Hybrid transmission device for a motor vehicle

Abstract

Hybrid transmission device for a motor vehicle, comprising at least one first transmission input shaft (W1e) for connecting an internal combustion engine (2e), at least one second transmission input shaft (W2e) for connecting a rotor (3e) of a first electric machine (4e), a transmission output shaft (W4e), and a transmission (7e) for connecting the internal combustion engine (2e) and / or the first electric machine (4e) and / or a second electric machine (6e) to the transmission output shaft (W4e), which has an intermediate shaft (W5e) operatively connected to the second transmission input shaft (W2e), at least three spur gear stages (Z1e, Z2e, Z3e) and at least four shift units (S1e, S2e, S3e, S4e), wherein a first spur gear stage (Z1e) of the spur gear stages (Z1e, Z2e,Z3e) is either directly coupled to the intermediate shaft (W5e) and directly connectable to the transmission output shaft (W4e) or directly connectable to the intermediate shaft (W5e) and directly connected to the transmission output shaft (W4e), wherein a third spur gear stage (Z3e) of the spur gear stages (Z1e, Z2e, Z3e) is either directly coupled to the first transmission input shaft (W1e) and directly connectable to the transmission output shaft (W4e) or directly connectable to the first transmission input shaft (W1e) and directly connected to the transmission output shaft (W4e), wherein a first switching unit (S1e) of the switching units (S1e, S2e, S3e, S4e) is provided in a closed state to connect the intermediate shaft (W5e) to the transmission output shaft (W4e) via the first spur gear stage (Z1e), wherein a fourth switching unit (S4e) the switching units (S1e, S2e, S3e, S4e) are designed to be in a closed state,to connect the first transmission input shaft (W1e) to the transmission output shaft (W4e) via the third spur gear stage (Z3e), wherein the second spur gear stage (Z2e) is coupling to the first transmission input shaft (W1e), coupling to the intermediate shaft (W5e), and is directly coupled to the transmission output shaft (W4e), wherein a second switching unit (S2e) of the switching units (S1e, S2e, S3e, S4e) is provided in a closed state to connect the intermediate shaft (W5e) to the transmission output shaft (W4e) via the second spur gear stage (Z2e), wherein a third switching unit (S3e) of the switching units (S1e, S2e, S3e, S4e) is provided in a closed state to connect the first transmission input shaft (W1e) to the transmission output shaft (W4e) via the second spur gear stage (Z2e), wherein the transmission (7e) a gear stage (8e) arranged between the intermediate shaft (W5e) and the second gear input shaft (W2e) with a fixed gear ratio,and wherein the gear stage (8e) is formed by a fourth spur gear stage (Z4e) which is directly coupled to the intermediate shaft (W5e) and directly to the second gear input shaft (W2e), wherein the second gear input shaft (W2e) is arranged axially parallel to the first gear input shaft (W1e).

Description

[0001] The invention relates in particular to a hybrid transmission device according to the preamble of claim 1.

[0002] A hybrid transmission device for a motor vehicle is known from DE 10 2020 205 090 A1. Further hybrid transmission devices are known from publications DE 10 2020 205 099 A1, DE 10 2020 203 790 A1 and DE 10 2021 213 667 A1.

[0003] The object of the invention is in particular to achieve a compact design for a hybrid drive of the generic type.

[0004] The problem is solved by the features of the independent patent claims, while advantageous embodiments and further developments of the invention can be derived from the dependent claims.

[0005] The invention relates to a hybrid transmission device for a motor vehicle, comprising at least a first transmission input shaft for connecting an internal combustion engine, at least a second transmission input shaft for connecting a rotor of a first electric machine, a transmission output shaft, and a transmission for connecting the internal combustion engine and / or the first electric machine and / or the second electric machine to the transmission output shaft, which has an intermediate shaft operatively connected to the second transmission input shaft, at least three spur gear stages, and at least four shift units, wherein a first spur gear stage of the spur gear stages is directly coupled or can be coupled to the intermediate shaft and is directly coupled or can be coupled to the transmission output shaft.wherein a third spur gear stage is directly coupled or can be coupled to the first transmission input shaft and directly coupled or can be coupled to the transmission output shaft, wherein a first switching unit of the switching units is provided in a closed state to connect the intermediate shaft to the transmission output shaft via the first spur gear stage, and wherein a fourth switching unit of the switching units is provided in a closed state to connect the first transmission input shaft to the at least one transmission output shaft via the third spur gear stage.

[0006] The invention solves the underlying problem by providing that the second spur gear stage can be coupled to the first transmission input shaft, to the intermediate shaft, and directly to the transmission output shaft. A second switching unit is provided in a closed state to connect the intermediate shaft to the transmission output shaft via the second spur gear stage, and a third switching unit is provided in a closed state to connect the first transmission input shaft to at least one transmission output shaft via the second spur gear stage. Preferably, the second and third spur gear stages are configured to provide a connection, particularly a switchable one, between the internal combustion engine and the transmission output shaft. In particular, the second and third spur gear stages are usable by the internal combustion engine.Preferably, the first spur gear stage and the second spur gear stage are configured to provide a connection, particularly a switchable one, between the first electric machine and the transmission output shaft. It is especially preferred that the second spur gear stage is used by both the internal combustion engine and the first electric machine.

[0007] "Direct" means without the interposition of switchable coupling elements and / or gears or gear stages. "Designed" means specifically designed and / or equipped. The fact that an object is designed for a specific function means, in particular, that the object fulfills and / or performs this specific function in at least one application and / or operating state.

[0008] The term "transmission input shaft" is understood to mean, in particular, a transmission element that is designed, at least structurally, for a rotationally fixed or torsionally flexible connection to the drive unit, especially to a crankshaft of the internal combustion engine and / or a rotor of an electric machine. This connection can be designed, for example, to be separable and connectable by means of a disconnect clutch. The term "transmission output shaft" is understood to mean, in particular, a transmission element that is operatively connected to an output unit. Preferably, the transmission output shaft is connected, at least structurally, directly or via a fixed gear ratio to an output unit, in particular an axle drive, preferably a differential. The transmission output shaft can, in particular, also be arranged parallel to the axis of an output shaft, in particular a side shaft, of the axle drive, especially the differential.The axle drive can be designed, for example, as a ball differential, spur gear differential, or planetary gear differential. A "gear element" is understood to be, in particular, a configuration intended for a permanent, rotationally fixed connection between spur gears, sun gears, planet carriers, ring gears, and / or coupling elements.

[0009] In this context, a "switching unit" is understood to be a unit comprising at least two coupling elements and a switching element, designed to establish a switchable connection between the at least two coupling elements. A "switching unit with three coupling elements" is understood to be, in particular, a switching unit in which the switching element is designed to switchably connect or decouple a distinguished switching element, hereinafter also referred to as a constant velocity component, from at least one of the other two coupling elements. A switching unit with three coupling elements is preferably designed as a double switching unit. A "coupling element" is understood to be, in particular, an element of the switching unit that is permanently and rotationally fixed to a transmission element, such as a transmission shaft, a loose gear, and / or a fixed gear.A "coupling element" of a switching unit is understood to be an axially and radially fixed element designed for a frictional, force-fit, and / or positive-locking connection with the switching element, such as a loose gear with teeth for connection to the switching element, or a lamellar carrier of a friction-fit switching unit. A "switching element" of a switching unit is understood to be, in particular, an element that is permanently and rotationally fixed but axially and / or radially movable to one of the coupling elements and designed for a frictional, force-fit, and / or positive-locking connection with at least one further coupling element, such as a sliding sleeve of a positive-locking unit or an axially movable friction lamella of a friction-fit switching unit. Preferably, the first switching unit is a positive-locking switching unit.A "positive-locking switching unit" is understood to mean, in particular, a switching unit that has teeth and / or claws for connecting its coupling elements or for attaching its coupling element. These teeth and / or claws interlock to create a rotationally fixed connection, whereby the transmission of power in a fully closed state occurs at least primarily through positive locking. The switching units can be designed as either friction-locking or positive-locking units. The terms "axial" and "radial" refer specifically to the main axis of rotation. Hybrid forward gears can preferably be engaged using the first and second switching units.The third switching unit and the fourth switching unit are particularly useful for switching purely electrical gears of the first electrical machine, especially when the first switching unit and the second switching unit are open.

[0010] In this context, "actively connected" refers specifically to a non-switchable connection between two components, intended for the permanent transmission of rotational speed and / or torque. This connection can be direct or via a fixed gear ratio. The connection can be achieved, for example, via a fixed shaft, a gear connection (especially a spur gear), and / or a wrapping element.

[0011] The design according to the invention allows for a particularly compact construction. Furthermore, an advantageously direct connection of the first electric machine can be achieved, thus enabling advantageously purely electric gears. In particular, several purely electric gears can be implemented.

[0012] Furthermore, it is proposed that the hybrid transmission device includes a third transmission input shaft for connecting a rotor of a second electric machine, wherein the third transmission input shaft is operatively connected to the first transmission input shaft. The second electric machine is specifically an electric machine that is operatively connected to a transmission input, particularly the first transmission input shaft. The second electric machine can be smaller than the first electric machine, as it does not need to perform any significant driving functions. The second electric machine can, for example, be used to assist the internal combustion engine or the first electric machine. This allows for a particularly advantageous and flexible hybrid transmission device.

[0013] Furthermore, it is proposed that the transmission includes a gear stage with a fixed gear ratio, arranged between the intermediate shaft and the second transmission input shaft. Preferably, the gear stage is arranged along a torque flow of the first electric machine between the second transmission input shaft and the intermediate shaft. Preferably, the gear stage particularly acts as a pre-reduction for the first electric machine. This allows, particularly advantageously, the rotational speed of the first electric machine to be adjusted.

[0014] Furthermore, it is proposed that the gear stage be formed by a planetary gear set comprising a sun gear, a planet carrier, and a ring gear. The planetary gear set serves primarily as a pre-transformation for the first electric machine. Various designs of planetary gear sets are suitable for practical implementation. However, due to its simple and compact construction, the planetary gear set can preferably be designed as a simple planetary gear with a sun gear, a planet carrier supporting several planet gears, and a ring gear. Designs such as a Plus planetary gear set or a Ravigneaux planetary gear set are also conceivable. The term "planetary gear set" is understood to mean, in particular, a unit with at least one sun gear, at least one ring gear, and at least one planet gear guided by a planet carrier in a circular path around the sun gear.Additional planet gears guided on a further circular path by the planet carrier or a further planet carrier can be provided. Advantageously, the planet gear set has exactly one fixed gear ratio. This allows for a particularly compact transmission stage, by means of which various gear ratios can be realized. A gear ratio can be selected, in particular, according to the design of the hybrid transmission system.

[0015] It is further proposed that the sun gear be fixed to the housing, the planet carrier be permanently and rotationally fixed to the intermediate shaft, and the ring gear be permanently and rotationally fixed to the second transmission input shaft. This allows, in particular, an advantageous fixed gear ratio for the planetary gear set.

[0016] It is further proposed that the transmission stage be formed by a fourth spur gear stage, which is directly coupled to the intermediate shaft and directly to the second transmission input shaft, the second transmission input shaft being arranged axially parallel to the first transmission input shaft. Preferably, the fourth spur gear stage comprises a first spur gear that is rotationally fixed to the second transmission input shaft and a second spur gear that is rotationally fixed to the intermediate shaft. Preferably, the first spur gear and the second spur gear mesh with each other. Preferably, the spur gears of the fourth spur gear stage are each formed by fixed gears. This allows, in particular, an advantageous transmission stage to be provided by means of which various gear ratios can be realized. A gear ratio can be selected, in particular, according to the design of the hybrid transmission system.

