Hybrid transmission device and motor vehicle with a hybrid transmission device

Abstract

Hybrid transmission device (1) for a motor vehicle (100), comprising a transmission arrangement (2) and at least one electric machine (3), wherein the transmission arrangement (2) is designed as a gear-shifting transmission and comprises at least one planetary gear set (11) with a sun gear (12), a ring gear (13) and a planet carrier (14) as well as a spur gear set (4), wherein the transmission arrangement (2) comprises at least one first transmission input shaft (5) for connecting the electric machine (3) arranged axially parallel thereto, at least one second transmission input shaft (6) for connecting an internal combustion engine (7) arranged axially parallel thereto, a differential (8) arranged coaxially to the two transmission input shafts (5, 6) with a first side shaft (9a) and a second side shaft (9b) as well as exactly one countershaft (10), wherein the two side shafts (9a, 9b) are for connecting a respective wheel (101,102) of the motor vehicle (100) and the second side shaft (9b) is guided axially through the two transmission input shafts (5, 6), wherein the countershaft (10) is provided for connecting the differential (8) and is arranged axially parallel to the two transmission input shafts (5, 6), characterized in that the differential (8) is arranged in a first axial end section of the transmission arrangement (2) and the connection of the electric machine (3) is arranged in a second end section of the transmission arrangement (2) opposite to the first axial end section.

Description

[0001] The invention relates to a hybrid transmission device for a motor vehicle, comprising a transmission arrangement and at least one electric motor, wherein the transmission arrangement comprises a planetary gear, a spur gear, and a differential. Furthermore, the invention also relates to a motor vehicle with such a hybrid transmission device.

[0002] In principle, a variety of transmission types are known. In addition to pure planetary gears and pure spur gears, there are also mixed transmissions. In this application, a mixed transmission is defined as a transmission in which different gear stages are realized with a planetary gear or a spur gear. A mixed transmission does not exist simply because a spur gear stage is used after a planetary gear to realize the different gear stages as a constant ratio to a differential.

[0003] There are two different approaches to implementing transmissions. Firstly, the transmissions can be designed as long as possible but short in the radial direction for a longitudinal rear-end arrangement in the vehicle. Alternatively, it is known to design the transmissions axially short but longer in the radial direction for a transverse front-end arrangement in the vehicle. Furthermore, it is known to hybridize drivetrains by providing at least one electric motor in the vehicle that can introduce torque into the drivetrain via the transmission.

[0004] For example, DE 10 2011 005 562 A1 discloses a manual transmission of a hybrid drive for a motor vehicle with two input shafts and a common output shaft. The first input shaft can be connected to the drive shaft of an internal combustion engine via a controllable separating clutch and can be brought into drive connection with the output shaft via a first group of selectively switchable gear sets. The second input shaft is in drive connection with the rotor of an electric machine operable as a motor and as a generator, as well as with the first input shaft, via a superposition gear designed as a planetary gear, and can be brought into drive connection with the output shaft via a second group of selectively switchable gear sets. Both input shafts can be brought into drive connection with one another via a switchable coupling device.For cost-effective production, it is provided that the manual transmission is derived from a dual-clutch transmission with two coaxial input shafts, the first input shaft of which is arranged centrally, the second input shaft of which is designed as a hollow shaft and is arranged coaxially above the first input shaft, and the coupling device of which comprises a gear stage and / or a switchable clutch, which are provided instead of the gear set and its associated gear clutch which is assigned to the first input shaft in the underlying dual-clutch transmission and is arranged axially adjacent to the transmission-side end of the second input shaft.

[0005] Furthermore, DE 10 2017 220 168 A1 discloses a vehicle axle of a two-track vehicle with an axle differential, which is connectable on the input side to a primary drive motor and on the output side to vehicle wheels of the vehicle axle via flange shafts arranged on both sides. An additional drive motor and a switchable superposition gear are assigned to the vehicle axle. The superposition gear can be switched into a torque distribution gear stage in which a drive torque generated by the additional drive motor is generated. Depending on the magnitude and direction of rotation of the torque, a torque distribution to the two vehicle wheels can be changed. The superposition gear can be switched into a hybrid mode in which the drive torque generated by the additional drive motor can be coupled via the axle differential, evenly distributed, to both flange shafts of the vehicle wheels. The superposition gear has three interconnected planetary gears.When the torque distribution gear or the first hybrid gear is engaged, a load path is created in the superposition gearbox in which all three planetary gears are integrated. When the second hybrid gear is engaged, a load path is created in the superposition gearbox in which only one of the planetary gears is integrated, or in which only two of the planetary gears are integrated.

[0006] Furthermore, DE 10 2018 116 122 A1 discloses a hybrid drivetrain with a combustion engine powertrain and an electric powertrain, both for providing torque to an output as needed. The combustion engine powertrain has at least one internal combustion engine, a generator, a variable transmission, and a torque clutch for engaging and disengaging a torque transmission from the internal combustion engine to the output. The electric powertrain comprises at least one electric machine. The hybrid drivetrain further comprises a fixed-speed reduction gear connected to the output in a torque-transmitting manner for reducing a speed of the internal combustion engine and the electric machine. The reduction gear has a direct combustion engine input stage and a direct electric input stage.The variable transmission is arranged offset parallel to and / or axially overlapping the internal combustion engine. Furthermore, a single-stage, fixed-speed torque transmission drive is provided as an axial extension of the drive shaft.

[0007] Furthermore, DE 10 2015 221 190 A1 discloses a transmission device for a vehicle with a first input interface for introducing a first drive torque from an electric motor, with two output shafts for outputting an output torque for driving the vehicle, and with a braking device for braking the first input interface. The transmission device can be switched into at least a first operating state and a second operating state. In the first operating state, the transmission device transmits the first drive torque to the output shafts to form the output torque. Furthermore, in the second operating state, the transmission device distributes the first drive torque as a torque vectoring torque to the two output shafts.

[0008] Furthermore, DE 10 2012 021 292 A1 discloses a drive device for a speed change transmission for a motor vehicle, comprising at least one transmission input shaft, at least one axially parallel output shaft, a plurality of gear sets arranged on the shafts with fixed gears, and idler gears engageable via synchronous clutches to form forward gears. Furthermore, the speed change transmission has at least one separating clutch. A planetary gear set capable of switching between two gear ratios is arranged upstream of the gear sets of the forward gears. The planetary gear set has a driven input element, an output element driving the input shaft, and a transmission element that can be braked or coupled to switch between the gear ratios. The transmission element can be coupled to an electric motor, by means of which the transmission element can be locked or driven in both directions of rotation.

[0009] Furthermore, WO 2021 / 093 930 A1 discloses a transmission arrangement for a hybrid drive, comprising a multi-step transmission, a reduction gear, a superposition transmission, a differential transmission, a controllable first clutch that can lock two parts of the superposition transmission, and a controllable second clutch for decoupling the differential transmission. The multi-step transmission is connectable to an internal combustion engine and has a clutch for transmitting an introduced rotary motion selectively via a first or a second shift stage. The reduction gear is connectable to the electric machine and converts an introduced rotary motion to a transmission output part. The superposition transmission comprises a first input part, which is drivingly connected to the multi-step transmission output part, a second input part, which is drivingly connected to the superposition transmission output part, and an output part.The differential gear is drive-connected to the output part of the superposition gear and has two differential output parts for driving two side shafts.

