Hybrid transmission and motor vehicle with a hybrid transmission

Abstract

Hybrid transmission (1) for a motor vehicle (100), comprising • a first transmission input shaft (2) for connecting a crankshaft (3.1) of an internal combustion engine (3), • a second transmission input shaft (4) for connecting a rotor shaft (5.1) of a first electric machine (5), • a superposition gear (6) comprising a first planetary gear set (P1) with the elements sun gear (P11), ring gear (P12) and planet carrier (P13), • a differential (7) with a first side shaft (7.1) and a second side shaft (7.2), wherein the side shafts (7.1, 7.2) are arranged to connect a respective wheel of the motor vehicle (100), • a main output shaft (8) which is arranged coaxially to the superposition gear (6) and is designed to connect the differential (7) to the superposition gear (6), • exactly one countershaft (60) with exactly three gears (61, 62, 63) arranged on it, • at least a first shifting element (A), a second shifting element (B), a third shifting element (C) and a fourth shifting element (D), wherein the four shifting elements (A, B, C, D) are designed to be form-fitting and are set up to shift three internal combustion engine gears and at least one electric motor gear, wherein, according to an axial sequence, first the differential (7), adjacent thereto the superposition gear (6), adjacent thereto the connection of the first electric machine (5), adjacent thereto the fourth shifting element (D), adjacent thereto the second shifting element (B), adjacent thereto the connection of the internal combustion engine (3), adjacent thereto the third shifting element (C), and adjacent thereto the first shifting element (A) are arranged.

Description

[0001] The invention relates to a hybrid transmission for a motor vehicle, comprising two transmission input shafts for connecting a respective drive engine, a superposition gear, a differential, a main output shaft, a countershaft, and at least four positive shift elements. Furthermore, the invention also relates to a motor vehicle with such a hybrid transmission.

[0002] 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 with a rotor that can be operated as a motor and as a generator, 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 stage of the manual transmission via a coupling switching element in order to couple the internal 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 in order to bridge 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.

[0003] Furthermore, DE 10 2019 204 706 A1 discloses a drivetrain comprising an engine, a continuously variable power source, an output shaft, and a transmission. The transmission is configured to provide a selection of multiple transmission modes in which the transmission transmits power from at least one of the engine and the continuously variable power source to the output shaft. Several components, such as variators, clutches, and the like, are arranged coaxially.

[0004] Furthermore, DE 10 2013 221 461 A1 discloses a hybrid drive of a motor vehicle comprising an internal combustion engine, an electric motor, an automated manual transmission of countershaft design, and a superposition gearing of planetary design. The input shaft of the manual transmission can be brought into drive connection with the output shaft via several selectively switchable spur gear stages. The superposition gearing is arranged coaxially above a free end of the output shaft. Its first input element is connected in a rotationally fixed manner to a hollow shaft arranged coaxially above the output shaft, which can be connected in a rotationally fixed manner 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 connected in a rotationally fixed manner to the second input element or to the output element via a bridging switching element.Its second input element is permanently connected to the rotor of the electric motor, and its output element is connected to the output shaft for rotational stability. The input shaft of the manual transmission can be connected to the second input element of the superposition gear via a coupling spur gear stage comprising a drive gear and an output gear, which can be switched by means of a second coupling switching element.

[0005] Furthermore, the documents DE 10 2021 201 868 A1 and DE 10 2021 201 871 A1 disclose hybrid transmissions for motor vehicles.

[0006] The object of the invention is to provide an alternative hybrid transmission for a motor vehicle. In particular, the hybrid transmission should be compact and capable of being installed in a front-transverse arrangement in the motor vehicle. 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.

[0007] A hybrid transmission according to the invention for a motor vehicle comprises • a first transmission input shaft for connecting a crankshaft of an internal combustion engine, • a second transmission input shaft for connecting a rotor shaft of a first electric machine, • a superposition gear comprising a first planetary gear set with the elements sun gear, ring gear and planet carrier, • a differential with a first side shaft and a second side shaft, wherein the side shafts are arranged to connect a respective wheel of the motor vehicle, • a main output shaft arranged coaxially to the superposition gear and designed to connect the differential to the superposition gear, • exactly one countershaft with exactly three gears arranged on it, • at least one first switching element, one second switching element, one third switching element and one fourth switching element, wherein these four switching elements are designed to be form-fitting and are configured to switch three internal combustion engine gears and at least one electric motor gear.

[0008] A connection of a shaft or device to another shaft or device means that these shafts or devices are either directly connected to one another or indirectly connected to one another via at least one additional component, in particular via additional shafts and gears. For example, the crankshaft of the internal combustion engine is drive-connected to the first transmission input shaft via at least one additional shaft. For example, the rotor shaft of the electric motor is drive-connected to the second transmission input shaft via at least one additional shaft.

[0009] In particular, the two transmission input shafts are coaxial with one another and arranged axially adjacent to one another, i.e., not overlapping. A transmission input shaft is understood to be a transmission element that is designed for connection to a respective drive machine, in particular to a crankshaft of the internal combustion engine or a rotor shaft of the electric motor. The drive power generated by the internal combustion engine and / or the first electric motor is combined or superimposed in the superposition gear and transmitted to the differential via the main output shaft. The drive power is divided between the two side shafts in the differential and transmitted to a drive wheel of the motor vehicle that is operatively connected to the respective side shaft.

[0010] The first planetary gear set of the superposition gearing comprises a plurality of planetary gears that are rotatably mounted on the planet carrier and mesh with the sun gear and the ring gear. The first planetary gear set of the superposition gearing is preferably designed as a negative planetary gear set. A negative planetary gear set has a sun gear, a ring gear, a planet carrier, and a plurality of planetary gears, each planetary gear being rotatably mounted on the planet carrier and meshing with the sun gear and the ring gear. The superposition gearing serves, in particular, as a summing gear.

[0011] The combination of the superposition gear with the four positive shift elements creates multiple functional options for the hybrid powertrain, such as combustion engine or hybrid driving modes, electric motor driving modes, and electrodynamic starting modes. In a combustion engine gear, the vehicle operates in combustion engine mode using only the combustion engine or in hybrid mode with a combination of combustion engine and an electric motor.

[0012] The hybrid transmission preferably has exactly four positive-locking shift elements. A positive-locking shift element is understood to be a shift element that has a toothing and / or claws for connecting two components, in particular two shafts, which positively engage with one another to establish the rotationally fixed connection. The transmission of power from one clutch part to the other clutch part of the shift element, in a fully closed state, occurs primarily through a positive connection. For example, all four shift elements are designed as claw clutches.