[0017] Alternatively, it is proposed that the intermediate shaft be permanently and rotationally fixed to the second transmission input shaft. Preferably, the first electric machine is directly connected to the intermediate shaft. The second transmission input shaft is, in particular, free of any pre-reduction gearing. This allows for a particularly advantageously compact design of the hybrid transmission device. In particular, the number of components can be reduced.

[0018] Furthermore, it is proposed that the third transmission input shaft be directly coupled to the third spur gear stage. Preferably, the third spur gear stage comprises a first spur gear arranged on the first transmission input shaft and a second spur gear arranged on the transmission output shaft. Preferably, the third spur gear stage also comprises a further spur gear that is permanently and rotationally fixed to the third transmission input shaft, and thus, in particular, to a rotor of the second electric machine. Preferably, the further spur gear is coupled directly or via a further spur gear to the second spur gear of the third spur gear stage, or, more preferably, to the first spur gear of the third spur gear stage. Preferably, the third spur gear stage is arranged in a gear plane. This eliminates the need for an additional spur gear stage for connecting the third transmission input shaft.In particular, an advantageously simple functional connection between the third transmission input shaft and the first transmission input shaft can be provided.

[0019] Alternatively, it is proposed that the transmission has a fifth spur gear stage, which is directly coupled to the third and first transmission input shafts. Preferably, the fifth spur gear stage has a first spur gear that is permanently and rotationally fixed to the third transmission input shaft, and a second spur gear that is also permanently and rotationally fixed to the first transmission input shaft. This allows, in particular, a separate connection of the third transmission input shaft to the first transmission input shaft. This can be especially advantageous if the first spur gear of the third spur gear stage is designed as a loose gear, since otherwise a permanent operative connection between the second electric machine and the first transmission input shaft cannot be guaranteed.

[0020] It is further proposed that the first and second switching units be designed as a double switching unit. Preferably, the double switching unit can be arranged on the first transmission input shaft as well as on the transmission output shaft. Preferably, the first and second switching units are designed as a double switching unit, which can be actuated, in particular, by means of an actuator, thereby saving components, especially actuators, installation space, weight, and costs.

[0021] It is further proposed that the third and fourth switching units be designed as a double switching unit. Preferably, the double switching unit is arranged on the first transmission input shaft. Preferably, the third and fourth switching units are designed as a double switching unit, which can be actuated, in particular, by means of an actuator, thereby saving components, especially actuators, installation space, weight, and costs.

[0022] Furthermore, it is proposed that the hybrid transmission device include a disconnect clutch by means of which a disconnectable connection between the combustion engine and the first transmission input shaft is provided. Alternatively or additionally, it would also be conceivable to arrange a torsional vibration decoupling element, such as a torsional damper, a dual-mass flywheel, or the like, between the combustion engine and the first transmission input shaft. This would particularly benefit from the decoupling of the combustion engine and ensure advantageously low-friction operation.

[0023] Furthermore, the invention relates to a hybrid drive system with the hybrid transmission device, with an internal combustion engine which has a crankshaft connected non-rotatably to the first transmission input shaft, with a first electric machine which has a rotor connected non-rotatably to the second transmission input shaft, and with a second electric machine which has a rotor connected non-rotatably to the third transmission input shaft.

[0024] Further advantages become apparent from the following description of the drawings. The drawings illustrate exemplary embodiments of the invention. The drawings, the description, and the claims contain numerous features in combination. A person skilled in the art will expediently consider the features individually and combine them into meaningful further combinations.

[0025] They show: Fig. 1 a scheme of a hybrid drive system of a motor vehicle with a first embodiment of a hybrid transmission device; Fig. 2 a switching matrix of the hybrid drive system with the first embodiment of the transmission; Fig. 3 a scheme of a hybrid drive system of a motor vehicle with a second embodiment of a hybrid transmission device; Fig. 4 a scheme of a hybrid drive system of a motor vehicle with a third embodiment of a hybrid transmission device; Fig. 5 a scheme of a hybrid drive system of a motor vehicle with a fourth embodiment of a hybrid transmission device; Fig. 6 a scheme of a hybrid drive system of a motor vehicle with a fifth embodiment of a hybrid transmission device; Fig. 7 a scheme of a hybrid drive system of a motor vehicle with a sixth embodiment of a hybrid transmission device and Fig. 8 a scheme of a hybrid drive system of a motor vehicle with a seventh embodiment of a hybrid transmission device.

[0026] The Fig. Figure 1 schematically shows a hybrid drive system with a hybrid transmission device 1a for a motor vehicle. The motor vehicle comprises the hybrid drive system, which drives the vehicle's drive wheels (not shown). The hybrid drive system forms a drivetrain. The hybrid drive system includes an internal combustion engine 2a. The hybrid drive system includes an axle transmission 10a, which is formed by a differential. Furthermore, the hybrid drive system includes a first electric machine 4a. The hybrid drive system also includes a second electric machine 6a. The second electric machine 6a is specifically an electric machine that is operatively connected to a transmission input, in particular a first transmission input shaft W1a.The second electric machine 6a can be smaller than the first electric machine 4a, since the second electric machine 6a does not have to perform any essential driving functions. Furthermore, the hybrid drive system includes the hybrid transmission device 1a. The hybrid transmission device 1a is formed by a motor vehicle transmission. The hybrid transmission device 1a forms part of the motor vehicle's powertrain. The hybrid transmission device 1a is arranged along the powertrain, specifically along a power flow of the powertrain, downstream of the internal combustion engine 2a.

[0027] The hybrid transmission device 1a is driven in at least one operating state via the combustion engine 2a and / or the first electric machine 4a and / or the second electric machine 6a.

[0028] The hybrid transmission device 1a comprises a transmission 7a and at least four switching units S1a, S2a, S3a, S4a. The transmission 7a is designed to connect the internal combustion engine 2a and / or the first electric machine 4a and / or the second electric machine 6a to a transmission output shaft W4a. The hybrid transmission device 1a has exactly four switching units S1a, S2a, S3a, S4a. The switching units S1a, S2a, S3a, S4a are designed, in particular, as positive-locking switching units, for example, as claw switching units. Furthermore, the hybrid transmission device 1a has the first transmission input shaft W1a for a connection of the internal combustion engine 2a, a second transmission input shaft W2a for a connection of a rotor 3a of the first electric machine 4a, a third transmission input shaft W3a for a connection of a rotor 5a of the second electric machine 6a and the transmission output shaft W4a.Furthermore, the gearbox 7a has an intermediate shaft W5a. The intermediate shaft W5a is arranged coaxially to the first gearbox input shaft W1a.

[0029] The rotor 3a of the first electric machine 4a is coaxially connected to the second gearbox input shaft W2a. Specifically, the rotor 3a is arranged coaxially to the intermediate shaft W5a and parallel to the gearbox output shaft W4a. However, a parallel connection of the rotor 3a to the second gearbox input shaft W2a, for example via a chain or one or more spur gears, would also be conceivable.

[0030] The first transmission input shaft W1a is directly connected to a crankshaft of the internal combustion engine 2a. The first transmission input shaft W1a is located on the transmission input side. The first transmission input shaft W1a is designed to transmit drive torque from the internal combustion engine 3a to the hybrid transmission device 1a. In principle, further components, such as a device for decoupling rotational irregularities (in particular a vibration damper), a starting clutch, a disconnect clutch, a torque converter, or the like, can be arranged between the first transmission input shaft W1a and the internal combustion engine 2a. The first transmission input shaft W1a is a solid shaft. The intermediate shaft W5a of the transmission 7a is a hollow shaft that partially extends around the first transmission input shaft W1a.Furthermore, the hybrid transmission device 1a has a second transmission input shaft W2a for direct connection to the rotor 3a of the first electric machine 4a. The second transmission input shaft W2a is located on the transmission input side. The second transmission input shaft W2a is designed to connect to the electric machine 4a. The second transmission input shaft W2a is designed to transmit a drive torque supplied by the electric machine 4a into the hybrid transmission device 1a. The second transmission input shaft W2a transmits a drive torque supplied by the electric machine 4a into the transmission 7a of the hybrid transmission device 1a. For this purpose, the second transmission input shaft W2a is permanently and rotationally fixed to a ring gear P13a of a planetary gear set P1a of the transmission 7a. The second transmission input shaft W2a is designed as a hollow shaft. The second transmission input shaft W2a extends around the first transmission input shaft W1a.Furthermore, the hybrid transmission device 1a has a third transmission input shaft W3a for direct connection to the rotor 5a of the second electric machine 6a. The third transmission input shaft W3a is located on the transmission input side. The third transmission input shaft W3a is designed to connect to the second electric machine 6a. The third transmission input shaft W3a is designed to transmit a drive torque supplied by the second electric machine 6a into the hybrid transmission device 1a. The third transmission input shaft W3a transmits a drive torque supplied by the second electric machine 6a into the transmission 7a of the hybrid transmission device 1a. For this purpose, the third transmission input shaft W3a is operatively connected to the first transmission input shaft W1a. The third transmission input shaft W3a is permanently and rotationally fixed to a first spur gear Z51a of a fifth spur gear stage Z5a of the transmission 7a.The third transmission input shaft W3a is designed as a solid shaft. The third transmission input shaft W3a extends axially parallel to the first transmission input shaft W1a.

[0031] However, in principle, a different arrangement and design of the transmission input shafts W1a, W2a, W3a, which would appear sensible to a specialist, would also be conceivable. The first transmission input shaft W1a, the second transmission input shaft W2a, and the intermediate shaft W5a of the transmission 7a are arranged coaxially to each other.

[0032] Furthermore, the hybrid transmission device 1a has the transmission output shaft W4a, which is operatively connected to the axle drive 10a. The transmission output shaft W4a is arranged parallel to the axis of the axle drive 10a. The hybrid transmission device 1a has a sixth spur gear stage Z6a. The sixth spur gear stage Z6a is designed to connect the transmission output shaft W4a to the axle drive 10a. The sixth spur gear stage Z6a has two spur gears Z61a and Z62a. The first spur gear Z61a of the sixth spur gear stage Z6a is rotationally fixed to the transmission output shaft W4a.

[0033] The first spur gear Z61a forms a fixed gear of the transmission output shaft W4a. The second spur gear Z62a of the sixth spur gear stage Z6a is formed by an input gear of the axle drive 10a. The first spur gear Z61a meshes with the second spur gear Z62a of the sixth spur gear stage Z6a. The sixth spur gear stage Z6a is located at the end of the transmission output shaft W4a facing the internal combustion engine 2a. The transmission output shaft W4a is connected to the vehicle's drive wheels (not shown) via the axle drive 10a. The axle drive 10a is designed to compensate for the speed differences between the drive wheels of a vehicle. The axle drive 10a has two, in particular coaxial, side shafts, each coupled to a drive wheel.

[0034] Furthermore, a fixed gear ratio, in particular an output gear ratio in the form of a planetary gear set or a spur gear stage, can be connected downstream of the gear set.

[0035] The transmission output shaft W4a is arranged parallel to the axis of the first transmission input shaft W1a, the second transmission input shaft W2a, the third transmission input shaft W3a and the intermediate shaft W5a of the transmission 7a.

