Hybrid transmission device and drive with a hybrid transmission device

Abstract

Hybrid transmission device (1) for a drive (103) of a motor vehicle (100), comprising • at least one first transmission input shaft (2) for at least indirect connection of a crankshaft (17) of an internal combustion engine (3), • at least a second gearbox input shaft (4) for connecting a rotor shaft (18) of a first electric machine (5), • a planetary gear set (40) comprising a sun gear (41), a ring gear (42) and a planet carrier (43) on which several planet gears (44) are rotatably mounted, wherein the planetary gear set (40) is arranged coaxially to the first transmission input shaft (2) and to the second transmission input shaft (4), • a first spur gear pair (ST1), a second spur gear pair (ST2), and a third spur gear pair (ST3), and at least a first switching element (A), a second switching element (B), a third switching element (C), a fourth switching element (D), a fifth switching element (E) for locking the planetary gear set (40) and for switching at least one electromechanical gear (E1), and at least a sixth switching element (L) for the drive-effective connection of the first transmission input shaft (2) with the second transmission input shaft (4), a main output shaft (10) arranged axially parallel to the first transmission input shaft (2) and the second transmission input shaft (4), wherein the main output shaft (10) is at least indirectly drive-effectively connected to at least one first side shaft (9a) which is designed for connecting a respective wheel of the motor vehicle (100), wherein at least one first fixed gear (Z6) is mounted on the main output shaft (10). and a loose wheel arrangement (12),consisting of two gears (Z2, Z4) connected to each other in a rotationally fixed manner via a countershaft (16), are arranged, , • characterized in that when the first switching element (A) is closed, the ring gear (42) or the sun gear (41) of the planetary gear set (40) is operatively connected to the second spur gear pair (ST2), wherein when the second switching element (B) is closed, the intermediate shaft (16) arranged on the main output shaft (10) is effectively connected to the main output shaft (10), wherein when the third switching element (C) is closed, the first transmission input shaft (2) is operatively connected to the ring gear (42) or the sun gear (41) of the planetary gear set (40), and wherein when the fourth switching element (D) is closed, the planetary gear set (40) and the second spur gear pair (ST2, ST3) are operatively connected.

Description

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

[0002] There are two different approaches to implementing transmissions. Firstly, the transmissions can be designed as long as possible but short in the radial direction for a longitudinal rear-end arrangement in the vehicle. Alternatively, it is known to design the transmissions axially short but longer in the radial direction for a transverse front-end arrangement in the vehicle. Furthermore, it is known to hybridize drivetrains by providing at least one electric motor in the vehicle that can introduce torque into the drivetrain via the transmission.

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

[0004] Furthermore, DE 10 2020 216 298 A1 discloses a transmission comprising an electric motor, a first input shaft, a second input shaft, and a countershaft. A first spur gear stage is provided with a fixed gear positioned on the first input shaft and a meshing idler gear, which is rotatably mounted on the countershaft and can be secured to the countershaft via a first shifting element. Furthermore, a second spur gear stage is provided with a fixed gear positioned on the second input shaft and a meshing idler gear, which is rotatably mounted on the countershaft and can be secured to the countershaft via a second shifting element. Furthermore, the idler gear of the first spur gear stage and the idler gear of the second spur gear stage can be connected to one another in a rotationally fixed manner via a third shifting element.Furthermore, a planetary stage is provided, the second element of which is connected in a rotationally fixed manner to the second input shaft and the third element of which is coupled to a rotor of the electric machine, wherein a first element of the planetary stage can be fixed by actuating a fourth switching element and two of the elements of the planetary stage can be connected to one another in a rotationally fixed manner by closing a fifth switching element.

[0005] Furthermore, DE 10 2018 217 849 A1 discloses a transmission of a motor vehicle, having a planetary gear comprising the elements sun gear, ring gear, and carrier, wherein the ring gear forms a drive side of the planetary gear, with which a first electric machine can be brought into operative connection, wherein the carrier forms an output side of the planetary gear, with which an output can be brought into operative connection. The transmission further comprises a first shifting element, via which the sun gear of the planetary gear can be connected fixedly to the housing, a second shifting element, via which the planetary gear can be brought into block rotation, a third shifting element, via which the sun gear of the planetary gear can be connected to a drive shaft, a second electric machine, and a separating clutch, via which an internal combustion engine can be coupled to the drive shaft, with which the second electric machine can be brought into operative connection.The third switching element and the separating clutch can be controlled by a common actuator in such a way that only one of them can be closed at a time, but not both can be closed at the same time, although the third switching element and the separating clutch can both be opened at the same time.

[0006] Furthermore, DE 10 2016 225 236 A1, DE 10 2017 221 775 A1, DE 10 2021 211 821 A1 and DE 10 2021 205 344 A1 disclose generic hybrid transmission devices for motor vehicles.

[0007] The object of the invention is to provide an alternative hybrid transmission device and an alternative drive for a motor vehicle. In particular, the hybrid transmission device should be compact. This object is achieved by the subject matter of independent patent claim 1. Advantageous embodiments are the subject matter of the dependent claims, the following description, and the figures.

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

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

[0010] An at least indirect connection of a crankshaft of an internal combustion engine means that further elements or clutches can be arranged between the crankshaft and the first transmission input shaft, in particular a separating clutch which decouples the internal combustion engine from the drive.

[0011] The first and second transmission input shafts are preferably arranged coaxially to one another. In this sense, the second transmission input shaft is preferably designed as a hollow shaft, wherein the first transmission input shaft is guided axially through the second transmission input shaft. Accordingly, the first transmission input shaft can be designed as a hollow shaft or as a solid shaft. The second transmission input shaft is also connected in a rotationally fixed manner to one of the gear set elements of the planetary gear set, in particular to the sun gear or the ring gear of the planetary gear set. A transmission input shaft is to be understood as a transmission element via which drive power from a drive machine, in particular an electric machine or an internal combustion engine, can be introduced into the hybrid transmission device. The respective transmission input shaft can be connected in a rotationally fixed manner to the associated drive machine, in particular to a crankshaft of an internal combustion engine ora rotor shaft of an electric motor. Alternatively, a gear ratio can be provided between the respective transmission input shaft and the associated drive motor.

[0012] A connection of a component or a drive-effective connection between two components means that these components are either directly connected to one another or can be connected to one another via at least one further component. For example, the crankshaft of the internal combustion engine is connected in a rotationally fixed manner to the first transmission input shaft. Alternatively, the internal combustion engine can be connected to the first transmission input shaft via a transmission stage, in particular a belt drive or a spur gear stage. The same also applies to the respective electric machine. A rotationally fixed connection is understood to be a non-switchable connection between two components which transmits drive power, in particular a speed and torque. Rotationally fixed connections increase the compactness and reduce the weight of the hybrid transmission device.

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

[0014] When the fifth shift element is closed, the second transmission input shaft, which is connected to the sun gear or the ring gear in a rotationally fixed manner, is preferably connected to the planet carrier of the planetary gear set in a drive-effective manner. The fifth The fifth shifting element enables the planetary gear set to be designed like a conventional dual-clutch transmission in terms of gear ratios, i.e., gear steps. If a planetary gear set is locked together, the gear ratio is always 1, regardless of the number of teeth on its elements. In other words, the planetary gear set rotates as a block. When locked together, the planetary gear set behaves as if there were no planetary gear set. For example, the fifth shifting element connects the ring gear and the planet carrier in a rotationally fixed manner, with the output being via the sun gear. Alternatively, the fifth shifting element connects the sun gear and the planet carrier in a rotationally fixed manner, with the output being via the ring gear.Furthermore, by locking the planetary gear set, i.e., by closing the fifth shift element and opening all remaining shift elements, the first electric motor gear is achieved, with only the first electric motor driving the vehicle. At the same time, the combustion engine is decoupled from the output.

[0015] A spur gear pair is defined as two spur gears arranged axially parallel to each other and meshing with each other. Thus, a spur gear pair forms a gear set plane or a spur gear stage. Depending on the design of the hybrid transmission device, the spur gear stage may have an intermediate stage or an intermediate shaft with at least one intermediate gear mounted thereon in a rotationally fixed manner.