[0010] DE 10 2021 201 871 A1, DE 10 2021 201 869 A1, and DE 10 2021 201 868 A1 each disclose a hybrid transmission arrangement for a motor vehicle, comprising a transmission arrangement and at least one electric motor. The transmission arrangement is designed as a gear-change transmission and has at least one planetary gear with a sun gear, a ring gear, and a planetary carrier, as well as a spur gear. The transmission arrangement has at least one first transmission input shaft for connecting the electric motor arranged axially parallel thereto, at least one second transmission input shaft for connecting an internal combustion engine arranged axially parallel thereto, a differential arranged coaxially with the two transmission input shafts, having a first side shaft and a second side shaft, and precisely one countershaft.The two side shafts are designed to connect a respective wheel of the vehicle, and the second side shaft is guided axially through the two transmission input shafts. The countershaft is designed to connect the differential and is arranged axially parallel to the two transmission input shafts.

[0011] The object of the invention is to provide an alternative hybrid transmission device for a motor vehicle. In particular, the hybrid transmission device should be compact and capable of being installed in a front-transverse arrangement. This object is achieved by the subject matter of independent patent claim 1. Advantageous embodiments are the subject matter of the dependent claims, the following description, and the figures.

[0012] A hybrid transmission device according to the invention for a motor vehicle comprises a transmission arrangement and at least one electric machine, wherein the transmission arrangement is designed as a gear change transmission and has at least one planetary gear with a sun gear, a ring gear and a planet carrier as well as a spur gear, wherein the transmission arrangement has at least one first transmission input shaft for connecting the electric machine arranged axially parallel thereto, at least one second transmission input shaft for connecting an internal combustion engine arranged axially parallel thereto, a differential arranged coaxially to the two transmission input shafts with a first side shaft and a second side shaft as well as exactly one countershaft, wherein the two side shafts are designed to connect a respective wheel of the motor vehicle and the second side shaft is guided axially through the two transmission input shafts,the countershaft is designed to connect the differential and is arranged axially parallel to the two transmission input shafts.

[0013] Thus, the two transmission input shafts are arranged coaxially with one another, with both transmission input shafts being designed as hollow shafts. Each of the two transmission input shafts surrounds the second side shaft of the differential at least in part. In particular, the two transmission input shafts overlap at least partially. Thus, one of the two transmission input shafts is at least partially guided axially through the other of the two transmission input shafts. Preferably, the first transmission input shaft is arranged radially within the second transmission input shaft, with the second side shaft being arranged radially within the first transmission input shaft. Thus, these three shafts are arranged in a nested manner.

[0014] A connection of one component to another component means that these components are either directly connected to one another or can be connected to one another via at least one other component.

[0015] Because the transmission arrangement has only a single countershaft, installation space is saved in the radial direction. The countershaft is used as the main output shaft, and the countershaft is preferably connected to the differential via spur gear teeth. For example, the differential is designed as a ball differential, spur gear differential, or planetary gear differential. For example, a toothed section on the countershaft meshes with a toothed section on a differential cage.

[0016] The planetary gear unit and the spur gear unit can be used either in series, or the spur gear unit can be used alone, without the planetary gear unit. The spur gear unit is essentially constructed like a dual-clutch transmission, but does not require a dual clutch. Combining the spur gear unit with the planetary gear unit opens up a wide range of functional possibilities. The planetary gear unit can be used, in particular, as a summing transmission.

[0017] Preferably, the gear arrangement comprises precisely one planetary gear with precisely one negative planetary gear set. The negative planetary gear set comprises a sun gear, a ring gear, a planet carrier, and a plurality of planet gears rotatably arranged on the planet carrier. Each planet gear meshes with the sun gear and the ring gear. Alternatively, the gear arrangement can comprise precisely one planetary gear with precisely one positive planetary gear set. The positive planetary gear set comprises a sun gear, a ring gear, a planet carrier, a plurality of first planet gears, and a plurality of second planet gears, with each first and second planet gear being rotatably arranged on the common planet carrier. Each first planet gear meshes with the sun gear and the respective second planet gear, with each second planet gear further meshing with the ring gear. The first planet gears are designed as radially inner planet gears, and the second planet gears are designed as radially outer planet gears.

[0018] An at least indirect connection, an active connection or a drive-effective connection means that further components can be located between two indirectly connected components or that the two components are directly connected to one another, i.e. directly and non-rotatably.

[0019] According to a preferred embodiment of the invention, the spur gear has at least three to a maximum of four forward gear stages. For example, the spur gear has exactly three forward gear stages. Alternatively, the spur gear has exactly four forward gear stages. The particular challenge in designing the hybrid transmission device is to ensure that the hybrid transmission device does not become too long in either the axial or radial direction. Accordingly, despite the two transmission input shafts, the spur gear is provided with a maximum of four forward gear stages, preferably only three forward gear stages.

[0020] According to a preferred embodiment of the invention, the spur gear transmission has exactly one gear set plane for each forward gear stage. Thus, with three forward gear stages, the spur gear transmission has three gear set planes for the forward gears. Thus, with four forward gear stages, the spur gear transmission has four gear set planes for the forward gears. Such an arrangement is generally avoided in front-transverse transmissions.

[0021] According to a preferred embodiment of the invention, only fixed gears are arranged on both transmission input shafts. In combination with the use of a single countershaft, this results in open installation space remaining on one side of the hybrid transmission device, which can be used variably.

[0022] According to a preferred embodiment of the invention, only gear idler gears are arranged on the countershaft. It should be noted that at least one fixed gear for connection to a differential is also preferably arranged on the countershaft. This fixed gear drives the differential and is not designed as an idler gear. However, it is not taken into account when considering the gear wheels, since this fixed gear is not counted as a gear wheel. The fixed gear for output to a differential can preferably be arranged at one end of the countershaft. It can preferably be arranged at the input end of the countershaft. The input side is the side on which the torque is introduced into the hybrid transmission device.

[0023] According to a preferred embodiment of the invention, the hybrid transmission device comprises a clutch for blocking the planetary gear, wherein this clutch is arranged coaxially to the two transmission input shafts. This clutch enables the spur gear transmission to be designed like a conventional dual-clutch transmission with regard to the gear ratios, i.e. the gear steps. If a planetary gear transmission is blocked, the ratio is always 1 regardless of the number of teeth. In other words, the planetary gear transmission rotates as a block. In the blocked state, the hybrid transmission device behaves as if no planetary gear transmission were present. For example, the clutch for blocking the planetary gear transmission connects the ring gear and the planet carrier of the planetary gear transmission in a rotationally fixed manner. According to an alternative example, the clutch connects the sun gear and the planet carrier of the planetary gear transmission in a rotationally fixed manner.According to another alternative example, the clutch connects the sun gear and the ring gear of the planetary gear unit in a rotationally fixed manner. Advantageously, the clutch for locking the planetary gear unit is arranged directly next to the planetary gear unit. Alternatively, the clutch for locking the planetary gear unit can be arranged at the end of the second transmission input shaft, in which case the clutch is located between the two sub-transmissions.

