Hybrid transmission device and motor vehicle with a hybrid transmission device

Abstract

Hybrid transmission device (1) for a motor vehicle (100), comprising • at least one first transmission input shaft (2) for connecting an internal combustion engine (3), • at least one second gearbox input shaft (4) for connecting a rotor of a first electric machine (5), • a superimposed transmission (6) arranged axially parallel to the first transmission input shaft (2) and to the second transmission input shaft (4) and configured for connecting the first electric machine (5), wherein the superimposed transmission (6) has at least one first planetary gear set (P1), wherein the respective planetary gear set (P1) has a sun gear (P11), a ring gear (P12) and a planet carrier (P13) with planet gears (P14) rotatably arranged thereon, • a reduction stage (7) with at least a first spur gear pair (ST1) and a second spur gear pair (ST2) for connecting the superimposed transmission (6) to a differential (8), wherein the differential (8) has a first side shaft (9a) and a second side shaft (9b), each of which is configured to connect a wheel of the motor vehicle, wherein the second side shaft (9b) extends axially at least through the superimposed transmission (6), and • at least one first switching element (A), one second switching element (B) and one third switching element (C) for realizing electrodynamic starting as well as a purely electric or hybridized drive of the motor vehicle, • characterized by a multi-speed transmission (14) which is operatively connected on the input side to the first transmission input shaft (2) and on the output side to a countershaft (13) of the reduction stage (7).

Description

[0001] The invention relates to a hybrid transmission device for a motor vehicle. Furthermore, the invention relates to a motor vehicle with such a hybrid transmission device.

[0002] DE 10 2013 215 114 A1 discloses a hybrid drive for a motor vehicle comprising an internal combustion engine with a drive shaft, an electric motor with a rotor, an automated manual transmission in countershaft design with an input shaft and at least one output shaft, and a planetary superposition gearing with two input elements and one output element. The input shaft of the manual transmission is connectable to the drive shaft of the internal combustion engine via a controllable separating clutch, and the input shaft is connectable to the output shaft via several selectively switchable spur gear stages. The drive shaft of the internal combustion engine and the rotor of the electric motor are driveably connected to the output shaft of the manual transmission via the superposition gearing. The superposition gearing is arranged coaxially above a free end of the output shaft.The first input element of the superposition gearing is also non-rotatably connected to a hollow shaft arranged coaxially above the output shaft. This hollow shaft can be non-rotatably connected to an idler gear of the immediately axially adjacent spur gear stage of the manual transmission via a coupling switching element for coupling the combustion engine, and can be non-rotatably connected to the second input element or the output element of the superposition gearing via a bridging switching element for bridging the superposition gearing. Alternatively, to bridge the superposition gearing, the second input element of the superposition gearing can be connected to the output element of the superposition gearing via a bridging switching element, whereby the second input element of the superposition gearing is permanently connected to the rotor of the electric motor and the output element of the superposition gearing is non-rotatably connected to the output shaft.

[0003] Furthermore, DE 10 2016 120 971 A1 discloses a hybrid transmission device comprising a first transmission input shaft for connecting an internal combustion engine, a second transmission input shaft for connecting a rotor of a first electric motor, a superposition gear, a countershaft stage, and at least three shifting elements. The superposition gear is arranged axially parallel to the first transmission input shaft and the second transmission input shaft and has a planetary gear set with a sun gear, a ring gear, and a planet carrier. The countershaft stage comprises a first spur gear pair and a second spur gear pair for connecting the superposition gear to a differential.

[0004] Further hybrid transmission devices also emerge from DE 10 2017 220 168 A1, DE 10 2005 035 406 A1, DE 10 2017 221 775 A1 and DE 10 2019 215 196 A1.

[0005] The object of the invention is to achieve an alternative design of a generic hybrid transmission device. 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.

[0006] A hybrid transmission device according to the invention for a motor vehicle has at least one first transmission input shaft for connecting an internal combustion engine, at least one second transmission input shaft for connecting a rotor of a first electric machine, a superposition gear arranged axially parallel to the first transmission input shaft and to the second transmission input shaft and configured to connect the first electric machine, wherein the superposition gear has at least one first planetary gear set, wherein the respective planetary gear set has a sun gear, a ring gear, and a planet carrier with planetary gears rotatably arranged thereon, a countershaft stage with at least one first spur gear pair and a second spur gear pair for connecting the superposition gear to a differential, wherein the differential has a first side shaft and a second side shaft, each configured to connect a wheel of the motor vehicle,wherein the second side shaft extends axially at least through the superposition gear, and at least a first switching element, a second switching element and a third switching element for realizing an electrodynamic start and a purely electric or hybridized drive of the motor vehicle.,

[0007] The internal combustion engine is preferably connected directly to the first transmission input shaft, wherein the first transmission input shaft is in particular coupled to a crankshaft of the internal combustion engine or connected in one piece. Furthermore, the first electric motor is preferably connected directly to the second transmission input shaft. The second transmission input shaft is in particular coupled to a rotor of the first electric motor or connected in one piece.

[0008] In one embodiment, the drive power generated by the internal combustion engine and / or the first electric motor is combined or superimposed in the superposition gearing and transmitted via the output of the superposition gearing to the countershaft stage and from there to the differential. The drive power is divided in the differential between the two side shafts and transmitted to a drive wheel of the motor vehicle that is operatively connected to the respective side shaft. It is conceivable to divert at least part of the drive power with a specific gear ratio directly from the internal combustion engine and / or the respective electric motor to the countershaft stage by switching a corresponding switching element.

[0009] In this context, the term “operatively connected” or “operative connection” refers in particular to a non-switchable connection between two components which is intended for the permanent transmission of a rotational speed and / or a torque. The connection can be direct, i.e. immediately, or indirect, for example via a fixed gear ratio. The connection can be made, for example, via a fixed shaft, a gear toothing, in particular a spur gear toothing, and / or a belt or traction device, in particular chains or toothed belts. In the case of an indirect connection, another component can be arranged between the two components. For example, further shafts and / or gears can be operatively arranged between two shafts. An operative connection is understood in particular to be a drive connection.

[0010] The term “at least indirectly” means that two components are (actively) connected to one another via at least one further component arranged between the two components or are directly and thus immediately connected to one another.

[0011] The superposition gearing is a planetary gearing with at least one planetary gear set, wherein the operatively connected components of the superposition gearing, in particular the ring gear, the sun gear, and the planet carrier, of at least the first planetary gear set are designed as hollow shafts or ring gears, so that the second side shaft of the differential can be guided axially through the superposition gearing. The differential can be designed, for example, as a ball differential, spur gear differential, or planetary gear differential. The side shafts are arranged together on an output axle, with a countershaft of the countershaft stage, the first transmission input shaft, and the second transmission input shaft being arranged axially parallel to the output axle. Thus, the differential and the superposition gearing are also arranged on or coaxial with the output axle.Thus, the combustion engine and the respective electric motor are arranged axially parallel to the output axle.

[0012] Depending on the switching position of the switching elements, the superposition gear can provide at least a purely electric drive for the motor vehicle, with only the drive power of the respective electric motor being transferred to the output. In particular, at least one forward gear and one reverse gear can be implemented by means of the respective electric motor in a first switching position of the switching elements. By means of the first electric motor, in particular an electrodynamic starting mode (hereinafter also referred to as EDA or EDA mode) can be implemented when driving forward. Likewise, by appropriately switching the switching elements, a hybridized drive of the motor vehicle can be achieved, in which both the drive power of the respective electric motor and the drive power of the combustion engine are transferred to the output.The superposition gear is advantageously positioned on the differential axle, thus saving space.

[0013] Preferably, the first shifting element, in the closed state, is provided for drivingly connecting the ring gear or the sun gear of the first planetary gear set of the superposition gearing to the internal combustion engine. According to one exemplary embodiment, the first transmission input shaft is operatively connected to the first shifting element at least via a first traction means or via at least one first intermediate gear. The first shifting element is particularly designed, in the closed shifting state, to connect the internal combustion engine, in particular via its connection, i.e. the first traction means or the first intermediate gear, either to the ring gear of the planetary gear set of the superposition gearing or to the sun gear of the planetary gear set of the superposition gearing. Preferably, the first transmission input shaft is connected via a fixed gear ratio or a first gear ratio stage, comprising the first traction means orThe first intermediate gear is connected or connectable to the sun gear or the ring gear of the superposition gear, depending on the shift position of the first shift element. In both cases, the output of the superposition gear is preferably via the planet carrier of the first planetary gear set of the superposition gear. This allows for reduced weight and installation space, particularly through increased flexibility and compactness.