[0036] The transmission 7a is used to connect the internal combustion engine 3a and / or the first electric machine 4a and / or the second electric machine 6a to the transmission output shaft W4a. The transmission 7a is directly connected to the transmission output shaft W4a. The transmission 7a has several spur gear stages Z1a, Z2a, Z3a, Z5a. The transmission 7a is designed as an example reduction gear. The transmission 7a has at least three spur gear stages Z1a, Z2a, Z3a, Z5a. The transmission 7a has, by way of example, four spur gear stages Z1a, Z2a, Z3a, Z5a. The transmission 7a has, in particular, a first spur gear stage Z1a, a second spur gear stage Z2a, a third spur gear stage Z3a, and a fifth spur gear stage Z5a. Furthermore, the transmission 7a has a gear stage 8a. Gear stage 8a is intended for connecting the second gearbox input shaft W2a to gearbox 7a.

[0037] The first spur gear stage Z1a is designed to connect the second transmission input shaft W2a or the transmission stage 8a, in particular the first electric motor 4a, to the transmission output shaft W4a. The first spur gear stage Z1a is also designed to connect the intermediate shaft W5a. The first spur gear stage Z1a can be coupled to the second transmission input shaft W2a via the transmission stage 8a and is directly coupled to the transmission output shaft W4a.

[0038] The second spur gear stage Z2a is designed to connect the first transmission input shaft W1a, in particular of the internal combustion engine 2a and / or the second electric machine 6a, or the second transmission input shaft W2a or the planetary gear set P1a, in particular of the first electric machine 4a, to the transmission output shaft W4a. The second spur gear stage Z2a can be directly coupled to the first transmission input shaft W1a or the intermediate shaft W5a and is directly coupled to the transmission output shaft W4a. The third spur gear stage Z3a is designed to connect the first transmission input shaft W1a, in particular of the internal combustion engine 2a and / or the second electric machine 6a, to the transmission output shaft W4a. The third spur gear stage Z3a can be directly coupled to the first transmission input shaft W1a and is directly coupled to the transmission output shaft W4a. The third spur gear stage Z3a can be directly connected to the first transmission input shaft W1a.Furthermore, the gearbox output shaft W4a can be directly connected to the third spur gear stage Z3a of the gearbox 7a.

[0039] The first spur gear stage Z1a comprises two spur gears Z11a and Z12a. The first spur gear Z11a of the first spur gear stage Z1a is formed by a loose gear on the first transmission input shaft W1a. The first spur gear Z11a can be directly connected to the intermediate shaft W5a via a first shift unit S1a. The second spur gear Z12a of the first spur gear stage Z1a is rotationally fixed to the transmission output shaft W4a. The second spur gear Z12a is formed by a fixed gear on the transmission output shaft W4a. The first spur gear Z11a meshes with the second spur gear Z12a of the first spur gear stage Z1a.

[0040] The second spur gear stage Z2a comprises two spur gears Z21a and Z22a. The first spur gear Z21a of the second spur gear stage Z2a is rotationally fixed to the first transmission input shaft W1a or the intermediate shaft W5a. The first spur gear Z21a forms a loose gear on the first transmission input shaft W1a. The first spur gear Z21a can be connected to the intermediate shaft W5a via a second shift unit S2a. Furthermore, the first spur gear Z21a can be connected to the first transmission input shaft W1a via a third shift unit S3a. The second spur gear Z22a of the second spur gear stage Z2a is formed by a fixed gear on the transmission output shaft W4a. The second spur gear Z22a is permanently rotationally fixed to the transmission output shaft W4a. The first spur gear Z21a meshes with the second spur gear Z22a of the second spur gear stage Z2a.

[0041] The third spur gear stage Z3a comprises two spur gears Z31a and Z32a. The first spur gear Z31a of the third spur gear stage Z3a is rotationally fixed to the first transmission input shaft W1a. The first spur gear Z31a is formed by a loose gear on the first transmission input shaft W1a. The first spur gear Z31a is connected to the transmission input shaft W1a via a fourth shift unit S4a. The second spur gear Z32a of the third spur gear stage Z3a is formed by a fixed gear on the transmission output shaft W4a. The second spur gear Z32a is permanently rotationally fixed to the transmission output shaft W4a. The first spur gear Z31a meshes with the second spur gear Z32a of the third spur gear stage Z3a.

[0042] The first spur gear stage Z1a is arranged axially at one end of the transmission output shaft W4a, facing away from the internal combustion engine 2a. The third spur gear stage Z3a is arranged axially at one end of the transmission output shaft W4a, facing towards the internal combustion engine 2a. The second spur gear stage Z2a is arranged between the first spur gear stage Z1a and the third spur gear stage Z3a.

[0043] The fifth spur gear stage Z5a comprises three spur gears Z51a, Z52a, and Z53a. The first spur gear Z51a of the fifth spur gear stage Z5a is non-rotatably connected to the third transmission input shaft W3a. The first spur gear Z51a is formed by a fixed gear on the third transmission input shaft W3a. The third spur gear Z53a of the fifth spur gear stage Z5a is formed by a fixed gear on the first transmission input shaft W1a. The third spur gear Z53a is permanently non-rotatably connected to the first transmission input shaft W1a. The first spur gear Z51a meshes with a second spur gear Z52a of the fifth spur gear stage Z5a. The second spur gear Z52a meshes with the third spur gear Z53a of the fifth spur gear stage Z5a.

[0044] Furthermore, the transmission 7a includes a fixed-ratio gear stage 8a located between the intermediate shaft W5a and the second transmission input shaft W2a. Gear stage 8a is formed by the planetary gear set P1a, comprising a sun gear P11a, a planet carrier P12a, and a ring gear P13a. The planetary gear set P1a is arranged coaxially with the intermediate shaft W5a of the transmission 7a, the first transmission input shaft W1a, and the second transmission input shaft W2a. The planetary gear set P1a connects the second transmission input shaft W2a, in particular the first electric machine 4a, to the first spur gear stage Z1a with a pre-reduction ratio.

[0045] The planetary gear set P1a is partially arranged within the rotor 3a of the first electric machine 4a. The planetary gear set P1a can be arranged at least partially radially and axially within the rotor 3a of the first electric machine 4a to save axial length. The planetary gear set P1a is shown, by way of example, completely arranged within the rotor 3a of the first electric machine 4a.

[0046] The sun gear P11a of the planetary gear set P1a is fixedly mounted in the housing. The sun gear P11a of the planetary gear set P1a is fixedly connected to a housing 9a of the hybrid transmission device 1a. The planet carrier P12a of the planetary gear set P1a is rotationally fixed to the intermediate shaft W5a. The planet carrier P12a of the planetary gear set P1a can be connected to the first spur gear stage Z1a via the first switching unit S1a and to the second spur gear stage Z2a via the second switching unit S2a. The ring gear P13a of the planetary gear set P1a is fixedly connected to the second transmission input shaft W2a.

[0047] The hybrid transmission device 1a has four switching units S1a, S2a, S3a, and S4a. Specifically, the hybrid transmission device 1a has exactly four switching units S1a, S2a, S3a, and S4a, namely a first switching unit S1a, a second switching unit S2a, a third switching unit S3a, and a fourth switching unit S4a. The switching units S1a, S2a, S3a, and S4a are intended for switching and / or engaging the transmission 7a.

[0048] The first switching unit S1a, in its closed state, is designed to connect the intermediate shaft W5a of the transmission 7a to the first spur gear Z11a of the first spur gear stage Z1a. The first switching unit S1a of the switching units S1a, S2a, S3a, S4a, in its closed state, is designed to connect the intermediate shaft W5a, and thus the second transmission input shaft W2a, via the first spur gear stage Z1a to the transmission output shaft W4a. The first switching unit S1a comprises a switching element S11a and two coupling elements S12a and S13a. The first coupling element S12a is permanently and rotationally fixed to the intermediate shaft W5a. The second coupling element S13a is permanently and rotationally fixed to the first spur gear Z11a of the first spur gear stage Z1a. The switching element S11a is exemplified by a sliding sleeve. However, another design of the switching element S11a, which would appear sensible to an expert, would also be conceivable.In the closed state of the first switching unit S1a, the switching element S11a is designed to connect the first coupling element S12a to the second coupling element S13a in a rotationally fixed manner. In the open state of the first switching unit S1a, the switching element S11a is designed to release the first coupling element S12a relative to the second coupling element S13a. The open state of the first switching unit S1a represents a neutral position. The first switching unit S1a is arranged axially on the side of the first spur gear stage Z1a facing the internal combustion engine 2a. The first switching unit S1a is coaxial with the intermediate shaft W5a and the first transmission input shaft W1a.

[0049] In its closed state, the first switching unit S1a ensures that torque from the first electric machine 4a is transmitted via the first spur gear stage Z1a to the transmission output shaft W4a.

[0050] The second switching unit S2a, in its closed state, is designed to connect the intermediate shaft W5a of the transmission 7a to the first spur gear Z21a of the second spur gear stage Z2a. The second switching unit S2a of the switching units S1a, S2a, S3a, S4a, in its closed state, is designed to connect the intermediate shaft W5a, and thus the second transmission input shaft W2a, via the second spur gear stage Z2a to the transmission output shaft W4a. The second switching unit S2a comprises a switching element S21a and two coupling elements S22a and S23a. The first coupling element S22a is permanently and rotationally fixed to the intermediate shaft W5a. The second coupling element S23a is permanently and rotationally fixed to the first spur gear Z21a of the second spur gear stage Z2a. The switching element S21a is exemplified by a sliding sleeve. However, another design of the switching element S21a, which would appear sensible to an expert, would also be conceivable.In the closed state of the second switching unit S2a, the switching element S21a is designed to connect the first coupling element S22a to the second coupling element S23a in a rotationally fixed manner. In the open state of the second switching unit S2a, the switching element S21a is designed to release the first coupling element S22a relative to the second coupling element S23a. The open state of the second switching unit S2a represents a neutral position. The second switching unit S2a is arranged axially on the side of the second spur gear stage Z2a facing away from the combustion engine 2a. The second switching unit S2a is arranged coaxially with the intermediate shaft W5a and the first transmission input shaft W1a.

[0051] In its closed state, the second switching unit S2a ensures that torque from the first electric machine 4a is transmitted via the second spur gear stage Z2a to the transmission output shaft W4a.

[0052] The third switching unit S3a, in its closed state, is designed to connect the first transmission input shaft W1a to the first spur gear Z21a of the second spur gear stage Z2a. The third switching unit S3a of the switching units S1a, S2a, S3a, S4a, in its closed state, is designed to connect the first transmission input shaft W1a to the transmission output shaft W4a via the second spur gear stage Z2a. The third switching unit S3a comprises a switching element S31a and two coupling elements S32a and S33a. The first coupling element S32a is permanently and rotationally fixed to the first transmission input shaft W1a. The second coupling element S33a is permanently and rotationally fixed to the first spur gear Z21a of the second spur gear stage Z2a. The switching element S31a is exemplified by a sliding sleeve. However, other configurations of the switching element S31a that would be considered suitable by a person skilled in the art are also conceivable.In the closed state of the third switching unit S3a, the switching element S31a is designed to connect the first coupling element S32a to the second coupling element S33a in a rotationally fixed manner. In the open state of the third switching unit S3a, the switching element S31a is designed to release the first coupling element S32a relative to the second coupling element S33a. The open state of the third switching unit S3a represents a neutral position. The third switching unit S3a is arranged axially on the side of the second spur gear stage Z2a facing the internal combustion engine 2a. The third switching unit S3a is arranged coaxially with the first transmission input shaft W1a on the first transmission input shaft W1a.