[0016] In one embodiment, the hybrid transmission device comprises a differential arranged axially parallel to the planetary gear set and having a first and second side shaft, wherein the side shafts are operatively connected to the differential and are configured to connect a respective wheel of the motor vehicle. Preferably, the main output shaft is operatively connected to the differential via a first gear ratio stage. The drive power generated by the internal combustion engine and / or the first electric motor is combined or superimposed in the planetary gear set depending on the shift position of the shift elements and from there transmitted to the differential via the main output shaft. Alternatively, the drive power from the internal combustion engine is transmitted directly to the main output shaft via one of the spur gear pairs.The drive power is distributed between the two side shafts, regardless of the power flow, in the differential and transmitted to a drive wheel of the vehicle that is operatively connected to the respective side shaft. The first gear ratio is located between the main output shaft and the differential to achieve a parallel arrangement of the differential and the main output shaft. The first gear ratio is preferably designed as a spur gear stage, so that the spur gear stage forms a fourth spur gear pair.

[0017] A main output shaft is a transmission element intended for at least indirectly connecting the axle drive, i.e., the differential. The main output shaft is arranged axially parallel to the side shafts of the differential, which serve as output shafts of the hybrid transmission. If a component or device is intended for a function or connection, this means that this component or device is specifically designed and / or specially equipped for this purpose. The connection between the differential and the main output shaft is preferably realized via the additional spur gear stage or the fourth spur gear pair.

[0018] The main output shaft is preferably designed as a solid shaft. Preferably, the side shafts of the differential are designed as central shafts of the hybrid transmission device. The drive power of the internal combustion engine and / or the first electric motor is transmitted to the main output shaft via one or more of the three spur gear pairs, depending on the shift position of the shift element. For example, the planet carrier is configured as the output shaft of the planetary gear set, with the planet carrier being driveably connected to the differential via the third spur gear pair, consisting of a gear connected in a rotationally fixed manner to the planet carrier and a gear connected in a rotationally fixed manner to the main output shaft, the main output shaft, and the first gear stage, for example consisting of a gear connected in a rotationally fixed manner to the main output shaft and a gear connected in a rotationally fixed manner to a shaft of the differential.In particular, the gearwheel which is connected in a rotationally fixed manner to a shaft of the differential is designed as a toothed section on a differential carrier.

[0019] Preferably, the second side shaft of the differential is configured to pass axially through the first electric machine. The first electric machine thus surrounds at least part of the second side shaft in the radial direction. In particular, the rotor shaft of the first electric machine is designed as a hollow shaft, with the second side shaft passing through the rotor shaft of the first electric machine. The terms "axial" and "radial" refer in particular to the main rotational axis of the hybrid transmission device. Preferably, the first and second transmission input shafts lie on the main rotational axis.

[0020] The differential can be designed, for example, as a ball differential, spur gear differential, or planetary gear differential. The sideshafts are arranged together on an output axle of the motor vehicle. The output axle, in turn, is arranged axially parallel to the main rotational axis of the hybrid transmission device and to the countershaft, on which the main output shaft is arranged. Thus, the first transmission input shaft and the second transmission input shaft, as well as the planetary gear set arranged coaxially therewith, are arranged axially parallel to the output axle and the countershaft. Thus, the combustion engine and the first electric motor are also arranged axially parallel to the output axle. If no differential is provided, the output axle is coaxial with the main output shaft or the countershaft.

[0021] The combination of three spur gear pairs with six shift elements and the planetary gear set provides additional functional options for the hybrid transmission in addition to the combustion engine and electric motor driving modes, such as two electrodynamic starting modes (EDA) and a "charging in neutral" (LiN) driving mode. The planetary gear set serves primarily as a summing gear and is preferably designed as a negative planetary gear set. A negative planetary gear set comprises a sun gear, a ring gear, a planet carrier, and several planet gears, with each planet gear rotatably mounted on the planet carrier and meshing with the sun gear and the ring gear. The planetary gear set advantageously has exactly one stationary gear ratio.

[0022] Preferably, all shifting elements of the hybrid transmission device are designed as positive-locking shifting elements, in particular as claw clutches. A positive-locking shifting element is understood to be a shifting element that has a toothing and / or claws for connecting two components, in particular two shafts, which mesh positively to establish the rotationally fixed connection, wherein the transmission of a power flow in a fully closed state occurs primarily through a positive connection. The use of positive-locking shifting elements, in particular claw clutches, reduces transmission losses.

[0023] In any case, the first, third, fourth, fifth, and sixth shifting elements are arranged coaxially with the planetary gear set on the main rotational axis. The second shifting element can also be arranged on the main rotational axis. Depending on the design of the hybrid transmission, the second shifting element can also be arranged coaxially with the main output shaft or the countershaft.

[0024] A switching element is understood to be a device which has at least one open state for separating a rotary connection between two components, in particular two shafts, and at least one closed state for transmitting a torque and a rotational speed between two components, in particular two shafts.

[0025] In an internal combustion engine gear, the motor vehicle is operating in internal combustion engine mode, either solely by means of the internal combustion engine or in combination with the internal combustion engine and the first electric motor. With a combination of the internal combustion engine and the first electric motor, each of which acts on the output, the internal combustion engine mode is a hybrid mode. To select an internal combustion engine gear, two of the at least six shift elements are closed. The hybrid transmission device can be used to implement, in particular, three hybrid or internal combustion engine gears. Thus, three mechanical main gears are available for the internal combustion engine.

[0026] According to the invention, when the first shifting element is closed, the ring gear or the sun gear of the planetary gear set is operatively connected to the second spur gear pair. When the second shifting element is closed, a countershaft arranged on the main output shaft is drive-connected to the main output shaft. When the third shifting element is closed, the first transmission input shaft is operatively connected to the ring gear or the sun gear of the planetary gear set. When the fourth shifting element is closed, the planetary gear set and the second gear are operatively connected to the third spur gear pair. Preferably, when the fifth shifting element is closed, the planet carrier of the planetary gear set is rotationally fixedly connected to the sun gear or the ring gear of the planetary gear set.

[0027] Furthermore, when the sixth shift element is closed, the first transmission input shaft is preferably connected in a rotationally fixed manner to the second transmission input shaft.

[0028] By closing two of the at least six shift elements at a time, different shift combinations can be realized for one of the gear stages, in particular for the first and / or second gear stage. The other four shift elements are open at a time. Either the ring gear or the sun gear of the planetary gear set are input shafts of the planetary gear set, with the planet carrier being designed as the output element of the planetary gear set. In a first hybrid or combustion engine gear stage, the shift elements are switched such that the drive power is transmitted to the main output shaft via the first and second spur gear pairs. In this case, the fifth shift element, which blocks the planetary gear set, is in any case closed. In a second hybrid or combustion engine gear stage, the shift elements are switched such that the drive power is transmitted to the main output shaft only via the first spur gear pair.In a third hybrid or combustion engine gear stage, the shift elements are switched in such a way that the drive power is transmitted to the main output shaft via the first transmission input shaft, the blocked planetary gear set and the third spur gear pair.

[0029] The first shifting element is preferably arranged axially between the first spur gear pair and the second spur gear pair, in particular axially between the second spur gear pair and the connection of the internal combustion engine to the hybrid transmission device, and coaxially to the first and second transmission input shafts. The second shifting element is preferably arranged axially between the second spur gear pair and the third spur gear pair, and coaxially to the countershaft and the main output shaft. The third shifting element is further preferably arranged axially between the first spur gear pair and the second spur gear pair, in particular axially between the second spur gear pair and the connection of the internal combustion engine to the hybrid transmission device, and coaxially to the first and second transmission input shafts. The fourth shifting element is further preferably arranged axially between the second spur gear pair and the planetary gear set, and coaxially to the first and second transmission input shafts.The fifth shifting element is preferably arranged in the region of the connection of the first electric machine. The sixth shifting element is preferably arranged in the region of the connection of the first electric machine. In particular, the fifth and / or sixth shifting element is arranged at one axial end of the hybrid transmission device. In this sense, the first spur gear pair is arranged at the axially opposite end of the hybrid transmission device. Furthermore, the second spur gear pair is arranged axially between the first spur gear pair and the third spur gear pair.

