmission device DHT can be used in a particularly flexible or versatile manner.The hybrid transmission device DHT furthermore has an actuator system (see FIGS. 3, 4 and 5 ), by means of which the shift elements or form-fit elements B 04, B 05, B 07, K 35, K 36, K 26, TK can be actuated or actuated, that is to say can be adjusted between the respective locking position and the respective release position. Although the actuator system can be designed as a subassembly independent of the hybrid transmission device DHT, it is described here and merely by way of example as a component of the hybrid transmission device DHT. The actuator system has a shift drum SW which comprises a shift gate SK. The shift gate SK is formed from at least two individual gates EK. The shift elements B 04, B 05, B 07, K 35, K 36, K 26, TK can be actuated by rotating the shift drum SW or can be adjusted between the respective blocking position and the respective release position. For this purpose, the shift elements B 04, B 05, B 07, K 35, K 36, K 26, TK engage, for example via a corresponding actuating element (for example a shift fork SG) or directly, in the shift gate SK, that is to say in the individual gates EK. At least one of the individual slotted guides EK is designed as a dual shift slotted guide DSC, into which two of the shift elements B 04, B 05, B 07, K 35, K 36, K 26, TK engage at the same engagement point, such that the two relevant shift elements B 04, B 05, B 07, K 35, K 36, K 26, TK can be simultaneously adjusted.In a first embodiment, the shift drum SW or the shift gate SK has four individual gates EK, one of which is designed as the dual shift gate DKS. In this case, the first clutch device K 35 and the second clutch device K 36 can be simultaneously adjusted between the locked position and the released position, either in the same direction or in opposite directions, by means of the dual shift gate DSC. In the three other of the four individual slotted guides EK, in each case solo, other of the shift elements B 04, B 05, B 07, K 35, K 36, K 26, TK engage, in the present case the first brake device B 05, the second brake device B 04 and the third clutch device K 26.In a second embodiment, the shift drum SW or the shift gate SK has three individual gates EK, one of which is designed as the dual shift gate DSC. In this case, the first clutch device K 35 and the second clutch device K 36 can be jointly adjusted between the locked position and the released position by means of the double shift gate DSC, and the second brake device B 04 and the third clutch device K 26 can each be controlled solo by means of a respective further individual gate EK. The first brake device B 05 can be switched over between the blocking position and the release position independently of the shift drum SW, in the present case by means of a first actuating means. In this context, it may be provided that first brake device B 05 is designed as a parking lock element. For example, the first brake device B 05 has the parking lock element or forms the parking lock element at least partially.According to a third embodiment, it is provided that the shift drum SW or the shift gate SK has three individual gates EK, one of which is designed as the dual shift gate DSC. In this case, the first clutch device K 35 and the second clutch device K 36 can be jointly adjusted between the locked position and the released position by means of the dual shift gate DSC, and the first brake device B 05 and the third clutch device K 26 can each be controlled solo by means of a respective further individual gate EK. In this case, the second brake device B 04 can be switched over between the blocking position and the release position independently of the shift drum SW, in the present case by means of a second actuating means. Furthermore, it can be provided that the second brake device B 04 is designed as an automatic freewheel between the housing 0 and the third ring gear H 3.For these three embodiments, it applies in each case that further of the shift elements B 04, B 05, B 07, K 35, K 36, K 26, TK, in the present case the separating clutch device TK and the third brake device B 07, can engage in further individual tracks EK of the shift drum SW and / or are actuated or shifted independently of the shift drum SW by means of a dedicated actuating means.The actuator system has a drive unit ANSW, by means of which the shift drum SW is rotatable in order to adjust the shift elements B 04, B 05, B 07, K 35, K 36, K 26, TK, which engage in the shift gate SK of the shift drum SW, in each case between the locked position and the released position