[0014] In particular, an electrodynamic starting mode of the motor vehicle can be switched by means of the first switching element. If the ring gear of the superposition gear is operatively connected to the combustion engine when the first switching element is closed, and conversely, the sun gear of the superposition gear is operatively connected to the first electric motor, a classic EDA gear set connection is present. The advantage of this is the comparatively low support torque. In contrast, an alternative embodiment of the device provides an inverse EDA gear set connection, namely if the sun gear of the superposition gear is operatively connected to the combustion engine when the first switching element is closed, and at the same time the ring gear of the superposition gear is operatively connected to the first electric motor.The main advantage of the inverse EDA wheelset connection is that the first electric motor can be driven at a low compensating speed in EDA mode. The drive can be hybridized with the first switching element closed.

[0015] In this context, a “switching element” is understood to mean a unit with at least two coupling elements and a switching means which is intended to establish a switchable connection between the at least two coupling elements. The switching element is designed in such a way that it is possible to switch between a closed state and an open state by means of the switching means. In the closed state of the respective switching element, a drive power, in particular a speed and / or a torque, is transmitted from a first component to the second component, or vice versa. The two components are therefore drivingly connected or coupled or connected in a rotationally fixed manner. In the open state of the respective switching element, on the other hand, no drive power is transmitted from the first component to the second component, or vice versa. The two components are therefore not connected or coupled orconnected in a rotationally fixed manner. In the open state, the respective switching element is in a neutral position. Depending on its design, the switching element can also have more than two coupling elements, wherein at least one further coupling element can be provided to achieve a rotationally fixed connection by generating a frictional or a positive connection. A “coupling element” is to be understood in particular as an element of the switching element that is permanently connected in a rotationally fixed manner to a transmission element, such as a shaft, an idler gear and / or a fixed gear. Furthermore, the term “coupling element” is to be understood as an axially and radially fixed element that is provided for a frictional, non-positive and / or positive connection with a switching means, such as an idler gear which has a toothing for connection to the switching means, or a disk carrier of a frictional switching unit.A “switching means” of a switching element is to be understood in particular as an element which is permanently connected in a rotationally fixed but axially and / or radially movable manner to one of the coupling elements and which is provided for a frictional, force-locking and / or positive connection with at least one further coupling element, such as, for example, a sliding sleeve of a switching element designed as a positive-locking switching element or an axially movable friction plate of a switching element designed as a frictional-locking switching element.

[0016] Preferably, the respective switching element is a positive-locking switching element. A "positive-locking switching element" is understood, in particular, to mean a switching element that has teeth and / or claws for connecting its coupling elements or for connecting its coupling element. These teeth engage with each other in a positive-locking manner to establish a rotationally fixed connection, wherein the transmission of a power flow in a fully closed state occurs at least primarily through a positive connection.

[0017] The shifting elements can generally be designed with frictional or positive engagement. The terms "axial" and "radial" refer in particular to the main rotational axis. This allows for particularly advantageous shifting capabilities. In particular, an electric or hybridized gear can be provided by appropriately switching the shifting elements, whereby the efficiency of the hybrid transmission device can be increased by a suitable combination of shifting elements to form dual shifting units.

[0018] According to the invention, the hybrid transmission device comprises a multi-speed transmission, which is operatively connected on the input side to the first transmission input shaft and on the output side to a countershaft of the countershaft stage. The first gear ratio, comprising the first traction mechanism or the first intermediate gear, is preferably connected between the first transmission input shaft and the transmission input of the multi-speed transmission, so that the axially parallel arrangement of the internal combustion engine with respect to the superposition transmission and the countershaft stage can be realized. Thus, the internal combustion engine is at least indirectly connected to the transmission input of the multi-speed transmission. The multi-speed transmission is at least indirectly connected to the countershaft stage at its transmission output, so that the drive power of the internal combustion engine can be transmitted directly to the countershaft stage. At the same time, the superposition transmission is bypassed.Thus, the multi-speed transmission can be configured with exactly one transmission input and exactly one transmission output, with the multi-speed transmission preferably being connected between the first transmission input shaft and the countershaft of the countershaft stage. If no multi-speed transmission is provided, the hybrid transmission device is to be understood as a single-speed transmission.

[0019] The multi-speed transmission is intended to implement the drive of the motor vehicle in several gear stages with different gear ratios. The multi-speed transmission can have a clutch designed to decouple the multi-speed transmission from the drive train, in particular two drive-connectable components of the transmission. When an internal combustion engine drive of the motor vehicle is required, the drive power of the combustion engine is then directed via the first gear stage into the superposition transmission by appropriate switching of the shift elements and thus not transmitted via the multi-speed transmission to the countershaft stage. By means of the multi-speed transmission, at least one further gear stage can be implemented, which implements a gear ratio different from that of the superposition transmission.

[0020] Depending on which of the elements, ring gear or sun gear of the superposition transmission, is operatively connected to the internal combustion engine by means of the first shifting element, the second transmission input shaft is operatively connected to the sun gear or the ring gear of the first planetary gear set of the superposition transmission at least via a second gear ratio stage, comprising a second traction means and / or via at least one second intermediate gear. If the internal combustion engine is rotationally fixedly connected to the sun gear of the first planetary gear set of the superposition transmission via the first shifting element, the second transmission input shaft is operatively connected to the ring gear of the first planetary gear set of the superposition transmission at least via the second gear ratio stage. For this purpose, the ring gear of the first planetary gear set in this case preferably has a fixed gear connected to it in a rotationally fixed manner, which can be driven in rotation at least indirectly by the second traction means or the second intermediate gear.Alternatively, if the internal combustion engine is rotationally fixedly connected to the ring gear of the first planetary gear set of the superposition transmission via the first shifting element, the second transmission input shaft is operatively connected to the sun gear of the first planetary gear set of the superposition transmission at least via the second gear ratio stage. For this purpose, the sun gear preferably has a fixed gear connected rotationally fixedly to it, which can be driven at least indirectly by the second traction means or the second intermediate gear. Thus, a fixed gear ratio, in particular the second gear ratio stage, is arranged in the power flow between the second transmission input shaft and the sun gear or the ring gear of the first planetary gear set of the superposition transmission. The first electric machine is preferably designed to be inseparable from the drive train, i.e., without a shifting element arranged therebetween that can decouple the first electric machine from the output.In the aforementioned cases, the output is preferably provided via the planetary carrier of the first planetary gear set of the superposition gear. This allows for reduced weight and installation space, particularly through increased flexibility and compactness.

[0021] A "planetary gear set" is understood to mean, in particular, a unit comprising a sun gear, a ring gear, and several planetary gears guided by a planetary carrier on a circular path around the sun gear. Advantageously, each planetary gear set has exactly one stationary gear ratio.

[0022] "Direct" refers to a direct connection of the elements without the interposition of switchable coupling elements and / or gears or gear stages. "Intended" refers, in particular, to something specifically designed and / or specially equipped. The fact that an object is intended for a specific function means, in particular, that the object fulfills and / or performs this specific function in at least one application and / or operating state.

[0023] A "transmission input shaft" is understood to mean a transmission element that is at least structurally designed for a rotationally fixed connection to the drive unit, in particular to a crankshaft of the internal combustion engine and / or a rotor of the respective electric motor. A "transmission element" is understood to mean, in particular, a configuration that is intended for a permanent rotationally fixed connection between components of the transmission, in particular gears, shafts, and / or coupling elements.

[0024] By appropriately designing the hybrid transmission device, a particularly compact design can be achieved, especially if the hybrid transmission device includes a countershaft stage. This allows for optimal use of the installation space between the combustion engine, the at least first electric motor, the superposition gear, and the differential.

[0025] In addition to the two spur gear pairs, the countershaft stage comprises a rotatably mounted countershaft arranged parallel to the first transmission input shaft, the second transmission input shaft, the differential, and the superposition gearing. The first spur gear pair comprises a first gear arranged on the countershaft in a rotationally fixed manner and a second gear meshing with the first gear, wherein the second spur gear pair comprises a third gear also arranged on the countershaft in a rotationally fixed manner and axially spaced from the first gear, as well as a fourth gear meshing with the third gear. Consequently, two gears are arranged on the countershaft as fixed gears at an axial spaced apart position. The second gear meshing with the first gear is operatively connected to the differential. The fourth gear meshing with the third gear is preferably operatively connected at least indirectly to the planet carrier of the superposition gearing.In other words, the planetary carrier of the superposition gearing is operatively connected to the second spur gear pair of the countershaft stage. Preferably, the planetary carrier of the superposition gearing is rotationally fixedly connected to the fourth gear of the second spur gear pair, wherein an (intermediate) shaft may be arranged between the planetary carrier and the fourth gear. Furthermore, the planetary carrier of the superposition gearing is preferably permanently rotationally fixedly connected to the fourth gear of the second spur gear pair. The countershaft of the countershaft stage is to be understood in particular as a transmission output shaft, which combines or sums up the drive power coming from the respective electric motor and / or the combustion engine and transmits it to the differential.