[0030] The invention includes the technical teaching that the first switching element and the third switching element, the second switching element and the fourth switching element, and / or the fifth switching element and the sixth switching element are combined to form a double switching unit. Each double switching unit can be actuated by a respective actuator. The more switching elements are combined to form a double switching unit, the fewer actuators are required in total to perform the switching operations.

[0031] A double switching unit is generally understood to be an arrangement of two switching elements that can be alternatively actuated by means of a single actuating device. Furthermore, a double switching unit generally has a neutral position in which neither of the two switching elements of the double switching unit is closed. The double switching unit therefore has a first position in which, for example, the first switching element is closed, a second position in which, for example, the third switching element is closed, and a third position in which neither the first switching element nor the third switching element is closed, i.e. a neutral position. The double switching unit has, in particular, a single shift fork and a single actuator for switching the two switching elements. This saves installation space, the required number of actuators, weight, and transmission components.By appropriately combining switching elements to form double switching units, the efficiency of the hybrid transmission device can be increased.

[0032] By closing the sixth switching element, the first electric motor is connected to the combustion engine independently of the output. The first transmission input shaft and the second transmission input shaft then rotate in a fixed relationship to one another. This makes it possible to start the combustion engine using the first electric motor. Furthermore, the first electric motor can operate as a generator, whereby so-called "charging in neutral" is possible. The first electric motor can thus, for example, charge an electrical energy storage device or supply electrical energy to other electrical consumers, in particular one or more other electric motors of the drive.

[0033] According to the invention, at least one first fixed gear and one idler gear arrangement, consisting of two gears connected to one another in a rotationally fixed manner via a countershaft, are arranged on the main output shaft. The first fixed gear is, for example, part of the third spur gear pair, which connects the main output shaft to a shaft of the planetary gear set arranged axially parallel thereto, in particular to the planet carrier. One of the two gears of the idler gear arrangement is part of the first spur gear pair, while the other of the two gears of the idler gear arrangement is part of the second spur gear pair. For example, the two gears of the idler gear arrangement have different diameters and numbers of teeth in order to realize different gear ratios.In particular, the idler gear arrangement is designed as a stepped gear which is rotatably mounted on the main output shaft, wherein the idler gear arrangement, i.e. the stepped gear, can be connected in a rotationally fixed manner to the main output shaft via the second switching element.

[0034] If the hybrid transmission device has a differential or a differential is arranged on the output side of the hybrid transmission device, exactly two fixed gears and the aforementioned idler gear arrangement are arranged on the main output shaft. In this case, the second fixed gear can be part of the first gear ratio, which can be designed, for example, as a fourth spur gear stage or as a fourth spur gear pair. The first gear ratio connects the main output shaft to the differential arranged axially parallel to it.

[0035] According to one embodiment, the hybrid transmission device comprises a first traction drive or a gear chain for connecting the internal combustion engine to the first transmission input shaft. The term "operatively connected" or "drive-effective connection" refers to a non-switchable connection between two components, which is intended for the permanent transmission of drive power, in particular 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 fixed shaft, a gearing, in particular a spur gearing, and / or a belt. For example, the first traction drive has a chain or a belt, which is operatively connected to corresponding gears for power transmission.In particular, a traction mechanism of the first traction mechanism drive wraps around a first toothed section arranged coaxially with the first transmission input shaft and a second toothed section arranged coaxially with the crankshaft of the internal combustion engine. Alternatively, the internal combustion engine can be connected to the hybrid transmission device via a gear chain. For example, several gears form a gear chain or a spur gear set, whereby additional intermediate shafts can be provided for this purpose.

[0036] In this context, the hybrid transmission device further comprises a second electric machine configured to be operatively connected or operatively connectable to the crankshaft of the internal combustion engine. In other words, the second electric machine is directly drivingly connected to the crankshaft or operatively connectable to the crankshaft of the internal combustion engine via a further shifting element, in particular a separating clutch. In the latter case, the second electric machine is operatively connected to the connection of the internal combustion engine to the first transmission input shaft, wherein the internal combustion engine can be coupled or decoupled, depending on the shifting position of the further shifting element, in particular the separating clutch, to a shaft arranged coaxially thereto and operatively connected to the second electric machine.

[0037] In this sense, the hybrid transmission device further comprises a separating clutch configured to couple or decouple the crankshaft of the internal combustion engine to the hybrid transmission device. The separating clutch is configured to decouple the internal combustion engine from the first transmission input shaft and, if provided, from the second electric motor. Thus, the internal combustion engine is separably or permanently connected to the second electric motor via a shifting element, in particular via the separating clutch. The separating clutch can be designed as either a frictionally engaged or a positively engaged shifting element.

[0038] Analogous to the internal combustion engine, the second electric motor can be connected to the shaft arranged coaxially with the crankshaft via a gear stage configured as a fixed transmission, comprising a second traction drive and / or a gear chain. For this purpose, a first fixed gear can be arranged on this shaft and a second fixed gear can be arranged on the second rotor shaft of the second electric motor, which are operatively connected to the traction drive and another gear arranged on an intermediate shaft, respectively.

[0039] The second electric machine is preferably designed as a starter generator, in particular as a high-voltage starter generator. For example, the second electric machine is arranged axially parallel to the internal combustion engine and the first electric machine. Alternatively, the second electric machine is arranged coaxially to the internal combustion engine. The internal combustion engine is preferably started from an electric motor driving mode via the second electric machine. Furthermore, the second electric machine can be provided for supplying power to the on-board electrical system of the motor vehicle. Serial creeping, in particular serial forward or reverse driving of the motor vehicle, is also advantageously possible via the second electric machine. The second electric machine can also advantageously serve to support speed control of the internal combustion engine during coupling and gearshift operations.

[0040] According to one embodiment, a damping device is arranged in the power flow between the internal combustion engine and the hybrid transmission device. In particular, the damping device is arranged on the crankshaft of the internal combustion engine. The damping device can comprise a torsional damper and / or a mass damper and / or a slip clutch. The torsional damper can be designed as a dual-mass flywheel. The mass damper can be designed as a speed-adaptive mass damper.

[0041] According to one embodiment, the hybrid transmission device comprises a traction drive or a first gear chain for connecting the first electric machine to the second transmission input shaft. The connection can be established, for example, via a fixed shaft, a toothing, in particular a spur gearing, and / or a belt. For example, the traction device is designed as a chain or belt. In particular, the traction device wraps around a first toothed section, which is arranged coaxially to the second transmission input shaft, and a second toothed section, which is arranged coaxially to the rotor shaft of the first electric machine. Alternatively, the first electric machine can be connected to the hybrid transmission device via the first gear chain. For example, several gears form the first gear chain or a spur gear stage, wherein additional intermediate shafts can be provided for this purpose.

[0042] It is also conceivable for the internal combustion engine and / or the first electric motor to be arranged coaxially with the first and second transmission input shafts. For this purpose, the internal combustion engine and / or the first electric motor are connected to the corresponding transmission input shaft via a respective planetary gear set.

[0043] A drive according to the invention can be used in a motor vehicle having at least one first axle and one second axle, or at least one front axle and at least one rear axle. The drive comprises an internal combustion engine, a first electric motor, and the hybrid transmission device according to the invention.

[0044] The internal combustion engine is arranged axially parallel to the first electric motor of the hybrid transmission device. The first electric motor can be part of the hybrid transmission device. The drive is therefore a hybrid drive, in this case a hybrid drive train. For example, the hybrid transmission device, together with the internal combustion engine and the first electric motor, is arranged in a drivingly effective manner on the first axle or on the front axle of the motor vehicle, whereby the motor vehicle consequently has front-wheel drive. The front-wheel drive can further comprise the third electric motor according to the previous embodiments, which is connected or can be connected to the first transmission input shaft.