[0013] The differential can be designed, for example, as a bevel gear differential, spur gear differential, or planetary gear differential. The side shafts of the differential are arranged together on an output axle of the motor vehicle, with the first transmission input shaft and the second transmission input shaft arranged coaxially to the output axle, and the combustion engine and the first electric motor arranged axially parallel to the output axle. The output axle is preferably the front-wheel drive axle of the motor vehicle. Thus, the hybrid transmission is installed in a front-transverse arrangement in the motor vehicle.

[0014] According to the invention, the differential is arranged in an axial sequence, followed by the superposition gear, the connection of the first electric motor, the fourth shifting element, the second shifting element, the connection of the internal combustion engine, the third shifting element, and the first shifting element. In other words, the differential is located at a first end section of the housing, a second end section of the housing, which is arranged opposite the first housing section, in which the first shifting element is arranged. The respective drive machine is preferably connected via at least one traction means and / or via at least one intermediate gear. This axial sequence of the transmission elements makes the hybrid transmission more compact in both the axial and radial directions. Optionally, a transmission stage can be arranged axially between the differential and the superposition gear. Furthermore, optionally, a fifth shifting element can be arranged axially between the fourth shifting element and the second shifting element.

[0015] According to a preferred embodiment, the hybrid transmission has a second planetary gear set that is arranged coaxially to the superposition gear and in the power flow between the superposition gear and the differential, wherein the second planetary gear set has a sun gear, a ring gear, and a planet carrier. The sun gear of the second planetary gear set is connected in a rotationally fixed manner to the main output shaft, wherein the ring gear of the second planetary gear set is connected in a rotationally fixed manner to a housing of the hybrid transmission, and wherein the planet carrier of the second planetary gear set is connected to a differential carrier of the differential, in particular is connected in a rotationally fixed manner thereto. A rotationally fixed connection is understood to be a non-switchable connection between two components that transmits speed and torque. Rotationally fixed connections increase the compactness and reduce the weight of the hybrid transmission device.The second planetary gear set generates a constant gear ratio. In contrast, the first planetary gear set of the superposition gearing is configured as a summing gear. The second planetary gear set also includes several planetary gears that are rotatably mounted on the planet carrier and mesh with the sun gear and the ring gear. The third planetary gear set is preferably designed as a negative planetary gear set.

[0016] According to a preferred embodiment, a first element of the first planetary gear set is connected in a rotationally fixed manner to the second transmission input shaft, wherein a second element of the first planetary gear set is connected in a rotationally fixed manner to the first transmission input shaft when the second shift element is in the closed state, and wherein a third element of the first planetary gear set is connected in a rotationally fixed manner to the main output shaft. The elements of the first planetary gear set are the sun gear, the ring gear, and the planet carrier. For example, the sun gear of the first planetary gear set is connected in a rotationally fixed manner to the second transmission input shaft, wherein the ring gear of the first planetary gear set is in the closed state of the second shift element is connected in a rotationally fixed manner to the first transmission input shaft, and wherein the planet carrier of the first planetary gear set is connected in a rotationally fixed manner to the main output shaft.

[0017] According to a preferred embodiment, the first shift element, in the closed state, drive-effectively connects the countershaft via a first spur gear stage to a shaft arranged coaxially to the first transmission input shaft. The shaft is preferably designed as a hollow shaft. In particular, a first gear is arranged on the countershaft, which meshes with a first gear on the shaft, wherein the shaft is arranged axially parallel to the countershaft and coaxial with the two transmission input shafts. The first gear on the countershaft and the first gear on the shaft together form the first spur gear stage. One of the two gears of the first spur gear stage is designed as a fixed gear on the respective shaft and the other of the two gears of the first spur gear stage is designed as an idler gear on the respective shaft. For example, the idler gear is arranged on the countershaft. Alternatively, the idler gear is arranged on the shaft.Thus, the first shift element connects the idler gear of the first spur gear stage to the respective shaft in a rotationally fixed manner. For example, either all gears on the countershaft are rotationally fixedly connected to the countershaft, or exactly two of the three gears are designed as idler gears on the countershaft and can be rotationally fixedly connected to the countershaft via the first and third shift elements.

[0018] According to a preferred embodiment, the third shift element, when closed, drive-effectively connects the countershaft via a second spur gear stage to the shaft arranged coaxially to the first transmission input shaft. In particular, a second gear is arranged on the countershaft, which meshes with a second gear on the shaft, wherein the shaft is arranged axially parallel to the countershaft and coaxial with the two transmission input shafts. The second gear on the countershaft and the second gear on the shaft together form the second spur gear stage. One of the two gears of the second spur gear stage is designed as a fixed gear on the respective shaft and the other of the two gears of the second spur gear stage is designed as an idler gear on the respective shaft. For example, the idler gear is arranged on the countershaft. Alternatively, the idler gear is arranged on the shaft.The second switching element therefore connects the idler gear of the second spur gear stage to the respective shaft in a rotationally fixed manner.

[0019] According to a preferred embodiment, two of the three elements of the first planetary gear set are connected to one another in a rotationally fixed manner when the fourth shifting element is engaged. Thus, the fourth shifting element is configured to lock the first planetary gear set. When the first planetary gear set is locked, the gear ratio is always 1, regardless of the number of teeth. In other words, the first planetary gear set rotates as a single unit. For example, the fourth shifting element connects the ring gear and the sun gear of the first planetary gear set to one another in a rotationally fixed manner.

[0020] According to a preferred embodiment, the hybrid transmission has a fifth positive-locking shifting element arranged coaxially with the superposition gearing and, in a closed state, rotationally fixedly connecting the ring gear of the first planetary gear set to a housing of the hybrid transmission. Thus, the fifth positive-locking shifting element is configured, in the closed state, to fix the ring gear of the first planetary gear set stationary to the housing of the hybrid transmission. In particular, the fifth positive-locking shifting element creates an additional electromotive gear with a shorter gear ratio. The short electromotive gear is preferably used for starting in reverse.

[0021] According to a preferred embodiment, the first and third shifting elements are combined to form a double shifting element. The double shifting element, in particular, has a single shift fork and a single actuator for shifting the two shifting elements. This saves installation space, weight, and transmission components. Preferably, the double shifting element is coaxial with the countershaft. Alternatively, the double shifting element is coaxial with the superposition gear and the differential, with the second side shaft extending axially through the double shifting element.

[0022] According to a preferred embodiment, a second electric machine is configured to be connected to the first transmission input shaft. The second electric machine is preferably designed as a starter generator, in particular as a high-voltage starter generator. In particular, the second electric machine is arranged axially parallel to the internal combustion engine as well as to the first electric machine and the superposition gearbox. For example, the second electric machine is connected via a traction drive to a shaft arranged coaxially to the crankshaft of the internal combustion engine, wherein this shaft is connected to the first transmission input shaft via a further traction mechanism. The internal combustion engine is preferably started from a purely electric driving mode via the second electric machine. Furthermore, the second electric machine is provided for supplying power to the on-board electrical system of the motor vehicle.Serial creeping, particularly forward or reverse driving of the vehicle, is also advantageous using the second electric motor. The second electric motor can also be used advantageously to support the speed control of the combustion engine during coupling and gear shifting.