as intended. FIG. 3 schematically shows a spur gear transmission for this purpose, via which an output shaft of the drive unit ANSW and the shift gate SK are coupled to one another. For this purpose, the selector shaft has a first spur gear toothed ring, wherein the drive unit ANSW has a spur gear toothed ring corresponding thereto and meshing therewith. FIG. 4 shows a schematic view of a further embodiment of the actuator system, wherein the shift drum SW and the output shaft of the drive unit ANSW are coupled to one another by means of a further planetary gear set. Furthermore, a worm gear is conceivable for coupling the output shaft of the drive unit ANSW to the shift drum, as is shown schematically in FIG. 5. As a result, other / further possibilities for rotating or driving the shift drum SW are not excluded, for example an electromagnetic drive etc.The shift elements B 04, B 05, B 07, K 35, K 36, K 26, TK-i.e. the form-fit shift elements-are in the present case adjustable between the respective release position and the respective locking position according to a transmission shift matrix M (see FIG. 2 ). In the transmission shift matrix, an X in the column of the corresponding shift element B 04, B 05, B 07, K 35, K 36, K 26, TK indicates that it is adjusted into the locked position for a corresponding transmission gear stage i and is in particular held in the locked position. According to the transmission shift matrix M, there are thus obtained, for example, sixteen transmission gear stages i for the hybrid transmission device DHT, of which seven transmission gear stages FG 1, FG 1*, FG 2, FG 2*, FG 3, FG 3*, FG 4 fixed as a respective speed ratio, two as a respective parking lock-up stage P 1, P - E 1, three as a respective transmission gear stage ECVT 1, ECVT 2, ECVT 3 constant and variable in torque ratio, two as a respective serial transmission gear stage SERIAL 1 and SERIAL 2, and two as a respective neutral stage N-E, N-F.In the respective transmission gear stage ECVT 1, ECVT 2, ECVT 3, which is constant in the torque ratio and variable in the rotational speed ratio, a rotational speed which is provided by means of the first drive machine VKM at the first drive element AN 1 and a rotational speed which is provided by means of the second drive machine EMA at the second drive element AN 2 are superimposed during operation of the hybrid transmission device DHT.In the transmission gear stages FG 1*, FG 2* and FG 3*, the second drive machine EMA is at a standstill during operation of the hybrid transmission device DHT. Accordingly, these transmission gear stages FG 1*, FG 2* and FG 3* are each a transmission gear stage driven by means of the first drive machine VKM-in particular exclusively by means of the first drive machine VKM. For this purpose, the third brake device B 07 is adjusted into the locked position in each of the transmission gear stages FG 1*, FG 2* and FG 3*.In the parking lock stages P 1, P - E 1, the transmission output shaft AB and the housing 0 are connected to one another in a rotationally fixed manner. In this case, the hybrid transmission device DHT has a safety device (for example a mechanically acting safety device, for example a centrifugal force-based safety device, and / or an electronically controlled safety device), by means of which it is prevented that the positive locking elements or shifting elements B 04, B 05, B 07, K 35, K 36, K 26, TK, which are configured as the first brake device B 05, is not unintentionally adjusted into its locking position.In the series transmission gear stages SERIES 1, SERIES 2, the output shaft AB and the drive elements AN 1, AN 2 are separated from one another, so that none of the power generated by means of the first drive machine VKM and / or by means of the second drive machine EMA is provided to the output shaft AB. Instead, in the respective serial transmission gear stage SERIAL 1, SERIAL 2, the first drive machine VKM and the second drive machine EMA are coupled to one another for power transmission. Thus, for example, the first drive machine VKM embodied as the internal combustion engine can be started by means of the second drive machine embodied as the first electric machine.Furthermore, in the neutral stages N-E, N-F, the output shaft AB and the drive elements AN 1, AN 2 are separated from one another, such that none of the power generated by means of the first drive machine VKM and / or by means of the second drive machine EMA is provided to the output shaft AB. Furthermore, the first drive element AN 1 and the second drive element AN 2 are rotatable relative to one another, that is to say the first