[0045] Preferably, the drive further comprises a third electric machine, which is arranged in a drive-effective manner on the second axle of the motor vehicle. In other words, the third electric machine is provided for the axle drive of the second axle, in particular the rear axle. In this case, the drive of the motor vehicle comprises a first and optionally a second electric machine, which are each at least indirectly connected to the hybrid transmission device on the first axle of the motor vehicle, as well as a third electric machine, which is operatively arranged on the second axle. This makes it possible to realize an all-wheel drive of the motor vehicle, wherein the internal combustion engine, together with the first electric machine and optionally the second electric machine, form the front-wheel drive and the third electric machine form a purely electric rear-wheel drive, in particular a rear-axle drive.With such a motor vehicle drive, a so-called E-CVT function can be implemented, enabling battery-neutral or power-balanced operation of the motor vehicle. In other words, the first electric machine can be operated in motor mode, while the third electric machine can be operated in generator mode and can thus supply the first electric machine with electrical energy, or vice versa. It is also conceivable to use the third electric machine to assist with tractive force. This is particularly advantageous if no second electric machine is provided. In such a case, the third electric machine on the second axle can support the tractive force when gear shifts are carried out in the hybrid transmission device during which the output of the hybrid transmission device is load-free. For example, the first electric machine can be used to drive the motor vehicle purely electrically.In this case, only the fifth switching element is closed. If the combustion engine needs to be started, this can be done via the first electric motor, while only the sixth switching element is closed, which connects the first electric motor to the combustion engine for driving purposes. Meanwhile, the tractive force of the drive can be maintained by the third electric motor.

[0046] In the following, embodiments of the invention are explained in more detail with reference to the schematic drawings, in which identical or similar elements are provided with the same reference numerals. Herein: Fig. 1 a motor vehicle with a drive according to the invention and a hybrid transmission device according to the invention, Fig. 2 the hybrid transmission device according to the invention according to Fig. 1 according to a first embodiment, Fig. 3 the hybrid transmission device according to the invention according to a second embodiment, Fig. 4 a drive according to the invention with the hybrid transmission device according to the invention according to Fig. 2, Fig. 5 a first switching matrix for the hybrid transmission device according to the invention according to Fig. 4, Fig. 6 a drive according to the invention with the hybrid transmission device according to the invention according to a third embodiment, Fig. 7 a second switching matrix for the hybrid transmission device according to the invention according to Fig. 4, Fig. 8 a third switching matrix for the hybrid transmission device according to the invention according to Fig. 6, Fig. 9 a drive according to the invention with the hybrid transmission device according to the invention according to a fourth embodiment, Fig. 10 a drive according to the invention with the hybrid transmission device according to the invention according to a fifth embodiment, and Fig. 11 a fourth switching matrix for the hybrid transmission device according to the invention according to Fig. 9 and Fig. 10.

[0047] Fig. 1 shows a motor vehicle 100 with two axles 101, 102 and four wheels 104, wherein on the first axle 101, in this case the front axle of the motor vehicle 100, a hybrid transmission device 1 of a drive 103 is arranged, which is connected to a first electric machine 5 and a Fig. 4, Fig. 6, Fig. 9 and Fig. 10, and wherein a third electric machine 15 designed as an axle drive is arranged on the second axle 102, in this case the rear axle of the motor vehicle 100, for implementing an electric rear axle drive. The hybrid transmission device 1 is arranged transversely to the vehicle's longitudinal direction, wherein the internal combustion engine 3 and the first electric machine 5 are arranged axially parallel to the hybrid transmission device 1. The internal combustion engine 3 is according to Fig. 4, Fig. 6, Fig. 9 and Fig. 10, which partially represent the drive 103 of the front axle of the motor vehicle 100, are connected to the hybrid transmission device 1 via a crankshaft 17, which is arranged coaxially to the internal combustion engine 3. The connection A1 of the internal combustion engine 3 to the hybrid transmission device 1 is effected according to Fig. 4 via a first traction mechanism drive 50, which is described below. In the alternative embodiments according to Fig. 3, Fig. 6, Fig. 9 and Fig. 10, the connection of the combustion engine 3 is analogous. The combustion engine 3 is connected to a first transmission input shaft 2 of the hybrid transmission device 1 via connection A1.

[0048] The first electric machine 5, in contrast, has a rotor shaft 18, which is arranged coaxially to the first electric machine 5. The connection A3 of the first electric machine 5 to the hybrid transmission device 1 is carried out according to the first embodiment according to Fig. 2 and Fig. 4 via a first gear chain 51, here designed as a spur gear drive, the first gear chain 51 being described further below. In the embodiments according to Fig. 3, Fig. 6, Fig. 9 and Fig. The connection of the first electric motor is analogous to connection A3. The first electric motor 5 is connected to a second transmission input shaft 4 of the hybrid transmission device 1 via connection A3. The first and second transmission input shafts 2, 4 are arranged coaxially with each other.

[0049] The hybrid transmission device 1 comprises a planetary gear set 40, which is designed as a negative planetary gear set and includes the gear set elements sun gear 41, ring gear 42, and planet carrier 43. Planetary gears 44 are rotatably mounted on the planet carrier 43 and mesh with both the sun gear 41 and the ring gear 42. The planetary gear set 40 is arranged coaxially with the first and second transmission input shafts 2, 4.

[0050] The hybrid transmission device 1 further comprises a first spur gear pair ST1, a second spur gear pair ST2, a third spur gear pair ST3 and a fourth spur gear pair ST4. The fourth spur gear pair ST4 forms a connection A2 to the output for the hybrid transmission device 1 and is in Fig. 4, Fig. 6, Fig. 9 and Fig. 10. In the Fig. 2 and Fig. 3, the connections A1 to A3 to the combustion engine 3 or the output via the fourth spur gear pair ST4 or the first electric machine 5 to the hybrid transmission device 1 are not shown. In a basic variant of the hybrid transmission device 1 according to Fig. 2 and Fig. 4, this also has six switching elements A, B, C, D, E, L designed as positive switching elements, which are intended for switching different combustion engine or hybrid gears as well as an electric gear, as explained in more detail below.

[0051] The fourth spur gear pair ST4 is provided for implementing an axle offset, wherein the fourth spur gear pair ST4 is operatively connected to a differential 8 designed as a bevel differential. The differential 8 is arranged axially parallel to the planetary gear set 40 and to the first and second transmission input shafts 2, 4. In traction mode, the differential 8 is arranged on the output side of the fourth spur gear pair ST4, wherein the fourth spur gear pair ST4 is in turn arranged on the output side of a main output shaft 10 on a countershaft 52 of the hybrid transmission device 1.

[0052] The hybrid transmission device 1 has a main output shaft 10, which transmits drive power from the internal combustion engine 3 and / or the first electric machine 5 via the fourth spur gear pair ST4 to the differential 8. The differential 8 divides the drive power between two side shafts 9a, 9b, which are at least indirectly connected to the first and second wheels 104 of the first axle 101, respectively. The drive power generated by the internal combustion engine 3 and / or the first electric machine 5 is either combined at the planetary gear set 40 and subsequently transmitted to the main output shaft 10, or is fed directly to the main output shaft 10 and transmitted from there to the differential 8, with the drive power being divided in the differential 8 between the two side shafts 9a, 9b and transmitted to the respective drive wheel 104 of the first axle 101. The main output shaft 10 is designed as a solid shaft.

[0053] On the rear axle or the second axle 102 of the motor vehicle 100, Fig. 1, a third electric motor 15 and a further differential (not shown here) are arranged, which are not shown in detail here. The third electric motor 15 is provided for the electrical drive of the rear axle. Alternatively, the drive on the rear axle of the motor vehicle 100 can also be omitted.

[0054] The first electric machine 5 is Fig. 4, Fig. 6, Fig. 9 and Fig. 10 is arranged coaxially with the output shaft 6, on which the side shafts 9a, 9b are located. In this case, the second side shaft 9b of the differential 8 passes axially through the first electric motor 5. This achieves a compact design of the hybrid transmission device 1.

