Hybrid transmission device and motor vehicle with a hybrid transmission device

Abstract

Hybrid transmission device (1) for a drive (103) of a motor vehicle (100), comprising • at least one first transmission input shaft (2) for connecting a crankshaft of an internal combustion engine (3), • at least one second gearbox input shaft (4) for connecting a rotor of a first electric machine (5), • exactly one planet gear set (40) with a sun gear (41), a ring gear (42) and a planet carrier (43) on which several planet gears (44) are rotatably mounted, wherein the planet gear set (40) is arranged axially parallel to the first transmission input shaft (2) and to the second transmission input shaft (4), • a first spur gear pair (ST1), a second spur gear pair (ST2) and a third spur gear pair (ST3) and at least a first switching element (A) for switching a first internal combustion engine gear (H1), a second switching element (B) for switching a second internal combustion engine gear (H2), a third switching element (C) for switching a third internal combustion engine gear (H3) and at least a fourth switching element (D) for locking the planetary gear set (40) and for switching at least one first electric motor gear (E2), • a main output shaft (10) arranged parallel to the axis of the first transmission input shaft (2) and the second transmission input shaft (4), wherein the main output shaft (10) is at least indirectly connected to at least one first side shaft (9a) which is designed to connect to a respective wheel of the motor vehicle (100), characterized in that, when the first switching element (A) is closed, the first transmission input shaft (2) is effectively connected to the ring gear (42) or the sun gear (41) via the first and second spur gear pairs (ST1, ST2), wherein, when the second switching element (B) is closed, the first transmission input shaft (2) is effectively connected to the main output shaft (10) via the second spur gear pair (ST2), wherein, when the third switching element (C) is closed, the first transmission input shaft (2) is effectively connected to the ring gear (42) or the sun gear (41), wherein the first switching element (A) and the third switching element (C) are combined to form a double switching element (DS1).

Description

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

[0002] 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.

[0003] For example, DE 10 2013 215 114 A1 discloses a hybrid drive of a motor vehicle, which has an internal combustion engine with a drive shaft, an electric machine operable as a motor and as a generator with a rotor, an automated manual transmission designed in countershaft design with an input shaft and at least one output shaft, and a superposition transmission designed in planetary design with two input elements and one output element.In this hybrid drive, it is provided that the superposition gear is arranged coaxially above a free end of the output shaft, and that the first input element of the superposition gear is connected in a rotationally fixed manner to a hollow shaft arranged coaxially above the output shaft, which hollow shaft is connected in a rotationally fixed manner to an idler gear of the immediately axially adjacent spur gear pair via a coupling switching element for coupling the combustion engine and in a rotationally fixed manner to the second input element or the output element of the superposition gear via a bridging switching element for bridging the superposition gear, that the second input element of the superposition gear is permanently in drive connection with the rotor of the electric machine, and that the output element of the superposition gear is connected in a rotationally fixed manner to the output shaft.

[0004] Furthermore, DE 10 2013 221 461 A1 discloses a hybrid drive of a motor vehicle comprising an internal combustion engine with a drive shaft, an electric motor operable as a motor and as a generator with a rotor, an automated manual transmission designed as a countershaft with an input shaft and at least one output shaft, and a planetary superposition gear with two input elements and one output element. The input shaft is connected to the drive shaft via a controllable separating clutch or directly and can be brought into driving connection with the output shaft via several selectively switchable spur gear stages. The superposition gear is arranged coaxially above a free end of the output shaft.

[0005] The first input element is rotationally fixedly connected to a hollow shaft arranged coaxially above the output shaft, which can be rotationally fixedly connected to the idler gear of an immediately axially adjacent spur gear stage via a coupling switching element, which can be locked to the housing via a locking switching element, and which can be rotationally fixedly connected to the second input element or to the output element via a bridging switching element. The second input element of the superposition gear is permanently drive-connected to the rotor of the electric machine, with the output element of the superposition gear being rotationally fixedly connected to the output shaft. The input shaft of the manual transmission can be drive-connected to the second input element of the superposition gear via a coupling spur gear stage comprising a drive gear and an output gear and switchable by means of a second coupling switching element.

[0006] Further drives of this type are disclosed in DE 10 2018 116 122 A1, DE 10 2021 201 869 A1, DE 10 2021 205 332 A1 and EP 1 236 603 A2.

[0007] The object of the invention is to provide an alternative hybrid transmission device and an alternative drive for a motor vehicle. In particular, the hybrid transmission device should be compact. 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.

[0008] A hybrid transmission device according to the invention for driving a motor vehicle comprises • at least one first transmission input shaft for connecting a crankshaft of an internal combustion engine, • at least one second transmission input shaft for connecting a rotor of a first electric machine, • exactly one planetary gear set with a sun gear, a ring gear and a planet carrier on which several planetary gears are rotatably mounted, wherein the planetary gear set is arranged axially parallel to the first transmission input shaft and the second transmission input shaft, • a first spur gear pair, a second spur gear pair and a third spur gear pair and at least one first shifting element for shifting a first internal combustion engine gear, a second shifting element for shifting a second internal combustion engine gear, a third shifting element for shifting a third internal combustion engine gear and at least one fourth shifting element for blocking the planetary gear set and for shifting at least one first electric motor gear, • a main output shaft which is arranged axially parallel to the first transmission input shaft and to the second transmission input shaft, wherein the main output shaft is at least indirectly drivingly connected to at least one first side shaft which is designed to connect a respective wheel of the motor vehicle.

[0009] At least a first electric motor and an internal combustion engine can be coupled to the hybrid transmission device, with the shifting elements being provided to couple the first electric motor and / or the internal combustion engine to components of the hybrid transmission device depending on the gear ratio, thus realizing a drive of the motor vehicle with different drive types and gear ratios. Depending on the shifting position of the shifting elements, the drive can be purely electric or hybridized, or internal combustion engine-based or mechanical. Furthermore, traction assistance in hybrid mode can be realized with the aid of the first electric motor during gearshifts. The gearshifts can be output-assisted or electrodynamic.

[0010] When the fourth shift element is engaged, the second transmission input shaft is preferably drive-connected to the ring gear or the sun gear. The fourth shift element enables the planetary gear set to be designed like a conventional dual-clutch transmission with regard to the gear ratios, i.e. the gear steps. If a planetary gear set is blocked, the ratio is always 1, regardless of the number of teeth in its elements. In other words, the planetary gear set rotates as a block. In the blocked state, the planetary gear set behaves as if no planetary gear set were present. For example, the fourth shift element connects the ring gear and the sun gear in a rotationally fixed manner, with the output being via the planet carrier.Furthermore, by locking the planetary gear set—i.e., by closing the fourth shift element and opening all remaining shift elements—the first electric motor gear is achieved, with only the first electric motor driving the vehicle. At the same time, the combustion engine is decoupled from the output.

[0011] A connection of a component or a drive-effective connection between two components means that these components are either directly connected to one another or can be connected to one another via at least one further component. For example, the crankshaft of the internal combustion engine is connected in a rotationally fixed manner to the first transmission input shaft. For example, the rotor or rotor shaft of the electric motor is connected in a rotationally fixed manner to the second transmission input shaft. A rotationally fixed connection is understood to mean a non-switchable connection between two components which transmits drive power, in particular a rotational speed and a torque. Rotationally fixed connections increase the compactness and reduce the weight of the hybrid transmission device.

[0012] The first transmission input shaft is preferably designed as a solid shaft. Furthermore, the second transmission input shaft is preferably designed as a solid shaft. A transmission input shaft is understood to be a transmission element that is designed for a rotationally fixed connection to a respective drive machine, in particular to a crankshaft of the internal combustion engine or to a rotor or rotor shaft of the first electric machine.

[0013] The term “at least indirectly” means that two components are (operatively) connected to one another via at least one further component that is arranged between the two components, or are directly and thus immediately connected to one another. For example, the main output shaft is connected in a rotationally fixed manner to the first side shaft. The first side shaft can be integrated into the main output shaft. Alternatively, the main output shaft can be connected to the first and / or further side shafts via further components or arrangements. For example, a differential can be arranged downstream of the main output shaft in the power flow, which distributes the drive power to two side shafts, with the main output shaft thus being connected to the respective side shaft via the differential and optionally one or more gear stages.Alternatively, the main output shaft can be connected to a wheel of the motor vehicle via a wheel connection to realize independent wheel drive. The main output shaft can thus simultaneously serve as the output shaft of the hybrid transmission device, whereby the main output shaft can be connected at least indirectly to a motor vehicle wheel.