[0024] According to a preferred embodiment of the invention, the hybrid transmission device comprises a separating clutch configured to decouple the hybrid transmission device from the internal combustion engine. The separating clutch is preferably arranged in the drivetrain between the internal combustion engine and the planetary gear. Furthermore, the separating clutch can be arranged downstream of a damping device. The damping device can comprise a torsional damper and / or a mass absorber and / or a slip clutch. The torsional damper can be configured as a dual-mass flywheel. The mass absorber can be configured as a speed-adaptive mass absorber. The separating clutch allows the internal combustion engine to be decoupled for purely electric driving, thereby making electric driving more energy-efficient.

[0025] According to a preferred embodiment of the invention, at most the separating clutch is designed as a frictional shifting element. Thus, the separating clutch is designed as a frictional or positive shifting element, with all other shifting elements being designed as positive shifting elements. For example, all shifting elements are positive shifting elements. If the separating clutch is designed as a frictional shifting element, it can also be opened under load, for example during emergency braking. This can prevent the combustion engine from stalling. Shifting elements for connecting an idler gear and a shaft are preferably designed as claw clutches. The clutch for blocking the planetary gear is also preferably designed as a claw clutch. The separating clutch is preferably designed as a friction clutch, for example as a multi-plate clutch.A clutch is understood to be a device which has at least one open state for separating a rotary connection between two shafts and at least one closed state for transmitting a torque and a rotational speed between two shafts.

[0026] According to a preferred embodiment of the invention, the hybrid transmission device comprises, in addition to the separating clutch and the clutch for locking the planetary gear, three or four additional shifting elements, wherein two of the at least three shifting elements form a double shifting element. The double shifting element, in particular, comprises a single shift fork and a single actuator for shifting two shifting elements. This saves installation space, weight, and transmission components. For example, two shifting elements for odd-numbered gears are combined to form a first double shifting element. In particular, two shifting elements for even-numbered gears can also be combined to form a second double shifting element.

[0027] According to a preferred embodiment of the invention, the separating clutch is designed either coaxially with the two transmission input shafts or coaxially with the internal combustion engine. In other words, the separating clutch is located, for example, on a common axis with a crankshaft of the internal combustion engine. Alternatively, the separating clutch is located on a common axis with the two transmission input shafts, the differential, and the planetary gear, all of which are arranged axially parallel to the crankshaft of the internal combustion engine.

[0028] According to a preferred embodiment of the invention, the electric machine is connected either to the sun gear or to the ring gear of the planetary gear set. For example, a rotor shaft of the electric machine is connected to a sun gear shaft via at least one intermediate gear, with the sun gear shaft being rotationally fixed to the sun gear. Alternatively, the rotor shaft of the electric machine is connected to a ring gear shaft via at least one intermediate gear, with the ring gear shaft being rotationally fixed to the ring gear. An output shaft of the planetary gear set is rotationally fixed to the first transmission input shaft.

[0029] According to a preferred embodiment of the invention, the electric machine is connected to the sun gear or the ring gear via at least one intermediate gear. For example, a fixed gear is arranged on the rotor shaft, with another fixed gear being arranged in a rotationally fixed manner with the sun gear shaft or the ring gear shaft, which in turn is rotationally fixedly connected to the sun gear or the ring gear, and with the respective fixed gear meshing with an intermediate gear arranged axially parallel to it. Alternatively, the electric machine can be connected to the sun gear shaft or the ring gear shaft via a traction mechanism.

[0030] According to a preferred embodiment of the invention, the internal combustion engine is configured to be connected to the second transmission input shaft via a traction mechanism. For example, the traction mechanism is a chain or a belt.

[0031] In particular, the traction mechanism wraps around a first toothed section arranged coaxially with the crankshaft and a second toothed section arranged coaxially with the two transmission input shafts. Alternatively, the internal combustion engine can be connected to the second transmission input shaft via a gear chain. For example, several gears form a gear chain.

[0032] According to the invention, the differential is arranged in a first axial end section of the transmission assembly, and the electric motor connection is arranged in a second end section of the transmission assembly opposite the first axial end section. Thus, the axial distance between the electric motor connection, i.e., between the at least one intermediate gear or the traction mechanism, and the differential is maximized.

[0033] A motor vehicle according to the invention comprises an internal combustion engine and a hybrid transmission device according to the invention, wherein the internal combustion engine is arranged axially parallel to the electric motor of the hybrid transmission device. If other or most other components of the drivetrain are located on the axis of the transmission input shafts, installation space can be left free, as already mentioned above. This space is then occupied not by other transmission components, but by the internal combustion engine. With a front-transverse installation of the hybrid transmission device, the freed-up radial installation space can be occupied by the internal combustion engine.

[0034] In the following, embodiments of the invention are explained in more detail with reference to the schematic drawings, in which identical or similar elements are provided with the same reference numerals. Herein: Fig. 1a a hybrid transmission device according to a first embodiment, Fig. 1b a switching matrix for the hybrid transmission device according to Fig. 1, Fig. 2 a hybrid transmission device according to a second embodiment, Fig. 3 a hybrid transmission device according to a third embodiment, Fig. 4 shows a hybrid transmission device according to a first explanatory example, Fig. 5 shows a hybrid transmission device according to a second explanatory example, Fig. 6 shows a hybrid transmission device according to a third explanatory example, Fig. 7 shows a hybrid transmission device according to a fourth explanatory example, Fig. 8 shows a hybrid transmission device according to a fourth embodiment, Fig. 9 a hybrid transmission device according to a fifth embodiment, Fig. 10 shows a hybrid transmission device according to a sixth embodiment, Fig. 11 shows a hybrid transmission device according to a seventh embodiment, Fig. 12 shows a hybrid transmission device according to a fifth explanatory example, Fig. 13 shows a hybrid transmission device according to a sixth explanatory example, Fig. 14a shows a hybrid transmission device according to an eighth embodiment, Fig. 14b a switching matrix for the hybrid transmission device according to Fig. 14a, Fig. 15 shows a hybrid transmission device according to a ninth embodiment, Fig. 16 a motor vehicle with a hybrid transmission device according to Fig. 1a.

[0035] Fig. 1a shows a hybrid transmission device 1 according to the invention according to a first embodiment. This hybrid transmission device 1 is according to Fig. 15 is shown in a highly simplified manner installed in a motor vehicle 100. Fig. 4 to Fig. 7 and Fig. 12 and Fig. 13 show merely illustrative examples (where previously "an embodiment" or "an embodiment" stood) which do not belong to the invention as literally defined in the claims.

[0036] Fig. 16 shows the motor vehicle 100 with two axles and four wheels 101, 102, 103, 104, wherein the hybrid transmission device 1 is arranged transversely on the front axle of the motor vehicle 100. An internal combustion engine 7 is arranged axially parallel to the hybrid transmission device 1 and is drivingly connected thereto. The hybrid transmission device 1 has a transmission arrangement 2 with a differential 8 and an electric motor 3, wherein the electric motor 3 is arranged axially parallel to the differential 8 and axially parallel to the internal combustion engine 7. The drive power of the internal combustion engine 7 and / or the electric motor is distributed to the drive wheels 101, 102 via two side shafts 9a, 9b of the differential 8. Furthermore, a second electric motor 105 is arranged on the rear axle of the motor vehicle 100, which drives the rear axle purely electrically via a differential (not shown in detail). Alternatively, the drive on the rear axle of the motor vehicle 100 can be omitted.