[0026] "Rotatably connected" refers in particular to a connection between two components in which a power flow is transmitted over a complete revolution, averaged with an unchanged torque, an unchanged direction of rotation, and / or an unchanged speed. Relative rotation of the components connected in a rotationally fixed manner is blocked in a rotationally fixed connection. "Permanently connected in a rotationally fixed manner" refers in particular to a non-switchable connection between two components which transmits the unchanged speed and torque averaged over a complete revolution. This makes it possible, in particular, to provide an advantageously compact arrangement.

[0027] The second shifting element is preferably designed, in the closed state, to connect the ring gear or the sun gear of the first planetary gear set of the superposition gearing to a housing. Depending on the connection of the combustion engine to the superposition gearing, the ring gear or the sun gear of the superposition gearing can be arranged fixed to the housing when the second shifting element is closed. This advantageously allows for a short electric gear. At the same time, the first shifting element is in the open state, enabling a purely electric drive of the motor vehicle by means of the first electric motor.

[0028] Preferably, the third shifting element is configured to lock the first planetary gear set of the superposition transmission. This allows a second electric gear to be achieved particularly advantageously. Various locking variants are feasible. In the closed state, the third shifting element can be provided to rotationally connect, i.e., lock, the planet carrier to the ring gear, the planet carrier to the sun gear, or the ring gear to the sun gear. Depending on the switching position of the first shifting element, a hybridized or purely electric drive can be achieved when the third shifting element is closed.

[0029] Preferably, two of the switching elements are combined to form a double switching unit. According to one embodiment, the first and second switching elements are designed as a double switching unit, wherein the double switching unit can be actuated in particular by means of an actuator, thereby saving components, in particular actuators, installation space, weight, and costs.

[0030] Furthermore, at least two of the shifting elements are preferably arranged axially between the connection of the first transmission input shaft and the first planetary gear set of the superposition gearing. The connection of the first transmission input shaft is to be understood in particular as a first gear ratio stage designed as a fixed ratio between the first transmission input shaft and the ring gear or sun gear of the superposition gearing arranged axially parallel thereto, comprising the first traction means or the at least first intermediate gear, with the first shifting element arranged therebetween. The first traction means or the at least first intermediate gear is provided for the at least indirect transmission of drive power between the first transmission input shaft and the ring gear or the sun gear of the superposition gearing, provided the first shifting element is closed.The connection of the second transmission input shaft is understood to mean, in particular, a second gear ratio stage designed as a fixed ratio between the second transmission input shaft and the ring gear or sun gear of the superposition gearing arranged axially parallel thereto, comprising the second traction means or the at least second intermediate gear. The second traction means or the at least second intermediate gear is provided for the at least indirect transmission of drive power between the second transmission input shaft and the ring gear or sun gear of the superposition gearing. Alternatively, the connection of the first transmission input shaft is arranged axially between at least two of the shifting elements and the first planetary gear set of the superposition gearing.The axial sequence of the components of the hybrid transmission device along an output axis can be adapted as desired to the available installation space and the requirements of the hybrid transmission device in order to realize a space-saving design of the hybrid transmission device.

[0031] According to one exemplary embodiment, the hybrid transmission device preferably has at least a third transmission input shaft for connecting a rotor of a second electric machine, wherein the third transmission input shaft is operatively connected to the first transmission input shaft or is operatively connectable via a shifting element designed as a separating clutch, wherein the separating clutch is configured to decouple the hybrid transmission device from the internal combustion engine. The third transmission input shaft is preferably arranged axially parallel to the output axle, the countershaft, and the respective axle of the first and second transmission input shafts. In particular, the third transmission input shaft is operatively connectable to the first transmission input shaft via a shifting element designed as a separating clutch, wherein the separating clutch is configured to decouple the hybrid transmission device from the internal combustion engine.The third transmission input shaft is preferably arranged axially parallel to the output axle, the countershaft axle and the respective axle of the first and second transmission input shaft.

[0032] Analogous to the internal combustion engine and / or the first electric machine, the second electric machine can be connected to the output via a third gear stage configured as a fixed gear ratio, comprising a third traction mechanism or at least a third intermediate gear. Preferably, the second electric machine is connected to the first transmission input shaft via the third traction mechanism or at least the third intermediate gear. For this purpose, a fixed gear can be arranged on the first transmission input shaft, which is operatively connected to the third traction mechanism or the at least third intermediate gear. The second electric machine is preferably configured as a starter generator, in particular as an HV starter generator.

[0033] The separating clutch can be arranged between the connection of the second electric machine and the combustion engine in such a way that the combustion engine can be decoupled from the output and the second electric machine can be used simultaneously, even when the combustion engine is deactivated or switched off, in particular with the first shifting element closed. Thus, in this case, the first shifting element, in the closed state, is intended to effectively connect the ring gear or the sun gear of the first planetary gear set of the superposition gear to the second electric machine. According to one exemplary embodiment, the third transmission input shaft is operatively connected to the first transmission input shaft via the third traction means or the at least third intermediate gear, and subsequently to the first shifting element via the first traction means or the at least first intermediate gear.

[0034] The system can generally also be operated without a separating clutch, especially if the hybrid transmission device has a multi-speed transmission with a clutch element with a neutral position. Nevertheless, the inclusion of a separating clutch in the device can be advantageous, particularly for functional safety reasons. Depending on the requirements, the separating clutch can be designed as a positive-locking or friction-locking shifting element.

[0035] The invention includes the technical teaching that the hybrid transmission device has a gearshift transmission arranged axially parallel to the first transmission input shaft, wherein the gearshift transmission has at least a third spur gear pair and at least a fourth shifting element for shifting the hybrid transmission device between at least two gear stages. If a gearshift transmission is provided, one or more internal combustion engine, electric, or hybridized gears can be implemented. At the same time, the previously described multi-speed transmission can be dispensed with. By providing a fourth shifting element, a two-speed transmission or a two-speed drive of the motor vehicle can be implemented.

[0036] In principle, the gear change transmission can be arranged arbitrarily within the hybrid transmission device. In particular, the gear change transmission can be arranged coaxially with the countershaft of the countershaft stage and thus axially parallel to the output shaft as well as to the first, second, and third transmission input shafts. Alternatively, the gear change transmission can be arranged coaxially with the output shaft and thus axially parallel to the countershaft axis and to the first, second, and third transmission input shafts.

[0037] The gear change transmission can be arranged in the power flow between the first transmission input shaft and the countershaft, wherein switching the fourth shift element from an open state to a closed state with the first shift element simultaneously open results in direct introduction of the drive power of the second electric motor and, if applicable, of the combustion engine to the countershaft stage. The superposition transmission can be bypassed, wherein a second gear ratio can be set by means of the gear change transmission, which differs from the first gear ratio of the superposition transmission. A fifth gear of the third spur gear pair, designed as a fixed gear, can be connected in a rotationally fixed manner to a hollow shaft or intermediate shaft operatively connected to the first shift element, wherein the fifth gear is thus arranged coaxially to the output axis.The fifth gear can mesh with a sixth gear of the third spur gear pair arranged coaxially to the countershaft, which is operatively connected to the fourth shifting element, wherein a rotationally fixed connection is formed between the sixth gear and the countershaft of the countershaft stage by closing the fourth shifting element.

[0038] A first gear is present, for example, when the fourth shift element is open and the first shift element is closed. At the same time, the third shift element is also closed. A second gear is present, for example, when the third shift element is closed, the fourth shift element is closed and the first shift element is open. During a shift operation between the two gears, the first electric machine can transfer drive power via the superposition gear to the countershaft gear, so that a tractive force is maintained at the transmission output during a shift operation between two gears. Thus, output-assisted powershifting can be achieved by appropriate control of the first electric machine. The two gears differ in that they have a different gear ratio at the transmission output. In particular, the second gear orthe second gear stage, i.e. when the fourth switching element is closed, is shorter than the first gear or the first gear stage when the first switching element is closed.