[0014] In a preferred embodiment, the hybrid transmission device comprises a differential arranged coaxially with the planetary gear set and having a first and second side shaft, wherein the side shafts are operatively connected to the differential and are configured to connect a respective wheel of the motor vehicle, wherein the main output shaft is operatively connected to the differential via a first gear ratio. Depending on the shift position of the shift elements, the drive power generated by the internal combustion engine and / or the first electric motor is combined or superimposed in the planetary gear set and from there transmitted to the differential via the main output shaft. Alternatively, the drive power from the internal combustion engine is transmitted directly to the main output shaft.Regardless of the power flow, the drive power is distributed between the two side shafts in the differential and transmitted to a drive wheel of the vehicle that is operatively connected to the respective side shaft. The first gear ratio is located between the main output shaft and the differential to achieve a parallel arrangement of the differential and the main output shaft, which is designed as a countershaft. The first gear ratio is preferably designed as a spur gear stage, so that the spur gear stage forms a fourth spur gear pair.

[0015] A main output shaft is a transmission element intended for at least indirectly connecting the axle drive, i.e., the differential. The main output shaft is arranged axially parallel to the side shafts of the differential, which serve as output shafts of the hybrid transmission. If a component or device is intended for a specific function or connection, this means that this component or device is specifically designed and / or equipped for that purpose. In this case, the connection between the differential and the main output shaft is realized via the additional spur gear stage or the fourth spur gear pair.

[0016] The main output shaft is preferably designed as a solid shaft. The side shafts of the differential are preferably designed as central shafts of the hybrid transmission device. For example, the planetary carrier is configured as the output shaft of the planetary gear set, wherein the planetary carrier is drive-connected to the differential via the third spur gear pair, consisting of a gear connected in a rotationally fixed manner to the planetary carrier and a gear connected in a rotationally fixed manner to the main output shaft, the main output shaft, and the first gear stage, for example consisting of a gear connected in a rotationally fixed manner to the main output shaft and a gear connected in a rotationally fixed manner to a shaft of the differential. For example, the gear connected in a rotationally fixed manner to a shaft of the differential is designed as a toothed section on a differential carrier.This allows the planetary gear set to be advantageously positioned on the differential axis, making the hybrid transmission more compact. A spur gear pair is defined as two spur gears arranged axially parallel to each other and meshing with each other. Thus, a spur gear pair forms a gear set plane or a spur gear stage. Depending on the design of the hybrid transmission, the spur gear stage can have an intermediate stage or an intermediate shaft with at least one intermediate gear mounted thereon in a rotationally fixed manner.

[0017] For example, the differential is arranged axially adjacent, in particular directly axially adjacent, to the planetary gear set. Preferably, apart from the second sideshaft, which can extend from the differential through the planetary gear set to a wheel of the vehicle, there are no further components spatially located between the differential and the planetary gear set. The planetary gear set thus surrounds at least part of the second sideshaft in the radial direction. The terms axial and radial refer in particular to the main axis of rotation of the hybrid transmission device. According to a preferred embodiment, the second sideshaft extends axially from the differential as a central shaft through the entire hybrid transmission device.

[0018] The differential can be designed, for example, as a ball differential, spur gear differential, or planetary gear differential. The side shafts are arranged jointly on an output axle of the motor vehicle, in particular the main rotational axis of the hybrid transmission device, with the first transmission input shaft and the second transmission input shaft being arranged axially parallel to the output axle and the main rotational axis, respectively. Thus, the differential and the planetary gear set are arranged coaxially to the output axle, with the combustion engine and the first electric motor being arranged axially parallel to the output axle. If no differential is provided, the output axle is coaxial with the main output shaft.

[0019] The combination of three spur gear pairs with four or more shift elements and the planetary gear set provides additional functional options for the hybrid transmission in addition to the combustion engine and electric motor driving modes, for example, two electrodynamic starting modes (EDA) and a "charging in neutral" (LiN) driving mode. The planetary gear set serves in particular as a summing gear and is preferably designed as a negative planetary gear set. A negative planetary gear set comprises a sun gear, a ring gear, a planet carrier, and several planet gears, with each planet gear rotatably mounted on the planet carrier and meshing with the sun gear and the ring gear. The planetary gear set advantageously has exactly one stationary gear ratio.

[0020] According to one embodiment, the hybrid transmission device has exactly four shifting elements. For example, all shifting elements are designed as positive-locking shifting elements, in particular as claw clutches, wherein the first, third, and fourth shifting elements are arranged coaxially to the planetary gear set on the main rotational axis. The second shifting element can also be arranged on the main rotational axis. Depending on the design of the hybrid transmission device, the second shifting element can also be arranged coaxially to the main output shaft and thus parallel to the planetary gear set. A shifting element is understood to be a device that has at least one open state for separating a rotational connection between two components, in particular two shafts, and at least one closed state for transmitting a torque and a rotational speed between two components, in particular two shafts.

[0021] In an internal combustion engine gear, the motor vehicle is in internal combustion engine operation solely by means of the internal combustion engine or in combination with an internal combustion engine and a first electric machine. With a combination of an internal combustion engine and a first electric machine, each of which acts on the output, the internal combustion engine operation is a hybrid operation. To select an internal combustion engine gear, two of the at least four shift elements are closed. By means of the hybrid transmission device, in particular three hybrid or internal combustion engine gears can be realized, whereby for each of the three hybrid gears at least the fourth shift element and additionally the first, second or third shift element are closed. If only the fourth shift element is closed and the remaining shift elements are open, a purely electric gear can be realized, whereby the internal combustion engine is decoupled from the output.

[0022] According to the invention, when the first shifting element is closed, the first transmission input shaft is drivingly connected to the ring gear or the sun gear via the first and second spur gear pairs, wherein when the second shifting element is closed, the first transmission input shaft is drivingly connected to the main output shaft via the second spur gear pair, and wherein when the third shifting element is closed, the first transmission input shaft is drivingly connected to the ring gear or the sun gear. By closing two of the first three shifting elements at a time, different shifting combinations can also be realized for one of the gear stages, in particular for the second gear stage. In this case, the fourth shifting element is open. Thus, the ring gear and the sun gear are input shafts of the planetary gear set, with the planet carrier being designed as the output element of the planetary gear set.By engaging the first, second, or third shifting element, as well as the fourth shifting element, a combustion engine gear is achieved. Depending on the design of the planetary gear set, the first and third shifting elements are designed to connect the combustion engine to the planetary gear set either via the ring gear or alternatively via the sun gear. When the combustion engine is connected to the ring gear, the sun gear is operatively connected to the first electric motor and the fourth shifting element. Conversely, when the combustion engine is connected to the sun gear, the ring gear is operatively connected to the first electric motor and the fourth shifting element.

[0023] Preferably, the first shifting element is arranged coaxially with the planetary gear set. In particular, the first shifting element is arranged axially parallel to the main output shaft. The first shifting element can be arranged radially between the first electric motor and the main output shaft. Furthermore, the first shifting element is preferably arranged axially between the connection of the internal combustion engine to the hybrid transmission device and the first or second spur gear pair.

[0024] Preferably, the second shifting element is arranged axially parallel to the planetary gear set. In particular, the second shifting element is arranged coaxially to the main output shaft. The second shifting element is preferably arranged axially between the second spur gear pair and the third spur gear pair.

[0025] Furthermore, the third shifting element is preferably arranged coaxially with the planetary gear set. In particular, the third shifting element is arranged axially parallel to the main output shaft.

[0026] The third shifting element can be arranged radially between the first electric motor and the main output shaft. Furthermore, the third shifting element is preferably arranged axially between the connection of the internal combustion engine to the hybrid transmission device and the first or second spur gear pair. It is conceivable for the first and third shifting elements to be arranged directly axially adjacent to one another. Furthermore, it is conceivable for the first and third shifting elements to be configured as a first double shifting element, which can be actuated by a single actuator.

