Transmission device for a hybrid drive train for a motor vehicle and motor vehicle with such a

Abstract

Transmission device (1) for a hybrid drive train (2) for a motor vehicle, comprising a first shaft (13) coupled or coupleable to an internal combustion engine (3), two countershafts (5, 6), and an electric machine (20), wherein the transmission device (1) has three shift levels (7-9) arranged one behind the other in the axial direction, wherein the electric machine (20) is arranged in the third shift level (9) coupled to a planetary gear (19), wherein the transmission device (1) has at least four shift devices (AF), wherein a first switching device (B, C) is arranged on a first countershaft (5, 6) and is designed to detachably couple a first idler gear (11, 12) to the first countershaft (5, 6), and a second switching device (B, C) is arranged on a second countershaft (5, 6) and is designed to detachably couple a second idler gear (11, 12) to the second countershaft (5, 6), and a third switching device (E, F) is arranged on a second shaft (14) and is designed to lock the planetary gear (19), wherein the two idler gears (11, 12) arranged on the countershafts (5, 6) are in engagement with a fixed gear (10) arranged on the first shaft (13), which first shaft (13) can be detachably coupled to the second shaft (14) by means of a fourth switching device (D), or wherein the two idler gears (11, 12) are in engagement with a fixed gear (10) on the first shaft (13) and the first shaft (13) can be detachably coupled to the sun gear (22) of the planetary gear (19) by means of the fourth switching device (D) characterized in that the second shaft (14) or the first shaft (13) can be detachably coupled to a third shaft (15) by means of a fifth switching device (A), wherein a fixed gear (16) is arranged on the third shaft (15) and engages with a fixed gear (17) on the first countershaft (5, 6).

Description

[0001] The invention relates to a transmission device for a hybrid drive train for a motor vehicle, comprising a first shaft coupled or connectable to an internal combustion engine, two countershafts, and an electric motor. The invention also relates to a motor vehicle with such a transmission device.

[0002] Transmission devices for hybrid powertrains for motor vehicles are generally known from the prior art. Such transmission devices are coupled in a motor vehicle or its powertrain to at least one internal combustion engine and at least one electric motor and enable, for example, selective drive of the motor vehicle via the internal combustion engine and the electric motor. Various operating modes or driving modes can be implemented here; in particular, the electric motor can be used to assist driving or to implement purely electric driving. The electric motor can also serve as a starting element and form a so-called electrodynamic starting element ("EDA").Furthermore, it is possible to support or apply the tractive force by means of an electric motor as part of a powershift procedure, for example in order to de-load the combustion engine and carry out a corresponding switching operation.

[0003] In conventional transmission systems, a large number of gear planes or shift planes are usually required to provide a correspondingly large number of gears. Furthermore, the arrangement of the electric motor often presents a challenge. This is usually coupled to one of several shafts, such as countershafts, via at least one gear.

[0004] Hybrid transmission arrangements are described in the publications DE 10 2020 203 775 A1, DE 10 2020 203 779 A1, DE 10 2011 089 708 A1 and DE 10 2019 212 143 A1.

[0005] A hybrid transmission according to the preamble of claim 1 can be found in DE 10 2021 206 513 A1.

[0006] The invention is based on the object of providing a more compact transmission device. Furthermore, it is an object of providing a corresponding motor vehicle.

[0007] The object is achieved by a transmission device having the features of claim 1 and by a motor vehicle having the features of claim 9. Advantageous embodiments are the subject of the subclaims.

[0008] As previously described, the invention relates to a transmission device for a hybrid drive train for a motor vehicle, which transmission device comprises a first shaft and two countershafts, wherein the transmission device is coupled or can be coupled to the internal combustion engine via the first shaft. Furthermore, the transmission device has an electric machine which, as previously described, can be used for various driving modes of the motor vehicle. In particular, the transmission device has three shift levels arranged one behind the other in the axial direction, wherein the electric machine is arranged in the third shift level and is coupled to a planetary gear.