drive engine VKM and the second drive engine EMA are decoupled from one another-the hybrid transmission device DHT is shifted into an idling state in these neutral stages N-E, N-F.In the case of the first embodiment, a first shift sequence has proven to be advantageous in the hybrid transmission device DHT (see transmission shift matrix M in FIG. 2 ): a) ECVT1 b) FG1 c) ECVT2 d) FG2 e) ECVT3 f) FG3 g) ECVT3 h) FG4 i) SERIAL1 j) N-E k) SERIAL2 l) N-FIn this case, N-F and ECVT1 can be adjusted directly in succession by adjusting the second brake device B04. Since, during a shift from N-F to ECVT1 or from ECVT1 to N-F, a common shift state of the first clutch device K 35 and the second clutch device K 36 does not change (see transmission shift matrix M in FIG. 2 ), N-F and ECVT1 can be easily adjusted sequentially one after the other by locking / releasing the second brake device. This leads to a shift drum SW of particularly advantageous design, wherein in particular its individual slotted guides EK are designed to be endless or closed along an outer circumferential direction of the shift drum SW. Transmission gear stages, in particular transmission gear stages fixed in the speed ratio, in which driving power is provided by means of the second drive machine EMA, can be engaged or disengaged by locking / releasing the separating clutch device TK. By means of the opened separating clutch device TK, it is also possible to carry out ECVT gear changes over transmission gear stages (fixed gears) fixed in the speed ratio, without the first drive engine being braked in an undesired manner, for example the internal combustion engine stalling. In an alternative embodiment, the shift drum SW can have a separate individual gate EK for the first clutch device K 35 and for the second clutch device K 36. The clutch devices K 35, K 36 can then each be shifted by means of a separately assigned individual gate EK. This is advantageous for the case in which one of the clutch devices K 35, K 36, in particular the second clutch device K 36, is under load on the basis of a current shift position of the shift elements B 04, B 05, B 07, K 35, K 36, K 26, TK, that is to say on the basis of a currently engaged transmission gear stage, and is therefore not able to be disengaged from its current shift position.According to the second embodiment, a second shift sequence is preferred in the present case: a) ECVT1b) FG1 (in particular with simultaneously engaged parking lock stage P-E1, that is to say B05 in locking position and TK in release position) c) ECVT2 (in particular with simultaneously engaged parking lock stage P1, that is to say B05 in locking position and TK in locking position) d) FG2e) ECVT3f) FG3g) ECVT3h) SERIAL1i) N-Ej) SERIAL2k) N-FA shift from b) to c) is easily possible with the park locking stage P 1, P - E 1 engaged, since in this state the second clutch device K 36 is free of load.In particular in this embodiment, the safety device is designed such that the positive locking elements or shifting elements B 04, B 05, B 07, K 35, K 36, K 26, TK, which are designed as the first brake device B 05, is not unintentionally adjusted into its locking position as soon as the first ring gear H 1 or the second sun gear S 2 have reached and / or exceeded a minimum rotational speed. Furthermore, the safety device likewise prevents the transmission gear stage FG 4 from being set unintentionally.In connection with the third embodiment, a third switching sequence is preferred: a) N-F b) SERIAL2 c) N-E d) ECVT3 e) FG3 f) ECVT3 g) FG4 h) SERIAL1 i) N-E j) SERIAL2In this case, SERIES2 and N-F can be adjusted directly in succession by adjusting the second brake device B04 and adjusting the common shift position of the first clutch device K35 and the second clutch device K36.In order to pass from N-F into ECVT1, the speed of the first drive engine VKM and the speed of the second drive engine EMA is controlled in such a way that the third ring gear H3 comes to a standstill. Subsequently, the two drive engines VKM, EMA can be controlled with respect to their torque corresponding to ECVT1 in order to generate a positive drive torque. A delay cannot be generated in the switching positions a to d. This is possible solely by the third drive machine EMB, which is coupled to the drive train AS on the output shaft AB side.By means of the third brake device B 07, the transmission gear stages FG 1*, FG 2*, FG 3* can be set in / on the hybrid transmission device DHT. In this case, it can be provided that the third brake device B 07 is controlled or actuated independently of the shift drum SW. In other words, the third brake