[0027] According to one exemplary embodiment, the hybrid transmission device has a fifth shifting element for shifting at least a fourth internal combustion engine gear, wherein the fifth shifting element is arranged coaxially with the planetary gear set. The fifth shifting element drive-connects the first transmission input shaft to the second transmission input shaft. By closing the fifth shifting element, the first electric machine is connected to the internal combustion engine independently of the output. The first transmission input shaft and the second transmission input shaft then rotate in a fixed relationship to one another. This makes it possible to start the internal combustion engine using the first electric machine. In addition, the first electric machine can operate as a generator, whereby so-called "charging in neutral" is feasible.The first electric machine can thus, for example, charge an electrical energy storage device or supply other electrical consumers, in particular one or more other electric machines of the drive, with electrical energy.

[0028] By means of the fifth shifting element, further gears or shifting combinations are preferably produced for a respective gear. For example, further shifting combinations can be implemented for the second gear and / or for the third gear. Furthermore, a further combustion engine or hybrid gear can be implemented, which in terms of transmission ratio can, for example, lie between the first gear and the second gear. A transition from the generator operation of the first electric machine to a combustion engine gear is possible because, starting from a closed fifth shifting element, the first, second, or third shifting element can also be closed in order to implement the respective combustion engine gear or the corresponding shifting combination. The fourth shifting element is open in this case.The fifth switching element is preferably designed together with the fourth switching element as a second double switching element, so that, analogous to the first double switching element, consisting of the first and third switching elements, actuation is possible with only one actuator.

[0029] According to a further embodiment, the hybrid transmission device has a sixth shifting element for shifting a second electromotive gear, wherein the sixth shifting element is arranged coaxially with the planetary gear set. The sixth shifting element is designed, in particular, to connect the ring gear to a housing of the hybrid transmission device in a rotationally fixed manner. The rotationally fixed connection of the ring gear of the planetary gear set to the housing forms an additional electromotive gear. The engagement of the sixth shifting element fixes the ring gear of the planetary gear set to the housing, thereby realizing a short transmission ratio for the first electric machine. For example, the additional electromotive gear thus created can be used for reversing.This allows for high axle torque in a serial drive mode when reversing, and the lower maximum speed requirements when reversing eliminate the need to shift into a longer electric motor gear. In particular, the additional electric motor gear can be used as an electric crawler gear when driving forward and backward, for example, in a parking garage where speeds are limited and engine operation of the vehicle is not desired.

[0030] According to the invention, the first shifting element and the third shifting element are combined to form a first double shifting element. The respective double shifting element has, in particular, a single shift fork and a single actuator for switching the two shifting elements. This saves installation space, weight, and transmission components. Simultaneous engagement of the first and third shifting elements is therefore not possible. The first double shifting element is preferably designed coaxially to the differential, with the second sideshaft extending axially through the first double shifting element. The first and third shifting elements are arranged either separately, i.e. with their respective actuators, or as the first double shifting element, preferably axially between the connection of the internal combustion engine and the first spur gear pair.

[0031] According to a preferred embodiment, at least one first fixed gear and one idler gear arrangement, consisting of two gears connected to one another in a rotationally fixed manner, are arranged on the main output shaft. The first fixed gear is, for example, part of the third spur gear pair, which connects the main output shaft to a shaft of the planetary gear set arranged axially parallel thereto, in particular to the planet carrier. One of the two gears of the idler gear arrangement is part of the first spur gear pair, with the other of the two gears of the idler gear arrangement being part of the second spur gear pair. For example, the two gears of the idler gear arrangement have different diameters and numbers of teeth. In particular, the idler gear arrangement is designed as a stepped gear that is rotatably mounted on the main output shaft, with the idler gear arrangement, i.e. the stepped gear, being rotatably connected to the main output shaft via the second switching element.

[0032] If the hybrid transmission device has a differential or a differential is arranged on the output side of the hybrid transmission device, exactly two fixed gears and the aforementioned idler gear arrangement are arranged on the main output shaft. In this case, the second fixed gear can be part of the first gear ratio stage, which can be designed, for example, as a fourth spur gear stage or fourth spur gear pair. The first gear ratio stage connects the main output shaft to the differential arranged axially parallel to it.

[0033] According to a preferred embodiment, the first transmission input shaft is operatively connected to the hybrid transmission device at least via a traction means and / or via at least one gear. The term "operatively connected" refers to a non-switchable connection between two components, which is provided for the permanent transmission of drive power, in particular a rotational speed and / or a torque. The connection can be made directly or via a fixed gear ratio. The connection can be made, for example, via a fixed shaft, a toothing, in particular a spur gear, and / or a belt. For example, the traction means is designed as a chain or belt. In particular, the traction means wraps around a first toothing section, which is arranged coaxially to the first transmission input shaft, and a second toothing section, which is arranged coaxially to the planetary gear set.Alternatively, the internal combustion engine can be connected to the hybrid transmission device via a gear chain. For example, several gears form a gear chain, whereby additional intermediate shafts can be provided.

[0034] According to a preferred embodiment, the second transmission input shaft is operatively connected to the hybrid transmission device at least via a traction means and / or via at least one gear. The connection can be established, for example, via a fixed shaft, a toothing, in particular a spur gear, and / or a belt. For example, the traction means is designed as a chain or belt. In particular, the traction means wraps around a first toothed section, which is arranged coaxially to the second transmission input shaft, and a second toothed section, which is arranged coaxially to the planetary gear set. Alternatively, the first electric machine can be connected to the hybrid transmission device via a gear chain. For example, several gears form a gear chain, whereby additional intermediate shafts can consequently be provided.

[0035] Preferably, all shifting elements are designed as positive-locking shifting elements. In other words, the first shifting element, the second shifting element, the third shifting element, the fourth shifting element, the fifth shifting element, and the sixth shifting element are designed as positive-locking shifting elements, in particular as claw clutches. A positive-locking shifting element is understood to be a shifting element that, for connecting two components, in particular two shafts, has a toothing and / or claws that engage with one another in a positive-locking manner to establish the rotationally fixed connection, wherein a power flow is transmitted in a fully closed state primarily through a positive connection.For example, the second shifting element and the sixth shifting element, the fourth shifting element and the fifth shifting element, or the fourth shifting element and the sixth shifting element can be combined to form a respective double shifting element, with the remaining shifting elements, i.e., the shifting elements not combined to form a double shifting element, being designed as individual shifting elements. Alternatively, all shifting elements can be designed as individual shifting elements. The use of positive-locking shifting elements, in particular claw clutches, reduces transmission losses.

[0036] According to a preferred embodiment, the first transmission input shaft is designed to be at least indirectly connected to a third electric machine or to be connectable thereto via a further shifting element, in particular via a separating clutch. For example, a shifting element designed as a separating clutch is arranged coaxially to the first transmission input shaft, wherein the separating clutch is designed to decouple the internal combustion engine from the third electric machine or the first transmission input shaft from the third transmission input shaft. The separating clutch can be designed as either a frictional or a positive-locking shifting element. Analogous to the internal combustion engine, the third electric machine can be connected to the first transmission input shaft via a gear stage designed as a fixed gear ratio, comprising a traction means and / or at least one gearwheel.For this purpose, a fixed gear can be arranged on the first transmission input shaft, which is operatively connected to the traction means or the gear. The third electric machine is preferably designed as a starter generator, in particular as a high-voltage starter generator. For example, the third electric machine is arranged axially parallel to the internal combustion engine and to the first electric machine. Alternatively, the third electric machine is arranged coaxially to the internal combustion engine and axially parallel to the third electric machine. In particular, the internal combustion engine is separably or permanently connected to the third electric machine via a switching element, in particular via the separating clutch. The internal combustion engine is preferably started from an electric motor driving mode via the third electric machine. Furthermore, the third electric machine can be provided for supplying power to the on-board electrical system of the motor vehicle.Serial creeping, particularly forward or reverse driving of the motor vehicle, is also advantageously possible via the third electric motor. The third electric motor can also advantageously be used to support the speed control of the combustion engine during coupling and gear shifting.

[0037] According to a preferred embodiment, a damping device is arranged between the internal combustion engine and the hybrid transmission device. In particular, the damping device is arranged on the first transmission input shaft. The damping device can comprise a torsional damper and / or a mass damper and / or a slip clutch. The torsional damper can be designed as a dual-mass flywheel. The mass damper can be designed as a speed-adaptive mass damper.