[0053] In its closed state, the third switching unit S3a ensures that torque from the combustion engine 2a and / or the second electric machine 6a is transmitted via the second spur gear stage Z2a to the transmission output shaft W4a.

[0054] The fourth switching unit S4a, in its closed state, is designed to connect the first transmission input shaft W1a to the first spur gear Z31a of the third spur gear stage Z3a. The fourth switching unit S4a, of the switching units S1a, S2a, S3a, S4a, in its closed state, is designed to connect the first transmission input shaft W1a to the transmission output shaft W4a via the third spur gear stage Z3a. The fourth switching unit S4a comprises a switching element S41a and two coupling elements S42a and S43a. The first coupling element S42a is permanently and rotationally fixed to the first transmission input shaft W1a. The second coupling element S43a is permanently and rotationally fixed to the first spur gear Z31a of the third spur gear stage Z3a. The switching element S41a is exemplified by a sliding sleeve. However, other configurations of the switching element S41a that would be considered suitable by a person skilled in the art are also conceivable.In the closed state of the fourth switching unit S4a, the switching element S41a is designed to connect the first coupling element S42a to the second coupling element S43a in a rotationally fixed manner. In the open state of the fourth switching unit S4a, the switching element S41a is designed to release the first coupling element S42a relative to the second coupling element S43a. The open state of the fourth switching unit S4a represents a neutral position. The fourth switching unit S4a is arranged axially on the side of the third spur gear stage Z3a facing away from the internal combustion engine 2a. The fourth switching unit S4a is arranged coaxially with the first transmission input shaft W1a on the first transmission input shaft W1a.

[0055] In its closed state, the fourth switching unit S4a ensures that torque from the internal combustion engine 2a and / or the second electric machine 6a is transmitted via the third spur gear stage Z3a to the transmission output shaft W4a.

[0056] The first switching unit S1a and the second switching unit S2a are configured as a double switching unit. The first switching unit S1a and the second switching unit S2a share a common switching element S11a, S21a. Furthermore, the first switching unit S1a and the second switching unit S2a share a common first coupling element S12a, S22a. The third switching unit S3a and the fourth switching unit S4a are configured as a double switching unit. The third switching unit S3a and the fourth switching unit S4a share a common switching element S31a, S41a. Furthermore, the third switching unit S3a and the fourth switching unit S4a share a common first coupling element S32a, S42a. The switching elements S11a, S21a, S31a, S41a are particularly advantageously accessible via actuators. The third switching unit S3a and the fourth switching unit S4a can furthermore be arranged at least partially radially and axially within the rotor 3a of the electric machine 4a.

[0057] A switching strategy for switching the switching units S1a, S2a, S3a, S4a can be found in the table in Fig. 2 can be removed. Six combustion engine and / or hybrid gears H1.1, H1.2, H1.3, H2.1, H2.2, H2.3 as well as two purely electric transmission gears E1, E2 are selectable.

[0058] The transmission 7a comprises the internal combustion engine and / or hybrid gears H1.1, H1.2, H1.3, H2.1, H2.2, H2.3, wherein the first internal combustion engine and / or hybrid gears H1.1, H1.2, H1.3 are assigned to the second spur gear stage Z2a and the second internal combustion engine and / or hybrid gears H2.1, H2.2, H2.3 are assigned to the third spur gear stage Z3a. Gears H1.1, H1.2, H2.1, H2.2 are, in particular, hybrid gears in which the first electric machine 4a is engaged. Preferably, the internal combustion engine 2a and the first electric machine 4a each have two selectable gears, wherein H1.1 represents a combination of the first gear of the internal combustion engine 2a and the first gear of the first electric machine 4a. H1.2 represents a combination of the first gear of the internal combustion engine 2a and the second gear of the first electric machine 4a. H2.H1.1 represents a combination of the second gear of the internal combustion engine 2a and the first gear of the first electric machine 4a. H2.2 represents a combination of the second gear of the internal combustion engine 2a and the second gear of the first electric machine 4a. Gears H1.3 and H2.3 are specifically formed by internal combustion engine gears. For the engagement of the internal combustion engine and / or hybrid gear H1.1, the second shift unit S1a and the third shift unit S3a are specifically closed. The other shift units S2a and S4a are open. For the engagement of the internal combustion engine and / or hybrid gear H1.2, the second shift unit S2a and the third shift unit S3a are specifically closed. The other shift units S1a and S4a are open. For the engagement of the internal combustion engine and / or hybrid gear H1.3, specifically only the third shift unit S3a is closed.The other shift units S1a, S2a, and S4a are open. For shifting into the combustion engine and / or hybrid gear H2.1, the first shift unit S1a and the fourth shift unit S4a are specifically closed. The other shift units S2a and S3a are open. For shifting into the combustion engine and / or hybrid gear H2.2, the second shift unit S2a and the fourth shift unit S4a are specifically closed. The other shift units S1a and S3a are open. For shifting into the combustion engine and / or hybrid gear H2.3, only the fourth shift unit S4a is specifically closed. The other shift units S1a, S2a, and S3a are open.

[0059] The all-electric gear ratios E1 and E2 are assigned to the first spur gear stage Z1a and the second spur gear stage Z2a, respectively. To engage the first all-electric gear ratio E1, only the first shift unit S1a is closed. The other shift units S2a, S3a, and S4a are open. To engage the second all-electric gear ratio E2, only the second shift unit S2a is closed. The other shift units S1a, S3a, and S4a are open. Overall, a favorable gear ratio range can be provided for these gears.

[0060] The hybrid drive system features various driving functions. When the third switching unit S3a or the fourth switching unit S4a is closed, the vehicle operates in hybrid mode. The combustion engine 2a is then connected to the transmission output shaft W4a and thus to the axle drive 10a via the second spur gear stage Z2a or the third spur gear stage Z3a. Depending on the selected electric gear, the first electric motor 4a can be connected to the transmission output shaft W4a and thus to the axle drive 10a via the first spur gear stage Z1a or the second spur gear stage Z2a. When the first switching unit S1a or the second switching unit S2a is closed and the third and fourth switching units S3a and S4a are open, the vehicle can be driven purely electrically.

[0061] If the third switching unit S3a and the fourth switching unit S4a are open and the combustion engine 2a drives the second electric machine 6a, a series driving mode can be implemented. The combustion engine 2a drives the second electric machine 6a and generates electricity for the first electric machine 4a. The first electric machine then operates in either electric gear E1 or electric gear E2. This enables a battery-neutral mode.

[0062] If both the first switching unit S1a and the second switching unit S2a are open, the first electric machine 4a can be disconnected. This offers efficiency advantages when the first electric machine 4a is not needed.

[0063] In hybrid gears H1.1 and H2.1, the speed of the first electric motor 4a can be reduced by engaging the second shift unit S2a instead of the first shift unit S1a. This corresponds specifically to hybrid gears H1.2 and H2.2. This can also lead to efficiency gains.

[0064] In the Fig. 3, Fig. 4, Fig. 5, Fig. 6, Fig. 7 to Fig. Figure 8 shows six further embodiments of the invention. The following descriptions are essentially limited to the differences between the embodiments, with regard to identical components, features and functions, reference is made to the description of the other embodiments, in particular the Fig. 1 and Fig. 2, can be referenced. To distinguish the embodiments, the letter a in the reference numerals of the embodiment of the Fig. 1 and Fig. 2 by the letters b to g in the reference numerals of the exemplary embodiments of the Fig. 3, Fig. 4, Fig. 5, Fig. 6, Fig. 7 to Fig. 8 replaced. With regard to identically designated components, in particular with regard to components with the same reference numerals, reference can generally also be made to the drawings and / or the description of the other embodiments, in particular the Fig. 1 and Fig. 2, referenced. The exemplary implementations of the Fig. 3, Fig. 4, Fig. 5, Fig. 6, Fig. 7 to Fig. 8 differ from the embodiment of the Fig. 1 and Fig. 2 in particular in a design of the transmission.

[0065] The Fig. Figure 3 schematically shows a hybrid drive system with a hybrid transmission device 1b for a motor vehicle. The hybrid drive system includes an internal combustion engine 2b. The hybrid drive system includes an axle drive 10b, which is formed by a differential. Furthermore, the hybrid drive system includes a first electric machine 4b. The hybrid drive system also includes a second electric machine 6b. Finally, the hybrid drive system includes the hybrid transmission device 1b. The hybrid transmission device 1b is part of the motor vehicle's drivetrain.

[0066] The hybrid transmission device 1b comprises a transmission 7b and at least four switching units S1b, S2b, S3b, S4b. The transmission 7b is designed to connect the internal combustion engine 2b and / or the first electric machine 4b and / or the second electric machine 6b to a transmission output shaft W4b. The hybrid transmission device 1b has exactly four switching units S1b, S2b, S3b, S4b. The switching units S1b, S2b, S3b, S4b are designed, in particular, as positive-locking switching units, for example, as claw switching units.

[0067] Furthermore, the hybrid transmission device 1b comprises a first transmission input shaft W1b for connecting the internal combustion engine 2b, a second transmission input shaft W2b for connecting a rotor 3b of the first electric machine 4b, a third transmission input shaft W3b for connecting a rotor 5b of the second electric machine 6b, and the transmission output shaft W4b. The transmission 7b also comprises an intermediate shaft W5b.

[0068] Gearbox 7b has several spur gear stages Z1b, Z2b, Z3b, Z5b. Gearbox 7b is designed as an example reduction gearbox. Gearbox 7b has four spur gear stages Z1b, Z2b, Z3b, Z5b. Gearbox 7b has, in particular, a first spur gear stage Z1b, a second spur gear stage Z2b, a third spur gear stage Z3b, and a fifth spur gear stage Z5b. Furthermore, gearbox 7b has a gear stage 8b. Gear stage 8b is provided for connecting the second gearbox input shaft W2b to gearbox 7b. Gear stage 8b is formed by a planetary gear set P1b.

[0069] The hybrid transmission device 1b has a disconnect clutch K0b, by means of which a disconnectable connection between the first transmission input shaft W1b and the internal combustion engine 2b, in particular a crankshaft of the internal combustion engine 2b, is formed. The disconnect clutch K0b is arranged between the first transmission input shaft W1b and a crankshaft of the internal combustion engine 2b. In a closed state, the disconnect clutch K0b is designed to connect the crankshaft of the internal combustion engine 2b to the first transmission input shaft W1b. The disconnect clutch K0b is, by way of example, formed by a positive-locking coupling. The disconnect clutch K0b is, by way of example, formed by a jaw coupling. However, another embodiment of the disconnect clutch K0b that would appear sensible to a person skilled in the art would also be conceivable.

[0070] The disconnect clutch K0b comprises a switching element K01b and two coupling elements K02b and K03b. The first coupling element K02b is permanently and rotationally fixed to the first transmission input shaft W1b. The second coupling element K03b is permanently and rotationally fixed to the crankshaft of the internal combustion engine 2b. The switching element K01b is, by way of example, formed by a sliding sleeve. However, another embodiment of the switching element K01b, which would appear sensible to a person skilled in the art, would also be conceivable. In the closed state of the disconnect clutch K0b, the switching element K01b is designed to connect the first coupling element K02b to the second coupling element K03b in a rotationally fixed manner, thereby closing the disconnect clutch K0b. In an open state of the disconnect coupling K0b, the switching element K01b is designed to release the first coupling element K02b relative to the second coupling element K03b, so that the internal combustion engine 2b is decoupled.