[0037] According to Fig. 1a, the hybrid transmission device 1 comprises a transmission arrangement 2 and an electric machine 3, wherein the transmission arrangement 2 is designed as a gear change transmission and has a planetary gear 11 and a spur gear 4. In the present case, the electric machine 3 is part of the hybrid transmission device 1, in particular is integrated into the hybrid transmission device 1. However, this is not absolutely necessary; in this case, the electric machine 3 can also be installed at a distance from the actual transmission arrangement 2 and can be drive-connected to it. Furthermore, the transmission arrangement 2 comprises a first transmission input shaft 5 and a second transmission input shaft 6, wherein the first transmission input shaft 5 is configured to connect the electric machine 3, which is arranged axially parallel thereto, in particular via the planetary gear 11, and wherein the second transmission input shaft 6 is configured to connect the internal combustion engine 7, which is arranged axially parallel thereto.

[0038] Arranged coaxially with the two transmission input shafts 5, 6 is a differential 8 having a first side shaft 9a and a second side shaft 9b, the two side shafts 9a, 9b being configured to connect a respective wheel 101, 102 of the motor vehicle 100. The second side shaft 9b extends axially through the two transmission input shafts 5, 6. Furthermore, the transmission arrangement 2 comprises precisely one countershaft 10. The countershaft 10 is configured to connect the differential 8 and is arranged axially parallel to the two transmission input shafts 5, 6. Furthermore, the countershaft 10 is also arranged axially parallel to the internal combustion engine 7 and the electric motor 3.

[0039] The planetary gear set 11 has a negative planetary gear set with a sun gear 12, a ring gear 13, a planet carrier 14, and a plurality of planet gears 15. Each planet gear 15 is rotatably mounted on the planet carrier 14 and meshes with the sun gear 12 and the ring gear 13. The electric machine 3 is arranged radially adjacent to the planetary gear set 11 and is connected to the sun gear 12 of the planetary gear set 11 via an intermediate gear 70. For this purpose, a fixed gear 72 is arranged on the rotor shaft 71 of the electric machine 3, which meshes with the intermediate gear 70, wherein the intermediate gear 70 meshes with a gear 73 arranged non-rotatably on the sun gear shaft. The sun gear shaft is non-rotatably connected to the sun gear 12 and the gear 73.

[0040] The hybrid transmission device 1 further comprises a clutch K3 for locking the planetary gear 11, which is arranged coaxially to the two transmission input shafts 5, 6. The clutch K3 for locking the planetary gear 11 is arranged on the second transmission input shaft 6 and, when closed, connects the ring gear 13 to the planet carrier 14 in a rotationally fixed manner. The clutch K3 for locking the planetary gear 11 is arranged axially between the differential 8 and the planetary gear 11, with the third and first gear set planes R3, R1 being arranged axially between the differential 8 and the clutch K3, and the second gear set plane R2 and the connection of the combustion engine 7 being arranged axially between the clutch K3 and the planetary gear 11.The differential 8 is arranged in a first axial end section of the transmission arrangement 2 and the connection of the electric machine 3, i.e. the gear chain consisting of fixed gear 72, intermediate gear 70 and gear 73, is arranged in a second end section of the transmission arrangement 2 opposite to the first axial end section.

[0041] The internal combustion engine 7 is connected to the second transmission input shaft 6 via a traction mechanism 60. For this purpose, a gear 61 designed as a fixed gear is arranged on the second transmission input shaft 6, wherein a gear 63 designed as a loose gear is arranged on an output shaft 62 of the internal combustion engine 7, and wherein the traction mechanism 60 drive-effectively connects the gear 63 to the gear 61. The gear 63 and the output shaft 62 are arranged coaxially to a crankshaft of the internal combustion engine 7, wherein the output shaft 62 is connected to the crankshaft in a rotationally fixed manner. Furthermore, a damping device 64 is arranged on the output shaft 62 of the internal combustion engine 7, wherein a separating clutch K0 is arranged axially between the damping device 64 and the gear 63, and wherein the separating clutch K0 is arranged coaxially to the crankshaft of the internal combustion engine 7.The separating clutch K0 serves to decouple the internal combustion engine 7 during purely electric driving of the motor vehicle 100. In this case, the separating clutch K0 is designed as a positive-locking switching element. Alternatively, the separating clutch K0 can be configured as a friction clutch. According to a further embodiment, the separating clutch K0 can also be omitted, in which case purely electric driving modes, which are realized by decoupling the internal combustion engine 7 and driving by the electric motor 3, are also eliminated.

[0042] The spur gear 10 has exactly three forward gear stages G1, G2, G3 for three combustion engine forward gears V1, V2, V3, and four electric forward gears E1, E2, E3, EZ. The spur gear 4 has exactly one gear set level R1, R2, R3 for each forward gear stage G1, G2, G3. The forward gear stages G1, G2, G3 offer different gear ratios, regardless of whether the torque is provided by the combustion engine 7 or the electric motor 3, or by the combustion engine 7 and the electric motor 3.

[0043] Three idler gears 32, 34, 36 are arranged on the countershaft 10. The idler gear 32 is assigned to the forward gear stage G3 and meshes with a fixed gear 22, which is non-rotatably connected to the first transmission input shaft 5 and the planet carrier 14. The idler gear 34 is assigned to the forward gear stage G1 and meshes with the fixed gear 24, which is non-rotatably connected to the first transmission input shaft 5 and the planet carrier 14. The idler gear 36 is assigned to the forward gear stage G2 and meshes with the fixed gear 26, which is non-rotatably connected to the second transmission input shaft 5 and the ring gear 13. Furthermore, a fixed gear 40 for connection to the differential 8 is arranged on the countershaft 10. The fixed gear 40 meshes with a toothed section 41 on the differential carrier. In this case, differential 8 is designed as a ball differential. Alternatively, differential 8 can be designed as a spur gear differential or planetary gear differential.

[0044] Furthermore, the hybrid transmission device 1 has three shift clutches A, B, C, wherein the shift clutches A and C are combined to form a double shift element DS1 and can be shifted by a single actuator. When shift clutch A is engaged, the idler gear 34 is rotationally fixedly connected to the countershaft 10. When shift clutch B is engaged, the idler gear 36 is rotationally fixedly connected to the countershaft 10. When shift clutch C is engaged, the idler gear 32 is rotationally fixedly connected to the countershaft 10. All shift clutches A, B, C, the separating clutch K0, and the clutch K3 for blocking the planetary gear 11 are designed as positive-locking shift elements. According to an alternative, at most the separating clutch K0 can be designed as a frictionally engaged shift element, in which case the separating clutch K0 can also be opened under load.

[0045] Gear shifts can be performed via the planetary gear set 11. This variant of unloading and loading the gear steps is known as electrodynamic shifting (EDS). The speeds of the transmission input shafts 5, 6 are synchronized to the speed of the countershaft 10 by means of the planetary gear set 11 and the electric motor 3 acting on it, without the use of synchronization devices. The electric motor 3 also enables a purely electric drive of the motor vehicle 100.