[0038] A drive according to the invention can be used in a motor vehicle having at least a first axle and a second axle, or at least one front axle and at least one rear axle. The drive comprises an internal combustion engine, a first electric machine, and the hybrid transmission device according to the invention. The internal combustion engine is arranged axially parallel to the first electric machine of the hybrid transmission device. The first electric machine can be part of the hybrid transmission device. The drive is therefore a hybrid drive, in this case a hybrid powertrain. For example, the hybrid transmission device, together with the internal combustion engine and the first electric machine, is arranged in a drivingly effective manner on the first axle or on the front axle of the motor vehicle, the motor vehicle consequently having front-wheel drive.The front-wheel drive may further comprise the third electric machine according to the previous embodiments, which is connected or can be connected to the first transmission input shaft.

[0039] Preferably, the drive further comprises a second electric machine, which is arranged in a drive-effective manner on the second axle of the motor vehicle. In other words, the second electric machine is provided for the axle drive of the second axle, in particular the rear axle. In this case, the drive of the motor vehicle comprises a first and third electric machine, which are each at least indirectly operatively connected to the hybrid transmission device on the first axle of the motor vehicle, as well as a second electric machine, which is operatively arranged on the second axle. This makes it possible to realize an all-wheel drive of the motor vehicle, wherein the internal combustion engine, together with the first electric machine and optionally the third electric machine, form the front-wheel drive of the motor vehicle and the second electric machine forms a purely electric rear-wheel drive, in particular a rear-axle drive.With such a motor vehicle drive, a so-called E-CVT function can be implemented, enabling battery-neutral or power-balanced operation of the motor vehicle. In other words, the first electric machine can be operated in motor mode, while the second electric machine can be operated in generator mode and can thus supply the first electric machine with electrical energy, or vice versa. It is also conceivable to use the second electric machine to assist with tractive force. This is particularly advantageous if no third electric machine is provided. In such a case, the second electric machine on the second axle can support the tractive force when gear shifts are carried out in the hybrid transmission device during which the output of the hybrid transmission device is load-free. For example, the first electric machine can be used to drive the motor vehicle purely electrically.In this case, only the fourth switching element is closed. If the combustion engine needs to be started, this can be done via the first electric motor, while only the fifth switching element, which connects the first electric motor to the combustion engine, is closed. Meanwhile, the traction of the drive can be maintained by the second electric motor.

[0040] 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 drive according to the invention and a hybrid transmission device according to the invention, • Fig. 2 the hybrid transmission device according to Fig. 1 according to a first embodiment, • Fig. 3 a switching matrix for the hybrid transmission device according to Fig. 2 ,, • Fig. 4 a hybrid transmission device according to a second embodiment, • Fig. 5 a switching matrix for the hybrid transmission device according to Fig. 4 , • Fig. 6 a hybrid transmission device according to a third embodiment, • Fig. 7 shows a hybrid transmission device according to a fourth embodiment, • Fig. 8 shows a hybrid transmission device according to a fifth embodiment, • Fig. 9 shows a hybrid transmission device according to a sixth embodiment, • Fig. 10 a hybrid transmission device according to a seventh embodiment, and • Fig. 11 shows a hybrid transmission device according to an eighth embodiment.

[0041] Fig. 1 shows a motor vehicle 100 with two axles 101, 102 and four wheels 111, 112, 113, 114, wherein on the first axle 101, in this case the front axle of the motor vehicle 100, a hybrid transmission device 1 of a drive 103 of the motor vehicle 100 is arranged, which is connected to a first electric machine 5 and a Fig. 9 to Fig. 11, and wherein a second electric machine 7, designed as an axle drive, is arranged on the second axle 102, in this case the rear axle of the motor vehicle 100, for the electric rear axle drive. The hybrid transmission device 1 is arranged transversely to the vehicle's longitudinal direction, wherein the internal combustion engine 3 and the first electric machine 5 are arranged axially parallel to the hybrid transmission device 1. The internal combustion engine 3 is according to Fig. 9 to Fig. 11, which represent the drive of the front axle of the motor vehicle 100, are drivingly connected to the hybrid transmission device 1 via a first transmission input shaft 2, which is arranged coaxially to the internal combustion engine 3. The connection of the internal combustion engine 3 to the hybrid transmission device 1 is effected via a traction drive, which is described further below. The hybrid transmission device 1 has a first gear 22, to which the internal combustion engine 3 is connected. In the exemplary embodiments according to Fig. 2 to Fig. 8, the connection of the internal combustion engine 3 is analogous. The first electric machine 5, in contrast, is drive-effectively connected to the hybrid transmission device 1 via a second transmission input shaft 4, which is arranged axially parallel to the first transmission input shaft 2. The first transmission input shaft 2 is rotationally fixedly connected to a crankshaft (not shown here) of the internal combustion engine 3, wherein the second transmission input shaft 4 is rotationally fixedly connected to a rotor (also not shown here) of the first electric machine 5. The first transmission input shaft 2 is arranged coaxially to the crankshaft of the internal combustion engine 3 and rotationally fixedly connected thereto. The second transmission input shaft 4 is arranged coaxially to the rotor shaft of the electric machine 5 and rotationally fixedly connected thereto.

[0042] The hybrid transmission device 1 further comprises a planetary gear set 40. The planetary gear set 40 is designed as a negative planetary gear set, with each planet gear 44 rotatably mounted on the planet carrier 43 and meshing with the sun gear 41 and the ring gear 42. The planetary gear set 40 is arranged axially parallel to the first transmission input shaft 2 and the second transmission input shaft 4.

[0043] In addition, the hybrid transmission device 1 comprises a first spur gear pair ST1, a second spur gear pair ST2, a third spur gear pair ST3 and a first gear ratio 6. The first gear ratio 6 is shown by way of example in Fig. 9 to Fig. 11 and is designed as a fourth spur gear stage or as a fourth spur gear pair ST4. Fig. 2 to Fig. 8, the first gear ratio 6 is not shown for the sake of simplicity. In a basic variant of the hybrid transmission device 1 according to Fig. 2, this also has four switching elements A, B, C, D, which are intended for switching different internal combustion engine gears, as explained in more detail below.

[0044] Furthermore, in Fig. 9 to Fig. 11 shows by way of example that the hybrid transmission device 1 has a differential 8 on the output side. The differential 8 is arranged coaxially with the planetary gear set 40 and parallel to the first and second transmission input shafts 2, 4. The differential is arranged on the output side of the first gear ratio 6. The hybrid transmission device 1 has a main output shaft 10, which transmits drive power from the internal combustion engine 3 and / or the first electric machine 5 via the fourth spur gear pair ST4 or the first gear ratio 6 into the differential 8. The differential 8 divides the drive power between two side shafts 9a, 9b, which are at least indirectly connected to the first and second wheels 111, 112 of the first axle 101. On the rear axle or the second axle 102 of the motor vehicle 100, Fig. 1, a second electric motor 7 and a further differential (not shown here) are arranged, which are not shown in detail here. The second electric motor 7 is provided for electrically driving the rear axle. Alternatively, the drive on the rear axle of the motor vehicle 100 can also be omitted.

[0045] Fig. Figure 2 shows a hybrid transmission device 1 according to a first embodiment. Accordingly, the drive 103 comprises the hybrid transmission device 1 with the planetary gear set 40, the differential 8 as well as the four shift elements A, B, C, D and the four spur gear pairs ST1, ST2, ST3, ST4, as well as the first electric machine 5 drivingly connected to the hybrid transmission device 1 and the internal combustion engine 3. In the present case, the first electric machine 5 is part of the hybrid transmission device 1, in particular integrated into the hybrid transmission device 1. For this reason, the first electric machine 5 is integrated together with the remaining hybrid transmission device 1 in Fig. 2 to Fig. 8. However, this is not absolutely necessary, in which case the first electric machine 5 can also be installed at a distance from the hybrid transmission device 1 and can be connected to it in a drive-effective manner. The two transmission input shafts 2, 4 are arranged axially parallel to the differential 8 and the planetary gear set 40. The planetary gear set 40 and the differential 8 are arranged spatially, in particular radially, between the two transmission input shafts 2, 4, which in Fig. 9 to Fig. 11 is shown.

[0046] The differential 8 and the planetary gear set 40 are arranged coaxially with each other, with the two side shafts 9a, 9b of the differential 8 being arranged on a common axis, namely the main rotational axis of the hybrid transmission device 1, which is arranged radially between the internal combustion engine 3 and the electric motor 5. The second side shaft 9b extends axially through the hybrid transmission device 1. The main output shaft 10 is arranged axially parallel to the two transmission input shafts 2, 4 and to the two side shafts 9a, 9b of the differential 8. Thus, the main output shaft 10 is also arranged axially parallel to the internal combustion engine 3, the electric motor 5, the planetary gear set 40, and the differential 8.