[0071] The concept can be operated without the K0b disconnect coupling, however, its use can be advantageous for various reasons, such as functional safety or additional features. The K0b disconnect coupling enables functional advantages such as electrical load switching, electrical boosting, etc.

[0072] The disconnect clutch K0b allows the two electric gears E1 and E2 to be shifted under load, provided that the second electric motor 6b supports the tractive force at the transmission output shaft W4b via the second spur gear stage Z2b or the third spur gear stage Z3b. The internal combustion engine 2b is decoupled via the disconnect clutch.

[0073] Furthermore, the disconnect clutch K0b allows the two electric machines 4b and 6b to operate electrically together, in particular for boosting. The combustion engine 2b is decoupled via the disconnect clutch.

[0074] The Fig. Figure 4 schematically shows a hybrid drive system with a hybrid transmission device 1c for a motor vehicle. The hybrid drive system includes an internal combustion engine 2c. The hybrid drive system includes an axle drive 10c, which is formed by a differential. Furthermore, the hybrid drive system includes a first electric machine 4c. The hybrid drive system also includes a second electric machine 6c. Finally, the hybrid drive system includes the hybrid transmission device 1c. The hybrid transmission device 1c is part of the motor vehicle's drivetrain.

[0075] The hybrid transmission device 1c comprises a transmission 7c and at least four switching units S1c, S2c, S3c, S4c. The transmission 7c is designed to connect the internal combustion engine 2c and / or the first electric machine 4c and / or the second electric machine 6c to a transmission output shaft W4c. The hybrid transmission device 1c has exactly four switching units S1c, S2c, S3c, S4c. The switching units S1c, S2c, S3c, S4c are designed, in particular, as positive-locking switching units, for example, as claw switching units.

[0076] Furthermore, the hybrid transmission device 1c comprises a first transmission input shaft W1c for connecting the internal combustion engine 2c, a second transmission input shaft W2c for connecting a rotor 3c of the first electric machine 4c, a third transmission input shaft W3c for connecting a rotor 5c of the second electric machine 6c, and the transmission output shaft W4c. The transmission 7c also comprises an intermediate shaft W5c.

[0077] Gearbox 7c has several spur gear stages Z1c, Z2c, Z3c, Z5c. Gearbox 7c is designed as an example reduction gearbox. Gearbox 7c has four spur gear stages Z1c, Z2c, Z3c, Z5c. Gearbox 7c has, in particular, a first spur gear stage Z1c, a second spur gear stage Z2c, a third spur gear stage Z3c, and a fifth spur gear stage Z5c. Furthermore, gearbox 7c has a gear stage 8c. Gear stage 8c is provided for connecting the second gearbox input shaft W2c to gearbox 7c. Gear stage 8c is formed by a planetary gear set P1c.

[0078] The hybrid transmission device 1c has a disconnect clutch K0c, by means of which a disconnectable connection between the first transmission input shaft W1c and the internal combustion engine 2c, in particular a crankshaft of the internal combustion engine 2c, is formed. The disconnect clutch K0c is arranged between the first transmission input shaft W1c and a crankshaft of the internal combustion engine 2c. In a closed state, the disconnect clutch K0c is designed to connect the crankshaft of the internal combustion engine 2c to the first transmission input shaft W1c. The disconnect clutch K0c is, by way of example, formed by a friction clutch. The disconnect clutch K0c is, by way of example, formed by a multi-plate clutch.

[0079] The disconnect clutch K0c comprises a switching element and two coupling elements K02c and K03c, which frictionally engage to create a rotationally fixed connection, whereby the transmission of power in a fully closed state occurs at least primarily by friction. The first coupling element K02c is permanently and rotationally fixed to the first transmission input shaft W1c. The second coupling element K03c is permanently and rotationally fixed to the crankshaft of the internal combustion engine 2c. The coupling elements K02c and K03c are formed, in particular, by lamellar carriers. The switching element K01c is, by way of example, formed by an axially movable friction plate. In a closed state, the switching element K01c is designed to create a force-fit connection between the coupling elements K02c and K03c. However, another embodiment of the switching element K01c, which would appear advantageous to a person skilled in the art, would also be conceivable.

[0080] Although a friction-based disconnect coupling K0c requires more construction effort, it offers further functional advantages such as protection against overload or a tow start of the combustion engine 2c.

[0081] The Fig. Figure 5 schematically shows a hybrid drive system with a hybrid transmission device 1d for a motor vehicle. The hybrid drive system includes an internal combustion engine 2d. The hybrid drive system includes an axle drive 10d, which is formed by a differential. Furthermore, the hybrid drive system includes a first electric machine 4d. The hybrid drive system also includes a second electric machine 6d. Finally, the hybrid drive system includes the hybrid transmission device 1d. The hybrid transmission device 1d is part of the motor vehicle's drivetrain.

[0082] The hybrid transmission device 1d comprises a transmission 7d and at least four switching units S1d, S2d, S3d, S4d. The transmission 7d is designed to connect the internal combustion engine 2d and / or the first electric machine 4d and / or the second electric machine 6d to a transmission output shaft W4d. The hybrid transmission device 1d comprises exactly four switching units S1d, S2d, S3d, S4d. The switching units S1d, S2d, S3d, S4d are designed, in particular, as positive-locking switching units, for example, as claw switching units.

[0083] Furthermore, the hybrid transmission device 1d comprises a first transmission input shaft W1d for connecting the internal combustion engine 2d, a second transmission input shaft W2d for connecting a rotor 3d of the first electric machine 4d, a third transmission input shaft W3d for connecting a rotor 5d of the second electric machine 6d, and the transmission output shaft W4d. The transmission 7d also comprises an intermediate shaft W5d.

[0084] Gearbox 7d has several spur gear stages Z1d, Z2d, Z3d, Z5d. Gearbox 7d is designed as an example reduction gearbox. Gearbox 7d has four spur gear stages Z1d, Z2d, Z3d, Z5d. Gearbox 7d has, in particular, a first spur gear stage Z1d, a second spur gear stage Z2d, a third spur gear stage Z3d, and a fifth spur gear stage Z5d. Furthermore, gearbox 7d has a gear stage 8d. Gear stage 8d is provided for connecting the second gearbox input shaft W2d to gearbox 7d. Gear stage 8d is formed by a planetary gear set P1d.

[0085] The first spur gear stage Z1d comprises two spur gears Z11d and Z12d. The first spur gear Z11d of the first spur gear stage Z1d is formed by a fixed gear on the first transmission input shaft W1d. The first spur gear Z11d of the first spur gear stage Z1d is permanently and rotationally fixed to the intermediate shaft W5d. The second spur gear Z12d of the first spur gear stage Z1d is rotationally fixed to the transmission output shaft W4d. The second spur gear Z12d is formed by a loose gear on the transmission output shaft W4d. The second spur gear Z12d is directly connected to the transmission output shaft W4d via a first shift unit S1d. The first spur gear Z11d meshes with the second spur gear Z12d of the first spur gear stage Z1d.

[0086] The third spur gear stage Z3d comprises two spur gears Z31d and Z32d. The first spur gear Z31d of the third spur gear stage Z3d is rotationally fixed to the first transmission input shaft W1d. The first spur gear Z31d is connected to a fixed gear on the first transmission input shaft W1d. The second spur gear Z32d is rotationally fixed to the transmission output shaft W4d. The second spur gear Z32d of the third spur gear stage Z3d is formed by a loose gear on the transmission output shaft W4d. The second spur gear Z32d is connected to the transmission output shaft W4d via a fourth shift unit S4d. The first spur gear Z31d meshes with the second spur gear Z32d of the third spur gear stage Z3d.

[0087] The first switching unit S1d, in its closed state, is designed to connect the transmission output shaft W4d to the second spur gear Z12d of the first spur gear stage Z1d. The first switching unit S1d of the switching units S1d, S2d, S3d, S4d, in its closed state, is designed to connect the intermediate shaft W5d, and thus the second transmission input shaft W2d, to the transmission output shaft W4d via the first spur gear stage Z1d. The first switching unit S1d comprises a switching element S11d and two coupling elements S12d and S13d. The first coupling element S12d is permanently and rotationally fixed to the transmission output shaft W4d. The second coupling element S13d is permanently and rotationally fixed to the second spur gear Z12d of the first spur gear stage Z1d. The switching element S11d is exemplified by a sliding sleeve. However, another design of the switching element S11d, which would appear sensible to an expert, would also be conceivable.In the closed state of the first switching unit S1d, the switching element S11d is designed to connect the first coupling element S12d to the second coupling element S13d in a rotationally fixed manner. In the open state of the first switching unit S1d, the switching element S11d is designed to release the first coupling element S12d relative to the second coupling element S13d. The open state of the first switching unit S1d represents a neutral position. The first switching unit S1d is arranged axially on the side of the first spur gear stage Z1d facing the internal combustion engine 2d. The first switching unit S1d is arranged coaxially with the transmission output shaft W4d.

[0088] In its closed state, the first switching unit S1d ensures that torque from the first electric machine 4d is transmitted via the first spur gear stage Z1d to the transmission output shaft W4d.

[0089] The fourth switching unit S4d, in its closed state, is designed to connect the transmission output shaft W4d to the second spur gear Z32d of the third spur gear stage Z3d. The fourth switching unit S4d, of the switching units S1d, S2d, S3d, S4d, in its closed state, is designed to connect the first transmission input shaft W1d to the transmission output shaft W4d via the third spur gear stage Z3d. The fourth switching unit S4d comprises a switching element S41d and two coupling elements S42d and S43d. The first coupling element S42d is permanently and rotationally fixed to the transmission output shaft W4d. The second coupling element S43d is permanently and rotationally fixed to the second spur gear Z32d of the third spur gear stage Z3d. The switching element S41d is exemplified by a sliding sleeve. However, other configurations of the switching element S41d that would be considered suitable by a person skilled in the art are also conceivable.In the closed state of the fourth switching unit S4d, the switching element S41d is designed to connect the first coupling element S42d to the second coupling element S43d in a rotationally fixed manner. In the open state of the fourth switching unit S4d, the switching element S41d is designed to release the first coupling element S42d relative to the second coupling element S43d. The open state of the fourth switching unit S4d represents a neutral position. The fourth switching unit S4d is arranged axially on the side of the third spur gear stage Z3d facing away from the internal combustion engine 2d. The fourth switching unit S4d is arranged coaxially with the transmission output shaft W4d.

[0090] In its closed state, the fourth switching unit S4d ensures that torque from the combustion engine 2d and / or the second electric machine 6d is transmitted via the third spur gear stage Z3d to the transmission output shaft W4d.

[0091] In the first spur gear stage Z1d and the third spur gear stage Z3d, compared to the first embodiment, the Fig. 1 and Fig. 2. The loose and fixed gears are exchanged. The first shifting unit S1d and the fourth shifting unit S4d are therefore arranged on the transmission output shaft W4d together with the loose gears. For the first spur gear stage Z1d, this has the advantage that a higher gear ratio is then possible. For the third spur gear stage Z3d, this has the particular advantage that the second electric motor 6d could be directly connected to the fixed gear, which can lead to a shorter design and eliminate the need for a further fixed gear to connect the second electric motor 4d (see embodiment of the Fig. 7) Only one of the two loose wheel variants can be implemented, as they are independent of each other.