[0009] For the purposes of this application, the axial direction is considered to be the direction in which the axes of rotation extend, for example the direction in which the first shaft and the two countershafts extend. The arrangement of the individual shift levels one behind the other in the axial direction is therefore to be understood from the transmission input, for example at a connection point at which the first shaft is or can be coupled to the combustion engine. From this point, the shift levels thus extend as first, second, and third shift levels, with the electric machine and the planetary gear system described being arranged in the third shift level. In this case, the transmission device has, in particular, exactly three shift levels. Two further shift levels are therefore arranged between the transmission input and the planetary gear system.In each of the two shift levels located between the transmission input and the third shift level, there is a gear on the first shaft that engages with at least one corresponding gear on one of the countershafts.

[0010] Since three shift levels are used in this case, with two of the shift levels being located on the first shaft or the countershafts, and the electric motor being coupled via the planetary gear, a comparatively compact design in the axial direction is achieved. The planetary gear can preferably provide exactly two electric gears, whereby the electric gears can also utilize gear wheels located on the countershafts, in particular a single countershaft.

[0011] According to one embodiment of the transmission device, it can be provided that the planetary gear is arranged at least partially, in particular completely, in the axial direction within the rotor of the electric machine. According to this embodiment, the planetary gear and the electric machine, in particular the rotor of the electric machine, are "nested", i.e. the planetary gear is arranged at least partially in a spatial volume delimited by the rotor of the electric machine. In this case, the planetary gear can be arranged for the most part, in particular completely, within the rotor of the electric machine, i.e. the planetary gear is surrounded at least partially in the radial direction by the rotor of the electric machine. By arranging the planetary gear within the rotor, installation space can be further saved in the axial direction.This allows the compact design of the transmission device to be further improved.

[0012] The electric machine can in particular be arranged concentrically on or to the first shaft. Thus, the planetary gear train and the electric machine can be arranged coaxially to one another and concentrically on the first shaft in the third shifting level. The electric machine therefore does not have to be coupled separately to the first shaft or one of the countershafts via a toothed engagement, but the electric machine can already be arranged concentrically on or to the first shaft, wherein, as described above, the planetary gear train can also be arranged on or concentrically to the first shaft, namely in particular at least in sections within the rotor of the electric machine. The electric machine and planetary gear train can in particular be arranged on a second shaft which is arranged on the same axis of rotation as the first shaft.

[0013] The transmission device can ultimately have any number of switching devices which are designed to detachably couple various elements of the transmission devices to one another. According to one embodiment of the transmission devices, the transmission device can have at least four switching devices. In this case, a first switching device can be arranged on a first countershaft and designed to detachably couple a first idler gear to the first countershaft, and a second switching device can be arranged on a second countershaft and designed to detachably couple a second idler gear to the second countershaft. Furthermore, a third switching device can be arranged on the second shaft and designed to lock the planetary gear. The term “locking” of the planetary gear can also be understood as “blocking” the planetary gear. The planetary gear can in this case be in the locked orblocked state can be bridged.

[0014] In the first gearshift or gear plane, the first shaft can have a section in the form of a hollow shaft that surrounds a second shaft, at least in part. The first shaft can drive the gears arranged on the countershafts. In the second gear plane, the first shaft or a third shaft that surrounds the second shaft can have a fixed gear that meshes, for example, with a fixed gear on one of the countershafts. In this case, the fixed gear on the countershaft can also be designed as a loose gear.

[0015] There are several options for locking or interlocking the planetary gear. The described third switching device can, in particular, be designed to directly connect the second shaft to the rotor of the electric machine. It is also possible to couple the second shaft or the third shaft to the ring gear of the planetary gear, with the rotor being coupled to the sun gear of the planetary gear. Another option is to couple the planet carrier to the ring gear or the sun gear to the planetary gear.