[0047] The first shifting element A is designed to shift a first internal combustion engine gear H1, the second shifting element B is designed to shift a second internal combustion engine gear H2, the third shifting element C is designed to shift a third internal combustion engine gear H3, and the fourth shifting element D is designed to lock the planetary gear set 40 and to shift at least one first electric motor gear E2. The second shifting element B is arranged coaxially to the main output shaft 10, wherein the shifting elements A, C, D are arranged coaxially to the planetary gear set 40. The first shifting element A and the third shifting element C are Fig. 2 combined to form a first double switching element DS1. All switching elements A, B, C, and D are designed as positive-locking switching elements.

[0048] When the first shift element A is closed, the first transmission input shaft 2 is drivingly connected to the ring gear 42 via the first and second spur gear pairs ST1, ST2. A drive power of the internal combustion engine 3 is then transmitted via the first transmission input shaft 2 and the second and first spur gear pairs ST2, ST1 to a first shaft 11, which is rotationally fixedly connected to the ring gear 42 of the planetary gear set 40. The planet carrier 43 of the planetary gear set 40 is rotationally fixedly connected to a second gear 23, wherein the second gear 23 meshes with a third gear 24, which is rotationally fixedly connected to the main output shaft 10. The two gears 23 and 24 form the third spur gear pair ST3. In the embodiment according to Fig. 2, the ring gear 42 is the input shaft of the planetary gear set 40 when the first shift element A is closed, with the planet carrier 43 being designed as the output shaft of the planetary gear set 40. This thus represents a geared connection between the internal combustion engine 3 and the planetary gear set 40.

[0049] When the third switching element C is closed, the first transmission input shaft 2 is Fig. 1 is drivingly connected to the ring gear 42. The drive power of the internal combustion engine 3 is then transmitted via the first transmission input shaft 2 directly to the first shaft 11 and from there to the planetary gear set 40. This thus constitutes a direct connection between the internal combustion engine 3 and the planetary gear set 40.

[0050] When the second shift element B is closed, the first transmission input shaft 2 is drivingly connected to the main output shaft 10 via the second spur gear pair ST2. Drive power from the internal combustion engine 3 is then transmitted to the main output shaft 10 via the first transmission input shaft 2 and the second spur gear pair ST2.

[0051] When the fourth shift element D is closed, the sun gear 41 and the ring gear 42 are connected to each other in a rotationally fixed manner, so that the planetary gear set 40 is locked. This enables a purely electric gear.

[0052] The first electric machine 5 is operatively connected to the planetary gear set 40 via a gear chain. The second transmission input shaft 4 is rotationally fixedly connected to a fourth gear 25, wherein the planetary gear set 40 is operatively connected to a fifth gear 26 via a fourth shaft 18. A sixth gear 27 is arranged radially between the fourth gear 25 and the fifth gear 26, which is rotationally fixedly mounted on a rotatably mounted intermediate shaft 12 and meshes with the fourth and fifth gears 25, 26.

[0053] The combustion engine 3 is, as previously mentioned and in the Fig. 9 to Fig. 11, is drivingly connected to the hybrid transmission device 1 via a traction means 60, preferably designed as a chain. Fig. 9 to 11 show in this context that a seventh gear 28 is connected at least indirectly via a damping device 17 to the first transmission input shaft 2, wherein the first gear 22 is connected in a rotationally fixed manner to a first hollow shaft 16. The hollow shaft 16 is arranged coaxially to the planetary gear set 40, wherein the first shaft 11 extends axially through the first hollow shaft 16 and the second side shaft 9b extends axially through the first shaft 11. For reasons of simplification, the first shaft 11 is in the Fig. 2 to Fig. 8 is not shown as a hollow shaft. This is rather Fig. 9 to Fig. 11, which shows the design and extension of the first shaft 11 within the drive 103. The traction means 60 wraps around the two gears 22, 28 and thereby connects them to one another in a driving manner. On the first hollow shaft 16, next to the first gear 22, an eighth gear 29 is arranged in a rotationally fixed manner. The eighth gear 29, together with a ninth gear 30, which is arranged coaxially to the main output shaft 10, forms the second spur gear pair ST2. The eighth gear 29 is rotationally fixedly connected to a second shaft 13, and a tenth gear 31 is further rotationally fixedly connected to the second shaft 13. These two non-rotatably connected gears 29, 30 form a loose gear arrangement 14 on the main output shaft 10, wherein the loose gear arrangement 14 is non-rotatably connected to the main output shaft 10 via the second shift element B. The tenth gear 31 meshes with an eleventh gear 32, which is arranged coaxially to the first and second shafts 11, 13.The tenth and eleventh gears 31, 32 together form the first spur gear pair ST1. In particular, the eleventh gear 32 is arranged in a rotationally fixed manner on a third shaft 15, is designed as a loose gear on the first shaft 11, and can be rotationally fixedly connected to the first shaft 11 via the first shift element A.

[0054] The first gear ratio 6, designed as a fourth spur gear pair ST4, consists of a twelfth and thirteenth gear 33, 34. The twelfth gear 33 is arranged on the main output shaft 10 in a rotationally fixed manner and meshes with the thirteenth gear 34, which in turn is designed as a toothed section on a differential carrier of the differential 8. Thus, exactly two gears 24, 33 designed as fixed gears and the idler gear arrangement 14, consisting of the two gears 30, 31 connected to one another in a rotationally fixed manner, are arranged on the main output shaft 10. Thus, the main output shaft 10 is operatively connected to the differential 8 via the first gear ratio 6 and the fourth spur gear pair ST4.

[0055] According to an axial sequence, Fig. 2 taking into account Fig. 9 to Fig. 11 firstly the differential 8 with the fourth spur gear pair ST4, adjacent thereto the planetary gear set 40, adjacent thereto the third spur gear pair ST3, adjacent thereto the connection of the second transmission input shaft 4, adjacent thereto the radially adjacent second and fourth shifting elements B, D, adjacent thereto the second spur gear pair ST2, adjacent thereto the connection of the first transmission input shaft 2, adjacent thereto the first and third shifting elements A, C designed as the first double shifting element DS1 and adjacent thereto the first spur gear pair ST1. The hybrid transmission device 1 is axially particularly compact and has several driving modes.

[0056] The drive power generated by the internal combustion engine 3 and / or the first electric motor 5 is either combined at the planetary gear set 40 and subsequently transmitted to the main output shaft 10, or is fed directly into the main output shaft 10 and from there transmitted to the differential 8, with the drive power being divided in the differential 8 between the two side shafts 9a, 9b and transmitted to the respective drive wheel 111, 112 of the motor vehicle 100. The main output shaft 10 is designed as a solid shaft. This arrangement and design of the main output shaft 10 advantageously positions the planetary gear set 40 relative to the differential 8, thereby making the hybrid transmission device 1 more axially compact. In the present case, the differential 8 is designed as a ball differential, with the main output shaft 10 being drivingly connected to the differential carrier via the first gear stage 6.

[0057] The hybrid transmission device 1 according to Fig. 2 has several driving modes, which are shown in the switching matrix according to Fig. 3, wherein the respective shift elements A, B, C, D are listed in the columns of the shift matrix, and wherein the respective driving modes H1, H2.1, H2.2, H2.3, H3, E2, EDA1, EDA2 of the motor vehicle 100 are listed in the rows of the shift matrix. By entering a cross in a respective box of the shift matrix, a closed state of the respective shift element A, B, C, D is represented, wherein no entry indicates an open state of the respective shift element A, B, C, D. By means of the positive shift elements A, B, C, D, three combustion engine gears or hybrid driving modes H1, H2, H3, a first purely electric motor gear or electric motor driving mode E2 and two electrodynamic starting modes EDA1, EDA2 are realized. The second combustion engine gear or hybrid driving mode H2 is divided into the gear combinations H2.1, H2.2, H2.3, whereby in the second combustion engine gear orIn hybrid driving mode H2, one of the switching elements A, C, D and the second switching element B are closed. To implement a combustion engine gear or hybrid driving mode, two of the switching elements A, B, C, D are always closed.