[0046] Fig. 1a can be summarized as follows: There is a first sub-transmission, which has the first transmission input shaft 5 as the input shaft, with the forward gear stages G1, G3, which are shifted via the shift elements A, C. There is a second sub-transmission, which has the second transmission input shaft 6 as the input shaft, with the forward gear stage G2, which is shifted via shift element B. The output shaft of the planetary gear 11 is the planet carrier 14, which is connected to the first sub-transmission. The first input shaft of the planetary gear 11 is the sun gear 12, which is connected to the electric motor 3. The second input shaft of the planetary gear 11 is the ring gear 13, which is provided for connecting the combustion engine 7 and is simultaneously connected to the second sub-transmission. The combustion engine 7 can be connected to the ring gear 13 and to the second transmission input shaft 6 via the torsion damper 64 and the separating clutch K0.The crankshaft of the internal combustion engine 7 is arranged axially parallel to the planetary gear 11 and is connected via the traction mechanism 60, designed as a chain drive, with a fixed gear ratio. The electric motor 3 is arranged axially parallel to the internal combustion engine 7 and the differential 8 and is connected to the sun gear 12 with a fixed gear ratio via a spur gear chain. The clutch K3 for locking the planetary gear 11 is designed as a lock-up clutch and, for this purpose, connects the planet carrier 14 to the ring gear 13 in a rotationally fixed manner. The countershaft 10 is provided as the output shaft and is connected to an input shaft of the differential 8 via a spur gear stage.

[0047] The hybrid transmission device 1 according to Fig. 1a has several driving modes, which are shown in the switching matrix according to Fig. 1b, wherein the columns of the shift matrix list the respective shift clutches K0, A, B, C, K3, and wherein the rows of the shift matrix list the respective driving modes V1, V2.1, V2.2, V2.3, V3, EDA1, EDA2, LiN, E1, E2, E3, EZ of the motor vehicle 100. By entering a cross in a respective box of the shift matrix, a closed state of the respective shift clutch K0, A, B, C, K3 is represented, wherein no entry indicates an open state of the respective shift clutch K0, A, B, C, K3.

[0048] The shift matrix also clearly shows the function of clutch K3 and the separating clutch K0. While in the combustion engine forward gears or driving modes V1, V2.2, V3 of the motor vehicle 100, one of the shifting clutches A, B, C as well as the separating clutch K0 and the clutch K3 are closed, this is not the case when the motor vehicle 100 starts moving. The motor vehicle 100 starts moving via the planetary gear set 11 by means of what is known as electrodynamic starting (EDA), with a variable gear ratio being provided via the planetary gear set 11. Depending on whether the first forward gear stage G1 or the third forward gear stage G3 is used, one of the electrodynamic starting modes EDA1 or EDA2 can be used accordingly. In these modes, clutch K3 is open, meaning the planetary gear set 11 is not locked.As a result, the output torque and the output speed can be summed up as desired by combining the drive power of the electric machine 3 and the drive power of the combustion engine 7.

[0049] In other words, the planetary gear set 11 can operate as a superposition gear when only shifting element A is closed (EDA1 driving mode). This enables the motor vehicle 100 to start from a standstill with the internal combustion engine 7 rotating and the separating clutch K0 closed. The electric machine 3 initially operates as a generator, so that starting is possible even when the energy storage device is empty. By closing shifting element K3, a transition to the mechanical V1 gear is possible. Alternatively, a transition to the mechanical V2 gear is possible by closing shifting element B. Starting is also possible in EDA2 driving mode, but with less tractive force than in EDA1 driving mode. However, EM1 operates as a generator up to higher speeds. From EDA2 driving mode, a transition to V2.2 and V3 is possible by closing another shifting element.

[0050] The purely electric driving modes E1, E2, E3 are identical to the combustion engine driving modes V1, V2.2, V3 in terms of the switching positions of the shift clutches A, B, C, K3, only the separating clutch K0 is open to decouple the combustion engine 7 from the hybrid transmission 1. Thus, in the purely electric driving modes E1, E2, E3, the combustion engine 5 is separated from the hybrid transmission 1. The EZ driving mode is an additional electric driving mode that can be used as a crawler gear, as it has a higher gear ratio than the E1 driving mode. In the EZ driving mode, the shift clutches A and B are closed and the shift clutches C, K3, and K0 are open. The EZ driving mode can be advantageously used when low driving speeds and high driving resistances exist, for example when maneuvering in a parking garage with steep ramps.

[0051] The LiN driving mode stands for charging in neutral and allows operation of the motor vehicle 100 in a so-called range extender mode. In this mode, only one battery is charged via the electric motor 105 on the rear axle. The motor vehicle 100 can be driven via the front axle. In the LiN driving mode, the clutches A, B, and C are open, and the clutches K3 and K0 are closed.

[0052] If only switching element K3 is closed, the electric machine 3 can be connected to the combustion engine via the separating clutch K0, independently of the output. This makes it possible to start the combustion engine 7 with the electric machine 3. In particular, a flywheel start with a differential speed at the separating clutch K0 is possible if the separating clutch K0 is designed as a friction clutch. The electric machine 3 can operate as a generator and charge an electrical energy storage device or supply electrical consumers. A consumer can also be the second electric machine, which, for example, drives the motor vehicle 100 on the rear axle. With the switching clutch K3 closed, any change between the gears V1, V2, V2, V3 can take place. The gear change is interrupted by tractive force, whereby the electric machine 3 can assist with speed synchronization.

[0053] Furthermore, hybrid transmission device 1 can also be used to implement hybrid gears. In particular, the electric motor 3 can always be engaged in addition to the combustion engine gears V1 to V3. During combustion engine or hybrid driving, clutch K0 is always engaged. Three mechanical gears are available for the combustion engine 7. In driving mode V1, in addition to clutch K0, clutches A and K3 are also engaged, although only these clutches are loaded. In driving mode V2.2, in addition to clutch K0, clutch B and clutch K3 are also engaged, although only these clutches are loaded. A further clutch can be engaged in order to change the speed level of the electric motor 3, but not the speed level of the combustion engine 7. In driving mode V2.1, clutch A is also engaged in order to facilitate a favorable gear change between driving mode V1 and driving mode V2.2. In driving mode V2.3, clutch C is also closed to enable a favorable gear change between driving mode V2.2 and driving mode V3. In driving mode V3, in addition to clutch K0, clutch C and clutch K3 are closed, although only these are loaded.

[0054] In addition to its compact design, the advantages of this first embodiment include the electrodynamic starting mode with extended gear ratio, due to the shorter gear ratio in EDA1 mode compared to V1 mode. Furthermore, all gear changes between V1 and V3 are designed as electrodynamic shifts. Due to its connection to sun gear 12, electric motor 3 has a relatively low support torque in EDA1, EDA2, and during electrodynamic shifts.

[0055] Fig. 2 shows a second embodiment of a hybrid transmission device 1 according to the invention, which is essentially based on the embodiment of the hybrid transmission device 1 according to Fig. 1a. Therefore, reference is made to the explanations to Fig. 1a. The embodiment according to Fig. 2 differs from the embodiment according to Fig. 1a in the position of the separating clutch K0. In Fig. 2, the separating clutch K0 is designed coaxially to the two transmission input shafts 5, 6. This has the advantage that the chain drive, in particular the traction mechanism 60, no longer rotates during purely electric driving, for example in the driving modes E1, E2, E3, EZ, thus avoiding further drag losses. When the separating clutch K0 is opened, the gear 61, designed as a loose wheel, as well as the traction mechanism 60 and the combustion engine 7, are decoupled from the second transmission input shaft 6. The gear 63 is designed as a fixed wheel and is connected to the output shaft 62 of the combustion engine 7 via the damping device 64. Otherwise, the hybrid transmission devices 1 according to Fig. 2 and Fig. 1a.