[0023] According to a preferred embodiment, a damping device is arranged axially parallel to the first transmission input shaft, wherein the damping device is configured to connect the crankshaft of the internal combustion engine to the hybrid transmission. The damping device can comprise a torsional damper and / or a mass absorber and / or a slip clutch. The torsional damper can be designed as a dual-mass flywheel. The mass absorber can be designed as a speed-adaptive mass absorber.

[0024] According to a preferred embodiment, a shifting element designed as a separating clutch is arranged axially parallel to the first transmission input shaft, wherein the separating clutch is configured to decouple the hybrid transmission from the crankshaft of the internal combustion engine. The separating clutch is therefore arranged in the drive train between the internal combustion engine and the first transmission input shaft. Furthermore, the separating clutch can be arranged downstream of the damping device in the power flow from the internal combustion engine. By means of the separating clutch, the internal combustion engine can be decoupled for purely electric driving, whereby the electric driving operation of the motor vehicle becomes more energy-efficient. The separating clutch can be designed either as a positive or as a non-positive shifting element. A separating clutch designed as a positive shifting element is more compact and has fewer losses than a non-positive shifting element.One advantage of a clutch designed as a frictionally engaged switching element is the ability to open it even under load, for example, during emergency braking or a malfunction of the combustion engine. In particular, a frictionally engaged clutch can also be closed when the speed of the two clutch components differs, allowing, for example, a so-called "inertial start" of the combustion engine using the second electric motor. For this purpose, the inertial mass of the second electric motor is utilized to start the combustion engine.

[0025] According to a preferred embodiment, the first transmission input shaft is designed to be connected to the internal combustion engine arranged axially parallel to the superposition gearbox at least via a traction means and / or via at least one intermediate gear, wherein the second transmission input shaft is designed to be connected to the first electric machine arranged axially parallel to the superposition gearbox at least via a traction means and / or via at least one intermediate gear. The term connected is understood to mean a non-switchable connection between two components which is provided for the permanent transmission of a rotational speed and / or a torque. The connection can be made either directly or via a fixed transmission ratio. The connection can be made, for example, via a shaft, a toothing, in particular a spur gearing, and / or a belt. For example, the traction means is a chain or a belt.The traction means preferably wraps around a first toothed section arranged coaxially to the crankshaft of the internal combustion engine and a second toothed section arranged coaxially to the first transmission input shaft. Alternatively, the internal combustion engine can be connected via a gear chain. For example, several gears form a gear chain, with at least one gear being arranged coaxially to the crankshaft of the internal combustion engine and at least one further gear being arranged coaxially to the first transmission input shaft. In particular, an intermediate gear is arranged between the two gears, with the intermediate gear meshing with both gears. The traction means preferably wraps around a first toothed section arranged coaxially to the rotor shaft of the first electric machine and a second toothed section arranged coaxially to the second transmission input shaft.Alternatively, the first electric machine can be connected via a gear chain. For example, several gears form a gear chain, with one of the gears arranged coaxially to the rotor shaft of the first electric machine, and another gear arranged coaxially to the second transmission input shaft. In particular, an intermediate gear is arranged between the two gears.

[0026] According to a preferred embodiment, the first transmission input shaft, the second transmission input shaft, and the main output shaft are designed as hollow shafts, with the second side shaft of the differential extending substantially axially through the entire hybrid transmission. Thus, the side shafts of the differential are designed as central shafts. The superposition gear can thus be advantageously positioned on the differential, thereby making the hybrid transmission more compact in both the radial and axial directions.

[0027] A motor vehicle according to the invention comprises an internal combustion engine, at least one first electric machine, and a hybrid transmission according to the invention, wherein the hybrid transmission, the internal combustion engine, and the first electric machine are arranged axially parallel to one another. Optionally, the motor vehicle further comprises at least one second electric machine arranged axially parallel to the hybrid transmission, the internal combustion engine, and the first electric machine. Furthermore, the motor vehicle optionally comprises at least one third electric machine arranged on a rear-drive axle and thus axially parallel to the hybrid transmission, the internal combustion engine, and the first electric machine, or also to the second electric machine.

[0028] Embodiments of the invention are explained in more detail below with reference to the schematic drawings, in which identical or similar elements are provided with the same reference numerals. Herein: Fig. 1a shows a drive train with a hybrid transmission according to the invention according to a first embodiment, Fig. 1b a motor vehicle with the drive train according to Fig. 1a. Fig. 1c shows a shift matrix for the hybrid transmission of the powertrain according to the first embodiment, Fig. 2 shows a section of a drive train with a hybrid transmission according to the invention according to a second embodiment, Fig. 3 shows a section of a drive train with a hybrid transmission according to the invention according to a third embodiment, Fig. 4 shows a section of a drive train with a hybrid transmission according to the invention according to a fourth embodiment, Fig. 5 shows a section of a drive train with a hybrid transmission according to the invention according to a fifth embodiment, Fig. 6 shows a section of a drive train with a hybrid transmission according to the invention according to a sixth embodiment, Fig. 7 shows a section of a drive train with a hybrid transmission according to the invention according to a seventh embodiment, Fig. 8 shows a drive train with a hybrid transmission according to the invention according to an eighth embodiment, and Fig. 9 shows a drive train with a hybrid transmission according to the invention according to a ninth embodiment.

[0029] Fig. 1a shows a drive train with a hybrid transmission 1 according to the invention according to a first embodiment. The hybrid transmission 1 is according to Fig. 1c is shown in a highly simplified manner installed in a motor vehicle 100.

[0030] Fig. 1c shows the motor vehicle 100 with two axles and four wheels 101, 102, 103, 104, wherein the hybrid transmission 1 is arranged transversely on the front axle of the motor vehicle 100. A drive machine embodied as an internal combustion engine 3 is arranged axially parallel to the hybrid transmission 1 and is drivingly connected to the hybrid transmission 1. A second drive machine, namely a first electric machine 5, is arranged axially parallel to the hybrid transmission 1 and the internal combustion engine 3 and is drivingly connected to the hybrid transmission 1. The hybrid transmission 1 has a differential 7 with two side shafts 7.1, 7.2. The drive power of the two drive machines, namely the internal combustion engine 3 and / or the first electric machine 5, is distributed to the drive wheels 101, 102 on the front axle of the motor vehicle 100 via the two side shafts 7.1, 7.2 of the differential 7.A further electric motor and a further differential, which are not shown in detail here, can be arranged on the rear axle of the motor vehicle 100, wherein the further electric motor is provided for electrically driving the rear axle. An additional electric motor on the rear axle can, in particular, enable an all-wheel drive system to be implemented. Alternatively, the drive on the rear axle of the motor vehicle 100 can be omitted, as shown here, thereby saving costs, weight, and installation space.