[0092] The hybrid transmission device 1d has a disconnect clutch K0d by means of which a disconnectable connection between the first transmission input shaft W1d and the internal combustion engine 2d, in particular a crankshaft of the internal combustion engine 2d, is formed. The disconnect clutch K0d is arranged between the first transmission input shaft W1d and a crankshaft of the internal combustion engine 2d. In a closed state, the disconnect clutch K0d is designed to connect the crankshaft of the internal combustion engine 2d to the first transmission input shaft W1d. The disconnect clutch K0d is, by way of example, formed by a positive-locking coupling. The disconnect clutch K0d is, by way of example, formed by a jaw coupling. However, another embodiment of the disconnect clutch K0d that would appear sensible to a person skilled in the art would also be conceivable.

[0093] The disconnect clutch K0d comprises a switching element K01d and two coupling elements K02d and K03d. The first coupling element K02d is permanently and rotationally fixed to the first transmission input shaft W1d. The second coupling element K03d is permanently and rotationally fixed to the crankshaft of the internal combustion engine 2d. The switching element K01d is, by way of example, formed by a sliding sleeve. However, another embodiment of the switching element K01d, which would appear sensible to a person skilled in the art, would also be conceivable. In the closed state of the disconnect clutch K0d, the switching element K01d is designed to connect the first coupling element K02d to the second coupling element K03d in a rotationally fixed manner, thereby closing the disconnect clutch K0d. In an open state of the disconnect coupling K0d, the switching element K01d is designed to release the first coupling element K02d relative to the second coupling element K03d, so that the internal combustion engine 2d is decoupled.

[0094] The Fig. Figure 6 schematically shows a hybrid drive system with a hybrid transmission device 1e for a motor vehicle. The hybrid drive system includes an internal combustion engine 2e. The hybrid drive system includes an axle drive 10e, which is formed by a differential. Furthermore, the hybrid drive system includes a first electric machine 4e. The hybrid drive system also includes a second electric machine 6e. Finally, the hybrid drive system includes the hybrid transmission device 1e. The hybrid transmission device 1e is part of the motor vehicle's powertrain.

[0095] The hybrid transmission device 1e comprises a transmission 7e and at least four switching units S1e, S2e, S3e, S4e. The transmission 7e is designed to connect the internal combustion engine 2e and / or the first electric machine 4e and / or the second electric machine 6e to a transmission output shaft W4e. The hybrid transmission device 1e comprises exactly four switching units S1e, S2e, S3e, S4e. The switching units S1e, S2e, S3e, S4e are designed, in particular, as positive-locking switching units, for example, as claw switching units.

[0096] Furthermore, the hybrid transmission device 1e comprises a first transmission input shaft W1e for connecting the internal combustion engine 2e, a second transmission input shaft W2e for connecting a rotor 3e of the first electric machine 4e, a third transmission input shaft W3e for connecting a rotor 5e of the second electric machine 6e, and the transmission output shaft W4e. The transmission 7e also includes an intermediate shaft W5e. The second transmission input shaft W2e is arranged axially parallel to the intermediate shaft W5e and the first transmission input shaft W1e.

[0097] Gearbox 7e has several spur gear stages Z1e, Z2e, Z3e, Z4e, Z5e. Gearbox 7e is designed as an example reduction gearbox. Gearbox 7e has five spur gear stages Z1e, Z2e, Z3e, Z4e, Z5e. Gearbox 7e has, in particular, a first spur gear stage Z1e, a second spur gear stage Z2e, a third spur gear stage Z3e, a fourth spur gear stage Z4e, and a fifth spur gear stage Z5e. Furthermore, gearbox 7e has a gear stage 8e. Gear stage 8e is provided for connecting the second gearbox input shaft W2e to gearbox 7e.

[0098] Gear stage 8e is formed by the fourth spur gear stage Z4e. The fourth spur gear stage Z4e is directly coupled to the intermediate shaft W5e and directly to the second gearbox input shaft W2e.

[0099] The fourth spur gear stage Z4e comprises two spur gears Z41e and Z42e. The first spur gear Z41e of the fourth spur gear stage Z4e is non-rotatably connected to the second transmission input shaft W2e. The first spur gear Z41e is formed by a fixed gear on the second transmission input shaft W2e. The second spur gear Z42e of the fourth spur gear stage Z4e is non-rotatably connected to the intermediate shaft W5e. The second spur gear Z42e is formed by a fixed gear on the intermediate shaft W5e. The first spur gear Z41e meshes with the second spur gear Z42e of the fourth spur gear stage Z4e. However, it would also be conceivable that further spur gears are interposed between the first spur gear Z41e and the second spur gear Z42e.

[0100] Alternatively, it would also be conceivable that the connection between the second gearbox input shaft W2e and the intermediate shaft W5e is made via a chain drive.

[0101] The hybrid transmission device 1e has a disconnect coupling K0e, by means of which a disconnectable connection between the first transmission input shaft W1e and the internal combustion engine 2e, in particular a crankshaft of the internal combustion engine 2e, is formed. The disconnect coupling K0e is arranged between the first transmission input shaft W1e and a crankshaft of the internal combustion engine 2e. In a closed state, the disconnect coupling K0e is designed to connect the crankshaft of the internal combustion engine 2e to the first transmission input shaft W1e. The disconnect coupling K0e is, by way of example, formed by a positive-locking coupling. The disconnect coupling K0e is, by way of example, formed by a jaw coupling. However, another design of the disconnect coupling K0e that would appear sensible to a person skilled in the art would also be conceivable.

[0102] The disconnect clutch K0e comprises a switching element K01e and two coupling elements K02e and K03e. The first coupling element K02e is permanently and rotationally fixed to the first transmission input shaft W1e. The second coupling element K03e is permanently and rotationally fixed to the crankshaft of the internal combustion engine 2e. The switching element K01e is, by way of example, formed by a sliding sleeve. However, another embodiment of the switching element K01e, which would appear sensible to a person skilled in the art, would also be conceivable. In the closed state of the disconnect clutch K0e, the switching element K01e is designed to connect the first coupling element K02e to the second coupling element K03e in a rotationally fixed manner, thereby closing the disconnect clutch K0e. In an open state of the disconnect coupling K0e, the switching element K01e is designed to release the first coupling element K02e relative to the second coupling element K03e, so that the internal combustion engine 2e is decoupled.

[0103] The Fig. Figure 7 schematically shows a hybrid drive system with a hybrid transmission device 1f for a motor vehicle. The hybrid drive system includes an internal combustion engine 2f. The hybrid drive system includes an axle drive 10f, which is formed by a differential. Furthermore, the hybrid drive system includes a first electric machine 4f. The hybrid drive system also includes a second electric machine 6f. Finally, the hybrid drive system includes the hybrid transmission device 1f. The hybrid transmission device 1f is part of the motor vehicle's drivetrain.

[0104] The hybrid transmission device 1f comprises a transmission 7f and at least four switching units S1f, S2f, S3f, S4f. The transmission 7f is designed to connect the internal combustion engine 2f and / or the first electric machine 4f and / or the second electric machine 6f to a transmission output shaft W4f. The hybrid transmission device 1f comprises exactly four switching units S1f, S2f, S3f, S4f. The switching units S1f, S2f, S3f, S4f are designed, in particular, as positive-locking switching units, for example, as claw switching units.

[0105] Furthermore, the hybrid transmission device 1f comprises a first transmission input shaft W1f for connecting the internal combustion engine 2f, a second transmission input shaft W2f for connecting a rotor 3f of the first electric machine 4f, a third transmission input shaft W3f for connecting a rotor 5f of the second electric machine 6f, and the transmission output shaft W4f. The transmission 7f also comprises an intermediate shaft W5f.

[0106] Gearbox 7f has several spur gear stages Z1f, Z2f, Z3f. Gearbox 7f is designed as an example reduction gearbox. Gearbox 7f has three spur gear stages Z1f, Z2f, Z3f. Gearbox 7f has, in particular, a first spur gear stage Z1f, a second spur gear stage Z2f, and a third spur gear stage Z3f. Furthermore, gearbox 7f has a gear stage 8f. Gear stage 8f is provided for connecting the second gearbox input shaft W2f to gearbox 7f. Gear stage 8 is formed by a planetary gear set P1f.

[0107] The first spur gear stage Z1f comprises two spur gears Z11f and Z12f. The first spur gear Z11f of the first spur gear stage Z1f is formed by a fixed gear on the first transmission input shaft W1f. The first spur gear Z11f of the first spur gear stage Z1f is permanently and rotationally fixed to the intermediate shaft W5f. The second spur gear Z12f of the first spur gear stage Z1f is rotationally fixed to the transmission output shaft W4f. The second spur gear Z12f is formed by a loose gear on the transmission output shaft W4f. The second spur gear Z12f is directly connected to the transmission output shaft W4f via a first shift unit S1f. The first spur gear Z11f meshes with the second spur gear Z12f of the first spur gear stage Z1f.

[0108] The third spur gear stage Z3f comprises four spur gears Z31f, Z32f, Z33d, and Z34f. The first spur gear Z31f of the third spur gear stage Z3f is rotationally fixed to the first transmission input shaft W1f. The first spur gear Z31f is formed by a fixed gear on the first transmission input shaft W1f. The second spur gear Z32f is rotationally fixed to the transmission output shaft W4f. The second spur gear Z32f of the third spur gear stage Z3f is formed by a loose gear on the transmission output shaft W4f. The second spur gear Z32f is connected to the transmission output shaft W4f via a fourth shift unit S4f. The third spur gear Z33f is rotationally fixed to the third transmission input shaft W3f. The third spur gear Z33f is formed by a fixed gear on the third transmission input shaft W3f. The third spur gear Z33f meshes with a fourth spur gear Z34f of the third spur gear stage Z3f. The fourth spur gear Z34f meshes with the first spur gear Z31f of the third spur gear stage Z3f.The first spur gear Z31f meshes with the second spur gear Z32f of the third spur gear stage Z3f.

[0109] The first switching unit S1f, in its closed state, is designed to connect the transmission output shaft W4f to the second spur gear Z12f of the first spur gear stage Z1f. The first switching unit S1f of the switching units S1f, S2f, S3f, S4f, in its closed state, is designed to connect the intermediate shaft W5f, and thus the second transmission input shaft W2f, to the transmission output shaft W4f via the first spur gear stage Z1f. The first switching unit S1f comprises a switching element S11f and two coupling elements S12f and S13f. The first coupling element S12f is permanently and rotationally fixed to the transmission output shaft W4f. The second coupling element S13f is permanently and rotationally fixed to the second spur gear Z12f of the first spur gear stage Z1f. The switching element S11f is exemplified by a sliding sleeve. However, another design of the switching element S11f, which would appear sensible to a specialist, would also be conceivable.In the closed state of the first switching unit S1f, the switching element S11f is designed to connect the first coupling element S12f to the second coupling element S13f in a rotationally fixed manner. In the open state of the first switching unit S1f, the switching element S11f is designed to release the first coupling element S12f relative to the second coupling element S13f. The open state of the first switching unit S1f represents a neutral position. The first switching unit S1f is arranged axially on the side of the first spur gear stage Z1f facing the internal combustion engine 2f. The first switching unit S1f is arranged coaxially with the transmission output shaft W4f.

[0110] In its closed state, the first switching unit S1f ensures that torque from the first electric machine 4f is transmitted via the first spur gear stage Z1f to the transmission output shaft W4f.