[0056] Fig. 3 shows a third embodiment of a hybrid transmission device 1 according to the invention, which is essentially based on the embodiment of the hybrid transmission device 1 according to Fig. 1a. Therefore, reference is made to the explanations to Fig. 1a. The embodiment according to Fig. 3 differs from the embodiment according to Fig. 1a in the position of the planetary gear 11. In Fig. 3, the planetary gear 11 is arranged axially between the second gear set plane R2 and the connection of the combustion engine 7, i.e., the gear 61, which is arranged on the first transmission input shaft 6. Depending on the available installation space, a shorter transmission length, viewed from the traction center position, is advantageous on the side of the transmission to which the electric motor 3 is connected. According to Fig. 1a, the planetary gear 11 is arranged axially between the connection of the combustion engine 7, i.e., the gear 61, which is arranged on the first transmission input shaft 6, and the connection of the electric motor 3, i.e., the fixed gear 73, which is arranged on the sun gear shaft. Otherwise, the hybrid transmission devices 1 according to Fig. 3 and Fig. 1a.

[0057] Fig. 4 shows a first explanatory example of a hybrid transmission device 1, which is essentially based on the configuration of the hybrid transmission device 1 according to Fig. 1a. Therefore, reference is made to the explanations to Fig. 1a. The embodiment according to Fig. 4 differs from the embodiment according to Fig. 1a in the position of the connection of the electric machine 3. In Fig. 4, the connection of the electric machine 3 is arranged axially adjacent to the differential 8 and is therefore not according to the invention. Therefore, the fixed gear 72 on the rotor shaft 71, the intermediate gear 70 and the fixed gear 73 on the sun gear shaft are arranged axially adjacent to the differential 8. It is advantageous that, depending on the available installation space, more length can be available for the electric machine 3. Otherwise, the hybrid transmission devices 1 according to Fig. 4 and Fig. 1a.

[0058] Fig. 5 shows a second explanatory example of a hybrid transmission device 1, which is essentially based on the configuration of the hybrid transmission device 1 according to Fig. 4. Therefore, reference is made to the explanations to Fig. 4 and Fig. 1a. The embodiment according to Fig. 5 differs from the embodiment according to Fig. 4 in the position and connection of the clutch K3 for blocking the planetary gear 11. In Fig. 5, the clutch K3 is arranged at the second end portion of the transmission assembly 2. When the clutch K3 is closed, the sun gear 12 and the planet carrier 14 are connected to each other in a rotationally fixed manner, thus locking the planetary gear 11. This can be advantageous for the design and assembly of the transmission assembly 2. Otherwise, the hybrid transmission devices 1 according to Fig. 5 and Fig. 4. The design of the hybrid transmission device 1 according to Fig. 5 is not in accordance with the invention.

[0059] Fig. 6 shows a third explanatory example of a hybrid transmission device 1, which is essentially based on the configuration of the hybrid transmission device 1 according to Fig. 4. Therefore, reference is made to the explanations to Fig. 4 and Fig. 1a. The embodiment according to Fig. 6 differs from the embodiment according to Fig. 4 in the position and connection of the clutch K3 for blocking the planetary gear 11. In Fig. 6, the clutch K3 is arranged axially between the connection of the electric machine 3, in particular the fixed gear 73, which is arranged on the sun gear shaft, and the third gear set plane R3, in particular the fixed gear 22, which is arranged on the first transmission input shaft 5. When the clutch K3 is closed, the sun gear 12 and the planet carrier 14 are connected to one another in a rotationally fixed manner, and thus the planetary gear 11 is locked. This can be advantageous for the design and assembly of the transmission arrangement 2. Otherwise, the hybrid transmission devices 1 according to Fig. 6 and Fig. 4. The design of the hybrid transmission device 1 according to Fig. 6 is not in accordance with the invention.

[0060] Fig. 7 shows a fourth explanatory example of a hybrid transmission device 1, which is essentially based on the configuration of the hybrid transmission device 1 according to Fig. 4. Therefore, reference is made to the explanations to Fig. 4 and Fig. 1a. The embodiment according to Fig. 7 differs from the embodiment according to Fig. 4 in the position of the planetary gear 11 and in the position of the clutch K3 for blocking the planetary gear 11. In Fig. 7, the planetary gear 11 is arranged axially between the first gear set plane R1 and the connection of the combustion engine 7, i.e., the gear 61, which is arranged on the first transmission input shaft 6. Furthermore, the clutch K3 is arranged on the second end section of the transmission arrangement 2, wherein the connection of the combustion engine 7 and the second gear set plane R2 are arranged axially between the planetary gear 11 and the clutch K3. When the clutch K3 is closed, the sun gear 12 and the ring gear 13 are connected to one another in a rotationally fixed manner, and thus the planetary gear 11 is blocked. This can be advantageous for design and assembly, since fewer nested hollow shafts are necessary. For example, in the present case, the nesting of a hollow shaft within the second transmission input shaft 6 is omitted. Otherwise, the hybrid transmission devices 1 according to Fig. 7 and Fig. 4. The design of the hybrid transmission device 1 according to Fig. 7 is not in accordance with the invention.

[0061] Fig. 8 shows a fourth embodiment of a hybrid transmission device 1 according to the invention, which is essentially based on the embodiment of the hybrid transmission device 1 according to Fig. 1a. Therefore, reference is made to the explanations to Fig. 1a. The embodiment according to Fig. 8 differs from the embodiment according to Fig. 1a in the connection of the combustion engine 7 and in the connection of the electric motor 3 to the planetary gear 11 as well as in the connection of the clutch K3 for blocking the planetary gear 11. In Fig. 8, the sun gear 12 is connected in a rotationally fixed manner to the second transmission input shaft 6, the gear 61, and the fixed gear 26, wherein the ring gear 13 is connected in a rotationally fixed manner via a ring gear shaft to the fixed gear 73, which meshes with the intermediate gear 70. Thus, the connection of the electric machine 3 is established via the ring gear 13 of the planetary gear 11, wherein the connection of the combustion engine 7 is established via the sun gear 12 of the planetary gear 11. When the clutch K3 is closed, the sun gear 12 and the planet carrier 14 are connected in a rotationally fixed manner, and thus the planetary gear 11 is locked. A lower compensating speed at the ring gear 13 during electrodynamic starting and electrodynamic shifting is advantageous for the electric machine 3. Otherwise, the hybrid transmission devices 1 according to Fig. 8 and Fig. 1a.