[0016] As described, the transmission device has two countershafts, wherein the two loose gears arranged on the countershafts can mesh with a fixed gear arranged on one of the first shafts. In this case, the first shaft can be releasably coupled to the second shaft by means of a fourth switching device, or the two loose gears can mesh with a fixed gear on the first shaft and releasably couple the first shaft to the sun gear of the planetary gear system by means of the fourth switching device, in particular by coupling to the second shaft. On the one hand, it is thus possible for each of the countershafts to have at least one loose gear, wherein the two loose gears mesh with a fixed gear on the first shaft. The two loose gears thus share the same fixed gear on the first shaft, so that the fixed gear has at least two tooth engagements with the two loose gears on the countershafts.

[0017] The fixed gear is arranged in particular on the first shaft, wherein it is possible for the first shaft to be designed as a solid shaft or as a hollow shaft in this area. The described fourth switching device can in particular be designed to connect the first shaft to the second shaft, i.e. to couple the hollow shaft-shaped section of the first shaft surrounding the second shaft to the second shaft. The first and second shafts can also both be designed as solid shafts. Depending on the switching state of the fourth switching device, a connection between the first shaft and the second shaft is thus established or broken.

[0018] The transmission device can further be developed in such a way that the first shaft or the second shaft can be detachably coupled to a third shaft by means of a fifth switching device, wherein a fixed gear is arranged on the third shaft, which engages with a gear, in particular a fixed gear, on the first countershaft and / or the planet carrier of the planetary gear is arranged on the third shaft.

[0019] The first shaft can be designed in two parts, so that the previously described fixed gear, which engages with the two loose gears on the countershafts, is arranged on a first part of the first shaft and the fixed gear, which engages with a fixed gear or loose gear on one of the countershafts, is arranged on the second part of the first shaft. Both can engage around the second shaft, wherein the first shaft can be coupled to the second shaft by means of the fourth switching device and the two parts of the first shafts can be coupled to one another or the first shaft can be coupled to the third shaft by means of the fifth switching device. The fourth switching device and the fifth switching device can be designed for this purpose, in particular, as a double switching element. In this embodiment, the third shaft, in particular, can be connected to the planet carrier of the planetary gear system.

[0020] The transmission device can further comprise a sixth shifting device designed to releasably couple the second shaft to a transmission housing or a housing of the electric machine. In particular, the previously described second shaft can be coupled to the housing of the electric machine or a transmission housing, particularly at an end of the second shaft opposite the transmission input. Thus, the first shaft or the second shaft can be locked, and the ring gear of the planetary gear can be connected to the second shaft.

[0021] As described, the individual switching devices can be designed as double switching elements or single switching elements. At least two switching devices, in particular all switching devices, can be designed as double switching elements. In particular, the first and second switching devices and / or the fourth and fifth switching devices and / or the third and sixth switching devices can be designed as double switching elements. Alternatively, it is also possible for at least two switching devices to be designed as single switching elements, in particular the fourth and fifth switching devices.

[0022] The transmission device can further comprise at least one second electric machine. The second electric machine can be arranged axially parallel to the first shaft or the two countershafts. The second electric machine can, in particular, have an output element that is connected to the gears on the first shift plane or gear plane. In this case, in particular, the previously described fixed gear arranged on the first shaft can have three tooth engagements; namely, the fixed gear can engage with the idler gears on the two countershafts and the output element of the second electric machine.

[0023] The transmission device can further comprise a separating clutch configured to releasably couple the first shaft to an internal combustion engine, wherein the separating clutch is arranged in the axial direction in front of the first tooth plane. As described, the first shaft can represent a transmission input of the transmission device, wherein the transmission device can be coupled to the internal combustion engine via the transmission input of the first shaft. The separating clutch can be arranged in this region, wherein the separating clutch establishes or breaks the coupling between the internal combustion engine and the transmission device, in particular the first shaft, depending on its engagement state.

[0024] By arranging the separating clutch in front of the first tooth plane, various operating modes can be realized. In particular, the combustion engine can be completely separated from the transmission. When the combustion engine is separated, the motor vehicle can be operated via the electric motor and / or the second electric motor. Purely electric operating modes are possible using one or both electric motors. Use as a starter generator is also possible.

[0025] In addition to the transmission device, the invention relates to a motor vehicle comprising a described transmission device. All advantages, details, and features described with reference to the transmission device are transferable to the motor vehicle.