[0039] According to one embodiment, the gearshift transmission has a fifth shifting element for shifting the hybrid transmission device between at least three gear stages. By providing a fifth shifting element, a three-speed transmission or a three-speed drive of the motor vehicle can be realized. The gearshift transmission preferably has a fourth spur gear pair. By combining the third and fourth spur gear pairs, a second countershaft stage can be realized. In a closed state, the fourth shifting element can connect the gear of the third or fourth spur gear pair in a rotationally fixed manner to an element of the superposition transmission, in particular the ring gear or the sun gear of the first planetary gear set of the superposition transmission, or the countershaft stage. The fifth shifting element can be arranged separately in the hybrid transmission device.Alternatively, the fifth shifting element can be configured together with the fourth shifting element as a double shifting unit, wherein this double shifting unit can be actuated in particular by means of a separate actuator, thereby saving components, in particular actuators, installation space, weight, and costs. Preferably, the fifth shifting element is arranged coaxially with the countershaft and, when engaged, implements a third gear stage with a third transmission ratio, particularly when the first and fourth shifting elements are engaged simultaneously. The previously described second countershaft stage can also be supplemented with the fifth shifting element.

[0040] At least one, preferably several, and preferably all shift elements of the hybrid transmission device are designed to be positively engaged. The components to be coupled to one another by positively engaged shift elements are synchronized with one another during the closing of the respective shift element. This is achieved in particular by the internal combustion engine and / or the second electric motor. Alternatively, a frictionally engaged design of one, several, or all shift elements is conceivable.

[0041] If the respective traction means of the hybrid transmission device is a belt means, such as a chain or a toothed belt, weight and installation space can be saved while simultaneously increasing flexibility. The respective traction means can be provided to drive-connect the first transmission input shaft, preferably the combustion engine operatively connected thereto, to the superposition gearing or the countershaft stage and / or to drive-connect the second transmission input shaft, preferably the first electric motor operatively connected thereto, to the superposition gearing and / or to drive-connect the third transmission input shaft, preferably the second electric motor operatively connected thereto, to the superposition gearing. The transmission input is preferably a hollow shaft that is operatively connected to the first shifting element.Fixed or loose gears can be arranged on this hollow shaft, which are designed, for example, to connect the second countershaft or for operative connection with the fourth and / or fifth shift element, with the second side shaft of the differential passing through the hollow shaft. For the connection of the respective electric motor, various connections that would be considered appropriate by a person skilled in the art are conceivable, such as a coaxial connection directly on the shaft, an axially parallel connection via a gear chain, an axially parallel connection via a chain, or an axially parallel connection via a belt.

[0042] The hybrid transmission device according to the type described above can be used in a motor vehicle, wherein the motor vehicle has an internal combustion engine and at least one first electric machine, preferably also a second electric machine. The internal combustion engine is arranged axially parallel to the respective electric machine and to the respective output axle. The motor vehicle is therefore a hybrid-driven vehicle that can be driven either purely electrically by the first electric machine or in combination with an internal combustion engine in a hybrid drive. Preferably, the hybrid transmission device is arranged transversely to the vehicle's longitudinal axis or to the vehicle's longitudinal direction, so that the wheels of one axle of the vehicle can be arranged at least indirectly at the ends of the side shafts of the differential. The motor vehicle is in particular an automobile (e.g.a passenger car weighing less than 3.5 t), a bus, or a truck (buses and trucks, for example, weighing more than 3.5 t). The hybrid transmission device according to the invention is operatively arranged on at least one of the axles of the motor vehicle, with the wheels of this axle being drivable according to the above explanations. It is conceivable that several or all axles of the motor vehicle have a respective hybrid transmission device according to the type described above.

[0043] The above definitions as well as statements regarding technical effects, advantages, and advantageous embodiments of the hybrid transmission device according to the invention also apply mutatis mutandis to the motor vehicle according to the invention, and vice versa. It is understood that features of the solutions described above or in the claims and / or figures can also be combined if necessary in order to be able to implement the advantages and effects achievable in this case cumulatively.

[0044] 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. 1 a motor vehicle with a hybrid transmission device according to the invention according to a first embodiment, Fig. 2 a hybrid transmission device according to Fig. 1, Fig. 3 a hybrid transmission device according to a second embodiment, Fig. 4 a hybrid transmission device according to a third embodiment, Fig. 5 shows a hybrid transmission device according to a fourth embodiment, Fig. 6 a hybrid transmission device according to a fifth embodiment, Fig. 7 shows a hybrid transmission device according to a sixth embodiment, Fig. 8 shows a hybrid transmission device according to a seventh embodiment, Fig. 9 shows a hybrid transmission device according to an eighth embodiment, Fig. 10 shows a hybrid transmission device according to a ninth embodiment, Fig. 11 shows a hybrid transmission device according to a tenth embodiment, Fig. 12 a hybrid transmission device according to an eleventh embodiment, and Fig. 13 a hybrid transmission device according to a twelfth embodiment.

[0045] Fig. 2 to Fig. 13 each show a hybrid drive system with a hybrid transmission device 1 in different embodiments. The hybrid transmission device 1 is according to Fig. 1 is shown in a highly simplified manner installed in a motor vehicle 100.

[0046] Fig. 1 shows the motor vehicle 100 with a first axle 19 and a second axle 20. Side shafts 9a, 9b of a differential 8 of the hybrid transmission device 1 are arranged coaxially on the second axle 20 and extend from the hybrid transmission device 1 in opposite directions to wheels 101 of the motor vehicle 100 that are operatively connected thereto. The differential distributes drive power between the two side shafts 9a, 9b so that the wheels 101 that are operatively connected thereto can be driven. The side shafts 9a, 9b of the differential 8 form the output of the hybrid transmission device 1. The side shafts 9a, 9b are connected downstream of the differential 8. The differential 8 is provided for speed compensation between the wheels 101 of the motor vehicle 100. The hybrid transmission device 1, together with an internal combustion engine 3 and two electric machines 5, 11, forms a drive train or part of the drive train of the motor vehicle 100.The following describes hybrid transmission devices 1 that enable front-transverse installation of the hybrid transmission device 1 in the motor vehicle 100. Via the internal combustion engine 3 and the two electric motors 5, 11, which are effectively connected to the transmission components of the hybrid transmission device 1 described below, an electrodynamic starting mode as well as an optionally purely electric or hybridized or internal combustion engine drive of the motor vehicle 100 are realized. The differential 8 is the differential of the front axle of the motor vehicle 100, whereby the differential 8 can also be the differential of the rear axle of the motor vehicle 100 on the first axle 19.

[0047] According to Fig. 2, an exemplary representation of a basic variant of the hybrid transmission device 1, a first transmission input shaft 2 operatively connected to the combustion engine 3, a second transmission input shaft 4 operatively connected to the first electric machine 3, and a third transmission input shaft 10 operatively connected to the second electric machine 11 are each arranged axially parallel to an output shaft 17 of the hybrid transmission device 1. The output shaft 17 is substantially coaxial with the second axis 20 according to Fig. 1. The respective electric machine 5, 11 each comprises - not further visible - a stator and a rotor, wherein the respective rotor is connected in a rotationally fixed manner to the second or third transmission input shaft 4, 10. The first transmission input shaft 2 is in this case designed in two parts, wherein a device 18 for torsional irregularity decoupling, typical for internal combustion engines and in this case embodied as a torsional vibration damper, is arranged between the two parts of the first transmission input shaft 2. These two parts are referred to collectively below as the first transmission input shaft 2. The second electric machine 11 is in this case designed as an HV starter generator.

[0048] The hybrid transmission device 1 further comprises a superposition gear 6, which is arranged coaxially to the wear axis 17 and thus axially parallel to the first transmission input shaft 2, the second transmission input shaft 4, and the third transmission input shaft 10. The superposition gear 6 here comprises a first planetary gear set P1, which includes a sun gear P11, a ring gear P12, and a planet carrier P13 with planetary gears P14 rotatably mounted thereon. Furthermore, the first transmission input shaft 2, the second transmission input shaft 4, and the third transmission input shaft 10 are each arranged axially parallel to one another. The superposition gear 6 is designed for the drive connection to the first electric machine 5 and the second electric machine 11, as well as for the situation-dependent connection to the internal combustion engine 3.

[0049] The hybrid transmission device 1 further comprises a countershaft stage 7 with a countershaft 13 arranged axially parallel to the three transmission input shafts 2, 4, 10 and the output shaft 17. The countershaft 13 is operatively connected to a first spur gear pair ST1 and a second spur gear pair ST2 of the countershaft stage 7. The first spur gear pair ST1 comprises a first gear 22, which is arranged as a fixed gear in a rotationally fixed manner on the countershaft 13, wherein the first gear 22 meshes with a second gear 23, which is operatively connected to the differential 8. A third gear 24, also arranged as a fixed gear, is arranged on the countershaft 13 and meshes with a fourth gear 25 designed as a fixed gear, wherein the fourth gear 25 is connected in a rotationally fixed manner to the planet carrier P13 via a first shaft 21 designed as a hollow shaft.The output of the superposition gear 6 is transmitted via the planet carrier P13, which is permanently connected in a rotationally fixed manner to the first shaft 21 and the fourth gear 25 of the intermediate gear stage 7. The planet carrier P13, as the transmission output of the superposition gear 6, is thus operatively connected to the output of the hybrid transmission device 1 via the intermediate gear stage 7 and the differential 8, with the first shaft 21 acting as a hollow output shaft of the superposition gear 6. The second side shaft 9b of the differential 8 extends axially through the hybrid transmission device 1, in particular through the superposition gear 6 and the first shaft 21, opposite the first side shaft 9a.