device B 07 can be driven, for example, by means of the actuating means. For the first and for the second embodiment or for the first and for the second shift sequence, said transmission gear stages FG1*, FG2*, FG3* are provided after the transmission gear stages i designated by a), c) and e). Thus, in the case of the third brake device B07 switchable independently of the shift drum SW, a different or extended first shift sequence a) ECVT1b) FG1*c) ECVT1d) FG1e) ECVT2f) FG2*g) ECVT2h) FG2i) ECVT3j) FG3*k) ECVT3l) FG3m) ECVT3n) FG4o) SERIAL1p) N-E q) SERIAL2r) N-F and a different or extended second shift sequence a) ECVT1b) FG1*c) ECVT1d) result fg1 (in particular with simultaneously engaged parking lock stage P-E1, that is to say B05 in locking position and TK in release position) e) ECVT2 (in particular with simultaneously engaged parking lock stage P1, that is to say B05 in locking position and TK in locking position) f) FG2*g) ECVT2h) FG2i) ECVT3j) FG3*k) ECVT3l) FG3m) ECVT3n) SERIAL1o) N-Ep) SERIAL2q) N-FWhen the transmission gear stages FG1*, FG2*, FG3* are used in the third embodiment, a different or extended third shift sequence is obtained, namely a) N-F b) FG1*c) SERIAL2d) N-E e) FG2*f) ECVT3g) FG3*h) ECVT3i) FG3j) ECVT3k) FG4l) SERIAL1m) N-En) SERIAL2Alternatively, it can be provided that the third brake device B 07 is controlled or actuated via the shift drum SW. In other words, the third brake device B 07-in particular solo-can engage in one of the individual slotted guides EK. For the first and for the second embodiment or for the first and for the second shift sequence, said transmission gear stages FG1*, FG2*, FG3* are provided after the transmission gear stages i designated by a), c) and e). Since, as generally provided in the hybrid transmission device, only a single one of the shift elements B 04, B 05, B 07, K 26, K 35, K 36, TK is adjusted with respect to its shift position for changing between two shift stages according to the corresponding shift sequence, the corresponding one of the transmission gear stages FG 1*, FG 2*, FG 3* is followed again by the previously engaged transmission gear stage, namely the corresponding one of the transmission gear stages ECVT 1, ECVT 2, ECVT 3. Thus, in the case of the third brake device B07 driven by means of the shift drum SW, a different or extended first shift sequence a) ECVT1b) FG1*c) ECVT1d) FG1e) ECVT2f) FG2*g) ECVT2h) FG2i) ECVT3j) FG3*k) ECVT3l) FG3m) ECVT3n) FG4o) SERIAL1p) N-E q) SERIAL2r) N-F and a different or extended second shift sequence a) ECVT1b) FG1*c) ECVT1d) result fg1 (in particular with simultaneously engaged parking lock stage P-E1, that is to say B05 in locking position and TK in release position) e) ECVT2 (in particular with simultaneously engaged parking lock stage P1, that is to say B05 in locking position and TK in locking position) f) FG2*g) ECVT2h) FG2i) ECVT3j) FG3*k) ECVT3l) FG3m) ECVT3n) SERIAL1o) N-Ep) SERIAL2q) N-FWhen the transmission gear stages FG1*, FG2*, FG3* are used in the third embodiment, a different or extended third shift sequence is obtained, namely a) N-F b) FG1*c) SERIAL2 d) N-E e) FG2*f) ECVT3 g) FG3*h) FG3 i) ECVT3 j) FG4 k) SERIAL1 l) N-E m) SERIAL2Overall, the invention shows the particularly advantageous hybrid transmission device DHT, which has particularly few, in particular no, frictional engagement elements for setting the transmission gear stage i. As a result, the hybrid transmission device DHT is environmentally particularly favorable-both with regard to producing the hybrid transmission device DHT and with regard to operating the hybrid transmission device DHT. By feeding power into the gear train of the hybrid transmission device DHT by means of the second drive machine EMA and / or by means of the third drive machine EMB, the shift elements B 04, B 05, B 07, K 35, K 36, K 26, TK can be formed on the one hand as particularly compact and light and on the other hand as shift elements acting in a form-fitting manner. Furthermore, it is shown that the actuator system of the hybrid transmission device DHT and the shift sequences can be implemented in a particularly simple and / or low-complexity manner.List of reference characters0 Housing AB Transmission output shaft AN1 First transmission drive element AN1' First transmission drive element at an alternative installation position AN2 Second transmission drive element ANSW Drive unit of the shift drum AS Drive train B04 Shift element B05 Shift element B07 Shift element DHT Hybrid transmission device DSC Dual shift gate ECVT1 First transmission gear stage ECVT2, which is constant in the torque ratio and variable in the