[0031] According to Fig. 1a, the hybrid transmission 1 comprises a first transmission input shaft 2 for connecting a crankshaft 3.1 of the internal combustion engine 3 and a second transmission input shaft 4 for connecting a rotor shaft 5.1 of the first electric machine 5, as well as four positive shifting elements A, B, C, D. The two transmission input shafts 2, 4 are arranged coaxially to one another and axially adjacent to one another, such that the two transmission input shafts 2, 4 do not overlap in the axial direction. Furthermore, the hybrid transmission 1 comprises precisely one countershaft 60 with precisely three gears 61, 62, 63 arranged thereon. The first and third positive shifting elements A, C are arranged coaxially to the countershaft 60 and are combined to form a double shifting element DS, wherein the double shifting element DS can be switched by a single actuator.

[0032] In a closed state, the first shifting element A connects a first gear 61, which is designed as a loose gear on the countershaft 60, to the countershaft 60 in a rotationally fixed manner. The first gear 61 on the countershaft 60 meshes with a second gear 51, which is rotationally fixedly connected to a shaft 50, wherein the shaft 50 is arranged axially parallel to the countershaft 60 and coaxial with the two transmission input shafts 2, 4. The first gear 61 on the countershaft 60 and the second gear 51 on the shaft 50 together form a first spur gear stage ST1. Thus, in the closed state, the first shifting element A drive-effectively connects the countershaft 60 to the shaft 50 via the first spur gear stage ST1.

[0033] In a closed state, the third shifting element C connects a first gear 62, which is designed as a loose gear on the countershaft 60, to the countershaft 60 in a rotationally fixed manner. The first gear 62 on the countershaft 60 meshes with a second gear 52, which is rotationally fixedly connected to the shaft 50. The first gear 62 on the countershaft 60 and the second gear 52 on the shaft 50 together form a second spur gear stage ST2. Thus, in the closed state, the third shifting element C drive-effectively connects the countershaft 60 to the shaft 50 via the second spur gear stage ST2.

[0034] The hybrid transmission 1 further comprises a superposition gear 6, the differential 7, and a main output shaft 8, which is arranged coaxially to the superposition gear 6 and is designed to connect the differential 7 to the superposition gear 6. The superposition gear 6 comprises a first planetary gear set P1, which has a sun gear P11, a ring gear P12, and a planet carrier P13. Planetary gears P14 are rotatably mounted on the planet carrier P13 and mesh with the sun gear P11 and the ring gear P12. The sun gear P11 of the first planetary gear set P1 is connected in a rotationally fixed manner to the second transmission input shaft 4, with this connection being on the transmission side. The ring gear P12 of the first planetary gear set P1 is connected in a rotationally fixed manner to the shaft 50, with this connection being on the output side, i.e., opposite to the transmission-side connection. The planet carrier P13 is connected to the main output shaft 8 in a rotationally fixed manner, with this connection being made on the gearbox side.The superposition gear serves in particular as a summing gear.

[0035] When the second shift element B is engaged, the ring gear P12 of the first planetary gear set P1 is rotationally fixedly connected to the first transmission input shaft 2. The main output shaft 8 and the two transmission input shafts 2, 4 are designed as hollow shafts, with the second side shaft 7.2 of the differential 7 extending substantially axially through the entire hybrid transmission 1.

[0036] A second planetary gear set P2 is arranged as a fixed gear ratio in the power flow between the superposition gear 6 and the differential 7. The second planetary gear set P2 is arranged coaxially to the superposition gear 6 and comprises a sun gear P21, a ring gear P22, and a planet carrier P23. Planetary gears P14 are rotatably mounted on the planet carrier P23 and mesh with the sun gear P21 and the ring gear P22. The sun gear P21 of the second planetary gear set P2 is connected in a rotationally fixed manner to the main output shaft 8, the ring gear P22 of the second planetary gear set P2 is connected in a rotationally fixed manner to a housing G of the hybrid transmission 1, and the planet carrier P23 of the second planetary gear set P2 is connected in a rotationally fixed manner to a differential cage 7.3 of the differential 7.

[0037] A gear 40 is arranged on the second transmission input shaft 4, said gear 40 being connected in a rotationally fixed manner to the second transmission input shaft 4 and being part of a gear chain for connecting the rotor shaft 5.1 of the first electric machine 5. The gear chain further comprises the intermediate gear 42 and a gear 41 which is connected in a rotationally fixed manner to the rotor shaft 5.1. Thus, the drive power of the first electric machine 5 is transmitted via the gear chain by means of the intermediate gear 42 from the rotor shaft 5.1 to the second transmission input shaft 4, which is arranged axially parallel thereto. When the fourth shift element D is closed, the sun gear P11 of the first planetary gear set P1 is connected in a rotationally fixed manner to the ring gear P12 of the first planetary gear set P1. As a result, the second transmission input shaft 4 is also connected in a rotationally fixed manner to the shaft 50.

[0038] A gear 20 is arranged on the first transmission input shaft 2, this gear 20 being part of a traction drive for connecting the crankshaft 3.1 of the internal combustion engine 3. This traction drive further comprises the traction mechanism 22 and a further gear 21, which is formed on an intermediate shaft 11 arranged coaxially to the crankshaft 3.1 of the internal combustion engine 3. The intermediate shaft 11 connects the crankshaft 3.1 of the internal combustion engine 3 to the hybrid transmission 1 and a second electric machine 10 via a damping device 9, which is arranged axially parallel to the intermediate shaft 11 and is designed as a high-voltage starter generator. Thus, the drive power of the internal combustion engine 3 is transmitted via the traction drive by means of the traction mechanism 22 from the crankshaft 3.1 to the first transmission input shaft 2, which is arranged axially parallel thereto.

[0039] In addition to gear 20, another gear 53 is connected in a rotationally fixed manner to the first transmission input shaft 2. The gear 53 on the first transmission input shaft 2 meshes with a gear 63 on the countershaft 60. This gear 63 is connected in a rotationally fixed manner to the countershaft 60 and is therefore not shiftable. The gear 63 on the countershaft 60 and the gear 54 on the first transmission input shaft 2 together form a third spur gear stage ST3. Thus, the countershaft 60 is permanently connected in a drive-effective manner to the first transmission input shaft 2 via the third spur gear stage ST3.