[0055] The first spur gear pair ST1 comprises a first gear Z1 and a second gear Z2, wherein the first gear Z1 is rotationally fixedly connected to the first transmission input shaft 2. The second gear Z2 is rotationally fixedly connected to a countershaft 16 of an idler gear arrangement 12. The second spur gear pair ST2 comprises a third gear Z3 and a fourth gear Z4, wherein the third gear Z3 is rotationally fixedly connected to a first shaft W1 arranged coaxially to the first transmission input shaft 2. The fourth gear Z4 is rotationally fixedly connected to the countershaft 16 and thus also rotationally fixedly connected to the second gear of the first spur gear pair ST1. The third spur gear pair ST3 comprises a fifth gear Z5 and a sixth gear Z6, wherein the fifth gear Z5 is rotationally fixedly connected to a second shaft W2 and the sixth gear Z6 is rotationally fixedly connected to the main output shaft 10. The second shaft W2 is non-rotatably connected to the planet carrier 43 of the planetary gear set 40.The fourth spur gear pair ST4, which forms the output of the hybrid transmission device 1, comprises a seventh gear Z7 and an eighth gear Z8, wherein the seventh gear Z7 is non-rotatably connected to the main output shaft 10. The eighth gear Z8 is designed as a toothed section of the differential 8 and is thus non-rotatably connected to a differential carrier 53 of the differential 8. According to . Fig. 4, Fig. 6, Fig. 9 and Fig. 10 On the main output shaft 10, two fixed gears Z6, Z7 and a loose gear arrangement 12, consisting of two gears Z2, Z4, which are connected to one another in a rotationally fixed manner via a countershaft 16, are arranged.

[0056] The main output shaft 10 arranged on the countershaft 52 and the idler gear arrangement 12 are arranged spatially, in particular radially, between the output shaft 6 and the two transmission input shafts 2, 4 with the planetary gear set 40, which in Fig. 4, Fig. 6, Fig. 9 and Fig. 10 is shown.

[0057] In the present case, the first and third switching elements A, C are combined to form the first double switching unit DS1. The second and fourth switching elements B, D are combined to form the second double switching unit DS2. The fifth and sixth switching elements E, L are combined to form the third double switching unit DS3. In the present case, only three actuators - not shown here - are required to actuate the total of three double switching units DS1, DS2, DS3, wherein the actuator for actuating the second and fourth switching elements B, D comprises a distributed shift fork - not shown here - due to the parallel arrangement of the switching elements B, D.

[0058] After Fig. 2, Fig. 4, Fig. 6, Fig. 9 and Fig. 10, the sun gear 41 is non-rotatably connected to the second transmission input shaft 4. The planet carrier 43 is connected to the second shaft W2. The ring gear 42 is non-rotatably connected to a third shaft W3.

[0059] When the first shifting element A is engaged, the ring gear 42 of the planetary gear set 40 is operatively connected to the second spur gear pair ST2. The first shifting element A connects the ring gear 42 and the third shaft W3 in a rotationally fixed manner to the first shaft W1 and the third gear Z3. When the second shifting element B is engaged, the countershaft 16 is rotationally fixedly connected to the main output shaft 10. Thus, the second and fourth gears Z2, Z4 are also rotationally fixedly connected to the main output shaft 10 via the second shifting element B. When the third shifting element C is engaged, the ring gear 42 of the planetary gear set 40 and the third shaft W3 are rotationally fixedly connected to the first transmission input shaft 2. In this case, the third shifting element C is arranged on a ninth gear Z9, which is arranged as a fixed gear on the first transmission input shaft 2 and serves to connect A1 to the combustion engine 3.When the fourth shift element D is closed, the second shaft W2 is connected in a rotationally fixed manner to the first shaft W1. Accordingly, when the fourth shift element D is closed, the planet carrier 43 with the fifth gear Z5 is connected in a rotationally fixed manner to the third gear Z3. The two spur gear pairs ST2, ST3 can therefore be operatively connected by means of the fourth shift element D. When the fifth shift element E is closed, the planet carrier 43 of the planetary gear set 40 is connected in a rotationally fixed manner to the ring gear 42 of the planetary gear set 40. The planetary gear set 40 is therefore blocked when the fifth shift element E is closed. If the fifth shift element E is closed and all other shift elements A, B, C, D, L are open, a purely electric gear stage E1 can be realized. When the sixth shift element L is closed, the first transmission input shaft 2 is connected in a rotationally fixed manner to the second transmission input shaft 4.The first electric motor 5 is thus connected to the sun gear 41 via the second transmission input shaft 4, with the combustion engine or hybrid gear stages being connected to the ring gear 42. As a result, the first electric motor 5 has to support lower support torques during electrodynamic starting modes and electrodynamic gear shifts. Furthermore, electrodynamic driving can last longer. Shafts W1 to W3, as well as the countershaft 16 and the second transmission input shaft 4, are each designed as hollow shafts.

[0060] The internal combustion engine 3 is operatively connected to the first transmission input shaft 2 via a traction means 60 of the first traction drive 50, preferably designed as a chain. Fig. 2, Fig. 4, Fig. 6, Fig. 9 and Fig. 10 shows in this context that, in addition to the ninth gear Z9, a tenth gear Z10 is also provided, which is non-rotatably mounted on a fourth shaft W4. The gears Z9, Z10 are wrapped by the traction mechanism 60, which can thus transmit drive power. The fourth shaft W4 is arranged coaxially with the crankshaft 17 and is connected to it via a damping device 13.

[0061] The first electric motor 5 is operatively connected to the second transmission input shaft 4 via the first gear chain 51. For this purpose, the first gear chain 51 has an eleventh gear Z11, a twelfth gear Z12, and a thirteenth gear Z13. The thirteenth gear Z13 is arranged in a rotationally fixed manner on a rotatably mounted intermediate shaft 11 and meshes with the eleventh gear Z11, which is rotationally fixedly connected to the second transmission input shaft 4, and with the twelfth gear Z12, which is rotationally fixedly connected to the rotor shaft 18.

[0062] According to the second embodiment according to Fig. 3 is compared to the first embodiment according to Fig. 2 and Fig. 4, the connection of the sun gear 41 and the ring gear 42 is reversed. Accordingly, the first switching element A in the closed state connects the sun gear 41 and the third shaft W3 in a rotationally fixed manner with the first shaft W1 and the third gear Z3. Furthermore, when the third switching element C is closed, Fig. 3, the sun gear 41 of the planetary gear set 40 and the third shaft W3 are connected in a rotationally fixed manner to the first transmission input shaft 2. When the fifth shifting element E is closed, the planet carrier 43 of the planetary gear set 40 is connected in a rotationally fixed manner to the ring gear 42 of the planetary gear set 40 and the second transmission input shaft 4 via the second shaft W2. The first electric machine 5 is thus connected to the ring gear 42 via the second transmission input shaft 4, with the internal combustion engine or hybrid gear stages being connected to the sun gear 41. As a result, the first electric machine 5 must realize lower compensating speeds in electrodynamic starting modes as well as in electrodynamic shifting. The functioning of the hybrid transmission device 1, in particular the shifting operations described below, take place in the embodiment according to Fig. 3 analogous to the other embodiments. Therefore, the following applies Fig. 2 and Fig. 4 The above also applies to the alternative design according to Fig. 3.

[0063] The hybrid transmission device 1 according to Fig. 2 and Fig. 4 has several driving modes, which are shown in the switching matrix according to Fig. 5 for electrodynamic switching operations are shown in a first variant. This is a variant without the possibility of decoupling the combustion engine 3 from the drive, for example, by means of an additional switching element, and without an additional electric motor that can serve as a starter generator.

[0064] In the columns of the switching matrix according to Fig. 5, the respective shift elements A, B, C, D, E, L are listed, with the respective driving modes EDS1 H1.1, H1.2, H2.1 to H2.3, H3, E1, ECVT1, ECVT2, LiN, ZH1, ZH2 of the motor vehicle 100 being listed in the rows of the shift matrix. By entering a cross in a respective box of the shift matrix, a closed state of the respective shift element A, B, C, D, E, L is represented, with no entry indicating an open state of the respective shift element A, B, C, D, E, L. By means of the positive shift elements A, B, C, D, E, L, combustion engine gears or hybrid driving modes H1, H2, H3, sometimes with different shift combinations, a first purely electric motor gear or driving mode E1 and two electrodynamic starting modes ECVT1, ECVT2 are realized. The first combustion engine gear or hybrid driving mode H1 is divided into the gear combinations H1.1 and H1.2, whereby in the first combustion engine gear orIn hybrid driving mode H1, two of the switching elements A, D, L are closed. The second combustion engine gear or hybrid driving mode H2 is divided into the switching combinations H2.1, H2.2, and H2.3, whereby in the second combustion engine gear or hybrid driving mode H2, two of the switching elements A, B, C, L are closed. To implement a combustion engine gear or hybrid driving mode, the fifth switching element E is always open. If the second or fourth switching element B, D is closed, the first electric machine 5 is decoupled.