speed, Second transmission gear stage ECVT3, which is constant in the torque ratio and variable in the speed, Third transmission gear stage EK Individual gate EMA Second drive machine EMB Third drive machine FG1 First transmission gear stage FG1*, which is fixed in the speed ratio, is driven by means of the first drive machine Transmission gear stage FG 2 Second transmission gear stage FG 2* fixed in the rotational speed ratio by means of the first drive engine Driven transmission gear stage FG 3 Third transmission gear stage FG 3* fixed in the rotational speed ratio by means of the first drive engine Driven transmission gear stage FG 4 Fourth transmission gear stage H 1 First ring gear H 2 Second ring gear H 3 Third ring gear i Transmission gear stage K 25 Shift element K 35 Shift element K 36 Shift element LUE Power transmission element N-E Neutral stage N-F Neutral stage P 1 First planetary gear P 1 Parking lock stage P 2 Second planetary gear P 3 Third planetary gear P-E 1 Parking lock stage PGS 1 First planetary gear set PGS 2 Second planetary gear set pgs 3 third planetary gear set PT 1 first planetary carrier PT 2 second planetary carrier PT 3 third planetary carrier RA rotor of the second drive engine RSA rotational symmetry axis S 1 first sun gear S 2 second sun gear S 3 third sun gear SA stator of the second drive engine SB stator of the second drive engine SERIAL 1 serial transmission gear stage SERIAL 2 serial transmission gear stage SG shift fork SK shift gate SW shift drum TK separating clutch device VKM first drive engine VKM' first drive engine at alternative installation position

Claims

Hybrid transmission device (DHT) for a motor vehicle, having - a first planetary gear set (PGS1), a second planetary gear set (PGS2) and a third planetary gear set (PGS3), wherein the respective planetary gear set (PGS1, PGS2, PGS3) has a sun wheel (S1, S2, S3), a ring wheel (H1, H2, H3), a planet carrier (PT1, PT2, PT3) and a planet wheel (P1, P2, P3); - a first transmission drive element (AN1) which is connected in a rotationally fixed manner to the first planet carrier (PT1) and can be coupled to a first drive machine (VKM) for power consumption; a second drive machine (EMA), which is designed as an electric machine; a second transmission drive element (AN2), by means of which a rotor (RA) of the second drive machine (EMA) and the first sun wheel (S1) are connected to one another in a rotationally fixed manner; a transmission output shaft (AB), which is connected to the third planet carrier (PT3) in a rotationally fixed manner and can be coupled to a power transmission element (LUE) of a drive train (AS) of the motor vehicle for power output; shift elements (B04, B05, B07, K26, K35, K36, TK) which can be adjusted between a locked position and a released position, of which three are designed as a respective clutch device (K26, K35, K36), by means of which elements of the hybrid transmission device (DHT) can be selectively connected to one another in a reversibly rotationally fixed manner for forming different transmission gear stages (i) between the respective transmission drive element (AN1, AN2) and the transmission output shaft (AB); a shift drum (SW) by means of which the clutch devices (K26, K35, K36) can be adjusted in each case between the blocking position and the release position while rotating the same, having a shift gate (SK) which has a plurality of individual gates (EK) in which the clutch devices (K26, K35, K36) engage, wherein one of these individual gates (EK) is designed as a double shift gate (DSC) in which two of the clutch devices (K26, K35, K36) engage, as a result of which these two of the clutch devices (K26, K35, K36) can be adjusted simultaneously.Hybrid transmission device (DHT) according to Claim 1, characterized in that the respective shift element (B04, B05, B07, K35, K36, K26, TK) is designed as a positive-locking shift element.Hybrid transmission device (DHT) according to Claim 1 or 2, characterized in that, by means of a first of the clutch devices (K35), the first ring gear (H1) can be selectively connected to one another in a rotationally fixed manner together with the second sun gear (S2) connected thereto and the third sun gear (S3) can be selectively connected to one another in a rotationally fixed manner, and, by means of a second of the clutch devices (K36), the second ring gear (H2) and the third sun gear (S3) can be selectively connected to one another in a rotationally fixed manner, these two shift elements (K35, K36) jointly engaging in the dual shift gate.Hybrid transmission device (DHT) according to one of the preceding claims, characterized