[0111] The fourth switching unit S4f, in its closed state, is designed to connect the transmission output shaft W4f to the second spur gear Z32f of the third spur gear stage Z3f. The fourth switching unit S4f, of the switching units S1f, S2f, S3f, S4f, in its closed state, is designed to connect the first transmission input shaft W1f to the transmission output shaft W4f via the third spur gear stage Z3f. The fourth switching unit S4f comprises a switching element S41f and two coupling elements S42f and S43f. The first coupling element S42f is permanently and rotationally fixed to the transmission output shaft W4f. The second coupling element S43f is permanently and rotationally fixed to the second spur gear Z32f of the third spur gear stage Z3f. The switching element S41f is exemplified by a sliding sleeve. However, other configurations of the switching element S41f that would be considered suitable by a person skilled in the art are also conceivable.In the closed state of the fourth switching unit S4f, the switching element S41f is designed to connect the first coupling element S42f to the second coupling element S43f in a rotationally fixed manner. In the open state of the fourth switching unit S4f, the switching element S41f is designed to release the first coupling element S42f relative to the second coupling element S43f. The open state of the fourth switching unit S4f represents a neutral position. The fourth switching unit S4f is arranged axially on the side of the third spur gear stage Z3f facing away from the internal combustion engine 2f. The fourth switching unit S4f is arranged coaxially with the transmission output shaft W4f.

[0112] In its closed state, the fourth switching unit S4f ensures that torque from the internal combustion engine 2f and / or the second electric machine 6f is transmitted via the third spur gear stage Z3f to the transmission output shaft W4f.

[0113] The hybrid transmission device 1f has a disconnecting clutch K0f, by means of which a disconnectable connection between the first transmission input shaft W1f and the internal combustion engine 2f, in particular a crankshaft of the internal combustion engine 2f, is formed. The disconnecting clutch K0f is arranged between the first transmission input shaft W1f and a crankshaft of the internal combustion engine 2f. In a closed state, the disconnecting clutch K0f is designed to connect the crankshaft of the internal combustion engine 2f to the first transmission input shaft W1f. The disconnecting clutch K0f is, by way of example, formed by a positive-locking coupling. The disconnecting clutch K0f is, by way of example, formed by a jaw coupling. However, another embodiment of the disconnecting clutch K0f that would appear sensible to a person skilled in the art would also be conceivable.

[0114] The disconnect clutch K0f comprises a switching element K01f and two coupling elements K02f and K03f. The first coupling element K02f is permanently and rotationally fixed to the first transmission input shaft W1f. The second coupling element K03f is permanently and rotationally fixed to the crankshaft of the internal combustion engine 2f. The switching element K01f is, by way of example, formed by a sliding sleeve. However, another embodiment of the switching element K01f, which would appear sensible to a person skilled in the art, would also be conceivable. In the closed state of the disconnect clutch K0f, the switching element K01f is designed to connect the first coupling element K02f to the second coupling element K03f in a rotationally fixed manner, thereby closing the disconnect clutch K0f. In an open state of the disconnect coupling K0f, the switching element K01f is designed to release the first coupling element K02f relative to the second coupling element K03f, so that the internal combustion engine 2f is decoupled.

[0115] The Fig. Figure 8 schematically shows a hybrid drive system with a hybrid transmission device 1g for a motor vehicle. The hybrid drive system includes an internal combustion engine 2g. The hybrid drive system includes an axle drive 10g, which is formed by a differential. Furthermore, the hybrid drive system includes a first electric machine 4g. The hybrid drive system also includes a second electric machine 6g. Finally, the hybrid drive system includes the hybrid transmission device 1g. The hybrid transmission device 1g is part of the motor vehicle's drivetrain.

[0116] The hybrid transmission device 1g comprises a transmission 7g and at least four switching units S1g, S2g, S3g, S4g. The transmission 7g is designed to connect the internal combustion engine 2g and / or the first electric machine 4g and / or the second electric machine 6g to a transmission output shaft W4g. The hybrid transmission device 1g has exactly four switching units S1g, S2g, S3g, S4g. The switching units S1g, S2g, S3g, S4g are designed, in particular, as positive-locking switching units, for example, as claw switching units.

[0117] Furthermore, the hybrid transmission device 1g comprises a first transmission input shaft W1g for connecting the internal combustion engine 2g, a second transmission input shaft W2g for connecting a rotor 3g of the first electric machine 4g, a third transmission input shaft W3g for connecting a rotor 5g of the second electric machine 6g, and the transmission output shaft W4g. The transmission 7g also includes an intermediate shaft W5g. The intermediate shaft W5g is permanently and rotationally fixed to the second transmission input shaft W2g. The second transmission input shaft W2g and the intermediate shaft W5g are formed as a single unit, in particular as a single piece.

[0118] Gearbox 7g has several spur gear stages Z1g, Z2g, Z3g, Z5g, Z7g. Gearbox 7g is designed as an example of a reduction gear. Gearbox 7d has five spur gear stages Z1g, Z2g, Z3g, Z5g, Z7g. Gearbox 7d specifically has a first spur gear stage Z1g, a second spur gear stage Z2g, a third spur gear stage Z3g, a fifth spur gear stage Z5g, and a seventh spur gear stage Z7g.

[0119] The seventh spur gear stage Z7g forms a pre-reduction gear for the internal combustion engine 2g. The seventh spur gear stage Z7g is an internally toothed spur gear stage. The seventh spur gear stage Z7g is directly coupled to the first transmission input shaft W1g and can be coupled to a crankshaft of the internal combustion engine 2g via a disconnect clutch K0g. A first spur gear Z71g is permanently and rotationally fixed to a first coupling element K02g of the disconnect clutch K0g. The first spur gear Z71g is an internally toothed ring gear. A second spur gear Z72g is permanently and rotationally fixed to the first transmission input shaft W1g. The second spur gear Z72g meshes with the first spur gear Z71g of the seventh spur gear stage Z7g.

[0120] Instead of the gear stage for the first electric machine 4g, a pre-reduction gear for the internal combustion engine 2g is provided. The crucial element is the second spur gear stage Z2g, which is used by both the first electric machine 4g and the internal combustion engine 2g. For the internal combustion engine 2g, this gear is preferably longer, meaning that either the first electric machine 4g must be reduced to a shorter gear ratio (see the exemplary embodiments of the Fig. 1, Fig. 2, Fig. 3, Fig. 4, Fig. 5, Fig. 6 to Fig. 7) or the internal combustion engine 2g must be translated into “long”.

[0121] The hybrid transmission device 1g includes the disconnecting clutch K0g, by means of which a disconnectable connection is formed between the first transmission input shaft W1g and the internal combustion engine 2g, in particular a crankshaft of the internal combustion engine 2g. The disconnecting clutch K0g is arranged between the first transmission input shaft W1g and a crankshaft of the internal combustion engine 2g. In a closed state, the disconnecting clutch K0g is designed to connect the crankshaft of the internal combustion engine 2g to the first transmission input shaft W1g. The disconnecting clutch K0g is, by way of example, formed by a positive-locking coupling. The disconnecting clutch K0g is, by way of example, formed by a jaw coupling. However, another embodiment of the disconnecting clutch K0g, which would appear sensible to a person skilled in the art, would also be conceivable.

[0122] The disconnect clutch K0g comprises a switching element K01g and two coupling elements K02g and K03g. The first coupling element K02g is permanently and rotationally fixed to the first transmission input shaft W1g. The second coupling element K03g is permanently and rotationally fixed to the crankshaft of the internal combustion engine 2g. The switching element K01g is exemplified by a sliding sleeve. However, other configurations of the switching element K01g, which would appear suitable to a person skilled in the art, are also conceivable. In the closed state of the disconnect clutch K0g, the switching element K01g is designed to non-rotatably connect the first coupling element K02g to the second coupling element K03g, thereby closing the disconnect clutch K0g. In an open state of the disconnect coupling K0g, the switching element K01g is designed to release the first coupling element K02g relative to the second coupling element K03g, so that the combustion engine 2g is decoupled. Reference sign 1 Hybrid transmission device 2 Internal combustion engine 3 Rotor 4 electric machine 5 Rotor 6 electric machine 7 gearboxes 8 gear stages 9 cases 10 axle gearboxes K0 disconnect coupling K01 switching element K02 coupling element K03 coupling element P1 Planetary gear set P11 Sun wheel P12 Planetary gear carrier P13 Ring gear S1 switching unit S11 switching element S12 coupling element S13 coupling element S2 switching unit S21 switching element S22 coupling element S23 coupling element S3 switching unit S31 switching element S32 coupling element S33 coupling element S4 switching unit S41 switching element S42 coupling element S43 coupling element W1 Gearbox input shaft W2 gearbox input shaft W3 transmission input shaft W4 gearbox output shaft W5 Intermediate shaft Z1 Spur gear stage Z11 Spur gear Z12 Spur gear Z2 spur gear stage Z21 Spur gear Z22 Spur gear Z3 spur gear stage Z31 Spur gear Z32 Spur gear Z33 Spur gear Z34 Spur gear Z4 spur gear stage Z41 Spur gear Z42 Spur gear Z5 spur gear stage Z51 Spur gear Z52 Spur gear Z53 Spur gear Z6 spur gear stage Z61 Spur gear Z62 Spur gear Z7 Spur gear stage Z71 Spur gear Z72 Spur gear