[0050] Furthermore, the hybrid transmission device 1 has at least three shifting elements. In the present example, there are exactly three, namely a first shifting element A, a second shifting element B, and a third shifting element C. By appropriately switching the shifting elements A, B, C between a first shifting state, in particular an open state, and a second shifting state, in particular a closed state, an electrodynamic start-up as well as a purely electric or hybridized drive of the motor vehicle 100 can be realized. This is explained in detail below. The three shifting elements A, B, C are designed as positive-locking shifting elements. The shifting elements A, B, C are provided for switching and / or locking the superposition gear 6, for implementing an electrodynamic start-up mode, and for switching between a purely electric and a hybridized drive.

[0051] In a closed state, the respective shift element A, B, C is provided to create a rotationally fixed connection between two coupling elements. In an open state or in a neutral position, the respective shift element A, B, C is provided to release the first coupling element relative to the second coupling element. In the present case, the shift elements A, B, C are positive-locking shift elements, with synchronization of the parts to be coupled to one another in the hybrid transmission device 1 taking place via the third electric machine 11 and / or the combustion engine 3. However, another design of the respective shift element or the synchronization of the coupling elements that would appear appropriate to a person skilled in the art would also be conceivable.

[0052] The hybrid transmission device 1 is arranged along the drive train, in particular along a power flow of the drive train, behind the internal combustion engine 3. The hybrid transmission device 1 according to Fig. 2 to Fig. 9 is a single-speed hybrid transmission with a purely electric forward gear and a purely electric reverse gear. In addition, the combustion engine 3 can be used for the combustion engine or hybrid drive of the motor vehicle 100.

[0053] The first transmission input shaft 2 is connected via a first gear ratio stage 26 designed as a traction drive and is arranged on the transmission input side of the superposition gear 6. The first transmission input shaft 2 is intended to introduce a drive torque output by the internal combustion engine 3 into the hybrid transmission device 1. The first gear ratio stage 26 has a first traction means 36, here designed as a chain, which operatively connects the first transmission input shaft 2 at least indirectly to a second shaft 29, wherein the second shaft 29 is in turn operatively connected to the first shift element A. The first traction means 36, like all other traction means mentioned here, can be a toothed belt or the like. A ninth gear 34 is arranged on the first transmission input shaft 2 as a permanently rotationally fixed fixed gear, wherein a tenth gear 35 is arranged on the second shaft 29 as a permanently rotationally fixed fixed gear.The ninth and tenth gears 34, 35 are part of the first gear ratio 26. The first traction mechanism 36 transmits the output torque between the ninth gear 34 and the tenth gear 35. When the first shifting element A is engaged, the first transmission input shaft 2 transmits a drive torque output by the internal combustion engine 3 via the first gear ratio 26, the second shaft 29, and the first shifting element A into the superposition gear 6 of the hybrid transmission device 1. The first shifting element A is operatively connected to both the first gear ratio 26 and the ring gear P12 of the superposition gear 6.

[0054] The second transmission input shaft 4, for directly connecting a rotor of the first electric motor 5, is connected via a second gear stage 27 designed as a traction drive and is also arranged on the transmission input side of the superposition gear 6. The second transmission input shaft 4 is intended to introduce a drive torque output by the first electric motor 5 into the hybrid transmission device 1, in particular into the superposition gear 6. The second gear stage 27 has a second traction mechanism 37 designed as a chain that operatively connects the second transmission input shaft 4 to a third shaft 44. An eleventh gear 39 is arranged on the second transmission input shaft 4 as a permanently non-rotatable fixed gear, with a twelfth gear 40 being arranged on the third shaft 44 as a permanently non-rotatable fixed gear. The eleventh and twelfth gears 39, 40 are part of the second gear stage 27.The second traction mechanism 37 transmits the output torque between the eleventh gear 39 and the twelfth gear 40. The third shaft 44 is here non-rotatably connected to the sun gear P11 of the superposition gear 6. Thus, the drive torque generated by the first electric motor 5 is introduced into the superposition gear 6 via the second transmission input shaft 4, the second gear ratio stage 27, and the third shaft 44.

[0055] The third transmission input shaft 10 for directly connecting a rotor of the second electric machine 11 is connected via a third gear stage 28 designed as a traction drive and is also arranged on the transmission input side of the superposition gear 6. The third transmission input shaft 10 is intended to introduce a drive torque output by the second electric machine 11 into the hybrid transmission device 1, in particular into the superposition gear 6 of the hybrid transmission device 1. The third gear stage 28 has a third traction means 38 designed as a chain that operatively connects the third transmission input shaft 10 to the first transmission input shaft 2. A thirteenth gear 41 is arranged on the third transmission input shaft 10 as a permanently rotationally fixed fixed gear, with a fourteenth gear 42 being arranged on the first transmission input shaft 2 as a permanently rotationally fixed fixed gear.The thirteenth and fourteenth gears 41, 42 are part of the third gear ratio 28. The third traction means 38 transmits the output torque between the thirteenth gear 41 and the fourteenth gear 42. Thus, a drive torque generated by the third electric machine 11 is introduced into the superposition gear 6 via the third transmission input shaft 10, the third gear ratio 28, the first transmission input shaft 2, the first gear ratio 26, the second shaft 29 and the first shift element A.

[0056] In this case, the transmission input shafts 2, 4, and 10 are each designed as solid shafts. However, another arrangement and design of the transmission input shafts 2, 4, and 10 that would be considered appropriate by a person skilled in the art would also be conceivable.

[0057] In the closed state, the first shifting element A is intended to rotationally connect the ring gear P12 of the first planetary gear set P1 of the superposition gear 6 to the second shaft 29, thus establishing an operative connection between the internal combustion engine 3 or the second electric motor 11 and the superposition gear 6. In this case, a fifth shaft 45 is arranged between the first shifting element A and the ring gear P12. The fifth shaft 45 serves as an intermediate shaft and is arranged in the power flow between the first shifting element A and the transmission input of the superposition gear 6, in this case the ring gear P12 of the superposition gear 6.

[0058] In contrast, the second shifting element B, in the closed state, is provided to rotationally connect the ring gear P12 of the first planetary gear set P1 of the superposition gear 6 to a housing G of the hybrid transmission device 1 via the fifth shaft 45. Furthermore, the third shifting element C is designed to interlock the first planetary gear set P1 of the superposition gear 6. In this exemplary embodiment, the planet carrier P13 is interlocked or rotationally connected to the sun gear P11 of the superposition gear 6. The second shifting element B and the third shifting element C are operatively arranged within a gear set formed by the planetary gear set P1. The shifting elements B, C are thus provided to establish different operative connections between the planetary gear set P1 and / or the housing G.

[0059] The housing G is formed by a transmission housing and accommodates the superposition gear 6, the shift elements A, B, C, and the intermediate gear stage 7. Furthermore, the differential 8, the internal combustion engine 3, the first electric motor 5, and / or the second electric motor 11 can also be accommodated in the housing G.

[0060] The first and second shifting elements A, B are combined here to form a double shifting unit DS1. However, it would also be conceivable to design the first and second shifting elements A, B as two individual shifting elements. The first gear ratio 26 is arranged axially between the double shifting unit DS1 and the superposition gear 6. Thus, the connection of the first transmission input shaft 2, i.e., the first gear ratio 26, is arranged axially between the double shifting unit DS1 and the first planetary gear set P1 of the superposition gear 6.According to an axial sequence along the output axis 17 within the hybrid transmission device 1, the differential 8 with the first spur gear pair ST1 of the countershaft stage 7 is arranged first, axially adjacent thereto is the connection of the second transmission input shaft 4, i.e. the second gear ratio stage 27, axially adjacent thereto is the third shifting element C, axially adjacent thereto is the second spur gear pair ST2 of the countershaft stage 7, axially adjacent thereto is the first planetary gear set P1 of the superposition gear 6, axially adjacent thereto is the connection of the first transmission input shaft 2, i.e. the first gear ratio stage 26, axially adjacent thereto is the first shifting element A and axially adjacent thereto is the second shifting element B.