[0026] The invention is explained below using exemplary embodiments with reference to the figures. The figures are schematic representations and show: Fig. 1 shows a transmission device according to a first embodiment; Fig. 2 a transmission device according to a second embodiment; Fig. 3 a transmission device according to a third embodiment; Fig. 4 shows a transmission device according to a fourth embodiment; Fig. 5 shows a transmission device according to a fifth embodiment; Fig. 6 a transmission device according to a sixth embodiment; Fig. 7 a transmission device according to a seventh embodiment; and Fig. 8 a transmission device according to an eighth embodiment.

[0027] Fig. 1 shows a transmission device 1 for a hybrid drive train 2 of a motor vehicle (not shown in detail). The transmission device 1 is coupled to an internal combustion engine 3 and has a first shaft 13 and two countershafts 5, 6. On the first shaft 13, there are three shifting planes or gear planes, namely a first shifting plane 7, a second shifting plane 8, and a third shifting plane 9, which are arranged one behind the other in the axial direction. The axial direction here refers to the arrangement of the countershafts 5, 6 and the first shaft 13.

[0028] In the first shifting level 7, a fixed gear 10 is arranged on the first shaft 13, which engages with a respective idler gear 11, 12, which are arranged on the countershafts 5, 6. In this exemplary embodiment, the first shaft 13 has a hollow shaft section in this section, which engages around a second shaft 14. The second shaft 14 is further engaged by a third shaft 15, wherein the first shaft 13 and the third shaft 15 are arranged one behind the other in the axial direction. The first idler gear 11 on the first countershaft 5 can be coupled to the first countershaft 5 via a first shifting device B. Analogously, the second idler gear 12 can be coupled to the second countershaft 6 via a second shifting device C. The terms “first,” “second,” etc. are of course interchangeable or transferable.

[0029] A second fixed gear 16 is arranged on the third shaft 15, which in this exemplary embodiment meshes with a fixed gear 17 on the first countershaft 5. The third shaft 15 is coupled to the planet carrier 18 of the planetary gear 19, which is arranged together with the electric machine 20 in the third shifting level 9. The rotor 21 of the electric machine 20 is clearly connected to the sun gear 22 of the planetary gear 19, so that torque can be transmitted from the rotor 21 to the planet carrier 18 or the ring gear 24 via the planets 23. The ring gear 24 is connected to the second shaft 14.

[0030] The planetary gear 19 is clearly arranged in the axial direction, at least in sections, within the rotor 21 of the electric machine 20. In other words, the rotor 21 surrounds the planetary gear 19 at least in sections in the radial direction. The planetary gear 19 and the electric machine 20 can thus be described as "nested" in the axial direction. The coaxial, concentric arrangement, with the planetary gear 19 being arranged at least in sections within the rotor 21, allows for a particularly compact design. Likewise, the switching devices E, F are arranged within the rotor 21, so that they can also be accommodated in a particularly space-saving manner.

[0031] The transmission device 1 further comprises a third switching device F, via which the planetary gear 19 can be locked or blocked. If the switching device F is closed, the rotor 21 of the electric machine 20 is directly connected to the second shaft 14 and thus to the ring gear 24, so that the planetary gear 19 is ultimately bridged. Furthermore, the transmission device 1 comprises a fourth switching device D, via which the first shaft 13 can be coupled to the second shaft 14. Alternatively, the first shaft 13 can be coupled to the third shaft 15 via a fifth switching device A. In addition, the transmission device 1 in this exemplary embodiment has a sixth switching device E, by means of which the second shaft 14 can be coupled to the transmission housing. In principle, the individual switching devices AF can be designed as desired.In this case, the switching devices B, C and / or the switching devices A, D and / or the switching devices E, F can expediently be designed as double switching elements. The switching devices A and E are optional in this and the following embodiments.

[0032] The transmission device 1 can optionally have a second electric machine 25. The second electric machine 25 can, in particular, mesh with the first fixed gear 10 on the first shaft 13, so that the first fixed gear 10 ultimately has three tooth engagements, namely with the first idler gear 11, the second idler gear 12, and the output element of the second electric machine 25.