Claims

[1] Hybrid transmission device for a motor vehicle, comprising at least a first transmission input shaft (W1e) for connecting an internal combustion engine (2e), at least a second transmission input shaft (W2e) for connecting a rotor (3e) of a first electric machine (4e), a transmission output shaft (W4e), a transmission (7e) for connecting the internal combustion engine (2e) and / or the first electric machine (4e) and / or a second electric machine (6e) to the transmission output shaft (W4e), which has an intermediate shaft (W5e) operatively connected to the second transmission input shaft (W2e), at least three spur gear stages (Z1e, Z2e, Z3e) and at least four shift units (S1e, S2e, S3e, S4e), wherein a first spur gear stage (Z1e) of the spur gear stages (Z1e, Z2e,Z3e) is either directly coupled to the intermediate shaft (W5e) and directly connectable to the transmission output shaft (W4e) or directly connectable to the intermediate shaft (W5e) and directly connected to the transmission output shaft (W4e), wherein a third spur gear stage (Z3e) of the spur gear stages (Z1e, Z2e, Z3e) is either directly coupled to the first transmission input shaft (W1e) and directly connectable to the transmission output shaft (W4e) or directly connectable to the first transmission input shaft (W1e) and directly connected to the transmission output shaft (W4e), wherein a first switching unit (S1e) of the switching units (S1e, S2e, S3e, S4e) is provided in a closed state to connect the intermediate shaft (W5e) to the transmission output shaft (W4e) via the first spur gear stage (Z1e), wherein a fourth switching unit (S4e) the switching units (S1e, S2e, S3e, S4e) are designed to be in a closed state,to connect the first transmission input shaft (W1e) to the transmission output shaft (W4e) via the third spur gear stage (Z3e), wherein the second spur gear stage (Z2e) is coupling to the first transmission input shaft (W1e), coupling to the intermediate shaft (W5e), and is directly coupled to the transmission output shaft (W4e), wherein a second switching unit (S2e) of the switching units (S1e, S2e, S3e, S4e) is provided in a closed state to connect the intermediate shaft (W5e) to the transmission output shaft (W4e) via the second spur gear stage (Z2e), wherein a third switching unit (S3e) of the switching units (S1e, S2e, S3e, S4e) is provided in a closed state to connect the first transmission input shaft (W1e) to the transmission output shaft (W4e) via the second spur gear stage (Z2e), wherein the transmission (7e) a gear stage (8e) arranged between the intermediate shaft (W5e) and the second gear input shaft (W2e) with a fixed gear ratio,and wherein the gear stage (8e) is formed by a fourth spur gear stage (Z4e) which is directly coupled to the intermediate shaft (W5e) and directly to the second gear input shaft (W2e), wherein the second gear input shaft (W2e) is arranged axially parallel to the first gear input shaft (W1e). [2] Hybrid transmission device for a motor vehicle, comprising at least one first transmission input shaft (W1g) for connecting an internal combustion engine (2g), at least one second transmission input shaft (W2g) for connecting a rotor (3g) of a first electric machine (4g), a transmission output shaft (W4g), a transmission (7g) for connecting the internal combustion engine (2g) and / or the first electric machine (4g) and / or a second electric machine (6g) to the transmission output shaft (W4g), which has an intermediate shaft (W5g) operatively connected to the second transmission input shaft (W2g), at least three spur gear stages (Z1g, Z2g, Z3g) and at least four shift units (S1g, S2g, S3g, S4g), wherein a first spur gear stage (Z1g) of the spur gear stages (Z1g, Z2g,Z3g) is either directly coupled to the intermediate shaft (W5g) and directly connectable to the transmission output shaft (W4g) or directly connectable to the intermediate shaft (W5g) and directly connected to the transmission output shaft (W4g), wherein a third spur gear stage (Z3g) of the spur gear stages (Z1g, Z2g, Z3g) is either directly coupled to the first transmission input shaft (W1g) and directly connectable to the transmission output shaft (W4g) or directly connectable to the first transmission input shaft (W1g) and directly connected to the transmission output shaft (W4g), wherein a first switching unit (S1g) of the switching units (S1g, S2g, S3g, S4g) is provided in a closed state to connect the intermediate shaft (W5g) to the transmission output shaft (W4g) via the first spur gear stage (Z1g), wherein a fourth switching unit (S4g) of the switching units (S1g, S2g, S3g, S4g) is intended to be in a closed state,to connect the first transmission input shaft (W1g) to the transmission output shaft (W4g) via the third spur gear stage (Z3g), wherein the second spur gear stage (Z2g) is coupling to the first transmission input shaft (W1g), coupling to the intermediate shaft (W5g), and is directly coupled to the transmission output shaft (W4g), wherein a second switching unit (S2g) of the switching units (S1g, S2g, S3g, S4g) is provided in a closed state to connect the intermediate shaft (W5g) to the transmission output shaft (W4g) via the second spur gear stage (Z2g), wherein a third switching unit (S3g) of the switching units (S1g, S2g, S3g, S4g) is provided in a closed state to connect the first transmission input shaft (W1g) to the transmission output shaft (W4g) via the second spur gear stage (Z2g), and wherein the The intermediate shaft (W5g) is permanently and rotationally fixed to the second transmission input shaft (W2g). [3] Hybrid transmission device according to claim 1 or claim 2, characterized by a third transmission input shaft (W3a-W3g) to a connection of a rotor (5a-5g) of a second electric machine (6a-6g), wherein the third transmission input shaft (W3a-W3g) is operatively connected to the first transmission input shaft (W1a-W19g). [4] Hybrid transmission device according to claim 3, characterized by , that either the third transmission input shaft (W3f) is directly coupled to the third spur gear stage (Z3f) or the transmission (7a-7e, 7g) has a fifth spur gear stage (Z5a-Z5e, Z5g) which is directly coupled to the third transmission input shaft (W3a-W3e, W3g) and the first transmission input shaft (W1a-W1e, W1g). [5] Hybrid transmission device for a motor vehicle, comprising at least one first transmission input shaft (W1f) for connecting an internal combustion engine (2f), at least one second transmission input shaft (W2f) for connecting a rotor (3f) of a first electric machine (4f), a transmission output shaft (W4f), a transmission (7f) for connecting the internal combustion engine (2f) and / or the first electric machine (4f) and / or a second electric machine (6f) to the transmission output shaft (W4f), which has an intermediate shaft (W5f) operatively connected to the second transmission input shaft (W2f), at least three spur gear stages (Z1f, Z2f, Z3f) and at least four shift units (S1f, S2f, S3f, S4f), wherein a first spur gear stage (Z1f) of the spur gear stages (Z1f, Z2f,Z3f) is either directly coupled to the intermediate shaft (W5f) and directly connectable to the transmission output shaft (W4f) or directly connectable to the intermediate shaft (W5f) and directly connected to the transmission output shaft (W4f), wherein a third spur gear stage (Z3f) of the spur gear stages (Z1f, Z2f, Z3f) is either directly coupled to the first transmission input shaft (W1f) and directly connectable to the transmission output shaft (W4f) or directly connectable to the first transmission input shaft (W1f) and directly connected to the transmission output shaft (W4f), wherein a first switching unit (S1f) of the switching units (S1f, S2f, S3f, S4f) is provided in a closed state to connect the intermediate shaft (W5f) to the transmission output shaft (W4f) via the first spur gear stage (Z1f), wherein a fourth switching unit (S4f) of the switching units (S1f, S2f, S3f, S4f) is intended to be in a closed state,to connect the first transmission input shaft (W1f) to the transmission output shaft (W4f) via the third spur gear stage (Z3f), wherein the second spur gear stage (Z2f) is coupling to the first transmission input shaft (W1f), coupling to the intermediate shaft (W5f) and is directly coupled to the transmission output shaft (W4f), wherein a second switching unit (S2f) of the switching units (S1f, S2f, S3f, S4f) is provided in a closed state to connect the intermediate shaft (W5f) to the transmission output shaft (W4f) via the second spur gear stage (Z2f), wherein a third switching unit (S3f) of the switching units (S1f, S2f, S3f, S4f) is provided in a closed state to connect the first transmission input shaft (W1f) to the transmission output shaft (W4f) via the second spur gear stage (Z2f), wherein a third The gearbox input shaft (W3f) is provided for a connection of a rotor (5f) of a second electric machine (6f),wherein the third transmission input shaft (W3f) is operatively connected to the first transmission input shaft (W1f), and wherein the third transmission input shaft (W3f) is directly coupled to the third spur gear stage (Z3f). [6] Hybrid transmission device for a motor vehicle, comprising at least one first transmission input shaft (W1e) for connecting an internal combustion engine (2e), at least one second transmission input shaft (W2e) for connecting a rotor (3e) of a first electric machine (4e), a transmission output shaft (W4e), a transmission (7e) for connecting the internal combustion engine (2e) and / or the first electric machine (4e) and / or a second electric machine (6e) to the transmission output shaft (W4e), which has an intermediate shaft (W5e) operatively connected to the second transmission input shaft (W2e), at least three spur gear stages (Z1e, Z2e, Z3e) and at least four shift units (S1e, S2e, S3e, S4e), wherein a first spur gear stage (Z1e) of the spur gear stages (Z1e, Z2e,Z3e) is either directly coupled to the intermediate shaft (W5e) and directly connectable to the transmission output shaft (W4e) or directly connectable to the intermediate shaft (W5e) and directly connected to the transmission output shaft (W4e), wherein a third spur gear stage (Z3e) of the spur gear stages (Z1e, Z2e, Z3e) is either directly coupled to the first transmission input shaft (W1e) and directly connectable to the transmission output shaft (W4e) or directly connectable to the first transmission input shaft (W1e) and directly connected to the transmission output shaft (W4e), wherein a first switching unit (S1e) of the switching units (S1e, S2e, S3e, S4e) is provided in a closed state to connect the intermediate shaft (W5e) to the transmission output shaft (W4e) via the first spur gear stage (Z1e), wherein a fourth switching unit (S4e) of the switching units (S1e, S2e, S3e, S4e) is intended to be in a closed state,to connect the first transmission input shaft (W1e) to the transmission output shaft (W4e) via the third spur gear stage (Z3e), wherein the second spur gear stage (Z2e) is coupling to the first transmission input shaft (W1e), coupling to the intermediate shaft (W5e), and is directly coupled to the transmission output shaft (W4e), wherein a second switching unit (S2e) of the switching units (S1e, S2e, S3e, S4e) is provided in a closed state to connect the intermediate shaft (W5e) to the transmission output shaft (W4e) via the second spur gear stage (Z2e), wherein a third switching unit (S3e) of the switching units (S1e, S2e, S3e, S4e) is provided in a closed state to connect the first transmission input shaft (W1e) to the transmission output shaft (W4e) via the second spur gear stage (Z2e), wherein a third transmission input shaft (W3e) is provided for a connection of a rotor (5e) of a second electric machine (6e),wherein the third transmission input shaft (W3e) is operatively connected to the first transmission input shaft (W1e), and wherein the transmission (7e) has a fifth spur gear stage (Z5e) which is directly coupled to the third transmission input shaft (W3e) and the first transmission input shaft (W1e). [7] Hybrid transmission device according to claim 5 or claim 6, characterized by , that the transmission (7a-7f) has a gear stage (8a-8f) arranged between the intermediate shaft (W5a-W5f) and the second transmission input shaft (W2a-W2f) with a fixed gear ratio. [8] Hybrid transmission device according to claim 7, characterized by , that the gear stage (8a-8d, 8f) is formed by a planet gear set (P1a-P1d, P1f) with a sun gear (P11a-P11d, P11f), a planet carrier (P12a-P12d, P12f) and a ring gear (P13a-P13d, P13f). [9] Hybrid transmission device according to claim 8, characterized by, that the sun gear (P11a-P11d, P11f) is fixed to the housing, the planet carrier (P12a-P12d, P12f) is permanently non-rotatably connected to the intermediate shaft (W5a-W5d, W5f) and the ring gear (P13a-P13d, P13f) is permanently non-rotatably connected to the second transmission input shaft (W2a-W2d, W2f). [10] Hybrid transmission device at least according to claim 7, characterized by , that the gear stage (8e) is formed by a fourth spur gear stage (Z4e) which is directly coupled to the intermediate shaft (W5e) and directly to the second gear input shaft (W2e), wherein the second gear input shaft (W2e) is arranged axially parallel to the first gear input shaft (W1e). [11] Hybrid transmission device at least according to claim 5 or claim 6, characterized by , that the intermediate shaft (W5g) is permanently and rotationally fixed to the second transmission input shaft (W2g). [12] Hybrid transmission device according to any one of the preceding claims, characterized by, that the first switching unit (S1a-S1c, S1e, S1g) and the second switching unit (S2a, S2c, S2e, S2g) are designed as a double switching unit and / or that the third switching unit (S3a-S3c, S3e, S3g) and the fourth switching unit (S4a, S4c, S4e, S4g) are designed as a double switching unit. [13] Hybrid drive system with a hybrid transmission device (1a-1g) according to one of the preceding claims, with an internal combustion engine (2a-2g) which has a crankshaft connected non-rotatably to the first transmission input shaft (W1a-W1g), with a first electric machine (4a-4g) which has a rotor (3a-3g) connected non-rotatably to the second transmission input shaft (W2a-W2g), and with a second electric machine (6a-6g) which has a rotor (5a-5g) connected non-rotatably to the third transmission input shaft (W3a-W3g).

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