[0065] The forward start of the vehicle 1 takes place via the planetary gear set 40 by means of the so-called electrodynamic start (ECVT1 or ECVT2).

[0066] ECVT2), whereby a variable transmission ratio is provided via the planetary gear set 40. In the first electrodynamic starting mode ECVT1, the first switching element A is closed, while all other switching elements B, C, D, E, L are open. This allows the output torque and the output speed to be summed as desired by combining the drive power of the electric machine 5 and the drive power of the combustion engine 3. Fig. 2, Fig. 4, Fig. 6, Fig. 9 and Fig. 10, the internal combustion engine 3 is connected to the ring gear 42 of the planetary gear set 40 via the first transmission input shaft 2 and the spur gear pairs ST1 and ST2, wherein the first electric machine 5 supports the torque of the internal combustion engine 3 on the sun gear 41 of the planetary gear set 40, and wherein the planet carrier 43 of the planetary gear set 40 is operatively connected to the differential 8 on the output side via the third spur gear pair ST3, the main output shaft 10, and the fourth spur gear pair ST4. In the second electrodynamic starting mode ECVT2, the third shift element C is closed, with all other shift elements A, B, D, E, L being open. As a result, the output torque and the output speed can also be summed as desired by combining the drive power of the electric machine 5 and the drive power of the internal combustion engine 3. In the second electrodynamic starting mode ECVT2, the output is also provided via the third and fourth spur gear pairs ST3, ST4.The difference from the first electrodynamic starting mode ECVT1 is that in the first electrodynamic starting mode ECVT1, the drive power of the combustion engine 3 is routed via the two spur gear pairs ST1, ST2 and only then into the planetary gear set 40, whereas in the second electrodynamic starting mode ECVT2, the drive power is routed directly to the planetary gear set 40. The connection is thus geared in the first electrodynamic starting mode ECVT1.

[0067] The EDA modes ECVT1 and ECVT2 are power-split E-CVT driving ranges for the combustion engine 3, where battery-neutral operation is also possible, especially when, as in Fig. 1, an optional, further or third electric machine 15 is provided on the second axle 102.

[0068] After Fig. 5, the switching matrix for electrodynamic switching operations in a first variant, in a first hybrid driving mode EDS1 H1 in the first switching combination H1.1 the fourth switching element D and the sixth switching element L are closed, with the four other switching elements A, B, C, E being open. In a first hybrid driving mode EDS1 H1 in the second switching combination H1.2 the first switching element A and the fourth switching element D are closed, with the four other switching elements B, C, E, L being open. In a second hybrid driving mode EDS1 H2 in the first switching combination H2.1 the first switching element A and the second switching element B are closed, with the four other switching elements C, D, E, L being open. In a second hybrid driving mode EDS1 H2 in the second switching combination H2.2 the second switching element B and the sixth switching element L are closed, with the four other switching elements A, C, D, E being open.In a second hybrid driving mode EDS1 H2 in the third switching combination H2.3, the second switching element B and the third switching element C are closed, while the four other switching elements A, D, E, L are open. In a third hybrid driving mode EDS1 H3, the third switching element C and the sixth switching element L are closed, while the four other switching elements A, B, D, E are open.

[0069] 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 motor 5 always supporting the drive when the first, third, or sixth shift element A, C, L is closed. A drive torque at the sun gear 41 and a drive torque at the ring gear 42 are summed by the planetary gear set 40 and transmitted to the main output shaft 10 via the planetary carrier 43.

[0070] The purely electric driving mode E1 is, as already explained, implemented by only the fifth shifting element E, which blocks the planetary gear set 40, being closed, while the five other shifting elements A, B, C, D, and L are open. The first electric motor 5 thus utilizes its own pre-transmission ratio of the first gear chain 51 and the third and fourth spur gear pairs ST3, ST4 for the transmission to the output. This results in an electric vehicle drive for starting and driving forwards and backwards.

[0071] The LiN driving mode stands for "Charging in Neutral" and allows generator operation of the first electric motor 5 to generate electrical energy. In the LiN driving mode, only the sixth switching element L is closed, while all other switching elements A, B, C, D, and E are open. This means that after Fig. 2, Fig. 4, Fig. 6, Fig. 9 and Fig. 10, the sun gear 41, which is connected in a rotationally fixed manner to the second transmission input shaft 4, is connected in a rotationally fixed manner to the first transmission input shaft 2. Thus, the combustion engine 3 is drivingly connected to the first electric motor 5 and decoupled from the output, in particular from the main output shaft 10. By driving the first electric motor 5, electrical energy is generated by the combustion engine 3. From the drive mode LiN or "Charging in Neutral", the drive can be shifted to the gears EDS1 H1.1, EDS1 H2.2, EDS1 H3 and ZH2 according to Fig. 5 because the sixth switching element L is closed in each of these gears. This enables serial switching. The advantage of this is that the first electric machine 5 can operate as a generator without interruption and thus supply both the on-board network and the third electric machine 15 according to Fig. 1 with electrical power.

[0072] This allows an electrical energy storage device to be charged with high power when needed. In particular, in the LiN state, another drive motor, in particular the third electric motor 15, can be Fig. 1 are supplied with electrical energy. Serial driving is therefore possible.

[0073] Especially at low temperatures, a high torque is required to start the combustion engine 3. The first electric machine 5 can be used for a cold start. The first electric machine 5 can generate significantly more torque than, for example, a second electric machine 7 designed as a starter generator (HVSG). This results in the advantage that an optional starter generator or a second electric machine 7 can be used, for example, after Fig. 6, Fig. 9 and Fig. 10 can be dimensioned smaller, whereby the second electric machine 7 in particular does not have to be designed for special cases, such as particularly low temperatures.

[0074] In addition, in the first variant of the EDS circuits according to Fig. 5 two hybrid additional gears ZH1, ZH2 are possible. In the first additional gear ZH1, the fourth and fifth shift elements D, E are closed, while the four other shift elements A, B, C, L are open. In the second additional gear ZH2, the first and sixth shift elements A, L are closed, while the four other shift elements B, C, D, E are open. The second additional gear ZH2 is a power-split gear for the combustion engine 3, in which the planetary gear set 40 acts as a summation gear. This is not the case in the main driving gears described above. The second additional gear ZH2 realizes an intermediate gear between the first gear H1 and the second gear H2. The first hybrid gear H1 is generated via the spur gear pairs ST1 and ST2. The second hybrid gear H2 is generated via the first spur gear pair ST1. The third hybrid gear H3 goes from the first transmission input shaft 2 via the blocked planetary gear set 40 and the third spur gear pair ST3 to the output.

[0075] Using such a hybrid transmission device 1, gear shifting under load can be performed in different ways. On the one hand, an output-assisted power shift by the first electric motor 5, a so-called EMS shift, is possible, and on the other hand, an electrodynamic shift via the respective EDA mode, a so-called EDS shift, is possible.

[0076] An EDS load circuit can be described using the switching matrix as an example Fig. 5 electrodynamically between the first hybrid driving mode H1 with the second shift combination H1.2 and the second hybrid driving mode H2 with the first shift combination H2.1 or alternatively between the second hybrid driving mode H2 with the third shift combination H2.3 and the third hybrid driving mode H3 or further alternatively between the second additional gear ZH2 and the second hybrid driving mode H2 with the first shift combination H2.1. For example, starting from the first hybrid driving mode H1 with the second shift combination H1.2, in which the first and fourth shift elements A, D are closed, the drive torques of the internal combustion engine 3 and the first electric machine 5 can be adjusted such that, on the one hand, the desired output torque is set and, on the other hand, the fourth shift element D becomes load-free, wherein the fourth shift element D is opened as soon as it is load-free. The ECVT1 state is thus present.Subsequently, the drive torques of the internal combustion engine 3 and the first electric machine 5 are adjusted such that, on the one hand, the desired output torque is set and, on the other hand, the speed of the internal combustion engine 3 is reduced until the second shifting element B becomes synchronous and can subsequently be closed. This mechanically engages the second hybrid driving mode H2 with the first shifting combination H2.1 for the internal combustion engine 3, with the shifting elements A and B closed. The aforementioned alternatives are performed analogously. Downshifts are performed analogously to upshifts, only in the reverse order. Overrun shifts are also possible, since the first electric machine 5 can also provide braking support for drive torques on the planetary gear set 40.