[0061] An internal combustion engine drive and a hybrid drive are present when the first switching element A and the third switching element C are closed. The motor vehicle is operated by an internal combustion engine when the two electric motors 5 and 11 are controlled without load, while the internal combustion engine 3 transmits drive power to the output of the hybrid transmission device 1. The drive is hybridized when, in particular, the first electric motor 5 is operated in such a way that they each or jointly generate drive power, which is superimposed on the drive power of the internal combustion engine 3 in the superposition transmission 6.

[0062] The hybrid drive device 1 is designed here to shift two purely electric gear stages, wherein the first gear stage enables reverse travel of the motor vehicle 100 and the second gear stage enables forward travel of the motor vehicle 100 in an electrodynamic starting mode. In the first purely electric drive mode, the second shifting element B is closed. The first purely electric drive mode can be used, for example, for reverse drive of the motor vehicle 100, since in this case a shorter gear ratio is present and no electrodynamic starting mode is available. In a second purely electric drive mode, the third shifting element C is closed. The second purely electric drive mode can be used here for forward drive of the motor vehicle 100 in an electrodynamic starting mode, wherein a higher gear ratio is present in the forward drive mode.The advantage here is that, from the perspective of the first electric motor 5, both reversing and forward travel always occur with the highest possible gear ratio. If both the second shifting element B and the third shifting element C are open, an electrodynamic starting mode can be implemented when the first shifting element A is open. The combustion engine 3 is operatively connected to the ring gear P12 of the planetary gear set P1, with the first electric motor 5 supporting the drive torque of the combustion engine 3 on the operatively connected sun gear P11, and the output can be transmitted to the intermediate gear stage 7 via the planetary carrier P13.

[0063] In Fig. 3 to Fig. 13, further embodiments of the invention are shown. The following descriptions are essentially limited to the differences between the embodiments, with reference to the description of the other embodiments regarding identical components, features, and functions. The embodiments of the Fig. 3 to Fig. 13 differ from the embodiment of the Fig. 2 essentially in the design of the hybrid drive device 1, in particular in the arrangement of the components relative to one another.

[0064] Fig. 3 shows starting from Fig. 2 shows an alternative basic variant of the hybrid transmission device 1 according to a second embodiment. The hybrid transmission device 1 here has an additional multi-speed transmission 14, which is operatively connected on the input side to the first transmission input shaft 2 and on the output side to the countershaft 13 of the countershaft stage 7. The multi-speed transmission 14 can realize several forward gear stages. The multi-speed transmission 14 is operatively connected to the second shaft 29, which is non-rotatably connected to the tenth gear 35 of the first transmission stage 26 and the first shift element A. It comprises, for example, several spur gear stages and shift elements for gear formation. It is merely intended to clarify that a multi-speed transmission 14 can also be integrated into the drive train, which can set a transmission ratio depending on the operating state and transmit it directly to the countershaft stage 7.The superposition transmission 6 can be bridged when the first shifting element A is open. The multi-speed transmission 14 advantageously has a neutral position that can be realized by a clutch, in which no drive power of the combustion engine 3 is transmitted to the countershaft stage 7 and purely electric driving by means of the first electric machine 5 is possible, in particular when the first shifting element A is closed.

[0065] In this exemplary embodiment, the first and second shifting elements A, B are also combined to form a first double shifting unit DS1. However, here the first gear ratio 26 is arranged axially between the double shifting unit DS1 and the multi-speed transmission 14, with the first gear ratio 26 being arranged axially between the double shifting unit DS1 and the superposition transmission 6. Thus, the connection of the first transmission input shaft 2, i.e. the first gear ratio 26, is arranged axially between the double shifting unit DS1 and the multi-speed transmission 14. In other words, the shifting elements A and B are arranged axially between the connection of the first gear ratio 26 and the first planetary gear set P1 of the superposition transmission 6.According to an axial sequence along the output axis 17 within the hybrid transmission device 1, the differential 8 with the first spur gear pair ST1 of the countershaft stage 7 is arranged first, axially adjacent thereto is the connection of the second transmission input shaft 4, i.e. the second gear ratio stage 27, axially adjacent thereto is the third shifting element C, axially adjacent thereto is the second spur gear pair ST2 of the countershaft stage 7, axially adjacent thereto is the first planetary gear set P1 of the superposition transmission 6, axially adjacent thereto is the second shifting element B, axially adjacent thereto is the first shifting element A, axially adjacent thereto is the connection of the first transmission input shaft 2, i.e. the first gear ratio stage 26, and axially adjacent thereto is the multi-speed transmission 14.

[0066] Fig. 4 and Fig. 5 show two of the execution according to Fig. 3 alternative blocking variants of the superposition gear 6, which are realized with the third switching element C. While in Fig. 2 as well as Fig. 3 in the closed state of the third switching element C, the sun gear P11 and the planet carrier P13 are locked together, i.e. connected to each other in a rotationally fixed manner, shows Fig. 4, that the third switching element C in the closed state connects the sun gear P11 via the third shaft 44 with the ring gear P12 and the fourth shaft 45 in a rotationally fixed manner. In Fig. 5, the third switching element C, in the closed state, connects the planet carrier P13 to the ring gear P12 in a rotationally fixed manner. The axial sequence of the components of the hybrid drive device 1 is adapted to the respective conditions. Furthermore, the transmission input and the transmission output of the superposition gear 6, in particular the connection points of the combustion engine 3 and the first electric motor 5 to the superposition gear 6, are identical to Fig. 2 or Fig. 3.

[0067] According to Fig. 6 is a combination of the embodiments according to Fig. 2 and Fig. 3 shown. Fig. Figure 6 shows an alternative arrangement of the components along the output shaft 17. In this case, the double shift unit DS1 is arranged at the opposite end to the differential 8. The first gear ratio 26 is arranged axially between the double shift unit DS1 and the multi-speed transmission 14. Thus, the connection of the first transmission input shaft 2, i.e., the first gear ratio 26, is arranged axially between the multi-speed transmission 14 and the planetary gear set P1 of the superposition transmission 6.According to an axial sequence along the output axis 17 within the hybrid transmission device 1, the differential 8 with the first spur gear pair ST1 of the countershaft stage 7 is arranged first, axially adjacent thereto is the connection of the second transmission input shaft 4, i.e. the second gear ratio stage 27, axially adjacent thereto is the third shifting element C, axially adjacent thereto is the second spur gear pair ST2 of the countershaft stage 7, axially adjacent thereto is the first planetary gear set P1 of the superposition gear 6, axially adjacent thereto is the connection of the first transmission input shaft 2, i.e. the first gear ratio stage 26, axially adjacent thereto is the multi-speed transmission 14, axially adjacent thereto is the first shifting element A and axially adjacent thereto is the second shifting element B.

[0068] Fig. 7 shows a further connection variant, in this case an alternative connection of the transmission input and the transmission output of the first planetary gear set P1 of the superposition gear 6. In particular, the connections of the sun gear P11 and the ring gear P12 are swapped, with the output still being via the planet carrier P13 of the first planetary gear set P1. In this exemplary embodiment, the fourth shaft 45 is arranged between the first shifting element A and the sun gear P11. The fourth shaft 45 is permanently connected in a rotationally fixed manner to the sun gear P11 and thus represents the sun shaft. The sun gear P11 can therefore be operatively connected to the internal combustion engine 3 via the first shifting element A in order to introduce the drive power of the internal combustion engine 3 into the superposition gear 6.In contrast, the third shaft 44, which is operatively connected to the first electric machine 5, is permanently connected in a rotationally fixed manner to the ring gear P12 in order to introduce the drive power of the first electric machine 5 into the superposition gear 6 or to support the drive torque of the internal combustion engine 3.

[0069] This varied connection of the superposition gear to the drives requires an alternative arrangement of the gear components along the output axis 17. Specifically, according to an axial sequence along the output axis 17 within the hybrid transmission device 1, first the differential 8 with the first spur gear pair ST1 of the countershaft stage 7, axially adjacent to this is the connection of the second transmission input shaft 4, i.e. the second gear ratio stage 27, axially adjacent to this is the first planetary gear set P1 of the superposition gear 6, axially adjacent to this is the second spur gear pair ST2 of the countershaft stage 7, axially adjacent to this is the third shifting element C, axially adjacent to this is the second shifting element B, axially adjacent to this is the first shifting element A, axially adjacent to this is the connection of the first transmission input shaft 2, i.e. the first gear ratio stage 26, and axially adjacent to this is the multi-speed transmission 14.Compared to the classic electrodynamic starting mode according to . Fig. 2 to Fig. 6, according to this embodiment, a so-called inverse EDA mode is possible. The advantage of such a connection of the superposition gear 6 is that the first electric motor 5 is operated at a low compensating speed in the electrodynamic starting mode.