[0040] The second electric machine 10 is connected to the intermediate shaft 11 via a further traction drive. The further traction drive comprises a gear 31 connected in a rotationally fixed manner to the rotor shaft 10.1 of the second electric machine 10, a gear 30 arranged in a rotationally fixed manner on the intermediate shaft 11, and a traction mechanism 32 which wraps around the gear 31 on the rotor shaft 10.1 and the gear 30 on the intermediate shaft 11. The second electric machine 10 can alternatively be connected to the intermediate shaft 11 via a gear chain. The combustion engine 3 is preferably started via the second electric machine 10. Furthermore, the second electric machine 10 is provided for the power supply of the on-board electrical system of the motor vehicle, wherein it can also advantageously serve to support the speed control of the combustion engine 3 during coupling and gear shifting.Alternatively, the second electric machine 10 can be omitted, making the hybrid transmission 1 more compact, particularly in the radial direction. Furthermore, the second electric machine 10 can be arranged coaxially with the internal combustion engine 3.

[0041] According to an axial sequence beginning at a first end section of the hybrid transmission 1, the differential 7 is arranged first, adjacent to it the second planetary gear set P2, adjacent to it the superposition gear 6 with the first planetary gear set P1, adjacent to it the connection of the first electric machine 5, adjacent to it the fourth shifting element D, adjacent to it the second shifting element B, adjacent to it the third spur gear stage ST3, adjacent to it the connection of the combustion engine 3, adjacent to it the second spur gear stage ST2, adjacent to it the third shifting element C, adjacent to it the first shifting element A and adjacent to it the first spur gear stage ST1. Thus, the first spur gear stage ST1 and the first shifting element A are arranged in a second end section of the hybrid transmission 1, which is opposite the first end section.

[0042] Advantages of the present hybrid transmission 1 are in particular the simple and compact design, the use of only three actuators for switching the four positive switching elements A, B, C, D, low component loads and low transmission losses due to the positive switching elements A, B, C, D, a good gearing efficiency, both in terms of the combustion engine and electrically, and a good gear ratio series.

[0043] The drive train with the hybrid transmission 1 according to Fig. 1a has several driving modes, which are shown in the switching matrix according to Fig. 1c, wherein the columns of the shift matrix list the respective shift elements A, B, C, D, and wherein the rows of the shift matrix list the respective driving modes H1, H2, H3, E2, EDA1, EDA2, EDA3 of the motor vehicle 100. 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 four positive-lock shift elements A, B, C, D, three combustion engine gears or hybrid driving modes H1, H2, H3, one purely electric motor gear or electric motor driving mode E2, and three electrodynamic starting modes EDA1, EDA2, EDA3 are realized.

[0044] In a first hybrid driving mode H1, the first and fourth switching elements A and D are closed, with the second and third switching elements B and C being open. In a second hybrid driving mode H2, the second and fourth switching elements B and D are closed, with the first and third switching elements A and C being open. In a third hybrid driving mode H3, the third and fourth switching elements C and D are closed, with the first and second switching elements A and B being open. In the hybrid driving modes H1, H2 and H3, the combustion engine 3 is always involved in driving the vehicle 100, with the first electric machine 5 being able to support the drive. In a purely electric driving mode E2, only the fourth switching element D is closed, with the first, second and third switching elements A, B and C being open.The vehicle 100 is driven exclusively by the first electric motor 5, with the combustion engine 3 being decoupled from the drive.

[0045] The vehicle 100 is started via the superposition gearing 6 using the first driving mode, electrodynamic start-up EDA1, wherein a variable transmission ratio is provided at the first planetary gear set P1 of the superposition gearing 6. In the first electrodynamic start-up mode EDA1, only the first shifting element A is closed, while all other shifting elements B, C, and D are open. The internal combustion engine 3 is connected to the ring gear P13 of the first planetary gear set P1 via the third spur gear stage ST3 and the first spur gear stage ST1, wherein the first electric machine 5 supports the torque of the internal combustion engine 3 on the sun gear P11 of the first planetary gear set P1. The planet carrier P13 of the first planetary gear set P1 is connected to the main output shaft 8. From this first electrodynamic start-up mode EDA1, the internal combustion engine 3 can enter the hybrid driving mode H1 because the first shifting element A is also closed in the hybrid driving mode H1.Further EDA driving modes are created by closing the second or third switching element B or C. In a second driving mode, electrodynamic start-up EDA2, only the second switching element B is closed, with all other switching elements A, C, and D being open. In a third driving mode, electrodynamic start-up EDA3, only the third switching element C is closed, with all other switching elements A, B, and D being open.

[0046] A powershift from the first hybrid driving mode H1 to the second hybrid driving mode H2 is possible, as is a powershift from the second hybrid driving mode H2 to the third hybrid driving mode H3. An electrodynamic state of the hybrid transmission 1 is used both for electrodynamic starting and for these powershifts. Both powershifts are performed with output support by the first electric motor 5, with the fourth shift element D always closed.

[0047] For example, the power shift from hybrid driving mode H1 to hybrid driving mode H2 occurs through the sequence of the following method steps: In the initial state, hybrid driving mode H1, shift elements A and D are closed. The torques of the combustion engine 3 and the first electric machine 5 are adjusted such that, on the one hand, the desired output torque is provided and, on the other hand, the positive shift element A to be designed is load-free. In particular, a load reduction occurs on the first shift element A and a simultaneous load build-up on the first electric machine 5. The first shift element A is then opened. The speed of the combustion engine 3 is reduced so that the second shift element B becomes synchronous. For this purpose, the combustion engine 3 goes into overrun mode. The second shift element B can then be engaged. The fourth shift element D remains closed during the shift.The powershift from the second hybrid driving mode H2 to the third hybrid driving mode H3 proceeds in a similar way to the powershift from the first hybrid driving mode H1 to the second hybrid driving mode H2, but with the necessary shifting elements according to the shift matrix. A downshift occurs analogously to an upshift, only in the reverse order of the process steps. Overrun shifts are also possible, since the first electric motor 5 can support a torque on the first planetary gear set P1 by braking.