[0062] Fig. 9 shows a fifth embodiment of a hybrid transmission device 1 according to the invention, which is essentially based on the embodiment of the hybrid transmission device 1 according to Fig. 3. Therefore, reference is made to the explanations to Fig. 3 and Fig. 1a. The embodiment according to Fig. 9 differs from the embodiment according to Fig. 3 in the design and connection of the planetary gear 11. In Fig. 9, the planetary gear 11 is designed as a positive planetary gear set. The positive planetary gear set comprises the sun gear 12, the ring gear 13, the planet carrier 14, a plurality of first planet gears 15, and a plurality of second planet gears 16, wherein each first and second planet gear 15, 16 is rotatably arranged on the common planet carrier 14. Each first planet gear 15 meshes with the sun gear 12 and the respective second planet gear 16, wherein each second planet gear 16 further meshes with the ring gear 13. The first planet gears 15 are designed as radially inner planet gears, and the second planet gears 16 are designed as radially outer planet gears. The planet carrier is rotationally fixedly connected to the second transmission input shaft 6 and thus also to the fixed gear 26 and the gear 61. The sun gear 12 is rotationally fixedly connected to the gear 73. The ring gear 13 is connected in a rotationally fixed manner to the first transmission input shaft 5 and thus also to the fixed gear 22 and the fixed gear 24.Thus, the ring gear 13 is the output shaft of the planetary gear 11. When the clutch K3 is engaged, the planet carrier 14 and the ring gear 13 are connected to one another in a rotationally fixed manner, thus locking the planetary gear 11. The resulting variation in the gear ratio selection for the combustion engine 7 and the electric motor 3 is advantageous, so that, for example, the electric motor 3 has a lower speed range. Otherwise, the hybrid transmission devices 1 according to Figs. 1 and 2 are identical. Fig. 3.

[0063] Fig. 10 shows a sixth embodiment of a hybrid transmission device 1 according to the invention, which is essentially based on the embodiment of the hybrid transmission device 1 according to Fig. 1a. Therefore, reference is made to the explanations to Fig. 1a. The embodiment according to Fig. 10 differs from the embodiment according to Fig. 1a in the position of the first and third wheelset level R1, R3. In Fig. 4, the first gear set plane R1 is arranged axially adjacent to the differential 8, wherein the third gear set plane R3 is arranged axially between the first gear set plane R1 and the clutch K3. In contrast, in Fig. 1a, the third gear set plane R3 is arranged axially adjacent to the differential 8, wherein the first gear set plane R1 is arranged axially between the third gear set plane R3 and the clutch K3. Thus, the positions of the first and third gear set planes R1, R3 are interchanged. Accordingly, the idler gears 34 and 32 as well as the fixed gears 24 and 22 are also interchanged. Idler gear 34 has a larger diameter than idler gear 32. Otherwise, the hybrid transmission devices 1 correspond to Fig. 4 and Fig. 1a.

[0064] Fig. 11 shows a seventh embodiment of a hybrid transmission device 1 according to the invention, which is essentially based on the embodiment of the hybrid transmission device 1 according to Fig. 1a. Therefore, reference is made to the explanations to Fig. 1a. The embodiment according to Fig. 11 differs from the embodiment according to Fig. 1a by adding a gear set plane R4 for a gear stage G4. In other words, a further idler gear 38 is arranged on the countershaft 10, wherein the idler gear 38 meshes with a fixed gear 28 that is arranged in a rotationally fixed manner on the second transmission input shaft 6. A positive-locking shifting element D is assigned to the idler gear 38, wherein the idler gear 38 is rotationally fixedly connected to the countershaft 10 when the shifting element D is closed. The shifting element D is combined with the shifting element B to form a double shifting element DS2 and can be switched by a single actuator. In an additional driving mode V4, only the shifting element D is loaded. If no further shifting element is closed, the electric machine 3 is decoupled, thus avoiding no-load losses.Depending on the desired speed for the electric motor 3, switching element C or K3 can also be closed, whereby the speed of the electric motor 3 increases when switching element C is closed. The EDS load shift from driving mode V3 to driving mode V4 functions in principle like the shift from driving mode V1 to driving mode V2, but via driving mode EDA2 instead of driving mode EDA1. If switching elements A and D are closed, this results in another purely electric creep gear for the electric motor 3. Otherwise, the hybrid transmission devices 1 correspond to . Fig. 11 and Fig. 1a.

[0065] Fig. 12 shows a fifth explanatory example of a hybrid transmission device 1, which is essentially based on the configuration of the hybrid transmission device 1 according to Fig. 4. Therefore, reference is made to the explanations to Fig. 4 and Fig. 1a. The embodiment according to Fig. 12 differs from the embodiment according to Fig. 4 by adding a gear set plane R4 for a forward gear stage G4. In other words, a further idler gear 38 is arranged on the countershaft 10, wherein the idler gear 38 meshes with a fixed gear 28 arranged on the sun gear shaft, i.e., is non-rotatably connected to the sun gear 12 of the planetary gear 11 and the gear 73. A positive shifting element D is assigned to the idler gear 38, wherein the idler gear 38 is non-rotatably connected to the countershaft 10 when the shifting element D is in the closed state.

[0066] When shifting from drive mode V3 to drive mode V4, K3 remains closed, and a change occurs from shift element C to shift element D. The shifting takes place via the LiN drive mode on this axle with traction interrupted. Electric motor 3 can assist with synchronization. If drive mode V4 is configured as an "overdrive" gear, a traction interrupted shift is acceptable, as it only occurs under partial load. When shift element D is closed, another purely electric gear E4 is created for electric motor 3. It is not necessary to also close shift element K3. Shift elements B and D can be operated with a common actuator, whereby a shift fork is required for each shift element. Otherwise, the hybrid transmission devices 1 correspond to Fig. 12 and Fig. 4. The design of the hybrid transmission device 1 according to Fig. 12 is not in accordance with the invention.

[0067] Fig. 13 shows a sixth explanatory example of a hybrid transmission device 1, which is essentially based on the configuration of the hybrid transmission device 1 according to Fig. 12. Therefore, reference is made to the explanations to Fig. 12, Fig. 4 and Fig. 1a. The embodiment according to Fig. 13 differs from the embodiment according to Fig. 12 in that the separating clutch K0 is omitted, whereby the combustion engine 7 is always connected to the second transmission input shaft 6 via the traction device 60. The additional gear set level R4 with the shift element D is used for an additional purely electric gear, in which only shift element D is closed. The combustion engine 7 can be switched off and is decoupled by the other open shift elements. When the combustion engine 7 is stationary and the electric machine 3 is rotating, a compensating speed results on the planet carrier 14 of the load-free planetary gear 11. It is advantageous that, although no separating clutch K0 is provided, the traction device 60 does not rotate with the electric machine 3 during purely electric driving, thereby avoiding drag losses. The gear ratio at the gear set level R4 can be designed to suit the electric machine 3 independently of the combustion engine 7.Otherwise, the hybrid transmission devices 1 correspond to . Fig. 13 and Fig. 12. The design of the hybrid transmission device 1 according to Fig. 13 is not in accordance with the invention.

[0068] Fig. 14a shows an eighth embodiment of a hybrid transmission device 1 according to the invention, which is essentially based on the embodiment of the hybrid transmission device 1 according to Fig. 1a. Therefore, reference is made to the explanations to Fig. 1a. The embodiment according to Fig. 14a differs from the embodiment according to Fig. 1a in that the separating clutch K0 is omitted, whereby the combustion engine 7 is always connected to the second transmission input shaft 6 via the traction mechanism 60. Due to the omission of the separating clutch K0, all purely electric driving modes are also omitted. This embodiment is particularly advantageous if the axle is to be driven in hybrid mode. In particular, the separating clutch K0 can also be omitted in all other embodiments with the separating clutch K0. Otherwise, the hybrid transmission devices 1 according to Fig. 14a and Fig. 1a.