[0058] The forward acceleration of vehicle 1 is achieved via the planetary gear set 40 by means of the so-called electrodynamic acceleration (EDA1 or EDA2), whereby a variable transmission ratio is provided via the planetary gear set 40. In the first electrodynamic acceleration mode EDA1, the first shift element A is closed, while all other shift elements B, C, and D are open. This allows the output torque and output speed to be summed as desired by combining the drive power of the electric motor 5 and the drive power of the combustion engine 3. Fig. 2, the internal combustion engine 3 is connected via the first shifting element A to the ring gear 42 of the planetary gear set 40, wherein the first electric machine 5 supports the torque of the internal combustion engine 3 on the sun gear 41 of the planetary gear set 40, and wherein the planet carrier 43 of the planetary gear set 40 is operatively connected on the output side to the main output shaft 10 and the differential 8. In the second electrodynamic starting mode EDA2, the third shifting element C is closed, with all other shifting elements A, B, D being open. This also allows the output torque and the output speed to be summed as desired by combining the drive power of the electric machine 5 and the drive power of the internal combustion engine 3.The difference from the first electrodynamic starting mode EDA1 is that in the first electrodynamic starting mode EDA1, the drive power of the combustion engine 3 is routed via the two spur gear pairs ST1, ST2 and only then into the planetary gear set 40. The connection is thus geared.

[0059] In a first hybrid driving mode H1, the first shifting element A and the fourth shifting element D, which locks the planetary gear set 40, are closed, while the other two shifting elements B, C are open. As a result, the first transmission input shaft 2 is drive-connected to the ring gear 42 of the planetary gear set 40 via the first and second spur gear pairs ST1, ST2 and the first shaft 11. The planetary gear set 40 is locked by the rotationally fixed connection of the sun gear 41 and the ring gear 42 via the fourth shifting element D.

[0060] In a second hybrid driving mode H2 in the first shift combination H2.1, the first shift element A and the second shift element B are closed, while the other two shift elements C, D are open. As a result, the first transmission input shaft 2 is drive-connected to the ring gear 42 of the planetary gear set 40 via the first and second spur gear pairs ST1, ST2 and the first shaft 11, and the idler gear arrangement 14 is rotationally fixedly connected to the main output shaft 10.

[0061] In the second hybrid driving mode H2 in the second shift combination H2.2, the second shift element B and the fourth shift element D, which is designed to lock the planetary gear set 40, are closed, while the other two shift elements A, C are open. As a result, the first transmission input shaft 2 is drive-connected to the main output shaft 10 via the second spur gear pair ST2. The planetary gear set 40 is locked by the rotationally fixed connection of the sun gear 41 and the ring gear 42 via the fourth shift element D.

[0062] In the second hybrid driving mode H2 in the third shift combination H2.3, the third shift element C and the second shift element B are closed, while the other two shift elements A, D are open. As a result, the first transmission input shaft 2 is directly connected to the first shaft 11 and, via this, to the ring gear 42 of the planetary gear set 40. At the same time, the idler gear assembly 14 is connected in a rotationally fixed manner to the main output shaft 10.

[0063] In a third hybrid driving mode H3, the third shift element C and the fourth shift element D are closed, while the other two shift elements A and B are open. As a result, the first transmission input shaft 2 is drive-connected to the ring gear 42. The planetary gear set 40 is locked by the rotationally fixed connection of the sun gear 41 and the ring gear 42 via the fourth shift element D.

[0064] In the hybrid driving modes H1, H2, particularly with the different shift combinations H2.1, H2.2, and H2.3, as well as H3, the internal combustion engine 3 is always involved in driving the vehicle 100, with the first electric motor 5 always supporting the drive when the fourth shift element D for locking the planetary gear set 40 is closed. A drive torque at the sun gear 41 and a drive torque at the ring gear 42 are summed by the planetary gear set 40 and transmitted to the main output shaft 10. Due to efficiency advantages, the first electric motor 5 can preferably also be decoupled in the hybrid driving modes, in which case the fourth shift element D is opened, and the internal combustion engine 3 is then provided solely for driving the motor vehicle 100.

[0065] By means of the first electric machine 5, the first electromotive driving mode E2, i.e. a purely electric driving mode, is realized in that only the fourth switching element D is closed and all other switching elements A, B, C are open.

[0066] Using such a hybrid transmission device 1, gear shifting under load can be performed in two different ways. On the one hand, an output-assisted power shift by the first electric motor 5, a so-called EMS shift, is possible, and on the other hand, an electrodynamic shift via the respective EDA mode, a so-called EDS shift, is possible.

[0067] An EMS load shift can, for example, be carried out with output support between the first hybrid driving mode H1 and the second hybrid driving mode H2 with the second shift combination H2.2 or alternatively between the second hybrid driving mode H2 with the second shift combination H2.2 and the third hybrid driving mode H3. For example, starting from the first hybrid driving mode H1, in which the shift elements A and D are closed, a load reduction can take place on the first shift element A and, at the same time, a load build-up on the first electric machine 5, with the first shift element A subsequently being opened. After the first shift element A is opened, the speed of the internal combustion engine 3 is reduced until the second shift element B becomes synchronous. For this purpose, the internal combustion engine 3 can, for example, go into overrun mode. Alternatively, the drive 103, as in Fig. 9 to Fig. 11, have a third electric machine 21. The third electric machine 21 is drive-effectively connected to the hybrid transmission device 1 via a traction means 70, preferably designed as a chain. A fourteenth gear 35 is rotationally fixedly connected to a third transmission input shaft 19 of the second electric machine 21, which is arranged axially parallel to the first and second transmission input shafts 2, 4 and axially parallel to the planetary gear set 40 and the differential 8. A fifteenth gear 36 is rotationally fixedly arranged on a second hollow shaft 20, through which the first transmission input shaft 2 is axially passed. The fifteenth gear 36 is rotationally fixedly connected via the second hollow shaft 20 to the seventh gear 28 of the connection of the internal combustion engine 3 to the hybrid transmission device 1. The second hollow shaft 20 is rotationally fixedly connected to the second transmission input shaft 2 via the damping device 17.The traction mechanism 70 wraps around the two gears 35, 36 and connects them to one another in a drive-effective manner. In the case of a third electric machine 21 connected to the first transmission input shaft 2, this can be operated as a generator to synchronize the second shifting element B, wherein the second shifting element B is closed after synchronization. The third electric machine 21 is designed here as a high-voltage starter generator (HVSG). The shifting process from the second hybrid driving mode H2 with the second shift combination H2.2 to the third hybrid driving mode H3 occurs analogously. Downshifts occur analogously to upshifts, only in the reverse order. Overrun shifts are also possible, since the first electric machine 5 can also support drive torques on the planetary gear set 40 by braking.

[0068] An EDL load shift can, for example, be performed electrodynamically between the first hybrid driving mode H1 and the second hybrid driving mode H2 using the first shift combination H2.1, or alternatively between the second hybrid driving mode H2 using the third shift combination H2.3 and the third hybrid driving mode H3. For example, starting from the second hybrid driving mode H2 using the third shift combination H2.3, in which the second and third shift elements B, C are closed, the drive torques of the combustion engine 3 and the first electric machine 5 can be adjusted such that, on the one hand, the desired output torque is set and, on the other hand, the second shift element B becomes load-free, with the second shift element B being opened as soon as it is load-free.The drive torques of the internal combustion engine 3 and the first electric machine 5 are then adjusted such that, on the one hand, the desired output torque is set and, on the other hand, the speed of the internal combustion engine 3 is reduced until the fourth shifting element D becomes synchronous and can subsequently be closed. As a result, the third hybrid driving mode H3 for the internal combustion engine 3 is mechanically engaged, with the shifting elements C and D being closed. The shifting process from the first hybrid driving mode H1 to the second hybrid driving mode H2 with the second shifting combination H2.2 occurs analogously. Downshifts occur analogously to upshifts, only in the reverse order. Overrun shifts are also possible, since the first electric machine 5 can also support drive torques on the planetary gear set 40 by braking.

[0069] Within the second hybrid driving mode H2, switching from the second hybrid driving mode H2 with the first switching combination H2.1 to the second hybrid driving mode H2 with the third switching combination H2.3, or vice versa, takes place by means of pre-selective switching.