[0048] Fig. 2 shows a second embodiment of the hybrid transmission 1 in a drive train which is only partially shown, wherein this second embodiment of the hybrid transmission 1 is essentially based on the embodiment of the hybrid transmission 1 according to Fig. 1a. Therefore, reference is made to the explanations to Fig. 1a. The embodiment according to Fig. 2 differs from the embodiment according to Fig. 1a by a fifth positive-locking shifting element E, which is arranged coaxially to the superposition gear 6. The fifth shifting element E, in a closed state, connects the sun gear P11 of the first planetary gear set P1 in a rotationally fixed manner to a housing G of the hybrid transmission 1. The fifth shifting element E implements a further electric driving mode, for which purpose only the fifth shifting element E is closed and the first, second, third and fourth shifting elements A, B, C and D are open. In this further electric driving mode, a gear ratio for the first electric machine 5 is shorter than in the electric driving mode E2, wherein the vehicle is driven exclusively by the first electric machine 5, and wherein the combustion engine 3 is decoupled from the drive. This further electric driving mode is preferably used for starting in reverse, since no EDA mode is available when reversing.In this way, a high axle torque is possible in a serial drive mode when reversing, and due to the lower requirements for maximum travel speed when reversing, switching to a longer electric motor gear is not necessary. In particular, the additional electric drive mode can be used as a purely electric crawler gear when driving forwards and backwards, for example in a parking garage where only limited speeds occur and combustion engine operation is not desired. The fifth shift element E is arranged axially adjacent to the fourth shift element D and can be combined with the fourth shift element D to form a double shift element. Otherwise, the hybrid transmission 1 according to . Fig. 1a and the hybrid transmission 1 according to Fig. 2. The switching matrix according to Fig. 1c also applies to the hybrid transmission 1 according to Fig. 2.

[0049] Fig. 3 shows a third embodiment of the hybrid transmission 1 in a drive train which is only partially shown, wherein this third embodiment of the hybrid transmission 1 is essentially based on the embodiment of the hybrid transmission 1 according to Fig. 1a. Therefore, reference is made to the explanations to Fig. 1a. The embodiment according to Fig. 3 differs from the embodiment according to Fig. 1a by a different connection of the first planetary gear set P1, whereby the respective connections are retained. The sun gear P11 of the first planetary gear set P1 is connected in a rotationally fixed manner to the second transmission input shaft 4, whereby this connection is made on the output side. This is realized via a pot-shaped section of the first transmission input shaft 4, which surrounds the superposition gear 6. The ring gear P12 of the first planetary gear set P1 is connected in a rotationally fixed manner to the shaft 50, whereby this connection is made on the transmission side, i.e. opposite to the output, in particular from the differential 7. The planet carrier P13 is connected in a rotationally fixed manner to the main output shaft 8, whereby this connection is made on the transmission side. Otherwise, the hybrid transmission 1 according to Fig. 1a and the hybrid transmission 1 according to Fig. 3. The switching matrix according to Fig. 1c also applies to the hybrid transmission 1 according to Fig. 3.

[0050] Fig. 4 shows a fourth embodiment of the hybrid transmission 1 in a drive train which is only partially shown, wherein this fourth embodiment of the hybrid transmission 1 is essentially based on the embodiment of the hybrid transmission 1 according to Fig. 1a. Therefore, reference is made to the explanations to Fig. 1a. The embodiment according to Fig. 4 differs from the embodiment according to Fig. 1a by a different connection of the first planetary gear set P1. The sun gear P11 of the first planetary gear set P1 is connected to the shaft 50 in a rotationally fixed manner, with this connection being made on the transmission side. The ring gear P12 of the first planetary gear set P1 is connected to the second transmission input shaft 4 in a rotationally fixed manner, with this connection being made on the transmission side. The planet carrier P13 is connected to the main output shaft 8 in a rotationally fixed manner, with this connection being made on the output side. Because the first electric motor is connected via the ring gear P12 of the first planetary gear set 1, lower compensating speeds are necessary for the EDA driving mode and the electrodynamic shifting. Otherwise, the hybrid transmission 1 according to Fig. 1a and the hybrid transmission 1 according to Fig. 4. The switching matrix according to Fig. 1c also applies to the hybrid transmission 1 according to Fig. 4.

[0051] Fig. 5 shows a fifth embodiment of the hybrid transmission 1 in a drive train which is only partially shown, wherein this fifth embodiment of the hybrid transmission 1 is essentially based on the embodiment of the hybrid transmission 1 according to Fig. 1a. Therefore, reference is made to the explanations to Fig. 1a. The embodiment according to Fig. 5 differs from the embodiment according to Fig. 1a by a different division and connection of the two sub-transmissions. In this case, the ring gear P12 of the first planetary gear set P1 is connected in a rotationally fixed manner to the shaft 50, with the second shifting element B connecting the shaft 50 in a closed state to the first transmission input shaft 2. In addition to the gear 20, which is part of the traction drive for connecting the crankshaft 3.1 of the internal combustion engine 3, the gear 51 of the first spur gear stage ST1 and the gear 52 of the second spur gear stage ST2 are connected in a rotationally fixed manner to the first transmission input shaft 2. In contrast, the gear 53 of the third spur gear stage ST3 is connected in a rotationally fixed manner to the shaft 50. Thus, the first and second spur gear stages ST1, ST2, as well as the first and third shifting elements A, C, are part of the first sub-transmission, with the third spur gear stage ST3 being part of the second sub-transmission.Thus, the drive with the combustion engine takes place via the first transmission input shaft 2 in the first partial transmission, with the second partial transmission being connected to the superposition transmission 6. Otherwise, the hybrid transmission 1 according to . Fig. 1a and the hybrid transmission 1 according to Fig. 5. The switching matrix according to Fig. 1c also applies to the hybrid transmission 1 according to Fig. 5.

[0052] Fig. 6 shows a sixth embodiment of the hybrid transmission 1 in a drive train which is only partially shown, wherein this sixth embodiment of the hybrid transmission 1 is essentially based on the embodiment of the hybrid transmission 1 according to Fig. 1a. Therefore, reference is made to the explanations to Fig. 1a. The design example according to Fig. 6 differs from the embodiment according to Fig. 1a by the arrangement of the first and third shifting elements A, C coaxially to the first and second transmission input shafts 2, 4 and thus coaxially to the output shaft. Consequently, all three gears 61, 62, 63 on the countershaft 60 are designed as fixed gears and are thus connected in a rotationally fixed manner to the countershaft 60, with no further shifting elements being arranged on the countershaft 60. The gear 51 of the first spur gear stage ST1 is designed as an idler gear and can be connected in a rotationally fixed manner to the shaft 50 via the first shifting element A. The gear 52 of the second spur gear stage ST2 is designed as an idler gear and can be connected in a rotationally fixed manner to the shaft 50 via the third shifting element C. Otherwise, the hybrid transmission 1 according to Fig. 1a and the hybrid transmission 1 according to Fig. 6. The switching matrix according to Fig. 1c also applies to the hybrid transmission 1 according to Fig. 6.