[0033] The transmission device 1 thus enables various driving modes, which will be described below. In order to use the electric machine 20 as an electrodynamic starting element, all switching devices AF can remain open except for the fourth switching device D, which is closed. In this case, torque can be transmitted via the rotor 21, via the sun gear 22, and the planets 23 to the planet carrier 18, which is coupled to the third shaft 15. The torque is transmitted via the fixed gears 16, 17 to the first countershaft 5 and can thus be transmitted via the output, for example to a differential. In this mode, the planetary gear 19 serves as a superposition gear, with the electric machine 20 being connected to the sun gear 22 via the rotor 21.

[0034] The combustion engine 3 is coupled to the ring gear 24 when the shift device D is closed. This makes it possible, in particular, to start off and drive even when the electrical energy storage device is empty. Starting from this mode, a direct transition to further gears is possible, for example by closing shift device A (provided that shift devices A, D are not designed as a double shift element), it is possible to shift into first gear. A second variant of the first gear is obtained by closing shift device F starting from the electrodynamic start-up mode. Likewise, it is possible to shift directly into second gear by closing shift device B. If shift device C is closed, a direct transition to the third combustion engine gear is possible.

[0035] In addition, two internal combustion engine first gears can be achieved, with the first gear being achieved according to a first variant by closing the fifth shifting device A and opening the remaining shifting devices BF. The torque generated by the internal combustion engine 3 can thus be transmitted from the first shaft 13 to the third shaft 15 and thus via the fixed gears 16, 17 to the output of the first countershaft 5, as described with reference to the electrodynamic starting element. The second internal combustion engine gear is achieved by closing the third shifting device F and the fourth shifting device D, with all other shifting devices being open. In this case, the torque is transmitted from the first shaft 13 to the second shaft 14 and via the rotor 21, via the sun gear 22 and the planets 23 to the planet carrier 18 and thus again via the fixed gears 16, 17 to the output of the first countershaft 5.

[0036] The second internal combustion engine gear is generated by solely closing the first shifting device B, so that the torque can be transmitted from the first shaft 13 via the fixed gear 12 to the idler gear 11 and thus to the first countershaft 5 and its output. The third internal combustion engine gear is correspondingly achieved by solely closing the second shifting device C, so that the torque can be transmitted from the first shaft 13 via the fixed gear 10 to the idler gear 12 of the second countershaft 6 and thus to its output.

[0037] In addition, the transmission device 1 enables two electromotive gears, each enabled by closing one of the shifting devices E, F. When the shifting device E is closed, the torque is transmitted from the rotor 21 via the sun gear 22 to the planets 23 and thus via the planet carrier 18 via the fixed gears 16, 17 to the first countershaft 5 and thus to its output. In contrast, the second electromotive gear is generated by closing the third shifting device F, so that the planetary gear 19 is locked. From both electromotive gears, a direct transition to the combustion engine gears is possible by closing the respectively required shifting device A, B, C. This also means that a shift between the combustion engine gears can be carried out by the electric machine 20 with the aid of traction force.In addition, it is also possible to synchronize the switching devices AF by controlling the speed of the electric machine 20 or by controlling the speed of the combustion engine 3.

[0038] The optionally provided second electric machine 25 can be provided for starting the internal combustion engine 3 from a purely electric driving mode. Furthermore, the on-board power supply can be provided or supported by the second electric machine 25. The speed control of the internal combustion engine 3 during coupling or during gear shifting operations can also be supported by the second electric machine 25. As described, by opening the switching devices E, F, the electric machine 20 can be decoupled, so that a more efficient internal combustion engine driving mode is possible. The basic functioning of the transmission device 1, which is described with reference to Fig. 1 is generally transferable to all subsequent embodiments.

[0039] Fig. 2 shows a transmission device 1 according to a second embodiment. As described, all embodiments of the Fig. 1 shown variant of the transmission device 1. The embodiment according to Fig. 2 differs from that in Fig. 1 in that the third switching device F is no longer designed to couple the rotor 21 directly to the second shaft 14, but the second shaft 14 can now be coupled to the planet carrier 18 and thus to the third shaft 15 by means of the third switching device F.