in that one of the shift elements (B04, B05, B07, K26, K35, K36, TK) is designed as a first brake device (B05), by means of which the first ring gear (H1) together with the second sun gear (S2) connected thereto in a rotationally fixed manner and a housing (0) of the hybrid transmission device (DHT) can be selectively connected to one another in a rotationally fixed manner, wherein the first brake device (B05) engages in one of the individual slotted guides of the shift drum.Hybrid transmission device (DHT) according to one of Claims 1 to 3, characterized in that one of the shift elements (B04, B05, B07, K26, K35, K36, TK) is designed as a first brake device (B05), by means of which a housing (0) of the hybrid transmission device (DHT) and the first ring gear (H1) can be selectively connected to one another in a rotationally fixed manner together with the second sun gear (S2), wherein the hybrid transmission device (DHT) furthermore has a first actuating means, different from the shift roller, for separately actuating the first brake device (B05).Hybrid transmission device (DHT) according to Claim 4 or 5, characterized in that the first brake device (B05) is designed as a parking lock element.Hybrid transmission device (DHT) according to one of the preceding claims, characterized in that one of the shift elements (B04, B05, B07, K26, K35, K36, TK) is designed as a second brake device (B04), by means of which a housing (0) and the third ring gear (H3) can be selectively connected to one another in a rotationally fixed manner, wherein the second brake device (B05) engages in one of the individual slots of the shift drum.Hybrid transmission device (DHT) according to one of Claims 1 to 5, characterized in that one of the shift elements (B04, B05, B07, K26, K35, K36, TK) is designed as a second brake device (B04), by means of which a housing (0) and the third ring gear (H3) can be selectively connected to one another in a rotationally fixed manner, wherein the hybrid transmission device (DHT) furthermore has a second actuating means, which is different from the shift drum, for the separate actuation of the second brake device (B04).Hybrid transmission device (DHT) according to one of Claims 1 to 5, characterized in that one of the shift elements (B04, B05, B07, K26, K35, K36, TK) is designed as a second brake device (B04), by means of which a housing (0) and the third ring gear (H3) can be selectively connected to one another in a rotationally fixed manner, wherein the second brake device (B04) is designed as an automatic freewheel.Hybrid transmission device (DHT) according to Claim 3 and one or more of Claims 4 to 6 and one or more of Claims 7 to 9, characterized in that twelve transmission gear stages (i) can be set according to a predefinable transmission shift matrix (M), wherein the respective transmission gear stage (i) is characterized by a corresponding shift position combination of the shift elements (B04, B05, B07, K26, K35, K36, TK), and wherein at least some of the transmission gear stages (i) can be set successively in the hybrid transmission device (DHT) according to a predefinable shift sequence.Hybrid transmission device (DHT) according to Claim 10, characterized in that one of the shift elements (B04, B05, B07, K26, K35, K36, TK) is designed as a separating clutch device (TK), by means of which the first transmission drive element (AN1) and the first drive machine (VKM) can be coupled selectively in a rotationally fixed manner, as a result of which a thirteenth transmission gear stage (i; P-E1) can be set in accordance with the predeterminable transmission shift matrix (M).Hybrid transmission device (DHT) according to Claim 10 or 11, characterized in that, in the transmission gear stages (i) specified according to the transmission shift matrix (M), at least one of the two clutch devices (K35, K36) is adjusted into its locked position.Hybrid transmission device (DHT) according to one or more of Claims 10 to 12, characterized in that, in the case of a last of the transmission gear stages (i) according to the shift sequence and in the case of a first of the transmission gear stages (i) according to the shift sequence, a respective shift position of the two clutch devices (K35, K36) engaging in the dual shift gate is the same.Drive train (AS) for a hybrid motor vehicle having a hybrid transmission device (DHT) designed according to one of the preceding claims and having a first drive engine (VKM) designed as an internal combustion engineHybrid motor vehicle having a drive train designed according to Claim 14.

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