[0053] Fig. 7 shows a seventh embodiment of the hybrid transmission 1 in a drive train which is only partially shown, wherein this seventh embodiment of the hybrid transmission 1 is essentially based on the embodiment of the hybrid transmission 1 according to Fig. 1a. Therefore, reference is made to the explanations to Fig. 1a. The design example according to Fig. 7 differs from the embodiment according to

[0054] Fig. 1a by the arrangement of the first and third shifting elements A, C coaxially to the first and second transmission input shafts 2, 4, as well as by a different division and connection of the two partial transmissions. In the present case, the ring gear P12 of the first planetary gear set P1 is connected in a rotationally fixed manner to the shaft 50, with the second shifting element B connecting the shaft 50 in a closed state in a rotationally fixed manner to the first transmission input shaft 2. In addition to the gear 20, which is part of the traction drive for connecting the crankshaft of the internal combustion engine, the gear 51 of the first spur gear stage ST1 and the gear 52 of the second spur gear stage ST2 are arranged on the first transmission input shaft 2, with the gear 20 being connected in a rotationally fixed manner to the first transmission input shaft 2, and the gears 51, 52 being designed as loose gears.Thus, all three gears 61, 62, 63 on the countershaft 60 are designed as fixed gears and are thus connected in a rotationally fixed manner to the countershaft 60, with no further shifting elements being arranged on the countershaft 60. The gear 51 of the first spur gear stage ST1 is designed as an idler gear and can be connected in a rotationally fixed manner to the shaft 50 via the first shifting element A. The gear 52 of the second spur gear stage ST2 is designed as an idler gear and can be connected in a rotationally fixed manner to the shaft 50 via the third shifting element C. Furthermore, the gear 53 of the third spur gear stage ST3 is connected in a rotationally fixed manner to the shaft 50. The first and second spur gear stages ST1, ST2, as well as the first and third shifting elements A, C, are part of the first sub-transmission, with the third spur gear stage ST3 being part of the second sub-transmission. The drive with the combustion engine takes place via the first transmission input shaft 2 in the first partial transmission, whereby the second partial transmission is connected to the superposition transmission 6.Otherwise, the hybrid transmission 1 corresponds to . Fig. 1a and the hybrid transmission 1 according to Fig. 7. The switching matrix according to Fig. 1c also applies to the hybrid transmission 1 according to Fig. 7.

[0055] In Fig. 2, Fig. 3, Fig. 4, Fig. 5, Fig. 6 and Fig. 7, the internal combustion engine and a large part of its connection, as well as the differential and its side shafts, are not shown for the sake of simplicity. Despite these highly simplified representations due to the only partially illustrated drive train, it should be noted that the first transmission input shaft 2, the second transmission input shaft 4, and the main output shaft 8 are designed as hollow shafts, with the second side shaft of the differential extending essentially axially through the entire hybrid transmission 1.

[0056] Fig. 8 shows an eighth embodiment of the hybrid transmission 1 in a drive train, wherein this eighth embodiment of the hybrid transmission 1 is essentially based on the embodiment of the hybrid transmission 1 according to Fig. 1a. Therefore, reference is made to the explanations to Fig. 1a. The embodiment according to Fig. 8 differs from the embodiment according to Fig. 1a by an alternative connection of the combustion engine 3 and a different division and connection of the two sub-transmissions. According to an axial sequence beginning at the first end section of the hybrid transmission 1, the differential 7 is arranged first, adjacent to it the second planetary gear set P2, adjacent to it the superposition gear 6 with the first planetary gear set P1, adjacent to it the connection of the first electric machine 5, adjacent to it the fourth shifting element D, adjacent to it the third spur gear stage ST3, adjacent to it the second shifting element B, adjacent to it the second spur gear stage ST2, adjacent to it the third shifting element C, adjacent to it the first shifting element A, adjacent to it the first spur gear stage ST1 and adjacent to it the connection of the combustion engine 3. Thus, the connection of the combustion engine 3 takes place in the second end section of the hybrid transmission 1, which is opposite the first end section.Another possibility for connecting the internal combustion engine 3, which is not shown here, is on the opposite side of the first transmission input shaft 2, in particular axially adjacent to the superposition gear 6. Furthermore, the ring gear P12 of the first planetary gear set P1 is connected in a rotationally fixed manner to the shaft 50, wherein the second shift element B connects the shaft 50 in a closed state in a rotationally fixed manner to the first transmission input shaft 2. In addition to the gear 20, which is part of the traction drive for connecting the crankshaft 3.1 of the internal combustion engine 3, the gear 51 of the first spur gear stage ST1 and the gear 52 of the second spur gear stage ST2 are connected in a rotationally fixed manner to the first transmission input shaft 2. In contrast, the gear 53 of the third spur gear stage ST3 is connected in a rotationally fixed manner to the shaft 50.Thus, the first and second spur gear stages ST1, ST2, as well as the first and third shift elements A, C, are part of the first sub-transmission, with the third spur gear stage ST3 being part of the second sub-transmission. Thus, the drive from the combustion engine is via the first transmission input shaft 2 in the first sub-transmission, with the second sub-transmission being connected to the superposition gear 6. Otherwise, the hybrid transmission 1 according to . Fig. 1a and the hybrid transmission 1 according to Fig. 8. The switching matrix according to Fig. 1c also applies to the hybrid transmission 1 according to Fig. 8.

[0057] Fig. 9 shows a ninth embodiment of the hybrid transmission 1 in a drive train, wherein this ninth embodiment of the hybrid transmission 1 is essentially based on the embodiment of the hybrid transmission 1 according to Fig. 1a. Therefore, reference is made to the explanations to Fig. 1a. The embodiment according to Fig. 9 differs from the embodiment according to Fig. 1a by a fifth positive-locking shifting element E, which is arranged coaxially with the superposition gear 6, and by a shifting element designed as a separating clutch K0, which is arranged axially parallel to the first transmission input shaft 2 and is configured to decouple the hybrid transmission 1 from the crankshaft 3.1 of the internal combustion engine 3. The separating clutch K0 is arranged coaxially with the crankshaft 3.1 of the internal combustion engine 3. When the separating clutch K0 is open, the intermediate shaft 11 is decoupled from the damping device 9 and thus from the crankshaft 3.1 of the internal combustion engine 3. In the present case, the separating clutch K0 is designed as a positive-locking shifting element. Alternatively, the separating clutch K0 can be designed as a non-positive shifting element, for example, as a multi-plate clutch. In a closed state, the fifth shifting element E connects the sun gear P11 of the first planetary gear set P1 in a rotationally fixed manner to a housing G of the hybrid transmission 1.The fifth shifting element E enables a further electric driving mode, for which purpose only the fifth shifting element E is closed and the first, second, third and fourth shifting elements A, B, C and D are open. The fifth shifting element E is arranged axially adjacent to the fourth shifting element D, wherein the fourth and fifth shifting elements D, E can form a double shifting element. Otherwise, the hybrid transmission 1 according to . Fig. 1a and the hybrid transmission 1 according to Fig. 9. The switching matrix according to Fig. 1c also applies to the hybrid transmission 1 according to Fig. 9. LIST OF REFERENCE SYMBOLS: 1 hybrid transmission 2 first transmission input shaft 3 combustion engine 3.1 Crankshaft 4 second transmission input shaft 5 first electric machine 5.1 Rotor shaft 6 superposition gears 7 Differential 7.1 first side wave 7.2 second side shaft 8 Main output shaft 9 Damping device 10 second electric machine 10.1 Rotor shaft 11 Intermediate shaft 20 gear 21 gear 22 traction devices 30 gear 31 gear 32 traction devices 40 gear 41 gear 42 intermediate gear 50 wave 51 gear 52 gear 53 gear 60 countershaft 61 gear 62 gear 63 gear ST1 first spur gear stage ST2 second spur gear stage ST3 third spur gear stage G Housing DS double switching element A first switching element B second switching element C third switching element D fourth switching element E fifth switching element K0 separating clutch H1 first combustion engine gear H2 second combustion engine gear H3 third combustion engine gear E2 electromotive gear EDA1 first electrodynamic starting mode EDA2 second electrodynamic starting mode EDA3 third electrodynamic starting mode P1 first planetary gear set P11 sun gear P12 ring gear P13 planet carrier P14 planetary gear P2 second planetary gear set P21 sun gear P22 ring gear P23 planet carrier P24 planetary gear 100 motor vehicles 101 Wheel 102 wheels 103 wheels 104 wheels