[0040] The examples of implementation according to Fig. 3 and Fig. 4 again correspond to the variant according to Fig. 1 , wherein a separating clutch 26 ("K0") is additionally provided at the transmission input. The separating clutch 26 can thus decouple the combustion engine 3 from the first shaft 13. In Fig. 3, the separating clutch 26 is a claw clutch and in Fig. 4, the separating clutch 26 is designed as a friction clutch. The remaining description is, as described above, transferable from the previous embodiments. It is also possible to design the planetary gear 19 from Fig. 2 instead of the planetary gear 19 in Fig. 3 , Fig. 4. In the case of Fig. The variant shown in Figure 3 offers the particular advantage that, when the separating clutch 26 is open, purely electric driving can be enabled using the optionally provided second electric machine 25. In this case, the second electric machine 25 can drive the motor vehicle instead of the combustion engine 3. In the electrodynamic starting mode, both forward and reverse driving can be carried out purely electrically. In the electrodynamic starting mode, it is also possible to support the purely electric shifting of the first electric machine 20 from the first electric gear to the second electric gear by the second electric machine 25 supporting the torque on the ring gear 24 during the shifting.

[0041] If, instead of the claw clutch 26, as shown in Fig. 4, a friction clutch is used, can advantageously also be opened or closed under load. If, for example, emergency braking is required or a malfunction occurs in the internal combustion engine 3, the separating clutch 26 can be opened under load. Furthermore, the separating clutch 26, as a friction clutch, can be closed under a speed difference, so that a so-called "momentum start" of the internal combustion engine 3 is possible using the second electric machine 25. In this case, in particular, the inertial mass of the second electric machine 25 can be utilized to start the internal combustion engine 3. As described, the second electric machine 25 is merely optional in the embodiments.

[0042] Fig. Figure 5 shows the transmission device 1 according to a fifth exemplary embodiment, wherein the basic description can be adopted from the previous embodiments. Deviating from the previously described variants, the third shaft 15 is coupled to the planet carrier 18 of the planetary gear 19. The sun gear 22 is arranged directly on the second shaft 14, and the rotor 21 of the electric machine 20 is directly connected to the ring gear 24. Despite the modification of the planetary gear 19, the shift pattern remains unchanged compared to the previously described shift processes.

[0043] Fig. 6 shows a fundamentally different embodiment from the Fig. 5 is a similar variant. Here, the conventional planetary gear set has been expanded to include a stepped planetary gear, thus expanding the range of gear ratios. The connections remain fundamentally identical, with the sun gear 22 and the ring gear 24 engaging other stages of the planetary gears 23. The shift pattern, i.e., the execution of the shift operations by closing the various shift devices AF, also remains unchanged from the previous embodiments.

[0044] Compared to the embodiment according to Fig. 5 shows the embodiment in Fig. 7 shows a transmission device 1 in which an additional switching device K is arranged between the second switching level 8 and the third switching level 9. In other words, the third shaft 15 can be separably coupled to the planetary gear 19. If the switching device K is open, the planet carrier 18 is separated from the third shaft 15. If the switching device K is closed, torque can be transmitted between the third shaft 15 and the planetary gear 19, namely via the planet carrier 18. This advantageously makes it possible to decouple a large part of the transmission device 1 in certain operating modes, for example coasting or driving with an electric rear axle. This makes it possible to achieve consumption advantages since ultimately less mass has to be towed. By positioning the switching device K, the planetary gear 19 can be decoupled on the output side.