[0077] The ECVT1 state is thus used for starting and for power shifts from EDS1 H1.2 to EDS1 H2.1. Optionally, the ECVT1 state can be used to shift the second auxiliary gear ZH2. From the ECVT1 state or ECVT1 mode, the drive can be shifted to the EMS H1 gears according to Fig. 7, EDS1 H1.2, EDS1 H2.1 and ZH2 according to Fig. 5 and EDS2 H1 and EDS2 H2.1 according to Fig. 8 because the first switching element A is closed in these gears.

[0078] The ECVT2 state can be used for the load switching from EDS1 H2.3 to EDS1 H3, see. Fig. 5. From the ECVT1 state or the ECVT2 mode, the drive can be shifted to gears EMS H3 to Fig. 7, EDS1 H2.3 and EDS1 H3 according to Fig. 5 and EDS2 H2.3 and EDS2 H3 according to Fig. 8 because the third switching element C is closed in each of these gears.

[0079] In the columns of the switching matrix according to Fig. 7, the respective switching elements A, B, C, D, E, L are listed, with the respective driving modes EMS1 H1, EMS H2, EMS H3, E1, ECVT1, ECVT2 and LiN of the motor vehicle 100 being listed in the rows of the switching matrix.

[0080] In the columns of the switching matrix according to Fig. 8, the respective switching elements A, B, C, D, E, L are listed, wherein the respective driving modes EDS2 H1.1, H1.2, H2.1 to H2.3, H3, E1, ECVT1, ECVT2, LiN, ZH1, ZH2 of the motor vehicle 100 are listed in the rows of the switching matrix.

[0081] To advance, in the first hybrid driving mode H1, a preselect shift from EDS1 H1.1 to EDS1 H1.2 takes place. In the second hybrid driving mode H2, a preselect shift from EDS1 H2.1 to EDS1 H2.3 takes place.

[0082] An EMS powershift can, for example, be performed with output support between the hybrid driving modes H1, H2, and H3. This supports the traction during combustion engine or hybrid shifts. While the fifth shift element E is engaged, traction can be maintained via gear stage E1, while a shift occurs in the shift elements A, B, or C. This is possible in Fig. 7. For example, starting from the first hybrid driving mode EMS H1, in which the switching elements A and E are closed, a load reduction can occur on the first switching element A and a simultaneous load build-up on the first electric machine 5, with the first switching element A subsequently being opened. After the first switching element A is opened, the speed of the combustion engine 3 is reduced until the second switching element B becomes synchronous and can be closed. For this purpose, the combustion engine 3 can, for example, go into overrun mode. Consequently, the second and fifth switching elements B, E are then closed (EMS H2).

[0083] Alternatively, the drive 103, as in Fig. 6, Fig. 9 and Fig. 10, have a second electric machine 7. The second electric machine 7 is drivingly connected to the hybrid transmission device 1 via a traction mechanism 70, preferably designed as a chain, of a second traction mechanism drive 54. The second traction mechanism drive 54 is to be understood as connection A4 of the second electric machine 7. A fourteenth gear Z14 is connected in a rotationally fixed manner to a rotor shaft 14 of the second electric machine 7, which is arranged axially parallel to the first and second transmission input shafts 2, 4 and axially parallel to the planetary gear set 40 and the differential 8. A fifteenth gear Z15 is arranged in a rotationally fixed manner on the fourth shaft W4, through which the internal combustion engine 3 is connected to the first transmission input shaft 2. The traction mechanism 70 wraps around both the fourteenth gear Z14 and the fifteenth gear Z15 and connects them to one another in a drivingly effective manner.Thus, the second electric machine 7 is designed to be operatively connected to the crankshaft 17 of the internal combustion engine 3 (cf. . Fig. 6) or effectively connectable (cf. Fig. 9 and Fig. 10).

[0084] In the case of a second electric machine 7 connected to the first transmission input shaft 2 or the fourth shaft W4, this can be operated as a generator to synchronize the second switching element B, wherein the second switching element B is closed after synchronization. Fig. 6, Fig. 9 and Fig. The second electric motor 7 shown in Figure 10 is designed as a high-voltage starter generator (HVSG). The shifting process from the second hybrid driving mode EMS H2 to the third hybrid driving mode EMS H3 is performed analogously. Downshifts are performed analogously to upshifts, only in the reverse order.

[0085] A drive 103 with a second electric machine 7 but without a separating clutch K0 is shown in the third embodiment according to Fig. 6 shown. Fig. Figure 8 shows a switching matrix for electrodynamic switching processes in a second variant. The switching matrix according to Fig. 7, concerning EMS load circuits, is also applicable to this embodiment. Reference is made to the relevant text passages. Fig. 7. The design variant according to Fig. 6 is preferably switched by an electric motor, since the second electric motor 7 supports the synchronization of the combustion engine 3. However, it is also conceivable that an electrodynamic switching takes place according to the previous explanations.

[0086] After Fig. 8 In a first hybrid driving mode EDS2 H1, the first switching element A and the fifth switching element E are closed, with the four other switching elements B, C, D, L being open. In a second hybrid driving mode EDS2 H2 in the first switching combination H2.1, the first switching element A and the second switching element B are closed, with the four other switching elements C, D, E, L being open. In a second hybrid driving mode EDS2 H2 in the second switching combination H2.2, the second switching element B and the fifth switching element E are closed, with the four other switching elements A, C, D, L being open. In a second hybrid driving mode EDS2 H2 in the third switching combination H2.3, the second switching element B and the third switching element C are closed, with the four other switching elements A, D, E, L being open.In a third hybrid driving mode EDS2 H3, the third switching element C and the fifth switching element E are closed, while the four other switching elements A, B, D, L are open.

[0087] After Fig. 9 and Fig. 10, a separating clutch K0 is further provided on the fourth shaft W4, which is designed to couple the crankshaft 17 of the internal combustion engine 3 to the fourth shaft W4 or to decouple it therefrom. Thus, the internal combustion engine 3 is decoupled from the hybrid transmission device 1 when the separating clutch K0 is open. In the internal combustion engine or hybrid gears, the separating clutch K0 is always closed, so that drive power is transmitted to the fourth shaft W4. A shift matrix representing the EMS power shifts and taking the separating clutch K0 into account is shown in Fig. 11. The switching matrix according to Fig. 11 is therefore identical to Fig. 7.

[0088] In the columns of the switching matrix according to Fig. 1, the respective switching elements A, B, C, D, E, L and K0 are listed, with the respective driving modes EMS1 H1, EMS H2, EMS H3, E1, ECVT1, ECVT2 and LiN of the motor vehicle 100 being listed in the rows of the switching matrix.

[0089] According to Fig. 9, the illustration of a fourth embodiment of the hybrid transmission device 1, the separating clutch K0 is a positive switching element, whereas the separating clutch K0 according to the fifth embodiment of the hybrid transmission device 1 according to Fig. 10 is a friction-locking shifting element. The design variants of the drive 103 with the separating clutch K0 and with the second electric motor 7 are preferably shifted by an electric motor, since the second electric motor 7 supports the synchronization of the internal combustion engine 3. However, it is also conceivable that an electrodynamic shifting takes place according to the previous embodiments.