[0070] The seventh embodiment of the hybrid transmission device 1 according to Fig. 8 and the eighth embodiment of the hybrid transmission device 1 according to Fig. 9 are essentially identical to the embodiment according to Fig. 3. The difference is that a separating clutch K0 is arranged between the connection of the second electric machine 11 and the first transmission input shaft 2 of the internal combustion engine 3. This enables the second electric machine 11 to be used even when the internal combustion engine 3 is decoupled from the drive train. Just like the switching elements A, B, C, the separating clutch K0 can also be switched between an open and a closed state. Therefore, reference is made to the corresponding explanations regarding the design and operation of the switching elements A, B, C. Fig. 8, the separating clutch K0 is designed as a positive-locking switching element, analogous to the switching elements A, B, C. According to Fig. 9, the separating clutch K0 is designed as a frictional shifting element, in this case as a multi-plate clutch with pairs of plates that can be brought into frictional contact with one another. In both cases, an additional hollow shaft is provided, through which the first transmission input shaft 2 is guided axially. This allows axial installation space to be saved. However, it is conceivable to dispense with the separating clutch K0. The separating clutch K0 is optional, since the multi-speed transmission 14 typically has a neutral position and thus purely electric driving with the first electric machine 5 is possible even without the separating clutch K0. If no separating clutch K0 is provided, as in Fig. 2 to Fig. 7 and Fig. 10 to Fig. 13, the third transmission input shaft 10 is directly and inseparably connected to the first transmission input shaft 2 via the third gear stage 38.

[0071] The hybrid transmission device 1 according to Fig. 10 and Fig. 11 is a two-speed hybrid transmission that provides two gears for forward travel and one gear for reverse travel. The hybrid transmission device 1 according to Fig. 10 is essentially analogous to the hybrid transmission device 1 according to Fig. 2. In addition, the hybrid transmission device 1 has a gear change transmission 12 in order to convert the previously described single-speed transmission into a two- or multi-speed transmission, provided no additional multi-speed transmission 14 is provided. In the present case, the gear change transmission 12 is arranged axially parallel to the first transmission input shaft 2 and the output shaft 17. The gear change transmission 12 here has a third spur gear pair ST3 and a fourth shift element D. In contrast to the previous exemplary embodiments, with such a configuration of the hybrid transmission device 1, a second gear stage is added in order to drive the motor vehicle in two different gear stages, i.e., with two different transmission ratios in forward travel. The third spur gear pair ST3 thus serves as an additional spur gear stage to the two other spur gear stages of the spur gear pairs ST1, ST2 of the countershaft stage 7.The gear change transmission 12 is operatively arranged in the power flow between the second shaft 29, which is operatively connected to the first transmission input shaft 2 and the third transmission input shaft 10 via the first gear ratio 26, and the countershaft 13 of the countershaft stage 7. The third spur gear pair ST3 has a fifth gear 30, which is permanently connected in a rotationally fixed manner to the second shaft 29 arranged coaxially therewith, and a sixth gear 31 meshing with the fifth gear 30, wherein the sixth gear 31 is arranged coaxially to the countershaft 13. The sixth gear 31 is rotatably mounted as an idler gear on the countershaft 13 when the fourth shift element D is open. The fourth shift element D is arranged in a plane with the first gear ratio 26 and coaxial with the countershaft 13 and is designed as a positive shift element in a manner analogous to the shift elements A, B and C.In the closed state, the fourth shift element D is provided to connect the sixth gear 31 in a rotationally fixed manner to the countershaft 13, so that the drive power from the second shaft 29 is transmitted to the countershaft stage 7 via the third spur gear pair ST3. In other words, the fourth shift element D, in the closed state with the first shift element A simultaneously open, is provided to drive-connect the internal combustion engine 3 and the second electric machine 11 directly to the countershaft stage 7. The superposition gear 6 is thus bridged, so that a second gear ratio can be realized in a second gear stage for driving the motor vehicle 100. The second gear ratio is different from a first gear ratio of the superposition gear 6, which is present in the first gear stage.Via the superposition gear 6, only the drive power of the first electric motor 5 is transferred to the intermediate gear stage 7. During shifting between the two gear stages for forward travel, the second electric motor 5 is connected to the output and the third shift element C is closed, thereby maintaining the tractive force during the shifting process. In other words, the shifts are supported by the first electric motor 5 when the third shift element C is engaged, enabling output-supported power shifting. The third spur gear pair ST3 is arranged axially along the output axis 17 between the planetary gear set P1 and the first gear stage 26.

[0072] The hybrid transmission device 1 according to Fig. 11 differs from the hybrid transmission device 1 according to Fig. 10 in the arrangement of the fourth shift element D and in the design of the gear change transmission 12. In addition to the third spur gear pair ST3, the gear change transmission 12 has a fourth spur gear pair ST4 arranged at an axial distance therefrom. The gear change transmission 12 thus forms a second countershaft stage, which here is arranged coaxially to the first countershaft stage 7. The fourth spur gear pair ST4 has, on the one hand, a seventh gear 32, which is permanently connected in a rotationally fixed manner to a first intermediate shaft 46 arranged coaxially to the output shaft 17 and axially spaced from the second shaft 29. The first intermediate shaft 46 is designed as a hollow shaft. On the other hand, the fourth spur gear pair ST4 has an eighth gear 33 which meshes with the seventh gear 32, the eighth gear 33 being arranged coaxially to the countershaft 13. The sixth gear 31 and the eighth gear 33 are permanently connected to each other in a rotationally fixed manner via a second intermediate shaft 47.The eighth gear 32 is rotatably mounted as a loose gear on the fourth shaft 45 when the fourth shift element D is open. The fifth gear 30 and the tenth gear 35 are permanently connected to each other via the second shaft 20.

[0073] The fourth shifting element D is arranged coaxially to the output shaft 17 and, in the closed state, is intended to non-rotatably connect the fourth shaft 45 and the ring gear P12 arranged thereon in a rotationally fixed manner with the first intermediate shaft 46 and the seventh gear 32 arranged thereon in a rotationally fixed manner. When the fourth shifting element D is closed and the first shifting element A is simultaneously open, the drive power coming from the first gear stage 26 is diverted to the superposition gear 6 via the two spur gear pairs ST3, ST4. This makes it possible to realize a second gear ratio in a second gear stage that differs from a first gear ratio of a first gear stage, which occurs when the drive power coming from the first gear stage 26 is directed directly to the superposition gear 6 via the first shifting element A.The second gear ratio in the second gear stage can be adjusted by adjusting the diameters and number of teeth of gears 30, 31, 32, 33 of the spur gear pairs ST3, ST4. The output is provided according to the exemplary embodiments shown in . Fig. 2 to Fig. 9 via the superposition gear 6, the countershaft stage 7 and the differential 8. The output-supported power shift is carried out analogously to the versions according to Fig. 10.

[0074] Fig. 12 and Fig. 13 based on the examples of implementation Fig. 10 or Fig. 11 additionally provides a fifth switching element E on the gear change transmission 12, whereby the hybrid transmission device 1 can be switched between three gear stages. Thus, the hybrid transmission device 1 according to Fig. 12 and Fig. 13 a three-speed hybrid transmission, which allows three gears for forward driving and one gear for reverse driving.

[0075] According to Fig. 12, the fifth gear 30, the tenth gear 35 and the seventh gear 32 are permanently connected in a rotationally fixed manner to the second shaft 29, wherein the sixth and eighth gears 31, 33 are each arranged as a loose wheel on the countershaft 13. By closing the fourth switching element D, the sixth gear 31 is connected in a rotationally fixed manner to the countershaft 13, wherein the fifth switching element E is opened at the same time. This is realized analogously to Fig. 10 or Fig. 11 a second gear stage, whereby the superposition gear 6 is bridged. In this switching position, only the drive power of the first electric machine 5 can be transmitted to the countershaft stage 7 via the superposition gear 6. A third gear stage is achieved by closing the fifth switching element E and simultaneously opening the fourth switching element D. Due to the different diameters of the gears 30, 31, 32, 33 of the spur gear pairs ST3, ST4 in this example, different transmission ratios are also achieved here in the second and third gear stages. The power shift takes place analogously to the previous embodiments by supporting the drive torque via the first electric machine 5. In the example presented here, the fourth and fifth switching elements D, E are combined to form a second double switching unit DS2, thereby saving components and installation space.The second double switching unit DS2 is arranged coaxially to the countershaft 13.