[0069] Fig. 14b shows a switching matrix for the hybrid transmission device 1 according to Fig. 14a. The switching matrix according to Fig. 14b is based on the switching matrix according to Fig. 1b. Therefore, reference is made to the explanations Fig. 1b. The switching matrix according to Fig. 14b differs from the switching matrix according to Fig. 1b by eliminating the K0 clutch. This also eliminates all purely electric driving modes E1, E2, E3 and EZ. The switching positions of the remaining switching elements A, B, C and K3 for the driving modes V1, V2.1, V2.2, V2.3, V3, EDA1, EDA2 and LiN remain unchanged. Otherwise, the switching matrix corresponds to Fig. 14b and the switching matrix according to Fig. 1b.

[0070] Fig. 15 shows a ninth embodiment of a hybrid transmission device 1 according to the invention, which is essentially based on the embodiment of the hybrid transmission device 1 according to Fig. 3. Therefore, reference is made to the explanations to Fig. 3 and Fig. 1a. The embodiment according to Fig. 15 differs from the embodiment according to Fig. 3 in that a brake BR is provided instead of a separating clutch K0. The brake BR is a frictionally engaged switching element which is designed to non-rotatably connect the output shaft 62 of the internal combustion engine 7 and thus also the gear 63 to a housing G of the hybrid transmission device 1. It is advantageous that the brake BR enables two electric gears to be realized, one of these gears having a high gear ratio. When the brake BR and switching element A are closed, an electric gear with a high gear ratio is realized for the electric machine 3. When the brake BR and switching element C are closed, a further electric gear is realized with a lower gear ratio than the first electric gear. The traction means 60 does not rotate during electric driving and is held stationary by the brake BR.To start the internal combustion engine 7 from an electric driving mode, first the clutch A is opened, then the electric machine 3 is brought to zero speed, after which the switching element K3 is closed, and subsequently the brake BR is released. This creates the driving mode LiN, in which the internal combustion engine 7 can be started and in which a direct transition to one of the gears V1, V2.2 and V3 is possible. In particular, the separating clutch K0 can be replaced by the brake BR in all exemplary embodiments. The brake BR can alternatively also be arranged on the second transmission input shaft 6. Otherwise, the hybrid transmission devices 1 according to . Fig. 15 and Fig. 3. Reference symbol 1 hybrid transmission device 2 Gear arrangement 3 Electric machine 4 spur gears 5 first transmission input shaft 6 second transmission input shaft 7 Combustion engine 8 Differential 9a first side wave 9b second side wave 10 Countershaft 11 planetary gears 12 Sun gear 13 ring gear 14 planet carriers 15 Planet gear 16 Planetary gear 22 Fixed gear 24 fixed gear 26 fixed gear 28 fixed gear 32-speed idler gear 34-speed idler gear 36-speed loose wheel 38-speed loose wheel 40 fixed gear 41 Gear section 60 traction devices 61 gear 62 Output shaft 63 gear 64 Damping device 70 intermediate gear 71 Rotor shaft 72 fixed gear 73 gear 100 motor vehicles 101 Wheel 102 wheels 103 bikes 104 wheels 105 second electric machine K0 separating clutch K3 clutch BR Brake G Housing A clutch B clutch C clutch D clutch DS1 double switching element DS2 double switching element G1 forward gear G2 forward gear G3 forward gear G4 forward gear R1 wheelset level R2 wheelset level R3 wheelset level R4 wheelset level V1 first combustion engine driving mode V2.1 second combustion engine driving mode V2.2 second combustion engine driving mode V2.3 second combustion engine driving mode V3 third combustion engine driving mode V4 fourth combustion engine driving mode E1 first electric driving mode E2 second electric driving mode E3 third electric driving mode EZ additional electric driving mode EDA1 first electrodynamic starting mode EDA2 second electrodynamic starting mode LiN driving mode charging in neutral

Claims

[1] Hybrid transmission device (1) for a motor vehicle (100), comprising a transmission arrangement (2) and at least one electric machine (3), wherein the transmission arrangement (2) is designed as a gear change transmission and has at least one planetary gear (11) with a sun gear (12), a ring gear (13) and a planet carrier (14) as well as a spur gear (4), wherein the transmission arrangement (2) has at least one first transmission input shaft (5) for connecting the electric machine (3) arranged axially parallel thereto, at least one second transmission input shaft (6) for connecting an internal combustion engine (7) arranged axially parallel thereto, a differential (8) arranged coaxially to the two transmission input shafts (5, 6) with a first side shaft (9a) and a second side shaft (9b) as well as exactly one countershaft (10), wherein the two side shafts (9a, 9b) are arranged for connecting a respective wheel (101,102) of the motor vehicle (100) and the second side shaft (9b) is guided axially through the two transmission input shafts (5, 6), wherein the countershaft (10) is arranged to connect the differential (8) and is arranged axially parallel to the two transmission input shafts (5, 6), , characterized by that the differential (8) is arranged in a first axial end section of the transmission arrangement (2) and the connection of the electric machine (3) is arranged in a second end section of the transmission arrangement (2) opposite to the first axial end section. [2] Hybrid transmission device (1) according to claim 1, wherein the spur gear transmission (4) has at least three to at most four forward gear stages (V1, V2, V3, V4). [3] Hybrid transmission device (1) according to claim 2, wherein the spur gear transmission (4) has exactly one gear set plane (R1, R2, R3, R4) for each forward gear stage (V1, V2, V3, V4). [4] Hybrid transmission device (1) according to one of the preceding claims, wherein only fixed gears (22, 24, 26, 28) are arranged on both transmission input shafts (5, 6). [5] Hybrid transmission device (1) according to one of the preceding claims, wherein exclusively gear idler gears (32, 34, 36, 38) are arranged on the countershaft (10). [6] Hybrid transmission device (1) according to one of the preceding claims, with a clutch (K3) for blocking the planetary gear (11), wherein the clutch (K3) is arranged coaxially to the two transmission input shafts (5, 6). [7] Hybrid transmission device (1) according to one of the preceding claims, comprising a separating clutch (K0) which is designed to decouple the hybrid transmission device (1) from the internal combustion engine (7). [8] Hybrid transmission device (1) according to claim 7, wherein at most the separating clutch (K0) is designed as a frictional switching element. [9] Hybrid transmission device (1) according to claim 7 or 8, wherein the separating clutch (K0) is formed either coaxially to the two transmission input shafts (5, 6) or coaxially to the internal combustion engine (7). [10] Hybrid transmission device (1) according to one of the preceding claims, wherein the electric machine (3) is connected either to the sun gear (12) or to the ring gear (13) of the planetary gear (11). [11] Hybrid transmission device (1) according to claim 10, wherein the electric machine (3) is connected to the sun gear (12) or the ring gear (13) via at least one intermediate gear (70). [12] Hybrid transmission device (1) according to one of the preceding claims, wherein the internal combustion engine (7) is adapted to be connected to the second transmission input shaft (6) via a traction means (60). [13] Motor vehicle (100) with an internal combustion engine (7) and a hybrid transmission device (1) according to one of claims 1 to 12, wherein the internal combustion engine (3) is arranged axially parallel to the electric machine (3) of the hybrid transmission device (1).

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