Claims

[1] Hybrid transmission (1) for a motor vehicle (100), comprising • a first transmission input shaft (2) for connecting a crankshaft (3.1) of an internal combustion engine (3), • a second transmission input shaft (4) for connecting a rotor shaft (5.1) of a first electric machine (5), • a superposition gear (6) comprising a first planetary gear set (P1) with the elements sun gear (P11), ring gear (P12) and planet carrier (P13), • a differential (7) with a first side shaft (7.1) and a second side shaft (7.2), wherein the side shafts (7.1, 7.2) are arranged to connect a respective wheel of the motor vehicle (100), • a main output shaft (8) which is arranged coaxially to the superposition gear (6) and is designed to connect the differential (7) to the superposition gear (6), • exactly one countershaft (60) with exactly three gears (61, 62, 63) arranged on it, • at least a first shifting element (A), a second shifting element (B), a third shifting element (C) and a fourth shifting element (D), wherein the four shifting elements (A, B, C, D) are designed to be form-fitting and are set up to shift three internal combustion engine gears and at least one electric motor gear, wherein, according to an axial sequence, first the differential (7), adjacent thereto the superposition gear (6), adjacent thereto the connection of the first electric machine (5), adjacent thereto the fourth shifting element (D), adjacent thereto the second shifting element (B), adjacent thereto the connection of the internal combustion engine (3), adjacent thereto the third shifting element (C), and adjacent thereto the first shifting element (A) are arranged. [2] Hybrid transmission (1) according to claim 1, further comprising a second planetary gear set (P2) which is arranged coaxially to the superposition gear (6) and in the power flow between the superposition gear (6) and the differential (7), wherein the second planetary gear set (P2) has a sun gear (P21), a ring gear (P22) and a planet carrier (P23). [3] Hybrid transmission (1) according to claim 1 or 2, wherein a first element of the first planetary gear set (P1) is connected in a rotationally fixed manner to the second transmission input shaft (4), wherein a second element of the first planetary gear set (P1) is connected in a rotationally fixed manner to the first transmission input shaft (2) in the closed state of the second shift element (B), and wherein a third element of the first planetary gear set (P1) is connected in a rotationally fixed manner to the main output shaft (8). [4] Hybrid transmission (1) according to one of the preceding claims, wherein the first shifting element (A), in the closed state, connects the countershaft (60) via a first spur gear stage (ST1) in a drivingly effective manner to a shaft (50) arranged coaxially to the first transmission input shaft (2). [5] Hybrid transmission (1) according to one of the preceding claims, wherein the third shift element (C), in the closed state, connects the countershaft (60) via a second spur gear stage (ST2) in a drivingly effective manner to the shaft (50) arranged coaxially to the first transmission input shaft (2). [6] Hybrid transmission (1) according to one of the preceding claims, wherein two of the three elements of the first planetary gear set (P1) are connected to one another in a rotationally fixed manner in the closed state of the fourth shift element (D). [7] Hybrid transmission (1) according to one of the preceding claims, further comprising a fifth positive-locking shift element (E) which is arranged coaxially with the superposition gear (6) and, in a closed state, connects the ring gear (P21) of the first planetary gear set (P1) to a housing (G) of the hybrid transmission (1) in a rotationally fixed manner. [8] Hybrid transmission (1) according to one of the preceding claims, wherein the first and third shifting elements (A, C) are combined to form a double shifting element (DS). [9] Hybrid transmission (1) according to one of the preceding claims, wherein a second electric machine (10) is adapted to be connected to the first transmission input shaft (2). [10] Hybrid transmission (1) according to one of the preceding claims, wherein a shift element designed as a separating clutch (K0) is arranged axially parallel to the first transmission input shaft (2), wherein the separating clutch (K0) is designed to decouple the hybrid transmission (1) from the crankshaft (3.1) of the internal combustion engine (3). [11] Hybrid transmission (1) according to one of the preceding claims, wherein the first transmission input shaft (2) is designed to be connected at least via a traction means and / or via at least one intermediate gear to the internal combustion engine (3) arranged axially parallel to the superposition transmission (6), wherein the second transmission input shaft (4) is designed to be connected at least via a traction means and / or via at least one intermediate gear to the first electric machine (5) arranged axially parallel to the superposition transmission (6). [12] Hybrid transmission (1) according to one of the preceding claims, wherein the first transmission input shaft (2), the second transmission input shaft (4) and the main output shaft (8) are designed as hollow shafts and the second side shaft (7.2) of the differential (7) extends substantially axially through the entire hybrid transmission (1). [13] Hybrid transmission (1) according to one of the preceding claims, wherein either all gearwheels (61, 62, 63) on the countershaft (60) are connected in a rotationally fixed manner to the countershaft (60), or exactly two of the three gearwheels (61, 62) are designed as loose wheels on the countershaft (60) and can be connected in a rotationally fixed manner to the countershaft (60) via the first and third shifting elements (A, C). [14] Motor vehicle (100) with an internal combustion engine (3), at least one first electric machine (5) and a hybrid transmission (1) according to one of claims 1 to 13, wherein the hybrid transmission (1), the internal combustion engine (3) and the first electric machine (5) are arranged axially parallel to one another.

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