[0076] The embodiment according to Fig. 13 is based on the embodiment according to Fig. 11, wherein the fifth shifting element E is arranged here on the second intermediate shaft 47 and thus coaxially to the countershaft 13. The second intermediate shaft 47 is arranged as a loose wheel on the countershaft 13 in the open state of the fifth shifting element E. Here, the fourth shifting element D is provided to connect the seventh gear 32 of the fourth spur gear pair ST4 to the fourth shaft 45 in a rotationally fixed manner in the closed state. The fifth shifting element E is provided in the closed state to connect the second intermediate shaft 47, on which the sixth and eighth gears 31, 33 are permanently arranged in a rotationally fixed manner, to the countershaft 13 in a rotationally fixed manner. Furthermore, reference is made to the previous explanations, in particular to Fig. 2, Fig. 11 and Fig.12.

[0077] It is understood that features of the solutions described above or in the claims and / or the figures can also be combined with one another if necessary in order to be able to implement the advantages and effects that can be achieved in the present case cumulatively. Reference symbol 1 hybrid transmission device 2 First transmission input shaft 3 combustion engine 4 Second transmission input shaft 5 First electric machine 6 superposition gears 7 Countershaft stage 8 Differential 9a First side shaft of the differential 9b Second side shaft of the differential 10 Third transmission input shaft 11 Second electric machine 12 gearshift gearboxes 13 Countershaft 14 multi-speed transmissions 15 Gearbox input 16 Gearbox output 17 Output axle 18 Device for torsional irregularity decoupling 19 First axis 20 Second axis 21 First Wave 22 First gear 23 Second gear 24 Third gear 25 Fourth gear 26 First translation level 27 Second translation stage 28 Third translation stage 29 Second Wave 30 Fifth gear 31 Sixth gear 32 Seventh gear 33 Eighth gear 34 Ninth gear 35 Tenth gear 36 First traction device 37 Second traction device 38 Third traction device 39 Eleventh gear 40 Twelfth gear 41 Thirteenth gear 42 Fourteenth gear 43 First intermediate shaft 44 Third Wave 45 Fourth Wave 46 First intermediate shaft 47 Second intermediate shaft 100 motor vehicles 101 Wheel A First switching element B Second switching element C Third switching element D Fourth switching element E Fifth switching element G Housing K0 separating clutch DS1 First double switching unit DS2 Second double switching unit P1 First planetary gear set P11 Sun gear of the first planetary gear set P12 Ring gear of the first planetary gear set P13 Planet carrier of the first planetary gear set P14 Planet gear of the first planetary gear set ST1 First spur gear pair ST2 Second spur gear pair ST3 Third spur gear pair ST4 Fourth spur gear pair

Claims

[1] Hybrid transmission device (1) for a motor vehicle (100), comprising • at least one first transmission input shaft (2) for connecting an internal combustion engine (3), • at least one second transmission input shaft (4) for connecting a rotor of a first electric machine (5), • a superposition gear (6) which is arranged axially parallel to the first transmission input shaft (2) and to the second transmission input shaft (4) and is designed to connect the first electric machine (5), wherein the superposition gear (6) has at least one first planetary gear set (P1), wherein the respective planetary gear set (P1) has a sun gear (P11), a ring gear (P12) and a planet carrier (P13) with planetary gears (P14) rotatably arranged thereon, • a countershaft stage (7) with at least a first spur gear pair (ST1) and a second spur gear pair (ST2) for connecting the superposition gear (6) to a differential (8), wherein the differential (8) has a first side shaft (9a) and a second side shaft (9b), each of which is designed to connect a wheel of the motor vehicle, wherein the second side shaft (9b) extends axially at least through the superposition gear (6), and • at least one first switching element (A), one second switching element (B) and one third switching element (C) for realising an electrodynamic start and a purely electric or hybridised drive of the motor vehicle, • characterized by a multi-speed transmission (14) which is operatively connected on the input side to the first transmission input shaft (2) and on the output side to a countershaft (13) of the countershaft stage (7). [2] Hybrid transmission device (1) for a motor vehicle (100), comprising • at least one first transmission input shaft (2) for connecting an internal combustion engine (3), • at least one second transmission input shaft (4) for connecting a rotor of a first electric machine (5), • a superposition gear (6) which is arranged axially parallel to the first transmission input shaft (2) and to the second transmission input shaft (4) and is designed to connect the first electric machine (5), wherein the superposition gear (6) has at least one first planetary gear set (P1), wherein the respective planetary gear set (P1) has a sun gear (P11), a ring gear (P12) and a planet carrier (P13) with planetary gears (P14) rotatably arranged thereon, • a countershaft stage (7) with at least a first spur gear pair (ST1) and a second spur gear pair (ST2) for connecting the superposition gear (6) to a differential (8), wherein the differential (8) has a first side shaft (9a) and a second side shaft (9b), each of which is designed to connect a wheel of the motor vehicle, wherein the second side shaft (9b) extends axially at least through the superposition gear (6), and • at least one first switching element (A), one second switching element (B) and one third switching element (C) for realising an electrodynamic start and a purely electric or hybridised drive of the motor vehicle, • characterized bya gear change transmission (12) which is arranged axially parallel to the first transmission input shaft (2), wherein the gear change transmission (12) has at least one third spur gear pair (ST3) and at least one fourth shifting element (D) for shifting the hybrid transmission device (1) between at least two gear stages. [3] Hybrid transmission device (1) for a motor vehicle (100), comprising • at least one first transmission input shaft (2) for connecting an internal combustion engine (3), • at least one second transmission input shaft (4) for connecting a rotor of a first electric machine (5), • a superposition gear (6) which is arranged axially parallel to the first transmission input shaft (2) and to the second transmission input shaft (4) and is designed to connect the first electric machine (5), wherein the superposition gear (6) has at least one first planetary gear set (P1), wherein the respective planetary gear set (P1) has a sun gear (P11), a ring gear (P12) and a planet carrier (P13) with planetary gears (P14) rotatably arranged thereon, • a countershaft stage (7) with at least a first spur gear pair (ST1) and a second spur gear pair (ST2) for connecting the superposition gear (6) to a differential (8), wherein the differential (8) has a first side shaft (9a) and a second side shaft (9b), each of which is designed to connect a wheel of the motor vehicle, wherein the second side shaft (9b) extends axially at least through the superposition gear (6), and • at least one first switching element (A), one second switching element (B) and one third switching element (C) for realising an electrodynamic start and a purely electric or hybridised drive of the motor vehicle, • characterized by that the gear change transmission (12) has a fifth switching element (E) for switching the hybrid transmission device (1) between at least three gear stages. [4] Hybrid transmission device (1) according to one of claims 1 to 3, wherein the first transmission input shaft (2) is operatively connected to the first shift element (A) at least via a first traction means (36) or via at least one first intermediate gear. [5] Hybrid transmission device (1) according to one of the preceding claims, wherein the second transmission input shaft (4) is operatively connected to the sun gear (P11) or the ring gear (P12) of the first planetary gear set (P1) of the superposition gear (6) at least via a second traction means (37) and / or via at least one first intermediate gear. [6] Hybrid transmission device (1) according to one of the preceding claims, wherein the planet carrier (P13) of the superposition gear (6) is operatively connected to the second spur gear pair (ST2) of the countershaft stage (7). [7] Hybrid transmission device (1) according to one of the preceding claims, wherein the first switching element (A) in the closed state is provided to drive-connect the ring gear (P12) or the sun gear (P11) of the first planetary gear set (P1) of the superposition gear (6) to the internal combustion engine (3). [8] Hybrid transmission device (1) according to one of the preceding claims, wherein the second switching element (B) in the closed state is provided to connect the ring gear (P12) of the first planetary gear set (P1) of the superposition gear (6) or the sun gear (P11) of the first planetary gear set (P1) of the superposition gear (6) to a housing (G). [9] Hybrid transmission device (1) according to one of the preceding claims, wherein the third shifting element (C) is arranged to block the first planetary gear set (P1) of the superposition gear (6). [10] Hybrid transmission device (1) according to one of the preceding claims, wherein two of the switching elements (A, B, C) are formed into a double switching unit (DS). [11] Hybrid transmission device (1) according to one of the preceding claims, wherein at least two of the shift elements (A, B, C) are arranged axially between the connection of the first transmission input shaft (2) and the first planetary gear set (P1) of the superposition gear (6). [12] Hybrid transmission device (1) according to one of claims 1 to 10, wherein the connection of the first transmission input shaft (2) is arranged axially between at least two of the shift elements (A, B, C) and the first planetary gear set (P1) of the superposition gear (6). [13] Hybrid transmission device (1) according to one of the preceding claims, further comprising at least one third transmission input shaft (10) for connecting a rotor of a second electric machine (11), wherein the third transmission input shaft (10) is operatively connected or operatively connectable to the first transmission input shaft (2). [14] Motor vehicle (100) with an internal combustion engine (3) and a hybrid transmission device (1) according to one of claims 1 to 13, wherein the internal combustion engine (3) is arranged axially parallel to the at least first electric machine (5) of the hybrid transmission device (1).

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