[0090] The functions of the second electric machine 7 according to Fig. 6, Fig. 9 and Fig. 10 essentially consists in starting the internal combustion engine from a purely electric drive. Furthermore, the second electric machine 7 can supply the vehicle's electrical system. Furthermore, serial crawling and driving forwards and backwards can be performed. Furthermore, the second electric machine 7 can support the speed control of the internal combustion engine 3 during coupling, provided a separating clutch K0 is present, and during gear shifting. The internal combustion engine 3 can be shifted into all internal combustion engine gears EMS H1, EMS H2 and EMS H3 according to Fig. 7 when the first electric machine 5 operates purely electrically via the closed fifth switching element E. The second electric machine 7 can also assist in relieving the load on the switching elements A to D by operating as a generator. The generated current can be used by the first electric machine 5 to support traction.

[0091] The 1st gear driving modes EMS H1 according to Fig. 7 or Fig. 11, EDS1 H1.1, EDS1 H1.2 and ZH1 according to Fig. 5 and EDS2 H1 according to Fig. 8 have the same gear ratio. The 2nd gear driving modes EMS H2 according to Fig. 7 or Fig. 11, EDS1 H2.1, EDS1 H2.2 and EDS1 H2.3 according to Fig. 5 and EDS2 H2.1, EDS2 H2.2 and EDS2 H2.3 according to Fig. 8 have the same gear ratio. The 3rd gear driving modes EMS H3 according to Fig. 7 or Fig. 11, EDS1 H3 after Fig. 5 and EDS2 H3 according to Fig. 8 have the same translation. For the first variant according to Fig. 5, four mechanical gears are available. For the second variant according to Fig. 8 has three mechanical gears available.

[0092] It is understood that features of the solutions described above or in the claims and / or the figures can also be combined with one another if necessary in order to be able to implement the advantages and effects that can be achieved in the present case cumulatively. Reference symbol 1 hybrid transmission device 2 first transmission input shaft 3 combustion engine 4 second transmission input shaft 5 first electric machine 6 Output axle 7 second electric machine 8 Differential 9a first side wave 9b second side wave 10 Main output shaft 11 Intermediate shaft 12 idler gear arrangement 13 Damping device 14 Rotor shaft of the second electric machine 15 third electric machine 16 Countershaft 17 Crankshaft 18 Rotor shaft of the first electric machine 40 planetary gear set 41 Sun gear 42 ring gear 43 planet carrier 44 Planetary gear 50 first traction drive 51 first gear chain 52 Countershaft 53 Differential cage 54 second traction drive 60 traction devices 70 traction devices 100 motor vehicles 101 First axle of the motor vehicle 102 Second axle of the motor vehicle 103 Drive 111 Wheel 112 wheels 113 wheels 114 wheels ST1 first spur gear pair ST2 second spur gear pair ST3 third spur gear pair DS1 first double switching unit DS2 second double switching unit A first switching element B second switching element C third switching element D fourth switching element E fifth switching element L sixth switching element A1 Connection of the combustion engine A2 Connection to the output A3 Connection of the first electric machine A4 Connection of the second electric motor H1 first combustion engine gear H1.1 first combustion engine gear in a first gearshift combination H1.2 first combustion engine gear in a second gear combination H2 second combustion engine gear H2.1 second combustion engine gear in a first gear combination H2.2 second combustion engine gear in a second gear combination H2.3 second combustion engine gear in a third gear combination H3 third combustion engine gear E1 first electric motor gear ECVT1 first electrodynamic starting mode ECVT2 second electrodynamic starting mode LiN driving mode “Charging in Neutral” ZH1 first additional course ZH2 second additional gear Z1 first gear Z2 second gear Z3 third gear Z4 fourth gear Z5 fifth gear Z6 sixth gear Z7 seventh gear Z8 eighth gear Z9 ninth gear Z10 tenth gear Z11 eleventh gear Z12 twelfth gear Z13 thirteenth gear Z14 fourteenth gear Z15 fifteenth gear W1 first wave W2 second wave W3 third wave W4 fourth wave

Claims

[1] Hybrid transmission device (1) for a drive (103) of a motor vehicle (100), comprising • at least one first transmission input shaft (2) for at least indirectly connecting a crankshaft (17) of an internal combustion engine (3), • at least one second transmission input shaft (4) for connecting a rotor shaft (18) of a first electric machine (5), • a planetary gear set (40) with a sun gear (41), a ring gear (42) and a planet carrier (43) on which a plurality of planetary gears (44) are rotatably mounted, wherein the planetary gear set (40) is arranged coaxially to the first transmission input shaft (2) and to the second transmission input shaft (4), • a first spur gear pair (ST1), a second spur gear pair (ST2) and a third spur gear pair (ST3) and at least one first shifting element (A), a second shifting element (B), a third shifting element (C), a fourth shifting element (D), a fifth shifting element (E) for blocking the planetary gear set (40) and for shifting at least one electromotive gear (E1), and at least one sixth shifting element (L) for drivingly connecting the first transmission input shaft (2) to the second transmission input shaft (4), a main output shaft (10) which is arranged axially parallel to the first transmission input shaft (2) and to the second transmission input shaft (4), wherein the main output shaft (10) is drivingly connected at least indirectly to at least one first side shaft (9a) which is designed to connect a respective wheel of the motor vehicle (100), wherein on the main output shaft (10) at least one first fixed gear (Z6) and a loose wheel arrangement (12),consisting of two gears (Z2, Z4) connected to one another in a rotationally fixed manner via a countershaft (16), • characterized by that when the first shifting element (A) is closed, the ring gear (42) or the sun gear (41) of the planetary gear set (40) is operatively connected to the second spur gear pair (ST2), wherein when the second shifting element (B) is closed, the countershaft (16) arranged on the main output shaft (10) is drive-effectively connected to the main output shaft (10), wherein when the third shifting element (C) is closed, the first transmission input shaft (2) is operatively connected to the ring gear (42) or the sun gear (41) of the planetary gear set (40), and wherein when the fourth shifting element (D) is closed, the planetary gear set (40) and the second are operatively connected to the third spur gear pair (ST2, ST3). [2] Hybrid transmission device (1) according to claim 1, further comprising a differential (8) which is arranged axially parallel to the planetary gear set (40) and has a first and second side shaft (9a, 9b), wherein the side shafts (9a, 9b) are operatively connected to the differential (8) and are adapted to connect a respective wheel of the motor vehicle (100). [3] Hybrid transmission device (1) according to one of the preceding claims, wherein the second side shaft (9b) of the differential (8) is adapted to be guided axially through the first electric machine (5). [4] Hybrid transmission device (1) according to one of the preceding claims, wherein, when the fifth shift element (E) is closed, the planet carrier (43) of the planetary gear set (40) is connected in a rotationally fixed manner to the sun gear (41) or the ring gear (42) of the planetary gear set (40). [5] Hybrid transmission device (1) according to one of the preceding claims, wherein when the sixth shift element (L) is closed, the first transmission input shaft (2) is connected in a rotationally fixed manner to the second transmission input shaft (4). [6] Hybrid transmission device (1) according to one of the preceding claims, wherein two of the switching elements (A, B, C, D, E, L) are combined to form a double switching unit (DS1, DS2, DS3). [7] Hybrid transmission device (1) according to one of the preceding claims, further comprising a first traction drive (50) or a gear chain for connecting the internal combustion engine (3) to the first transmission input shaft (2). [8] Hybrid transmission device (1) according to claim 7, further comprising a second electric machine (7) which is adapted to be operatively connected or operatively connectable to the crankshaft (17) of the internal combustion engine (3). [9] Hybrid transmission device (1) according to one of the preceding claims, further comprising a traction drive or a first gear chain (51) for connecting the first electric machine (5) to the second transmission input shaft (4). [10] Hybrid transmission device (1) according to one of the preceding claims, wherein all switching elements (A, B, C, D, E, L) are designed as positive switching elements. [11] Hybrid transmission device (1) according to one of the preceding claims, further comprising a separating clutch (K0) which is designed to couple the crankshaft (17) of the internal combustion engine (3) to the hybrid transmission device (1) or to decouple it therefrom. [12] Drive (103) for a motor vehicle (100), comprising a hybrid transmission device (1) according to one of the preceding claims arranged in a drive-effective manner on a first axle (101) of the motor vehicle (100), as well as at least one first electric machine (5) and an internal combustion engine (3). [13] Drive (103) according to claim 12, further comprising a third electric machine (15) which is arranged in a drive-effective manner on a second axle (102) of the motor vehicle (100).

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