[0070] Fig. 4 shows an alternative embodiment of the hybrid transmission device 1. The hybrid transmission device 1 according to Fig. 4 is based on the design of the first embodiment according to Fig. 1 to Fig. 3 . The difference essentially lies in the fact that the hybrid transmission device 1 has a fifth shifting element E for shifting at least one fourth internal combustion engine gear ZH. The fifth shifting element E is arranged coaxially with the planetary gear set 40 and, in the closed state, connects the first hollow shaft 16 or the connection of the internal combustion engine 3 with the sun gear 41 or the connection of the first electric machine 5. In the present case, the fourth and fifth shifting elements D, E are combined to form a second double shifting element DS2.

[0071] The hybrid transmission device 1 according to Fig. 4 has several driving modes, which are shown in the switching matrix according to Fig. 5, wherein the columns of the switching matrix list the respective switching elements A, B, C, D, E, and wherein the rows of the switching matrix list the respective driving modes H1, ZH, H2.1, H2.2, H2.3, H2.4, H3.1, H3.2, E2, EDA1, EDA2, LiN of the motor vehicle 100. By entering a cross in a respective box of the switching matrix, a closed state of the respective switching element A, B, C, D, E is represented, wherein no entry indicates an open state of the respective switching element A, B, C, D, E. The positive shift elements A, B, C, D, and E are used to implement four combustion engine gears or hybrid driving modes ZH, H1, H2, and H3, a first purely electric motor gear or electric motor driving mode E2, two electrodynamic starting modes EDA1 and EDA2, and a "charging in neutral" or LiN driving mode. The fourth combustion engine gear orIn terms of gear ratio, the hybrid driving mode ZH lies between the first combustion engine gear or hybrid driving mode H1 and the second combustion engine gear or hybrid driving mode H2. The second combustion engine gear or hybrid driving mode H2 additionally has a fourth shift combination H2.4, whereby in the second combustion engine gear or hybrid driving mode one of the shift elements A, C, D, E and additionally the second shift element B are closed. The third combustion engine gear or hybrid driving mode H3 is divided into the shift combinations H3.1 and H3.2, whereby in the third combustion engine gear or hybrid driving mode either the fourth shift element D together with the third shift element C or the fifth shift element E together with the third shift element C are closed. To implement a combustion engine gear orIn hybrid driving mode, two of the switching elements A, B, C, D, E are always closed.

[0072] The following only deals with the additional driving modes and switching combinations mentioned here. For the other driving modes and switching combinations, please refer to the explanations for Fig. 1 to Fig. 3.

[0073] In the fourth hybrid driving mode ZH, the first shift element A and the fifth shift element E are closed, while the other shift elements B, C, D are open. As a result, the first transmission input shaft 2 is drive-connected to the ring gear 42 of the planetary gear set 40 via the first and second spur gear pairs ST1, ST2 and the first shaft 11, and the sun gear 41 is rotationally fixedly connected to the first hollow shaft 16.

[0074] In the second hybrid driving mode H2 in the fourth shift combination H2.4, the second shift element B and the fifth shift element E are closed, while the other shift elements A, C, D are open. As a result, the first transmission input shaft 2 is drive-connected to the main output shaft 10 via the second spur gear pair ST2, and the sun gear 41 is rotationally fixedly connected to the first hollow shaft 16.

[0075] In the third hybrid driving mode H3 in the first switching combination H3.1, the third switching element C and the fourth switching element D are closed. The first switching combination H3.1 thus corresponds to the third hybrid driving mode H3 according to Fig. 2 and Fig. 3. In the third hybrid driving mode H3 in the second shift combination H3.2, the third shift element C and the fifth shift element E are closed. As a result, the first transmission input shaft 2 is directly connected to the first shaft 11 and, via this, to the ring gear 42 of the planetary gear set 40, and the sun gear 41 is connected in a rotationally fixed manner to the first hollow shaft 16.

[0076] The LiN driving mode stands for "charging in neutral" and allows generator operation of the first electric machine 5 to generate electrical energy. In the LiN driving mode, only the fifth switching element E is closed, while all other switching elements A, B, C, and D are open. As a result, the sun gear 41 is non-rotatably connected to the first hollow shaft 16. The internal combustion engine 3 is drive-effectively connected to the first electric machine 5 and is decoupled from the output, in particular from the main output shaft 10, whereby electrical energy is generated by driving the first electric machine 5 by means of the internal combustion engine 3.

[0077] In this embodiment, advantageously only three actuators are required to operate the total of five switching elements A, B, C, D, E.

[0078] A third embodiment of the hybrid transmission device 1 according to Fig. 6 is basically identical to the first embodiment. Therefore, please refer to the explanations for Fig. 1 to Fig. 3. The difference essentially lies in the fact that the hybrid transmission device 1 has a sixth shifting element F for shifting a second electromotive gear E1, wherein the sixth shifting element F is arranged coaxially to the planetary gear set 40. By means of the sixth shifting element F, a rotationally fixed connection is created between the ring gear 42 of the planetary gear set 40 and a housing G of the hybrid transmission device 1. In the present case, the fourth and sixth shifting elements D, F are combined to form a second double shifting element DS2. By means of the sixth shifting element F, a second electromotive driving mode E1 can be realized when only the sixth shifting element F is closed and all other shifting elements A, B, C, D are open, wherein the ring gear 42 of the planetary gear set 40 is then fixed to the housing G, i.e. is rotationally fixedly connected to the housing G.This second electric motor driving mode E1 has a shorter gear ratio than the first electric motor driving mode E2 and is therefore preferably provided for reverse operation of the motor vehicle 100, while the first electric motor driving mode E2 is preferably provided for forward operation of the motor vehicle 100. It is advantageous that, from the perspective of the electric machine 5, a high gear ratio is always present during forward operation of the motor vehicle 100. In the driving modes E1 and E2, the vehicle 100 is driven exclusively by the electric machine 5, with the combustion engine 3 being decoupled from the drive.

[0079] Fig. 7 shows a combination of the embodiments according to Fig. 4 to Fig. 6 according to a fourth embodiment, wherein in the present case starting from the basic transmission according to Fig. 1 to Fig. 3 both the fifth and sixth switching elements E, F are added. Reference is made to the previous explanations. Analogous to Fig. 4, the fourth and fifth shift elements D, E are combined to form the second double shift element DS2, whereas the sixth shift element F and also the second shift element B are arranged on the opposite side of the first spur gear pair. This is advantageous because these two shift elements B, F can also be actuated by a common actuator (not shown here).

[0080] According to an axial sequence on the main rotation axis, Fig. 7 taking into account Fig. 9 to Fig. 11 firstly the differential 8 with the fourth spur gear pair ST4, adjacent thereto the planetary gear set 40, adjacent thereto the third spur gear pair ST3, adjacent thereto the connection of the second transmission input shaft 4, adjacent thereto the fourth and fifth shifting elements D, E designed as the second double shifting element DS2, adjacent thereto the second spur gear pair ST2, adjacent thereto the connection of the first transmission input shaft 2, adjacent thereto the first and third shifting elements A, C designed as the first double shifting element DS1, adjacent thereto the first spur gear pair ST1, and adjacent thereto the second and sixth shifting elements B, F. The hybrid transmission device 1 is also axially particularly compact in this embodiment and has the in Fig. 5, as well as the second electromotive gear E1. All shift elements A, B, C, D, E, and F are designed as positive-locking shift elements A.

[0081] Fig. 8 shows a fifth embodiment of the hybrid transmission device 1, which is essentially based on the embodiment of the hybrid transmission device 1 according to Fig. 4. Therefore, reference is made to the explanations to Fig. 4 and to Fig. 1 to Fig. 3. The embodiment according to Fig. 8 differs from the embodiment according to Fig. 4 in that the planetary gear set 40 is arranged axially between the third spur gear pair ST3 and the connection of the first electric machine 5 and has an alternative connection of its elements, sun gear 41 and ring gear 42. In the present case, when the first shifting element A is closed, the first hollow shaft 16 is connected in a rotationally fixed manner to the sun gear 41, wherein when the fourth shifting element D is closed, the fourth shaft 18 is drive-effectively connected to the ring gear 42. The first electric machine 5 is thus connected or can be connected to the ring gear 42 of the planetary gear set 40 via the gears 25, 26, 27, wherein the combustion engine 3 is connected or can be connected to the sun gear 41 of the planetary gear set 40 via the first and second spur gear pairs ST1, ST2. It is advantageous that the first electric machine 5 generates a lower compensating speed in driving mode EDA1 or EDA2 or during an electrodynamic shift.The fourth shift element D is arranged axially adjacent to the connection of the second transmission input shaft 4 and, in a closed state, connects the ring gear 42 in a rotationally fixed manner to the sun gear 41. The shift matrix according to . Fig. 5 also applies to the hybrid transmission device 1 according to Fig. 8 .