[0045] Fig. Figure 8 shows an eighth embodiment of the transmission device 1, wherein the first shaft 13 is shown as a continuous solid shaft, which in this embodiment is coupled to the internal combustion engine 3. As already described, the provision of a separating clutch 26 is also possible in this embodiment. Fig.8 that instead of the double switching element of the switching devices A, D, these are designed as single switching elements, with the switching device D being displaced in the axial direction behind the electric machine 20. The first shaft 13 or central shaft is surrounded in the second switching level 8 by a third shaft 15, which carries the fixed gear 16, which engages with the fixed gear 17 of the first countershaft 5. The first shaft 13 can be connected to the third shaft 15 via the fifth switching device A. The third shaft 15 is further coupled to the planet carrier 18 of the planetary gear 19. The second shaft 14, in turn, carries the sun gear 22, which engages with the ring gear 24 via the planets 23, the ring gear 24 again being directly connected to the rotor 21.

[0046] As already described, all details, advantages and features of the various embodiments can be combined with one another as desired, are interchangeable and transferable to one another. List of reference symbols 1 gear device 2 Hybrid powertrain 3 combustion engine 5, 6 Countershaft 7-9 Switching level 10 fixed gear 11, 12 idler gear 13 first wave 14 second wave 15 third wave 16, 17 Fixed gear 18 planet carriers 19 planetary gears 20 electric machine 21 Rotor 22 Sun gear 23 Planet 24 ring gear 25 electric machine 26 Separating coupling AF switching device K Switching device

Claims

[1] Transmission device (1) for a hybrid drive train (2) for a motor vehicle, comprising a first shaft (13) coupled or coupleable to an internal combustion engine (3), two countershafts (5, 6) and an electric machine (20), wherein the transmission device (1) has three shift levels (7-9) arranged one behind the other in the axial direction, wherein the electric machine (20) is arranged in the third shift level (9) coupled to a planetary gear (19), wherein the transmission device (1) has at least four shift devices (AF), wherein a first switching device (B, C) is arranged on a first countershaft (5, 6) and is designed to detachably couple a first idler gear (11, 12) to the first countershaft (5, 6), and a second switching device (B, C) is arranged on a second countershaft (5, 6) and is designed to detachably couple a second idler gear (11, 12) to the second countershaft (5, 6), and a third switching device (E, F) is arranged on a second shaft (14) and is designed to lock the planetary gear (19), wherein the two idler gears (11, 12) arranged on the countershafts (5, 6) are in engagement with a fixed gear (10) arranged on the first shaft (13), which first shaft (13) can be detachably coupled to the second shaft (14) by means of a fourth switching device (D), or wherein the two idler gears (11, 12) are in engagement with a fixed gear (10) on the first shaft (13) and the first shaft (13) can be detachably coupled to the sun gear (22) of the planetary gear (19) by means of the fourth switching device (D) characterized by that the second shaft (14) or the first shaft (13) can be detachably coupled to a third shaft (15) by means of a fifth switching device (A), wherein a fixed gear (16) is arranged on the third shaft (15) and engages with a fixed gear (17) on the first countershaft (5, 6). [2] Transmission device (1) according to claim 1, characterized bythat the planetary gear (19) is arranged at least in sections in the axial direction within the rotor (21) of the electric machine (20). [3] Transmission device (1) according to claim 1 or 2, characterized by that the electrical machine (20) is arranged concentrically on or to the first shaft (13). [4] Transmission device (1) according to one of the preceding claims, characterized by that the planet carrier (18) of the planetary gear (19) is arranged on the third shaft (15). [5] Transmission device (1) according to one of the preceding claims, characterized by that a sixth switching device (E) is designed to detachably couple the second shaft (14) to a housing of the transmission device. [6] Transmission device (1) according to one of the preceding claims, characterized bythat at least two switching devices (AF), in particular all switching devices (AF), are designed as double switching elements, or that at least two switching devices (AF) are designed as individual switching devices. [7] Transmission device (1) according to one of the preceding claims, characterized by a second electrical machine (25) which is arranged axially parallel to the first shaft (13) on the first switching plane. [8] Transmission device (1) according to one of the preceding claims, characterized by a separating clutch (26) which is designed to detachably couple the first shaft (13) to an internal combustion engine (3), wherein the separating clutch (26) is arranged in the axial direction in front of the first switching plane (7). [9] Motor vehicle comprising a transmission device (1) according to one of the preceding claims.

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