[0082] Fig. 9 shows an exemplary configuration of the drive 103 according to a sixth embodiment. The hybrid transmission device 1 according to Fig. 9 is identical to the hybrid transmission device 1 according to Fig. 4. Furthermore, the connection of the internal combustion engine 3 and the connection of the third electric machine 21 to the first transmission input shaft 2 are shown. This has already been described above. It should be noted that the third electric machine 21 can alternatively also be arranged coaxially to the internal combustion engine 3. Furthermore, it is conceivable that the third electric machine 21 could be omitted. This can be particularly useful if the drive 103 comprises a second electric machine 7 on the second axle 102 of the motor vehicle 100 as an axle drive. Fig. 9 also shows that the first shaft 11 is designed as a hollow shaft so that the second side shaft 9b of the differential 8 can extend axially through the hybrid transmission device 1.

[0083] The seventh embodiment of the hybrid transmission device 1 according to Fig. 10 and the eighth embodiment of the hybrid transmission device 1 according to Fig. 11 are essentially identical to the embodiment according to Fig. 4 in conjunction with Fig. 9. The difference here is primarily that a separating clutch K0 is arranged between the connection of the third electric machine 21 and the first transmission input shaft 2 of the combustion engine 3. This allows the third electric machine 21 to be decoupled from the drive. Just like the switching elements A, B, C, D, E, F, the separating clutch K0 can also be switched between an open and a closed state. Fig. 10, the separating clutch K0 is designed analogously to the switching elements A, B, C, D, E, F as a positive-locking switching element A, in particular as a claw clutch. According to Fig.11, the separating clutch K0 is designed as a frictional shifting element A, in this case as a multi-plate clutch with pairs of plates that can be brought into frictional contact with one another. The separating clutch K0 is arranged in the power flow between the second hollow shaft 20 and the damping device 17.

[0084] 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 first translation stage or fourth 7 second electric machine 8 Differential 9a first side wave 9b second side wave 10 Main output shaft 11 first wave 12 Intermediate shaft 13 second wave 14 Loose gear arrangement 15 third wave 16 first hollow shaft 17 Damping device 18 fourth wave 19 third transmission input shaft 20 second hollow shaft 21 third electric machine 22 first gear 23 second gear 24 third gear or first fixed gear 25 fourth gear 26 fifth gear 27 sixth gear 28 seventh gear 29 eighth gear 30 ninth gear 31 tenth gear 32 eleventh gear 33 twelfth gear or second fixed gear 34 thirteenth gear 35 fourteenth gear 36 fifteenth gear 40 planetary gear set 41 Sun gear 42 ring gear 43 planet carrier 44 Planetary gear 60 traction devices 70 traction devices 100 motor vehicles 101 First axle of the motor vehicle 102 Second axle of the motor vehicle 103 Drive 111 Wheel 112 wheels 113 wheels 114 wheels G Housing ST1 first spur gear pair ST2 second spur gear pair ST3 third spur gear pair ST4 fourth spur gear pair DS1 first double switching element DS2 second double switching element A first switching element B second switching element C third switching element D fourth switching element E fifth switching element F sixth switching element H1 first combustion engine gear H2 second combustion engine gear H2.1 second combustion engine gear in a first gear combination H2.2 second combustion engine gear in a second gear combination H2.3 second combustion engine gear in a third gear combination H2.4 second combustion engine gear in a fourth gear combination H3 third combustion engine gear H3.1 third combustion engine gear in a first gear combination H3.2 third combustion engine gear in a second gear combination E1 second electric motor gear E2 first electric motor gear EDA1 first electrodynamic starting mode EDA2 second electrodynamic starting mode LiN driving mode “Charging in Neutral”

Claims

[1] Hybrid transmission device (1) for a drive (103) of a motor vehicle (100), comprising • at least one first transmission input shaft (2) for connecting a crankshaft of an internal combustion engine (3), • at least one second transmission input shaft (4) for connecting a rotor of a first electric machine (5), • exactly one planetary gear set (40) with a sun gear (41), a ring gear (42) and a planet carrier (43), on which several planetary gears (44) are rotatably mounted, wherein the planetary gear set (40) is arranged axially parallel to the first transmission input shaft (2) and to the second transmission input shaft (4), • a first spur gear pair (ST1), a second spur gear pair (ST2) and a third spur gear pair (ST3) and at least one first shifting element (A) for shifting a first internal combustion engine gear (H1), a second shifting element (B) for shifting a second internal combustion engine gear (H2), a third shifting element (C) for shifting a third internal combustion engine gear (H3) and at least one fourth shifting element (D) for blocking the planetary gear set (40) and for shifting at least one first electromotive gear (E2), • a main output shaft (10) which is arranged axially parallel to the first transmission input shaft (2) and to the second transmission input shaft (4), wherein the main output shaft (10) is at least indirectly connected in a driving manner to at least one first side shaft (9a) which is designed to connect a respective wheel of the motor vehicle (100), characterized bythat when the first shifting element (A) is closed, the first transmission input shaft (2) is drivingly connected to the ring gear (42) or the sun gear (41) via the first and second spur gear pairs (ST1, ST2), wherein when the second shifting element (B) is closed, the first transmission input shaft (2) is drivingly connected to the main output shaft (10) via the second spur gear pair (ST2), wherein when the third shifting element (C) is closed, the first transmission input shaft (2) is drivingly connected to the ring gear (42) or the sun gear (41), wherein the first shifting element (A) and the third shifting element (C) are combined to form a double shifting element (DS1). [2] Hybrid transmission device (1) according to claim 1, further comprising a differential (8) which is arranged coaxially with the planetary gear set (40) and has a first and second side shaft (9a, 9b), wherein the side shafts (9a, 9b) are operatively connected to the differential (8) and are adapted to connect a respective wheel of the motor vehicle (100), wherein the main output shaft (10) is operatively connected to the differential (8) via a first transmission stage (6). [3] Hybrid transmission device (1) according to one of the preceding claims, wherein when the fourth shift element (D) is closed, the second transmission input shaft (4) is drivingly connected to the ring gear (42) or the sun gear (41). [4] Hybrid transmission device (1) according to one of the preceding claims, further comprising a fifth shifting element (E) for shifting at least one fourth internal combustion engine gear (ZH), wherein the fifth shifting element (E) is arranged coaxially to the planetary gear set (40). [5] Hybrid transmission device (1) according to one of the preceding claims, further comprising a sixth shifting element (F) for shifting a second electromotive gear (E1), wherein the sixth shifting element (F) is arranged coaxially with the planetary gear set (40). [6] Hybrid transmission device (1) according to one of the preceding claims, wherein the sixth switching element (F) is arranged for the rotationally fixed connection of the ring gear (42) to a housing (G) of the hybrid transmission device (1). [7] Hybrid transmission device (1) according to one of the preceding claims, wherein at least one first fixed gear (24) and one idler gear arrangement (14) consisting of two gears (30, 31) connected to one another in a rotationally fixed manner are arranged on the main output shaft (10). [8] Hybrid transmission device (1) according to one of the preceding claims, wherein the first transmission input shaft (2) is operatively connected to the hybrid transmission device (1) at least via a traction means (60) and / or via at least one gear (28). [9] Hybrid transmission device (1) according to one of the preceding claims, wherein the second transmission input shaft (4) is operatively connected to the hybrid transmission device (1) at least via a traction means and / or via at least one gear (25). [10] Hybrid transmission device (1) according to one of the preceding claims, wherein the second side shaft (9b) of the differential (8) extends axially through the hybrid transmission device (1). [11] Hybrid transmission device (1) according to one of the preceding claims, wherein all switching elements (A, B, C, D, E, F) are designed as positive switching elements. [12] Drive (103) for a motor vehicle (100), comprising a hybrid transmission device (1) according to one of the preceding claims arranged in a drive-effective manner on a first axle (101) of the motor vehicle (100), as well as at least a first electric machine (5) and an internal combustion engine (3), wherein the internal combustion engine (3) is arranged axially parallel to the at least first electric machine (5). [13] Drive (103) according to claim 12, further comprising a second electric machine (7) which is arranged in a drive-effective manner on a second axle (102) of the motor vehicle (100).

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